Hybrid transmission device for realizing an electric direct drive and drive train with such a hybrid transmission device

Abstract

Hybrid transmission device (1) for a powertrain (103) of a motor vehicle (100), comprising • at least one first transmission input shaft (2) for at least indirect connection of a crankshaft (17) of an internal combustion engine (VM), • at least a second gearbox input shaft (4) for connecting a first rotor shaft (18) of a first electric machine (5), • a main output shaft (10) which is at least indirectly connected to at least one first side shaft (9) for driving purposes, wherein the side shaft (9a) is designed to connect a respective wheel of the motor vehicle (100), • a first planet gear set (PS1) with several gear set elements in the form of a first sun gear (14a), a first ring gear (15a) and a first planet carrier (16a), wherein at least one first planet gear (22a) is rotatably mounted on the first planet carrier (16a), • a second planet gear set (PS2) with several gear set elements in the form of a second sun gear (14b), a second ring gear (15b) and a second planet carrier (16b), wherein at least one second planet gear (22b) is rotatably mounted on the second planet carrier (16b), • a first switching element (A) which, in the closed state, connects the first transmission input shaft (2) to the main output shaft (10) in a rotationally fixed manner, • a second switching element (B) which, in the closed state, connects the main output shaft (10) to a first gear set element of the first planetary gear set (PS1) in a rotationally fixed manner, • a third switching element (D) which, in the closed state, connects the main output shaft (10) to a first gear set element of the second planetary gear set (PS2) in a rotationally fixed manner, • a fourth switching element (E) which, in the closed state, connects the second transmission input shaft (4) to the first gear set element of the first planetary gear set (PS1) in a rotationally fixed manner, • and a fifth switching element (F) which, in the closed state, connects the second transmission input shaft (4) to a second gear set element of the first planetary gear set (PS1) in a rotationally fixed manner, which is connected to the first transmission input shaft (2) in a rotationally fixed manner, wherein exactly two of the switching elements (A, B, D, E, F) are closed simultaneously to realize a respective internal combustion engine or hybrid gear stage, characterized in that the hybrid transmission device (1) further comprises a sixth switching element (C) which, in the closed state, connects the main output shaft (10) to a second gear set element of the second planetary gear set (PS2) in a rotationally fixed manner to realize an electric direct drive.

Description

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

[0002] There are two different approaches to the design of transmissions. Firstly, transmissions can be designed to be as long as possible overall but short in the radial direction for a rear-longitudinal configuration in the vehicle. Alternatively, for a front-transverse configuration, it is known to design transmissions that are axially short but radially longer. Furthermore, it is known to hybridize powertrains by including at least one electric motor in the vehicle that can transmit torque to the powertrain via the transmission.

[0003] For example, DE 10 2012 212 257 A1 discloses a planetary gear set for a hybrid drive of a motor vehicle, comprising three coupled planetary gear sets, several switching elements, and at least one electric motor assigned to a shaft within the gear set. In a first planetary gear set, the ring gear is connectable to a housing-mounted component, and the planet carrier is driven by the ring gear of a second planetary gear set. In the second planetary gear set, the planet carrier is connected to the ring gear of a third planetary gear set, and the sun gear is driven by a transmission input shaft. In the third planetary gear set, the planet carrier is connected to a transmission output shaft. The sun gear of the first planetary gear set is connected to the housing-mounted component. Furthermore, the sun gear of the third planetary gear set is connectable to the housing-mounted component as well as to the ring gear of the first planetary gear set.

[0004] DE 10 2019 205 470 A1 describes a transmission for a motor vehicle, comprising an electric motor, a first input shaft, a second input shaft, an output shaft, a first planetary gear set, and a second planetary gear set, wherein each planetary gear set comprises several gear set elements. A first, a second, a third, a fourth, a fifth, and a sixth switching element are provided. A rotor of the electric motor is connected to the second input shaft. The first input shaft is non-rotatably connected to the second element of the second planetary gear set. The second input shaft is non-rotatably connected to the third element of the first planetary gear set. The output shaft is non-rotatably connected to the second element of the first planetary gear set. The first element of the second planetary gear set is fixed to a non-rotatable component.The switching elements are designed to connect two wheelset elements to each other in a rotationally fixed manner, or to fix a wheelset element to one of the aforementioned shafts, or a wheelset element to a rotationally fixed component.

[0005] DE 10 2017 222 719 A1 describes a transmission for a motor vehicle, comprising an electric motor, a drive shaft, an output shaft, and a first planetary gear set, a second planetary gear set, and a third planetary gear set, wherein each planetary gear set comprises several gear set elements. A first, a second, a third, a fourth, a fifth, and a sixth switching element are provided. A rotor of the electric motor is connected to the drive shaft, the output shaft, or at least one of the gear set elements of the planetary gear sets. The drive shaft is non-rotatably connected to the second element of the first planetary gear set and the third element of the second planetary gear set and can be non-rotatably connected to the output shaft via the first switching element. The output shaft can be non-rotatably connected to the third element of the first planetary gear set by means of the second switching element.The first element of the first planetary gear set and the first element of the second planetary gear set are fixed. The second element of the second planetary gear set can be connected to the third element of the third planetary gear set in a rotationally fixed manner via the third switching element. By selectively actuating the six switching elements in pairs, exactly four or exactly five gears are obtained between the input shaft and the output shaft.

[0006] The object of the invention is to provide an alternative hybrid transmission device and an alternative drive system for a motor vehicle. In particular, the hybrid transmission device is to be compact. This object is achieved by the subject matter of independent claim 1. Advantageous embodiments are the subject matter of the dependent claims, the following description, and the figures.

