Hybrid Transmission Device and Motor Vehicle

Abstract

A hybrid transmission device (3) has at least one drive device (EM1, EM2), a first transmission input shaft (7), a second transmission input shaft (9), a first clutch (K1), and a connecting clutch (K3). The second transmission input shaft (9) is mounted on the first transmission input shaft (7). The connecting clutch (K3) is actuatable to rotationally fix the first transmission input shaft (7) to the second transmission input shaft (9). The first transmission input shaft (7) is connected to an output (6) of the first clutch (K1), where the at least one drive device (EM1, EM2), the connecting clutch (K3), and the first transmission input shaft (7) are connectable to an internal combustion engine (2) via actuation of the first clutch (K1), and where the first clutch (K1) is a dog clutch.

Claims

1-15: (canceled)

16. A hybrid transmission device (3), comprising: at least one drive device (EM1, EM2); a first transmission input shaft (7); a second transmission input shaft (9) mounted on the first transmission input shaft; a first clutch (K1); and a connecting clutch (K3) actuatable to rotationally fix the first transmission input shaft (7) to the second transmission input shaft (9), wherein the first transmission input shaft (7) is connected to an output (6) of the first clutch (K1), wherein the at least one drive device (EM1, EM2), the connecting clutch (K3), and the first transmission input shaft (7) are connectable to an internal combustion engine (2) via actuation of the first clutch (K1), and wherein the first clutch (K1) is a dog clutch.

17. The hybrid transmission device of claim 16, wherein the second transmission input shaft (9) has a first end (11) proximate an outer side of the hybrid transmission device (3) and a second end (13) proximate an inner side of the hybrid transmission device (3), the hybrid transmission device further comprising a second clutch (K2) actuatable to connect the second transmission input shaft (9) to the internal combustion engine (2), the second clutch (K2) being proximate the first end (11) of the second transmission input shaft (9).

18. The hybrid transmission device of claim 17, further comprising gearshift clutches (A, B, C, D, E), wherein one or more of the first clutch (K1), the second clutch (K2), the connecting clutch (K3), and the gearshift clutches (A, B, C, D, E) is a dog clutch.

19. The hybrid transmission device of claim 16, wherein the second transmission input shaft (9) has a first end (11) proximate an outer side of the hybrid transmission device (3) and a second end (13) proximate an inner side of the hybrid transmission device (3), and wherein the connecting clutch (K3) is proximate the second end (13) of the second transmission input shaft (9).

20. The hybrid transmission device of claim 19, further comprising gearshift clutches (A, B, C, D, E), wherein one or more of the first clutch (K1), the connecting clutch (K3), and the gearshift clutches (A, B, C, D, E) is a dog clutch.

21. The hybrid transmission device of claim 16, wherein the connecting clutch (K3) is part of a two-sided engagement device (S1).

22. The hybrid transmission device of claim 16, wherein the at least one drive device (EM1, EM2) includes at least a first drive device (EM1) and a second drive device (EM2), the first drive device (EM1) being associated with the first transmission input shaft (7), the second drive device (EM2) being associated with the second transmission input shaft (9).

23. The hybrid transmission device of claim 16, wherein the hybrid transmission device (3) includes precisely four two-sided engagement devices (S1, S2, S3, S4), five internal-combustion-engine forward gears (V1, V2, V3, V4, V5) being engageable via selective actuation of two or more of the four two-sided engagement devices (S1, S2, S3, S4).

24. The hybrid transmission device of claim 16, wherein the connecting clutch (K3) is mounted on the first transmission input shaft (7).

25. The hybrid transmission device of claim 16, wherein precisely two engagement devices (S1, S4) are arranged on the first transmission input shaft (7).

26. The hybrid transmission device of claim 16, wherein the hybrid transmission device (3) includes precisely one countershaft (22).

27. The hybrid transmission device of claim 26, wherein precisely two engagement devices (S2, S3) are arranged on the countershaft (22).

28. The hybrid transmission device of claim 26, wherein precisely one fixed gear (34) for forming a forward gear step (G3) is arranged on the countershaft (22).