[0007] A hybrid transmission device according to the invention for a drive train of a motor vehicle comprises • at least one first transmission input shaft for connecting a crankshaft of an internal combustion engine, • at least a second gearbox input shaft for connecting a first rotor shaft of a first electric machine, • a main output shaft which is at least indirectly connected to at least one first side shaft in a driving capacity, wherein the side shaft is designed to connect to a respective wheel of the motor vehicle, • a first planet gear set with several gear set elements in the form of a first sun gear, a first ring gear and a first planet carrier, wherein at least one first planet gear is rotatably mounted on the first planet carrier, • a second planetary gear set with several gear set elements in the form of a second sun gear, a second ring gear and a second planet carrier, wherein at least one second planet gear is rotatably mounted on the second planet carrier, • a first switching element which, in the closed state, connects the first transmission input shaft to the main output shaft in a rotationally fixed manner, • a second switching element which, in the closed state, connects the main output shaft to a first gear set element of the first planetary gear set in a rotationally fixed manner, • a third switching element which, in the closed state, connects the main output shaft to a first gear set element of the second planetary gear set in a rotationally fixed manner, • a fourth switching element which, in the closed state, connects the second transmission input shaft to the first gear set element of the first planetary gear set in a rotationally fixed manner, • and a fifth switching element which, in the closed state, connects the second transmission input shaft to a second gear set element of the first planetary gear set in a rotationally fixed manner, which is connected to the first transmission input shaft in a rotationally fixed manner, In each combustion engine or hybrid gear stage, exactly two of the switching elements are closed simultaneously. The other switching elements are therefore open to achieve the respective combustion engine or hybrid gear stage. The hybrid transmission is a 4-speed hybrid transmission with electrically assisted power shifts.

[0008] The hybrid transmission unit features a comparatively simple and compact design with only two planetary gear sets. The components are subjected to low loads, resulting in high efficiency and low losses. In particular, it boasts excellent gear efficiency. Furthermore, for purely electric driving, no disconnect clutch is required to decouple a combustion engine from the hybrid transmission unit.

[0009] At least one first electric motor and one internal combustion engine can be coupled to, or are coupled to, the hybrid transmission device. The switching elements are designed to couple the first electric motor and / or the internal combustion engine to components of the hybrid transmission device, depending on the gear selection, thus enabling the vehicle to be driven with different drive modes and gear ratios. Depending on the switching element's position, the drive can be purely electric, hybrid, or internal combustion engine-based. Furthermore, the first electric motor can provide traction assistance during gear changes in hybrid mode. These gear changes can be output-assisted or electrodynamic.

[0010] If a component or device is intended for a function or connection, this means that the component or device is specifically designed and / or equipped for that purpose.

[0011] The first and second transmission input shafts are arranged coaxially to each other on a common axis, in particular a main output shaft. The main output shaft is also arranged coaxially to the first and second transmission input shafts.

[0012] A transmission input shaft is a transmission element through which drive power from a drive machine, in particular an electric motor or an internal combustion engine, can be introduced into the hybrid transmission device. The respective transmission input shaft can be directly and non-rotatably connected to the associated drive machine, in particular to a crankshaft of the internal combustion engine or to a rotor shaft of the first electric motor. Alternatively, a transmission stage can be provided between the respective transmission input shaft and the associated drive device.

[0013] A connection of a component or a drive-effective connection between two components means that these components are either directly connected to each other or connected to each other via at least one other component. For example, the crankshaft of the internal combustion engine is rotationally fixed to the first transmission input shaft. Alternatively, the internal combustion engine can be connected to the first transmission input shaft via a transmission stage, in particular via a wrap-around drive or a spur gear stage. The same applies to the respective electric motor.

[0014] A non-rotatable connection is a non-switchable connection between two components that transmits drive power, in particular rotational speed and torque. Non-rotatable connections increase the compactness and reduce the weight of the hybrid transmission device.

[0015] The term "at least indirectly" means that two components are (effectively) connected to each other via at least one other component located between them, or are directly and thus immediately connected. For example, the main output shaft is rotationally fixed to the first side shaft. The first side shaft can be integrated into the main output shaft, i.e., formed as a single unit. Alternatively, the main output shaft can be connected to the first and / or a further side shaft via other components or arrangements. For example, a differential can be arranged in the power flow downstream of the main output shaft, distributing the drive power to two separate side shafts, with the main output shaft thus being connected to the respective side shaft via the differential and, if applicable, one or more gear reduction stages.Alternatively, the main output shaft can be connected to a wheel of the vehicle via the first side shaft and a wheel connection to achieve individual wheel drive. The main output shaft can therefore simultaneously be the output shaft of the hybrid transmission device, whereby the main output shaft can be connected to a wheel of the vehicle, at least indirectly.

[0016] The respective planetary gear set is preferably designed as a negative planetary gear set or as a positive planetary gear set. A negative planetary gear set corresponds to a planetary gear set with a planet carrier on which the first planet gears are rotatably mounted, a sun gear, and a ring gear, wherein the teeth of at least one of the planet gears mesh with both the teeth of the sun gear and the teeth of the ring gear, causing the ring gear and the sun gear to rotate in opposite directions when the sun gear rotates with the carrier stationary. A positive planetary gear set differs from the negative planetary gear set in that the positive planetary gear set has first and second, or inner and outer, planet gears that are rotatably mounted on the planet carrier. The teeth of the first, or inner, planet gears mesh with the teeth of the sun gear on one side and with the teeth of the second, or outer, planet gears on the other.Furthermore, the teeth of the outer planet gears mesh with the teeth of the ring gear. This means that when the planet carrier is stationary, the ring gear and the sun gear rotate in the same direction.

[0017] When one or more of the planetary gear sets are configured as a plus planetary gear set, the connection between the planet carrier and the ring gear is reversed, and the fixed gear ratio is increased by 1. The reverse is also possible, analogously, if a minus planetary gear set is to be used instead of a plus planetary gear set.

[0018] In the case of a design of the planet gear sets as a minus planet set, it is preferred to design the first gear set element of the first planet gear set as a ring gear, the second gear set element of the first planet gear set as a planet carrier and the third gear set element of the first planet gear set as a sun gear, wherein the first gear set element of the second planet gear set is designed as a planet carrier, the second gear set element of the second planet gear set as a sun gear and the third gear set element of the second planet gear set as a ring gear.

[0019] In the case of a design of the planet gear sets as plus planet sets, it is preferred to design the first gear set element of the first planet gear set as a planet carrier, the second gear set element of the first planet gear set as a ring gear and the third gear set element of the first planet gear set as a sun gear, wherein the first gear set element of the second planet gear set is designed as a ring gear, the second gear set element of the second planet gear set as a sun gear and the third gear set element of the second planet gear set as a planet carrier.

[0020] Alternatively, it is also conceivable to design one or more planetary gear sets as stepped planetary gear sets. Each stepped planetary gear set preferably comprises a first gear with a second gear non-rotatably connected to it, wherein the first gear meshes, for example, with the sun gear and the second gear meshes, correspondingly, with the ring gear, or vice versa. These two gears can be non-rotatably connected to each other, for example, via an intermediate shaft or a hollow shaft. In the case of a hollow shaft, it can be rotatably mounted on a bolt of the planet carrier. Preferably, the two gears of the respective stepped planetary gear set have different diameters and numbers of teeth in order to establish a gear ratio. Furthermore, compound planetary gear sets are also conceivable.