29. The hybrid transmission device of claim 16, wherein each of the at least one drive device (EM1, EM2) is rotatably coupled to a respective fixed gear (10, 18).

30. The hybrid transmission device of claim 16, further comprising at least one axially external gear-step gear (10, 18), wherein the first and the second transmission input shafts (7, 9) are rotatable about a common axis A1, wherein each of the at least one axially external gear-step gear (10, 18) is rotatable about the common axis (A1), and wherein each of the at least one axially external gear-step gear (10, 18) being a fixed gear.

31. A motor vehicle (1) comprising the hybrid transmission device (3) of claim 16.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0094] Further advantages, features, and details of the invention result from the following description of exemplary embodiments and figures, in which:

[0095] FIG. 1 shows an example motor vehicle,

[0096] FIG. 2 shows a first example gear set scheme,

[0097] FIG. 3 shows a circuit diagram for the gear set scheme of FIG. 2,

[0098] FIG. 4 shows a first example shift pattern for the gear set scheme of FIG. 2,

[0099] FIG. 5 shows the hybrid transmission device in a side view,

[0100] FIG. 6 shows a circuit diagram for a crawler gear,

[0101] FIG. 7 shows a circuit diagram for a hybrid gear,

[0102] FIG. 8 shows a representation of a first gear change over time,

[0103] FIG. 9 shows a representation of a second gear change over time,

[0104] FIG. 10 shows a second example gear set scheme,

[0105] FIG. 11 shows a second example shift pattern, and

[0106] FIG. 12 shows a third example gear set scheme.

DETAILED DESCRIPTION

[0107] Reference will now be made to embodiments of the invention, one or more examples of which are shown in the drawings. Each embodiment is provided by way of explanation of the invention, and not as a limitation of the invention. For example, features illustrated or described as part of one embodiment can be combined with another embodiment to yield still another embodiment. It is intended that the present invention include these and other modifications and variations to the embodiments described herein.

[0108] FIG. 1 shows a motor vehicle 1 with an internal combustion engine 2 and a hybrid transmission device 3. The hybrid transmission device 3 includes, as described in greater detail further below, electric motors and a clutch device, and is installed as an assembly unit. This is not absolutely necessary, however. For instance, in principle, the gear set forms an assembly unit even without a previously connected clutch assembly and the electric motors. A control device 15 is provided for the open-loop control of the hybrid transmission device 3. The control device 15 is part of the hybrid transmission device 3 or of the motor vehicle.

[0109] FIG. 2 shows one example embodiment of the hybrid transmission device 3 and, in particular, its gear change transmission 4, in the form of a gear set scheme. In the following, the hybrid transmission device 3 will be described starting from the internal combustion engine 2. A first clutch K1 and a second clutch K2 are attached, on their respective input-side, to a crankshaft 5. An output part or side 6 of the first clutch K1 is connected to a first transmission input shaft 7 and an output part or side 8 of the second clutch K2 is connected to a second transmission input shaft 9. A first fixed gear 10 and a second fixed gear 12 are arranged on the second transmission input shaft 9. The first fixed gear 10 is a fixed gear of a fourth gear step G4 and the second fixed gear 12 is a fixed gear of a second gear step G2.

[0110] The second transmission input shaft 9 has two ends, namely a first end 11 proximate or pointing toward an outer side 37 of the hybrid transmission device 3 and a second end 13 proximate or pointing toward an inner side 35 of the hybrid transmission device 3.

[0111] A first engagement device 51 is mounted on the transmission input shaft 7 for selectively engaging a third clutch K3 and a gearshift clutch C. A third idler gear 14 is rotationally fixable to the transmission input shaft 7 by the gearshift clutch C. The third idler gear 14 is an idler gear of a third gear step G3.

[0112] On the first transmission input shaft 7, a fourth fixed gear 16 and a fifth fixed gear 18 follow, wherein the fourth fixed gear 16 is a fixed gear of a first gear step G1 and the fifth fixed gear 18 is a fixed gear of a fifth gear step G5.