[0021] In one embodiment, the planetary gear sets are arranged coaxially to the first transmission input shaft and coaxially to the second transmission input shaft. Preferably, the transmission input shafts are arranged coaxially to the main output shaft. Thus, the transmission components of the hybrid transmission device are arranged on a common axis, preferably the main output shaft. The main output shaft is located on the main output shaft. In other words, the output takes place on the main output shaft.

[0022] Preferably, one of the gear set elements of the first planetary gear set and one of the gear set elements of the second planetary gear set are each fixed to a stationary or housing-mounted component, for example, a gearbox housing. According to one embodiment, the first sun gear of the first planetary gear set is fixed to the stationary or housing-mounted component, wherein the first planet carrier of the first planetary gear set is rotationally fixed to the first gearbox input shaft, and wherein the first ring gear of the first planetary gear set is rotationally fixed to a first shaft of the hybrid gearbox device, which can be brought into operative contact with the second switching element and the fourth switching element.

[0023] According to one embodiment, the second sun gear of the second planet gear set is non-rotatably connected to the second transmission input shaft, wherein the second planet carrier of the second planet gear set is non-rotatably connected to a second shaft which can be brought into operative contact with the third switching element, and wherein the second ring gear of the second planet gear set is fixed to the stationary component.

[0024] The first transmission input shaft is preferably operatively connected to at least the first and fifth switching elements. The second transmission input shaft is preferably operatively connected to at least the third, fourth, and fifth switching elements.

[0025] A switching element is understood to be a device that has at least one open state and one closed state. In the open state, a rotary connection between two components, in particular two shafts, is disconnected. In the closed state, torque and rotational speed, i.e., drive power, can be transmitted between two components, in particular two shafts.

[0026] The hybrid transmission device allows for the realization of multiple combustion engine, hybrid, or electric gear stages, whereby combustion engine or hybrid gear stages are engaged when two of the switching elements are in the closed state, while the other switching elements are open.

[0027] Preferably, the first switching element, the second switching element, the fourth switching element and the fifth switching element are provided for the realization of an internal combustion engine or hybrid drive.

[0028] With the first switching element closed, drive power is transmitted directly from the first transmission input shaft to the main output shaft without passing through one or both planetary gear sets. With the second switching element closed, the main output shaft is non-rotatably connected to the first shaft, which is preferably non-rotatably connected to the first ring gear of the first planetary gear set. Furthermore, preferably, with the third switching element closed, the second planet carrier of the second planetary gear set is non-rotatably connected to the main output shaft. If only the third switching element is closed while the other switching elements are open, purely electric operation in a first electric gear stage is possible.With the fourth switching element closed, the second transmission input shaft and the second sun gear of the second planetary gear set are preferably non-rotatably connected to the first ring gear of the first planetary gear set and the first shaft. With the fifth switching element closed, the second transmission input shaft is preferably non-rotatably connected to the first planet carrier of the first planetary gear set, which in turn is non-rotatably connected to the first transmission input shaft. Thus, with the fifth switching element closed, the first and second transmission input shafts are non-rotatably connected to each other. By closing the fifth switching element, the first electric motor is connected to the internal combustion engine independently of the output. The first transmission input shaft and the second transmission input shaft then rotate in a fixed ratio to each other.This makes it possible to start the combustion engine, which is operatively connected to the first transmission input shaft, using the first electric motor. Furthermore, the first electric motor can operate as a generator, enabling a so-called "charging in neutral" mode. The first electric motor can thus, for example, charge an electrical energy storage device or supply other electrical consumers, in particular one or more additional electric motors of the drive system, with electrical energy.

[0029] According to the invention, the hybrid transmission device further comprises a sixth switching element which, in the closed state, connects the main output shaft to a second gear set element of the second planetary gear set in a rotationally fixed manner. Preferably, the sixth switching element connects the main output shaft to the second sun gear of the second planetary gear set and thus also to the second transmission input shaft in a rotationally fixed manner. If only the sixth switching element is closed while the other switching elements are open, purely electric driving operation is possible in a second electric gear stage, with a gear ratio different from the first electric gear stage. However, the sixth switching element can be omitted, particularly if only a single purely electric gear is required. The sixth switching element is primarily required for the second purely electric gear. The sixth switching element is not essential for the hybrid main driving gear.

[0030] According to one embodiment, all switching elements are arranged on a common axis, preferably the main output axis.

[0031] Preferably, the main output shaft is non-rotatably connected to a fixed gear. The fixed gear is a gear designed to mesh with another gear. This second gear can be directly connected to the first side shaft or, alternatively, to a differential for connecting to two side shafts. Thus, a hybrid transmission device with a lateral output can be implemented. This allows the hybrid transmission device to be designed more compactly in terms of its axial dimensions. In this case, the main output shaft is preferably designed as a hollow shaft, with the first transmission input shaft passing through it. Furthermore, the second transmission input shaft can also pass through the main output shaft. The first transmission input shaft preferably passes through the second transmission input shaft.Depending on the design of the output of the hybrid transmission device, the first transmission input shaft can be designed as a hollow shaft or as a solid shaft, whereby in the case of a first transmission input shaft designed as a hollow shaft a side shaft can be passed through the first transmission input shaft.

[0032] Alternatively, the output can be coaxial, in which the first transmission input shaft and the main output shaft are arranged coaxially, but axially adjacent to each other or one behind the other. In this case, the main output shaft can form the side shaft or be directly and rotationally fixed to the side shaft and arranged coaxially with it.

[0033] In a combustion engine or hybrid mode, the vehicle operates in combustion engine mode, either solely using the combustion engine or in combination with the first electric motor. When both the combustion engine and the first electric motor are combined, each driving the output, the combustion engine operation is hybrid operation. To engage a combustion engine gear, two of the shift elements are closed. The hybrid transmission device allows for the implementation of four hybrid or combustion engine gears. Therefore, four main mechanical driving gears are available for the combustion engine, particularly for forward motion.

[0034] By closing two of the switching elements at a time, different switching combinations can be achieved for two of the gear stages, preferably for the third and fourth gear stages. The other switching elements remain open in each case.

[0035] The invention includes the technical teaching that two of the switching elements are combined to form a double switching unit. Preferably, the first and second switching elements are combined to form a double switching unit. Alternatively or additionally, the fourth and fifth switching elements are combined to form a double switching unit. Furthermore, alternatively or additionally, if a sixth switching element is provided, the third and sixth switching elements are combined to form a double switching unit. Double switching units enable a compact design of the hybrid transmission device. Each double switching unit can be actuated by a separate actuator. The more pairs of switching elements are combined to form a double switching unit, the fewer actuators are required in total to perform the switching operations.If all switching elements are grouped into double switching units, three double switching units can be implemented, requiring only three actuators. This simplifies the design of the hybrid transmission device. Combining two switching elements into one double switching unit can be particularly useful or advantageous if the switching elements share a common shaft and both elements do not need to be closed simultaneously in a gear.

[0036] A double switching unit is generally understood to be an arrangement of two switching elements that can be actuated alternatively by means of a single actuating device. Furthermore, a double switching unit typically has a neutral position in which neither of the two switching elements is closed. The double switching unit therefore has a first position in which, for example, the first switching element is closed, a second position in which, for example, the third switching element is closed, and a third position in which neither the first nor the third switching element is closed, i.e., a neutral position. The double switching unit, in particular, has a single switching fork and a single actuator for switching the two switching elements. This saves installation space, reduces the number of actuators required, and saves weight and gear components.The efficiency of the hybrid transmission device can be increased by appropriately combining switching elements into double switching units.

[0037] Preferably, at least one of the switching elements is designed as a positive-locking switching element. Preferably, all switching elements of the hybrid transmission device are designed as positive-locking switching elements, in particular as jaw couplings. A positive-locking switching element is understood to be a switching element that has teeth and / or jaws for connecting two components, in particular two shafts, which interlock to create a rotationally fixed connection, whereby the transmission of power flow in a fully closed state is mainly achieved by positive locking. The use of positive-locking switching elements, in particular jaw couplings, reduces transmission losses, especially drag losses.

[0038] Preferably, the hybrid transmission device further comprises a third transmission input shaft for connecting a second rotor shaft of a second electric machine, wherein the third transmission input shaft is at least indirectly rotationally fixed to the first transmission input shaft. The additional connection of a second electric machine to the first transmission input shaft offers the functional advantages of enabling series operation. Furthermore, the combustion engine can be started using the second electric machine. In addition, a higher electrical drive power can be generated to power the vehicle.

[0039] A drivetrain according to the invention can be used in a motor vehicle. The motor vehicle has at least one first axle and one second axle, or at least one front axle and at least one rear axle. The drivetrain comprises an internal combustion engine, a first electric motor, and the hybrid transmission device according to the preceding descriptions. The internal combustion engine is arranged coaxially with the main output shaft and the main output axle. The first electric motor can be directly or via further transmission stages, such as planetary gear sets, spur gear stages, or the like, operatively connected to the second transmission input shaft. The first electric motor can be part of the hybrid transmission device. The drivetrain is therefore a hybrid drive, in this case a hybrid drivetrain.For example, the hybrid transmission device, together with the combustion engine and the first electric motor, is arranged to drive the first axle of the vehicle. The drivetrain is preferably installed in a front-transverse configuration, so that the input and output shafts are oriented essentially transversely to the vehicle's longitudinal direction. A rear-transverse configuration is also conceivable. The vehicle is preferably an automobile (e.g., a passenger car weighing less than 3.5 t), a bus, or a truck (buses and trucks, for example, weighing more than 3.5 t). In particular, the vehicle is a hybrid vehicle.

[0040] Preferably, a first rotor shaft of the first electric machine is arranged coaxially with the first and second transmission input shafts. In other words, the first rotor shaft of the first electric machine is coaxial with the combustion engine and the main output shaft. This allows for the realization of a radially compact hybrid transmission device.

[0041] Preferably, at least one of the planetary gear sets is arranged spatially within the first rotor shaft of the first electric machine. According to one embodiment, the first planetary gear set is arranged spatially within the first rotor shaft of the first electric machine. This also saves axial installation space.

[0042] In an alternative embodiment, a first rotor shaft of the first electric machine is arranged parallel to and offset from the first and second transmission input shafts. The first electric machine is thus arranged offset from the main output shaft. This allows for the realization of an axially compact hybrid transmission device.

[0043] Preferably, the first rotor shaft is operatively connected to the second transmission input shaft via a traction drive or a spur gear set. For example, the traction drive comprises a chain or a belt which is operatively connected to corresponding sprockets for power transmission. In particular, a traction element of the first traction drive encircles a first toothed section, which is arranged coaxially with the first rotor shaft, and a second toothed section, which is arranged coaxially with the second transmission input shaft. Alternatively, the internal combustion engine can be connected to the hybrid transmission device via a spur gear set or a gear chain. For example, several gears form a gear chain or a spur gear set, whereby additional intermediate shafts with gears arranged on them may be provided.Regardless of the design of the transmission stage, a transmission ratio can be set between the first rotor shaft and the second gearbox input shaft.

[0044] The terms "actively connected," "drive-effective connection," or "linked" refer to a non-switchable connection between two components intended for the permanent transmission of drive power, particularly rotational speed and / or torque. This connection can be direct or via a fixed transmission. The connection can be established, for example, via a fixed shaft, a gear, especially a spur gear, and / or a wrapping element.

[0045] According to one embodiment, the hybrid transmission device further comprises a second electric machine with a second rotor shaft, which is rotationally fixed to a third transmission input shaft, wherein the third transmission input shaft is at least indirectly rotationally fixed to the first transmission input shaft. In other words, the second electric machine is directly connected to the crankshaft of the internal combustion engine for driving purposes or can be operatively connected to the crankshaft of the internal combustion engine via a further switching element, in particular a disconnect clutch. In this context, the drive train or the hybrid transmission device thus comprises a second electric machine which is configured to be operatively connected to, or operatively connectable to, the crankshaft of the internal combustion engine.

[0046] The above definitions and explanations regarding technical effects, advantages and advantageous embodiments of the hybrid transmission device according to the invention also apply analogously to the drive train according to the invention, and vice versa.