[0113] The second transmission input shaft 9 is therefore shift element-free and idler gear-free. The first engagement device 51 and a fourth engagement device S4 are arranged on the first transmission input shaft 7. The first engagement device 51 includes the third clutch K3 and the gearshift clutch C and, therefore, is two-sided.

[0114] The first transmission input shaft 7 and of the second transmission input shaft 9 rotate about a first axis of rotation A1.

[0115] The hybrid transmission device 3 includes a single countershaft 22 for connection to a differential 20 and to form the gear stages or gear steps. A second engagement device S2 and a third engagement device S3 are arranged on the countershaft 22 with first gearshift clutch A, second gearshift clutch B, fourth gearshift clutch D, and fifth gearshift clutch E for connecting a first idler gear 24, a second idler gear 26, a fourth idler gear 30, and a fifth idler gear 32 to the countershaft 22. As the only gear-implementing fixed gear, the third fixed gear 34 is located between the first, second, fourth, and fifth idler gears 24, 26, 30, and 32 on the countershaft 22. A sixth fixed gear 39 is not a gear-implementing fixed gear. The sixth fixed gear 39 connects the countershaft 22 to the differential 20 as a so-called drive output constant. On the basis of this scheme, the following is determined with respect to the forward gear steps:

[0116] One fixed gear and one idler gear are associated with each forward gear step and, in fact, a single fixed gear and a single idler gear in each case. Each fixed gear and idler gear pair are always unambiguously associated with a single forward gear step, i.e., there are no winding-path gears by utilizing one gearwheel for multiple gear steps. Nevertheless, the second and fourth forward gear steps G2, G4 are considered to be coupling gears, since the first transmission input shaft 7 is interconnected during the formation of the second and fourth forward gear steps G2, G4.

[0117] A first electric motor EM,1 and a second electric motor EM2 are attached as shown and at the first and fifth axially external gearwheels 10, 18, respectively. As a result, it is possible to attach the electric motors EM1, EM2 without additional gearwheels on one of the transmission input shafts 7, 9, as the result of which installation space is saved. In particular, due to the attachment of the electric motors EM1, EM2 at the axially outermost gearwheels 10, 18, an axially extremely short hybrid transmission device 3 is created.

[0118] The electric motors EM1, EM2 are arranged in parallel to the transmission input shaft 7 and the electric motors EM1, EM2 have their output at opposite sides. This means, as shown in FIG. 2, the output and/or the output shaft 33 of the first electric motor EM1 points toward the end 35 of the gear change transmission 4 facing away from the motor, and the output shaft 31 of the second electric motor EM2 points toward the end 37 of the gear change transmission 4 facing the motor. In FIG. 2, one end therefore points toward the left and one end points toward the right. The electric motors EM1, EM2 are arranged partially overlapping in the axial direction, and so the hybrid transmission device 3, in the area of the electric motors EM1, EM2, takes up only approximately the length occupied by a single electric motor. Due to the above-described arrangement of the engagement devices S1, S2, S3, S4 and t the reverse gear being without a reversing gearwheel, a length of the hybrid transmission device 3 of slightly more than 30 cm is made possible.

[0119] FIG. 3 shows a circuit diagram of the hybrid transmission device 3 according to FIG. 2, from which it arises, for example, that the third clutch K3 connects the input shafts 7, 9 of first and second sub-transmissions 36, 38. The first sub-transmission 36 includes the odd gears G1, G3, G5 and the second sub-transmission 38 includes the even gears G2, G4.