[0047] In the following, embodiments of the invention are explained in more detail with reference to the schematic drawings, wherein identical or similar elements are designated with the same reference numeral. Here, the following are shown: Fig. 1 a motor vehicle with a powertrain according to the invention and a hybrid transmission device according to the invention, Fig. 2 the drive train according to the invention Fig. 1 with the hybrid transmission device according to a first embodiment according to the invention, Fig. 3 a first switching matrix for the hybrid transmission device according to the invention Fig. 2, Fig. 4 the hybrid transmission device according to a second embodiment according to the invention, Fig. 5 the hybrid transmission device according to the invention in a third embodiment, Fig. 6 the hybrid transmission device according to a fourth embodiment according to the invention, Fig. 7 the hybrid transmission device according to the invention in a fifth embodiment, and Fig. 8 the hybrid transmission device according to a sixth embodiment according to the invention.

[0048] Fig. Figure 1 shows a motor vehicle 100 with two axles 101, 102 and four wheels 104, wherein on the first axle 101, in this case the rear axle of the motor vehicle 100, a drive train 103 with a hybrid transmission device 1, a first electric motor 5 and an exemplary in Fig. The combustion engine VM shown in section 2 is arranged to provide effective propulsion. The combustion engine VM is according to Fig. 2 is connected via a crankshaft 17 in a rotationally fixed manner to a first transmission input shaft 2 of the hybrid transmission device 1. The first electric machine 5 has a housing-fixed stator 8 and a rotor 11 rotatably arranged thereto, wherein the rotor 11 is rotationally fixed to a first rotor shaft 18, which is rotationally fixed to a second transmission input shaft 4 of the hybrid transmission device 1.

[0049] The first and second transmission input shafts 2, 4 are arranged coaxially to each other, with the first transmission input shaft 2 being spatially located inside the second transmission input shaft 4, which is designed as a hollow shaft. Between the first and second transmission input shafts 2, 4, a first shaft W1 of the hybrid transmission device 1, also designed as a hollow shaft, is arranged; this will be discussed in more detail later. The first rotor shaft 18 of the first electric machine 5 and the crankshaft 17 of the internal combustion engine VM are also arranged coaxially to the first and second transmission input shafts 2, 4. In the basic variant according to Fig. 2 The crankshaft 17, the first transmission input shaft 2, the rotor shaft 18, the second transmission input shaft 4 and a main output shaft 10 are located on a common main output shaft 6, which after Fig. 1 is arranged parallel to and offset from the first axis 101. In any case, the main output shaft 10 lies on the main output axis 6.

[0050] The output of the hybrid transmission device 1 is via the main output shaft 10. The main output shaft 10 is according to Fig. 1. For example, the main output shaft 10 is operatively connected to a differential 12, which distributes drive power to two side shafts 9a, 9b. These side shafts are in turn operatively connected to a respective wheel 104 of the first axle 101 – in a manner not shown in detail here. The main output shaft 10 has a fixed gear Z1 for connection to the differential 12. This fixed gear Z1 meshes with a gear (not shown here), in particular that of the differential 12, to achieve a lateral output. The main output shaft 10 is designed as a hollow shaft, with the second transmission input shaft 4, the first shaft W1, and the first transmission input shaft 2 passing axially through the main output shaft 10. Alternatively, the main output shaft 10 can be directly connected to a single side shaft, for example, to implement an individual wheel drive. In this case, the main output axle 6 can be connected to the axle 101. Fig. 1 lie.

[0051] The hybrid transmission device 1 further comprises two planetary gear sets PS1 and PS2, each designed as a negative planetary gear set, arranged axially adjacent to one another. The first planetary gear set PS1 has several gear set elements in the form of a first sun gear 14a, a first ring gear 15a, and a first planet carrier 16a. Several first planet gears 22a are rotatably mounted on the first planet carrier 16a and mesh with the first sun gear 14a and the first ring gear 15a. The second planetary gear set PS2 also has several gear set elements in the form of a second sun gear 14b, a second ring gear 15b, and a second planet carrier 16b. Several second planet gears 22b are rotatably mounted on the second planet carrier 16b and mesh with the second sun gear 14b and the second ring gear 15b. The first sun gear 14a is fixed to a stationary component G.The first ring gear 15a is non-rotatably connected to the first shaft W1. The first planet carrier 16a is non-rotatably connected to the first transmission input shaft 2. Furthermore, the second sun gear 14b is non-rotatably connected to the second transmission input shaft 4, with the second ring gear 15b being fixed to the stationary component G, and the second planet carrier 16b being non-rotatably connected to a second shaft W2. The planet gear sets PS1 and PS2 are arranged coaxially with the first and second transmission input shafts 4. The stationary component G is the transmission housing (not shown here).

[0052] After Fig. 2 The first planetary gear set PS1 is arranged radially inside the rotor 11 and the first rotor shaft 18 of the first electric machine 5. In other words, the first electric machine 5 spatially accommodates the first planetary gear set PS1.

[0053] Furthermore, the hybrid transmission device 1 comprises a first switching element A, a second switching element B, a third switching element D, a fourth switching element E, a fifth switching element F, and a sixth switching element C, which are designed for switching four internal combustion engine or hybrid gears G1–G4 and two electric gears or gear stages E1 and E2, as explained in more detail below. Each switching element is switchable between at least an open and a closed state. The first and second switching elements A and B are combined to form a first double switching unit DS1. The sixth and third switching elements C and D are combined to form a second double switching unit DS2. The fourth and fifth switching elements E and F are combined to form a third double switching unit DS3. All switching elements A–F are positive-locking switching elements.By providing dual switching units DS1 and DS2, the required number of actuators can be reduced. In this case, only three actuators are needed. In particular, the switching elements are designed as claw switching elements, which results in low transmission losses. Due to the proposed design of the hybrid transmission device 1, the switching elements are relatively easy to access with the actuators.

[0054] A closed first switching element A connects the first transmission input shaft 2 to the main output shaft 10 in a rotationally fixed manner. A closed second switching element B connects the main output shaft 10 to the first shaft W1 and the first ring gear 15a in a rotationally fixed manner. The first shaft W1 is a hollow shaft. A closed third switching element D connects the main output shaft 10 to the second planet carrier 16b and the second shaft W2. The second shaft W2 is a hollow shaft. A closed fourth switching element E connects the second transmission input shaft 4 in a rotationally fixed manner to the first ring gear 15a and the first shaft W1. A closed fifth switching element F connects the second transmission input shaft 4 to the first planet carrier 16a and the first transmission input shaft 2. A closed sixth switching element C connects the main output shaft 10 to the second sun gear 14b and the second transmission input shaft 4 in a rotationally fixed manner.

[0055] To implement the four combustion engine or hybrid gear stages G1 - G4, two of the switching elements A, B, C, D, E, F are always closed simultaneously, while the other switching elements A, B, C, D, E, F are open.

[0056] The functioning of the hybrid transmission device 1, in particular the following with Fig. The switching operations described in point 3 take place in the embodiment according to Fig. 2 analogous to the other embodiments. Thus, the following applies. Fig. 2 and Fig. 3. The same applies to the alternative designs according to Fig. 4 to Fig. 8. A representation of the VM internal combustion engine is shown in Fig. 4 to Fig. 8. omitted for simplification. In Fig. 7 and Fig. 8 is also the first electric machine 5, shown schematically as a block.

[0057] The hybrid transmission device 1 according to Fig. 2 features several driving modes, which are selected in the shift matrix according to Fig. Figure 3 shows a variant without the possibility of decoupling the combustion engine VM from the drive, for example by means of an additional switching element, and without an additional electric machine that can serve as a starter generator.

[0058] In the columns of the switching matrix according to Fig. Figure 3 lists the six switching elements A to F, with the respective gears 1, 2, G3.1 to G3.4, G4.1 to G4.4, and E1 and E2 listed in the rows of the switching matrix. A cross in the respective box of the switching matrix indicates a closed state for the corresponding switching element A to F, while no entry indicates an open state. The positive-locking switching elements A to F are used to implement combustion engine gears or hybrid driving modes, sometimes with different switching combinations, a first purely electric gear or driving mode E1, and a second purely electric gear or driving mode E2.

[0059] In the first combustion engine gear or hybrid driving mode G1, shift elements D and F are closed. In the second combustion engine gear or hybrid driving mode G2, shift elements D and E are closed. The third combustion engine gear or hybrid driving mode G3 is divided into shift combinations G3.1, G3.2, G3.3, and G3.4, whereby in the second combustion engine gear or hybrid driving mode G2, shift element A is closed in combination with one of shift elements D, C, E, or F. The fourth combustion engine gear or hybrid driving mode G4 is divided into shift combinations G4.1, G4.2, G4.3, and G4.4, whereby in the fourth combustion engine gear or hybrid driving mode G4, shift element B is closed in combination with shift element D in combination with one of shift elements D, C, E, or F.

[0060] In hybrid driving modes G1, G2, G3 and G4 after Fig. 3 the combustion engine VM is always involved in the drive of the vehicle 100, with the first electric machine 5 always supporting the drive when the fourth, fifth or sixth switching element E, F, C is closed.

[0061] If only the fifth switching element F is closed, the driving mode "Charging in Neutral" or LiN is possible, which allows the first electric machine 5 to operate as a generator to produce electrical energy. In the LiN driving mode, only the fifth switching element F is closed, while the other switching elements A, B, C, D, and E are open. This means that the second transmission input shaft 4 is operatively connected to the first transmission input shaft 2, with both input shafts 2 and 4 rotating at the same speed. The internal combustion engine VM is thus effectively connected to the first electric machine 5 and decoupled from the output, in particular from the main output shaft 10. By driving the first electric machine 5, electrical energy is generated by the internal combustion engine VM. From the LiN or "Charging in Neutral" driving mode, the drive can be shifted into gears G3.4 and G4.4. Fig. 3. This is achieved because the fifth switching element F is closed in each of these gears. The advantage of this is that the first electric machine 5 can operate continuously as a generator, thus supplying both the vehicle electrical system and other electric machines, in particular according to Fig. 5 and Fig. 6 , can supply with electrical power. This allows an electrical energy storage device to be charged with high power when needed.

[0062] Another charging state can be achieved by closing the switching element E. The first electric motor 5 is then connected to the internal combustion engine VM via a gear reduction, without a power transmission to the main output shaft 10. This means the transmission is in neutral. The second transmission input shaft 4 then rotates faster than the drive shaft of the first transmission input shaft 2. In this state, the internal combustion engine VM can be started with the first electric motor 5, and the vehicle's electrical system can be powered by the first electric motor 5, or an electrical energy storage device can be charged.

[0063] A purely electric gear can be achieved by closing switching element C or D. In the first purely electric gear E1, only switching element D is closed, while the other switching elements A, B, C, E, and F are open. The first electric motor 5 is connected to the output via a constant gear ratio of the second planetary gear set PS2. The second sun gear 14b forms the input side of the second planetary gear set PS2, while the second planet carrier 16b forms the output side of the second planetary gear set PS2, which is operatively connected to the main output shaft 10 via switching element D. This means that the vehicle operates purely electrically with a gear ratio corresponding to the first internal combustion engine gear G1. Fig. 3 corresponds.

[0064] Starting from the first purely electric gear E1, the combustion engine VM can engage gears G1, G2, G3.1 and G4.1 according to Fig. 3 additional gears can be started because the switching element D is closed in each of these gears.

[0065] In the second purely electric gear E2, only the switching element C is closed, while the other switching elements A, B, D, E, and F are open. The second transmission input shaft 4 is directly and rotationally fixed to the main output shaft 10, thus creating a direct electric gear. In purely electric mode, the transmission then operates with a gear ratio corresponding to the third internal combustion engine gear G3. Fig. 3 corresponds to this. Starting from the second purely electric gear E2, the combustion engine can be started in gears G3.2 and G4.2 because the switching element C is closed in these gears. In both the first and second purely electric gears E1 and E2, the combustion engine is initially not engaged.

[0066] If only one electric gear is required, namely gear E1 with the closed shift element D, shift element C can be omitted, as it is only needed for the second electric gear and not for any hybrid main driving gear. In this case, only the shift combinations in the third and fourth main driving gears G3 and G4 would be eliminated.

[0067] Electrically assisted load shifting is possible using such a hybrid transmission device 1. A load shift can be determined using the shift matrix according to Fig. For example, a change occurs between the first hybrid driving mode G1 and the second hybrid driving mode G2, since the switching element D is closed in both gears and remains closed during the shifting process. Starting from the first hybrid driving mode G1, in which the third and fifth switching elements D and F are closed, the drive torques of the combustion engine VM and the first electric machine 5 are adjusted such that, on the one hand, the desired output torque is set, and on the other hand, the fifth switching element F becomes unloaded, whereby the fifth switching element F opens as soon as it is unloaded. This results in the purely electric gear E1.The drive torques of the combustion engine VM and the first electric machine 5 are then adjusted such that, on the one hand, the desired output torque is set, and on the other hand, the speed of the combustion engine VM is reduced until the fourth switching element E becomes synchronized and can subsequently be closed. This mechanically engages the second hybrid driving mode G2 for the combustion engine VM, with switching elements D and E closed. Downshifting occurs analogously to the upshift described above, but in reverse order.