[0120] FIG. 4 shows a first shift pattern for the hybrid transmission device 3 according to FIG. 2, in which it is apparent that the first clutch K1 is engaged in all internal-combustion-engine gears V1, V2, V3, V4, V5. This also applies for the internal-combustion-engine forward gears V1, V2, V3, V4 of the embodiments described further below. In contrast to a typical dual clutch transmission, in which the first and second clutches K1, K2 are alternately disengaged and engaged during the shifting of the forward gears, the even-numbered internal-combustion-engine gears V2, V4 are achieved in that the first and third clutches K1, K3 are engaged. A changeover between the sub-transmissions therefore preferably takes place via the disengagement and engagement of the third clutch K3. In contrast to typical dual clutch transmissions, the utilization of the clutches is therefore implemented in a deviating manner. As is already also apparent from FIG. 2, precisely one of the gearshift clutches A, B, C, D, E is engaged and in the power flow in each of the internal-combustion-engine forward gears V1, V2, V3, V4.

[0121] The described hybrid transmission device 3 has several functional advantages. For example, due to the described arrangement, both electric motors are operable as a motor and as a generator. As a result, it is possible, for example, to provide a crawler gear E1 in the shift pattern for the electric motor EM1. The crawler gear E1 has a ratio of over 40. For this purpose, the second clutch K2 and the first gearshift clutch A are engaged. Since the crawler gear E1 produced with the hybrid transmission device 3 is formed via driving with the first electric motor EM1, the second electric motor EM2 is usable as a generator in the meantime. In the crawler gear E1, therefore, the first electric motor EM1 is utilized as a motor and the second electric motor EM2 is utilized as a generator.

[0122] This is also the sole utilization of the second clutch K2.

[0123] Of course, the crawler gear E1 is also operable in a battery electric manner. In this case, only the first gearshift clutch A is necessarily engaged and the second clutch K2 is engaged or disengaged.

[0124] In each of a third electric motor-operated forward gear E3 and a fifth electric motor-operated gear E5, one of the third gearshift clutch C or the fifth gearshift clutch E is engaged, as the result of which the described ratios are produced. In these gears as well, it is possible to engage the second clutch K2 and utilize the second electric motor EM2 as a generator.

[0125] With the second electric motor EM2, two electric motor-operated forward gears, including a second electric motor-operated forward gear E2 and a fourth electric motor-operated forward gear E4, are also produced. For this purpose, only the second transmission input shaft 9 and the second engagement device S2, with one of the second or fourth gearshift clutches B, D in each case, are utilized. In these gears, it is possible, therefore, to engage the first clutch K1 and utilize the first electric motor EM1 as a generator.

[0126] By the two electric motors EM1, EM2, five electric forward gears, including one crawler gear, are therefore formed, wherein only one of the two sub-transmissions 36, 38 must be integrated in each case.

[0127] The gearshift clutches A, B, C, D, E and at least the second and third clutches K2, K3 are advantageously dog clutches. Preferably, the first clutch K1 is also a dog clutch. An internal-combustion-engine gear change under load takes place by utilization of the electric motor(s) EM1, EM2.

[0128] The gear change from the first internal-combustion-engine gear V1 into the second internal-combustion-engine gear V2 is described in the following. In the first internal-combustion-engine forward gear V1, the first clutch K1 and the first gearshift clutch A are engaged. In addition, the second gearshift clutch B is engaged, but not yet loaded. Thereupon, the first electric motor EM1 is operated as a generator such that the cumulative torque of the internal combustion engine 2 and of the first electric motor EM1 is approximately equal to 0, while the second electric motor EM2 applies the torque at the drive output. The torque reduction or increase takes place linearly in each case. As a result, the gearshift clutch A becomes load-free and is disengageable.

[0129] Thereafter, the first electric motor EM1 and the internal combustion engine 2 synchronize the first transmission input shaft 7, via which no torque is transmitted in this moment, with respect to the second transmission input shaft 9, and so the third clutch K3 is engageable. Finally, a load change from the second electric motor EM2 to the internal combustion engine 2 takes place, as the result of which the second internal-combustion-engine forward gear V2 is achieved. In the second internal-combustion-engine second forward gear V2, the second gearshift clutch B is engaged. Therefore, the second electric motor EM2 is operable as a generator in this case, provided the second gearshift clutch B is to be disengaged again.

[0130] FIG. 5 shows a side view of the transmission according to FIG. 2. A fourth axis A4 corresponding to the first electric motor EM1 and a fifth axis corresponding to the second electric motor EM2 are arranged above and laterally with respect to the first axis A1 of the first transmission input shaft 7 and also of the second transmission input shaft 9. The second axis A2 of the countershaft 22 and a third axis A3 of the differential are advantageously situated below the first axis A1 of the first transmission input shaft 7. The fourth and fifth axes A4, A5 are arranged symmetrically with respect to the first axis A1 such that the distance of the fourth and fifth axes A4, A5 to the first axis A1 is identical and the angle with respect to the perpendicular 60 is also identical.

[0131] FIG. 6 shows the hybrid transmission device 3 and the motor vehicle 1 as a circuit diagram in the crawler gear, wherein the first electric motor EM1 is utilized not only as a main drive source, but rather as the sole drive source of the motor vehicle 1. The first gearshift clutch A is engaged. The first gear step G1 is therefore provided for transmitting torque to the drive output. Since the first electric motor EM1 is the drive source, this is equivalent to the utilization of the electric gear E1. Due to the engagement of the second clutch K2, the internal combustion engine 2 can drive the second electric motor EM2. The second electric motor EM2 is therefore operated as a generator and, in this way, generates current for inching operations of longer duration. Neither the internal combustion engine 2 nor the second electric motor EM2 are connected to the drive output in this case.

[0132] FIG. 7 shows a hybrid gear H22, in which the internal combustion engine 2 and also the second electric motor EM2 are connected to the drive output via the gear-step gears 12, 26 of the second gear step G2. The third clutch K3 is engaged in order to connect the internal combustion engine 2 to the gear-step gears 12, 26. Due to the engaged first clutch K1, the first electric motor EM1 is also connected to the internal combustion engine 2 and is operated as a generator, as necessary. A portion of the power of the internal combustion engine 2 is therefore utilized for the operation of the first electric motor EM1 as a generator and a portion is output to the drive output of the hybrid transmission device 3.

[0133] The first electric motor EM1 does not need to be continuously operated as a generator, as described. Rather, a change-over is optional between the electric motors EM1, EM2.

[0134] With regard to the nomenclature, the first number of the hybrid gear designates the internal-combustion-engine gear and the second number designates an electric motor-operated gear. It is not expressed whether the first electric motor EM1 is operated as a motor or as a generator, for example, in the hybrid gear H32.

[0135] FIG. 8 shows a representation of a gear change from the hybrid gear H22 to the hybrid H32 over time. A change-over from the second internal-combustion-engine gear V2 to the third internal-combustion-engine gear V3 is therefore carried out, while the second electric-motor gear E2 remains present.

[0136] Rotational speeds are represented in the upper section, engine/motor torques are represented in the middle section, and the output torque is represented in the lower section.

[0137] At the point in time t.sub.0, a gear shift is present as shown in FIG. 7. The internal combustion engine 2 and the second electric motor EM2 provide output via the gear-step gears of the second gear to the drive output. An engine/motor speed 41 of the internal combustion engine 2 and of the first electric motor EM1 coupled thereto and a motor speed 42 of the second electric motor EM2 are at their initial values. Due to a request for a gear change, at the point in time t.sub.1, the engine torque 40 of the internal combustion engine 2 is reduced. Simultaneously, the motor torque 43 of the first electric motor EM1 extends below 0, as the first electric motor EM1 is operated as a generator. The initial values 44, 46 of the engine torque 40 of the internal combustion engine 42 and the motor torque 43 of the first electric motor EM1 are reduced to the target values 48, 50, respectively, by the point in time t.sub.2.

[0138] In addition, at the point in time t.sub.1, the motor torque 54 of the second electric motor EM2 begins to ramp up, starting from its initial value of 0, to a target value 52. If the target values 48, 50 are selected such that they have the same amount or magnitude, this means the cumulative torque of the internal combustion engine 2 and the first electric motor EM1 is equal to 0, as the result of which the third clutch K3 becomes load-free and is disengageable. Disengagement of the third clutch K3 takes place between the points in time t.sub.2 and t.sub.3.