[0068] Similarly, load shifts can occur between the second hybrid driving mode G2 and the third hybrid driving mode G3 using shift combination G3.1, or between the first hybrid driving mode G1 and the third hybrid driving mode G3 using shift combination G3.1. Furthermore, load shifts can occur between the third hybrid driving mode G3 using shift combination G3.1 and the fourth hybrid driving mode G4 using shift combination G4.1.

[0069] The synchronization of the switching element to be engaged in an internal combustion engine transmission can be achieved by internal combustion engine speed control, by synchronized switching elements, or by another central synchronization mechanism, such as a transmission brake or an additional electric motor. Furthermore, a disconnect clutch can be provided for the internal combustion engine (VM) to decouple the inertial mass of the internal combustion engine (VM) during synchronization.

[0070] Following an electrically assisted shift, for example from the second hybrid driving mode 2 to the third hybrid driving mode G3, or following a start-up of the combustion engine VM in the third hybrid driving mode G3, hybrid driving is achieved in the switching combination G3.1, whereby the switching element D, which is closed for the preceding electric traction support or for the preceding purely electric driving operation, initially remains closed. To reduce the speed of the first electric machine 5 in the third hybrid driving mode G3 at higher speeds, a switch can be made from switching combination G3.1 to switching combination G3.2, since the second transmission input shaft 4 or the first rotor shaft 18 has a lower speed here than in switching combination G3.1. This switchover occurs while maintaining traction provided by the combustion engine VM.A load-free switching element (switching element D) is deployed, and another load-free switching element (switching element C) is engaged. Speed ​​adjustment is achieved by speed control using the first electric motor 5. A disconnect clutch (not shown here) can be provided for the combustion engine VM to decouple it in the third hybrid driving mode G3 using the switching combination G3.2. This is useful if regenerative braking with the first electric motor 5 is to be performed even at higher speeds, and the combustion engine VM is to be decoupled and switched off during this process.

[0071] With respect to the main output shaft 6, the components of the drive train 103 are arranged according to Fig. 2 in axial sequence internal combustion engine VM, axially adjacent to it the first double switching unit DS1, axially adjacent to it the first fixed gear Z1 for realizing the output, axially adjacent to it the second double switching unit DS2, axially adjacent to it the second planetary gear set PS2, axially adjacent to it the first electric machine 5 with the spatially inside arranged first planetary gear set PS1, axially adjacent to it the third double switching unit DS3.

[0072] In contrast to the lateral drive via the fixed gear Z1 after Fig. 2 demonstrates the embodiment according to Fig. 4 a coaxial output. Accordingly, the main output shaft 10 is arranged partially axially adjacent to the first transmission input shaft 2. In this case, the first transmission input shaft 2 and the main output shaft 10 can be designed as solid shafts, at least in sections. The operating principle of the hybrid transmission device 1, in particular the couplings of the gear set elements of the planetary gear sets PS1, PS2, is identical to Fig. 2, therefore reference is made to the corresponding explanations. Only the axial sequence of the components with respect to the main output axis 6 has been adjusted.

[0073] With respect to the main output shaft 6, the components of the drive train 103 are arranged according to Fig. 4 in axial sequence - not shown here - internal combustion engine VM, axially adjacent to it the third double switching unit DS3, axially adjacent to it the first electric machine 5 with the spatially inside arranged first planetary gear set PS1, axially adjacent to it the second planetary gear set PS2, axially adjacent to it the second double switching unit DS2, axially adjacent to it the first double switching unit DS1, and axially adjacent to it the main output shaft for realizing the output.

[0074] To support the synchronization of the switching elements A to F during switching operations, an additional electric machine can optionally be used, which is directly or indirectly connected to the drive shaft. Such a second electric machine 7 with a second rotor shaft 19 is shown in Fig. 5 and Fig. Figure 6 shows that the second rotor shaft 19 is non-rotatably connected to a third transmission input shaft 3, which in this case is non-rotatably connected to the first transmission input shaft 2. The second electric motor 7 enables series operation. It is also conceivable that the combustion engine VM could be started by the second electric motor 7. Furthermore, the embodiment is as follows: Fig. 5 essentially analogous to the embodiment shown in the following Fig. 2 formed, wherein the second electric machine 7 is arranged axially between the internal combustion engine VM and the first double switching unit DS1. Fig. Figure 5 shows the lateral output via the fixed gear Z1, which is non-rotatably connected to the main output shaft 10. The embodiment according to Fig. 6 is essentially analogous to the embodiment shown in Fig. 4 formed, wherein the second electric machine 7 is arranged axially between the internal combustion engine VM and the third double switching unit DS3. Fig. Figure 6 therefore shows the coaxial output via the main output shaft 10 to the right.

[0075] After Fig. 2 and Fig. 4 as well Fig. 7 and Fig. In Figure 8, the first electric machine 5 is arranged coaxially to the main output shaft 6 and directly connected to the second gearbox input shaft 4. Alternatively, it is conceivable that the first electric machine 5 is arranged axially parallel to and offset from the main output shaft 6 with the first rotor shaft 18. In other words, the first rotor shaft 18 is driven via a traction drive 20 (see Figure 8). Fig. 8) or a spur gear set 21 (see Fig. 7) operatively connected to the second transmission input shaft 4. The embodiments according to Fig. 7 and Fig. Figure 8 merely shows alternatives to the exemplary embodiment according to Fig. 2 , so that towards the Fig. 2 and Fig. 3. What has been said is referred to.

[0076] After Fig. The spur gear set 21 comprises a second gear Z2, a third gear Z3 fixedly mounted on an intermediate shaft 23, and a fourth gear Z4. The second gear Z2 is fixedly connected to the first rotor shaft 18 and meshes with the third gear Z3. The third gear Z3, also fixedly connected, meshes with the fourth gear Z4, which is fixedly connected to the second transmission input shaft 4. The spur gear set 21 can also be configured as a single-stage assembly with only two meshing gears.