[0139] In this interval, i.e., between the points in time t.sub.2 and t.sub.3, only the second electric motor EM2 drives the motor vehicle 1, since the torques of the internal combustion engine 2 and the first electric motor EM1 cancel each other out as described. Starting at the point in time t.sub.3, the torque 40 of the internal combustion engine is reduced further in order to bring the rotational speed of the transmission input shaft 7 to the rotational speed, at which a ratio with respect to the rotational speed of the countershaft 22 is reached, at which the gearshift clutch C is engageable.

[0140] Between the points in time t.sub.2 and t.sub.6, in which only or mainly the second electric motor EM2 drives, the output torque 53 (e.g., the torque supplied to the transmission) is lower than in the case of an assistance or take-over by the internal combustion engine 2.

[0141] Starting at the point in time t.sub.5, the generator operation of the first electric motor EM1 begins to end. The first electric motor EM1 is ramped up to its initial value and/or the initial torque 46. Simultaneously, the engine torque 40 of the internal combustion engine 2 is also increased to its initial value 44. As soon as the first electric motor EM1 has ended the operation as a generator at the point in time t.sub.6, the torque output of the second electric motor EM2 is reduced and, in fact, also back to the initial value. At the point in time t.sub.7, the torque output of the electric motors EM1, EM2 is at the initial value again. The torque output of the internal combustion engine 2 is increased slightly up to the point in time t.sub.8.

[0142] FIG. 9 shows the gear change of a hybrid gear starting from the third internal-combustion-engine gear V3 and the second electric-motor gear E2 into the fourth electric-motor gear E4. At the point in time t.sub.9, the shift elements are located as they are at the point in time t.sub.8, i.e., only the rotational speeds 41, 42 may have changed. At the point in time t.sub.10, the second gearshift clutch B is disengaged. The disengagement has ended by the point in time t.sub.11. Starting at time t.sub.11, the motor torque 54 of the second electric motor EM2 is guided to a negative value, in order to adapt, by operating as a generator, the rotational speed of the transmission input shaft 9 to the rotational speed of the transmission input shaft 7 such that the idler gear 24 has the same rotational speed as the shift element 52. The rotational speeds of the transmission input shaft 7 and of the transmission input shaft 9 are therefore not to become identical, but rather are to be adapted such that the rotational speeds of the idler gear 24 and of the second engagement device S2 are identical or are identical except for a predefined difference. Thereupon, starting at the point in time t.sub.12, the gearshift clutch D is engageable, as the result of which the second electric motor EM2 outputs torque to the drive output via the gear-step gears of the fourth gear G4. At the point in time t.sub.13, the fourth gearshift clutch D is engaged. Starting at this point in time, the internal combustion engine 2 transmits its torque via the gear-step gears of the third gear G3 and the second electric motor EM2 transmits its torque via the gear-step gears of the fourth gear. The curve 53 of the output torque shows only a slight downturn, since the gear change of the second electric motor EM2 is assisted by the internal combustion engine 2 in the time period between the points in time t.sub.11 and t.sub.12, in which no torque from the second electric motor EM2 reaches the drive output.

[0143] FIG. 10 shows a configuration as an alternative to FIG. 2, wherein most features and functions are similar to those described with respect to FIGS. 2 through 9. Identical reference numbers label identical components. For instance, the first transmission input shaft, which is a solid shaft, also has, for example, the reference character 7. Similarly, the second transmission input shaft, which is a hollow shaft, has the reference character 9.

[0144] In contrast to FIG. 2, however, the second clutch K2 and the gear-step gears 18, 32 of the fifth gear step G5 are omitted. In their place, the gear-step gears 62, 64 of a purely electrically utilized gear step GE2 have been added. While most of the gears labeled with a “G” are electric, internal-combustion-engine, and/or hybrid gear steps, the gear step GE2 is limited to an electric gear step.

[0145] The crawler gear E1 is implemented via the gear step G1, wherein, in the embodiment according to FIG. 10, the second transmission input shaft 9 and the second electric motor EM2 are utilized as a drive.