[0077] After Fig.8 The first electric machine 5 is operatively connected to the second transmission input shaft 4 via a traction element 13 of the traction drive 20, preferably designed as a chain. The traction drive 20 comprises a fifth and sixth gear Z5, Z6, wherein the fifth gear Z5 is arranged as a fixed gear on the first rotor shaft 18, and wherein the sixth gear Z6 is also fixed and non-rotatably connected to the second transmission input shaft 4. The gears Z5, Z6 are engaged by the traction element 13 to transmit drive power from the first electric machine 5 to the hybrid transmission device 1. Reference sign 1 Hybrid transmission device 2 first gearbox input shaft 3 third gearbox input shaft 4 second gearbox input shaft 5 first electric machine 6 Main output shaft 7 second electric machine 8 Stator 9a First side wave 9b Second side wave 10 Main output shaft 11 Rotor 12 Differential 13 traction elements 14a, 14b Sun wheel 15a, 15b Ring gear 16a, 16b Planetary carrier 17 Crankshaft 18 first rotor shaft of the first electric machine 19 second rotor shaft of the second electric machine 20 Traction drive 21 Spur gear set 22a, 22b planetary gear 23 Intermediate shaft 100 motor vehicles 101 first axle of the motor vehicle 102 second axle of the motor vehicle 103 Powertrain 104 wheel A first switching element B second switching element C sixth switching element The third switching element A fourth switching element F fifth switching element DS1 first dual switching unit DS2 second double switching unit DS3 third double switching unit G rotationally fixed component G1 first internal combustion engine gear G2 second internal combustion engine gear G3 third internal combustion engine gear G3.1 third internal combustion engine gear in first shift combination G3.2 third internal combustion engine gear in second shift combination G3.3 third internal combustion engine gear in third shift combination G3.4 third internal combustion engine gear in fourth shift combination G4 third internal combustion engine gear G4.1 fourth internal combustion engine gear in first shift combination G4.2 fourth internal combustion engine gear in second shift combination G4.3 fourth internal combustion engine gear in third shift combination G4.4 fourth internal combustion engine gear in fourth shift combination E1 first electric motor gear E2 second electric motor gear LiN driving mode “Charging in Neutral” PS1 First planetary gear set PS2 Second Planetary Gear Set VM internal combustion engine W1 first wave W2 second wave Z1 first gear or fixed gear Z2 second gear Z3 third gear Z4 fourth gear Z5 fifth gear Z6 sixth gear

Claims

[1] Hybrid transmission device (1) for a powertrain (103) of a motor vehicle (100), comprising • at least one first transmission input shaft (2) for at least indirect connection of a crankshaft (17) of an internal combustion engine (VM), • at least a second gearbox input shaft (4) for connecting a first rotor shaft (18) of a first electric machine (5), • a main output shaft (10) which is at least indirectly connected to at least one first side shaft (9) for driving purposes, wherein the side shaft (9a) is designed to connect a respective wheel of the motor vehicle (100), • a first planet gear set (PS1) with several gear set elements in the form of a first sun gear (14a), a first ring gear (15a) and a first planet carrier (16a), wherein at least one first planet gear (22a) is rotatably mounted on the first planet carrier (16a), • a second planet gear set (PS2) with several gear set elements in the form of a second sun gear (14b), a second ring gear (15b) and a second planet carrier (16b), wherein at least one second planet gear (22b) is rotatably mounted on the second planet carrier (16b), • a first switching element (A) which, in the closed state, connects the first transmission input shaft (2) to the main output shaft (10) in a rotationally fixed manner, • a second switching element (B) which, in the closed state, connects the main output shaft (10) to a first gear set element of the first planetary gear set (PS1) in a rotationally fixed manner, • a third switching element (D) which, in the closed state, connects the main output shaft (10) to a first gear set element of the second planetary gear set (PS2) in a rotationally fixed manner, • a fourth switching element (E) which, in the closed state, connects the second transmission input shaft (4) to the first gear set element of the first planetary gear set (PS1) in a rotationally fixed manner, • and a fifth switching element (F) which, in the closed state, connects the second transmission input shaft (4) to a second gear set element of the first planetary gear set (PS1) in a rotationally fixed manner, which is connected to the first transmission input shaft (2), wherein, to realize a respective internal combustion engine or hybrid gear stage, exactly two of the switching elements (A, B, D, E, F) are closed simultaneously, characterized by , that the hybrid transmission device (1) further comprises a sixth switching element (C) which, in the closed state, connects the main output shaft (10) to a second gear set element of the second planetary gear set (PS2) in a rotationally fixed manner to realize an electric direct drive. [2] Hybrid transmission device (1) according to claim 1, wherein the planetary gear sets (PS1, PS2) are arranged coaxially to the first transmission input shaft (2) and coaxially to the second transmission input shaft (4). [3] Hybrid transmission device (1) according to claim 1 or claim 2, further comprising a third transmission input shaft (3) for connecting a second rotor shaft (19) of a second electric machine (7), wherein the third transmission input shaft (3) is at least indirectly rotationally fixed to the first transmission input shaft (2). [4] Hybrid transmission device (1) according to one of the preceding claims, wherein the main output shaft (10) is connected to a fixed gear (Z1) in a rotationally fixed manner. [5] Hybrid transmission device (1) according to one of the preceding claims, wherein two of the switching elements (A, B, C, D, E, F) are combined to form a double switching unit (DS1, DS2, DS3). [6] Hybrid transmission device (1) according to one of the preceding claims, wherein at least one of the switching elements (A, B, C, D, E, F) is designed as a positive-locking switching element. [7] Powertrain (103) for a motor vehicle (100), comprising a hybrid transmission device (1) arranged to provide propulsion on a first axle (101) of the motor vehicle (100) according to one of the preceding claims, as well as at least a first electric machine (5) and an internal combustion engine (VM). [8] Drive train (103) according to claim 7, wherein a first rotor shaft (18) of the first electric machine (5) is arranged coaxially to the first and second transmission input shaft (2, 4). [9] Drive train (103) according to claim 8, wherein at least one of the planetary gear sets (PS1, PS2) is arranged spatially within the first rotor shaft (18) of the first electric machine (5). [10] Drive train (103) according to claim 7, wherein a first rotor shaft (18) of the first electric machine (5) is arranged parallel to the axis and offset from the first and second transmission input shafts (2, 4). [11] Drive train (103) according to claim 10, wherein the first rotor shaft (18) is operatively connected to the second transmission input shaft (4) via a traction drive (20) or a spur gear set (21). [12] Drive train (103) according to one of claims 7 to 11, further comprising a second electric machine (7) with a second rotor shaft (19) which is non-rotatably connected to a third transmission input shaft (3), wherein the third transmission input shaft (3) is at least indirectly non-rotatably connected to the first transmission input shaft (2).

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