[0146] The electric motors EM1, EM2 are power shiftable with one another in the configuration of FIG. 10 as well.

[0147] In contrast to FIGS. 2-4, however, only four internal-combustion-engine forward gears V1, V2, V3, and V4 can be implemented, as shown in FIG. 11. The internal-combustion-engine forward gears V1, V2, V3, and V4 and the electric forward gear E1 are formed via the corresponding mechanical gear stages G1, G2, G3, and G4, i.e., E1 and V1 with G1, V2 with G2, etc. The electric gear E2 has separate gear-step gearwheels 62 and 64, however, and does not utilize the gear-step gearwheels 12 and 26 of the gear step G2, which, at this point, deviates from the nomenclature utilized otherwise in the present application.

[0148] FIG. 11 shows a corresponding shift pattern, which is associated with FIGS. 10 and 12. The particular engaged shift elements are marked by “X”.

[0149] The sixth gearshift clutch F is the shift element of the gear step GE2, which is utilized only with the second electric motor EM2.

[0150] FIG. 12 shows a mirror image of the hybrid transmission device 3 according to FIG. 10 with respect to the central axis, which extends through the gearwheels 14, 34 of the gear step G3. From a purely functional perspective, the hybrid transmission devices 3 according to FIGS. 10 and 12 do not differ.

[0151] Modifications and variations can be made to the embodiments illustrated or described herein without departing from the scope and spirit of the invention as set forth in the appended claims. In the claims, reference characters corresponding to elements recited in the detailed description and the drawings may be recited. Such reference characters are enclosed within parentheses and are provided as an aid for reference to example embodiments described in the detailed description and the drawings. Such reference characters are provided for convenience only and have no effect on the scope of the claims. In particular, such reference characters are not intended to limit the claims to the particular example embodiments described in the detailed description and the drawings.

REFERENCE CHARACTERS

[0152] 1 motor vehicle [0153] 2 internal combustion engine [0154] 3 hybrid transmission device [0155] 4 gear set [0156] 5 crankshaft [0157] 6 output part [0158] 7 first transmission input shaft [0159] 8 output part [0160] 9 second transmission input shaft [0161] 10 first fixed gear [0162] 11 first end [0163] 12 second fixed gear [0164] 13 second end [0165] 14 third idler gear [0166] 15 control device [0167] 16 fourth fixed gear [0168] 18 fifth fixed gear [0169] 20 differential [0170] 22 countershaft [0171] 24 first idler gear [0172] 26 second idler gear [0173] 30 fourth idler gear [0174] 31 output shaft [0175] 32 fifth idler gear [0176] 33 output shaft [0177] 34 third fixed gear [0178] 35 end facing away from the motor [0179] 36 sub-transmission [0180] 37 end facing the motor [0181] 38 sub-transmission [0182] 39 sixth fixed gear [0183] 40 curve [0184] 41 engine/motor speed [0185] 42 motor speed [0186] 43 curve [0187] 44 initial value [0188] 46 initial value [0189] 48 target value [0190] 50 target value [0191] 52 target value [0192] 53 output torque [0193] 54 curve [0194] 60 perpendicular [0195] K1 first clutch [0196] K2 second clutch [0197] K3 third clutch [0198] S1 first engagement device [0199] S2 second engagement device [0200] S3 third engagement device [0201] S4 fourth engagement device [0202] A first gearshift clutch [0203] B second gearshift clutch [0204] C third gearshift clutch [0205] D fourth gearshift clutch [0206] E fifth gearshift clutch [0207] F sixth gearshift clutch [0208] EM1 first electric motor [0209] EM2 second electric motor [0210] A1 first axis [0211] A2 second axis [0212] A3 third axis [0213] A4 fourth axis [0214] A5 fifth axis [0215] V1 first internal-combustion-engine gear [0216] V2 second internal-combustion-engine gear [0217] V3 third internal-combustion-engine gear [0218] V4 fourth internal-combustion-engine gear [0219] V5 fifth internal-combustion-engine gear