Abstract: A transmission (2) includes a first input shaft (7) for a first prime mover (3), a second input shaft (8) for a second prime mover (4), as well as a first output shaft (9) and a second output shaft (10), which are each coupleable to a drive output (11). A first sub-transmission (5) includes the first input shaft (7), and fixed gears (12, 13) are arranged on the first input shaft (7). Each of these fixed gears (12, 13) meshes with a respective idler gear (14, 15) on the first output shaft (9) and with a respective idler gear (16, 17) on the second output shaft (10). Shift elements (A, B, C, D) are associated with the output shafts (9, 10), depending on which the idler gears of the output shafts are coupleable to the particular output shaft in a rotationally fixed manner. A second sub-transmission (6) includes the second input shaft (8) and is designed as a planetary transmission. A ring gear (22) forms the second input shaft (8). A carrier (23) is coupled to one of the output shafts (9, 10).

Abstract: A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2, P3), and at least five shift elements (A, B, C, D, E). Different gears are implementable by selectively actuating the at least five shift elements (A, B, C, D, E) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with such transmission (G) and to a method for operating such transmission (G) are also provided.

Abstract: A transmission arrangement for a motor vehicle includes a first planetary gear set and a second planetary gear set. A first dog element is axially between the second and third dog elements and is rotationally fixed to the first ring gear. A first shift element shiftable to rotationally fix the first dog element to one or both of the first sun gear and the first planet gear carrier and a second shift element shiftable to rotationally fix the first shift element to one of the rotary elements of the second planetary gear set. A second dog element is rotationally fixed to the second sun gear and is rotationally fixable by the first shift element to one or both of the first sun gear and the first planet gear carrier. A third dog element is rotationally fixed to the second sun gear and connectable to the first ring gear by the second shift element.

Abstract: A shiftable planetary transmission (1) includes a planet carrier (2), a plurality of planet gears (3) rotatably arranged at the planet carrier (2), a sun gear (4), and a ring gear (5). The sun gear (4) and the ring gear (5) mesh with the planet gears (3). The planet carrier (2) includes at least one connecting element (6), which is axially displaceable therein. The at least one connecting element (6), on a first side of the planet carrier (2), is at least indirectly connected to an actuator (7) and, on a second side of the planet carrier (2), is at least indirectly connected to a first dog element (8). The first dog element (8) is displaceable, by an actuator actuation, between a first shift position and at least a second shift position due to an axial displacement of the at least one connecting element (6) in the planet carrier (2).

Abstract: A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), three planetary gear sets (P1, P2, P3), and at least six shift elements (A, B, C, D, E, F). Different gears are implementable by selectively actuating the at least six shift elements (A, B, C, D, E, F) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with such a transmission (G) and to a method for operating same are also provided.

Abstract: A transmission (2) of a motor vehicle includes a first input shaft (7) for a first prime mover (3), a second input shaft (8) for a second prime mover (4), and an output shaft (9). A first sub-transmission (5) includes the first input shaft (7) and a countershaft (11) coupled to the first input shaft (7) via a constant ratio. Gearwheels (16, 17, 18) are arranged on the countershaft (11), which mesh exclusively into gearwheels (12, 13, 15) arranged coaxially to the first input shaft (7). At least some of these gearwheels (14, 15) mesh into gearwheels (20, 21) arranged on the output shaft (9). Shift elements (A, B, C, D) are associated with the first input shaft (7) as well as with the countershaft (11), which provide either a gear with a first number of instances of gearwheel meshing or a winding-path gear with a second number of instances of gearwheel meshing. A second sub-transmission (6) includes the second input shaft (8) and is designed as a planetary transmission.

Abstract: A hybrid transmission of a countershaft design for a motor vehicle powertrain having an internal combustion engine, a first electric prime mover, and a second electric prime mover has a transmission drive shaft drivingly connected to the second electric prime mover, a first sub-transmission having a first transmission input shaft, and a second sub-transmission having a second transmission input shaft, the second transmission input shaft being drivingly connected to the first electric prime mover. The transmission further has a first coupling element, the transmission drive shaft being connectable to the internal combustion engine via the first coupling element. Moreover, the transmission has a second coupling element, the first transmission input shaft being connectable to the second transmission input shaft via the second coupling element.

Abstract: A transmission arrangement (16) for a motor vehicle drive train (10), includes a first shaft arrangement (24, 26) and a second shaft arrangement (28), a plurality of engageable gear sets (36, 38, 42, 48, 50), which connect the first shaft arrangement (24, 26) and the second shaft arrangement (28) in order to establish at least one appropriate plurality of gear steps (1-5), and a plurality of at least three gearshift clutches (B, D, C) for engaging at least some (38, 48, 50) of the gear sets (36, 38, 42, 48, 50). Two (B, D) of the three gearshift clutches (B, D, C) form a gearshift clutch assembly (52), which is arranged at one (28) of the shaft arrangements (24, 26; 28). One gearshift clutch (C) of the three gearshift clutches (B, D, C) is arranged at the other shaft arrangement (24, 26) and, with the gearshift clutch assembly (52), is arranged in a gearshift clutch plane (E2).

Abstract: A hybrid transmission device includes at least one drive device (EM2) and a gear change transmission (4) having multiple forward gear steps (G1, G2, G3, G4, GE2). The forward gear steps (G1, G2, G3, G4, GE2) are distributed onto at least one first sub-transmission (36) and one second sub-transmission (38). At least one even forward gear step (G2, G4) and at least one odd forward gear step (G3) are arranged in the first sub-transmission (36).

Abstract: A transmission arrangement (16) for a motor vehicle drive train (10) includes a first input shaft (24) connected or connectable to an internal combustion engine (12), a second input shaft (26) arranged coaxially to the first input shaft (24), an output shaft connected to the first input shaft (24) via a first plurality of engageable first gear-step gear sets (38, 42, 44) and connected to the second input shaft (26) via a second plurality of engageable second gear-step gear sets (36, 52), a first electric machine (56) connected to the second input shaft (26), a second electric machine (60) connected to the first input shaft (24), and a first clutch (K1) via which the first input shaft (24) and the second input shaft (26) are connectable to each other. The second gear-step gear sets include two alternately engageable gear-step gear sets (36, 52), via each of which an electric motor-driven operation is establishable by the first electric machine (56).

Abstract: A clutch assembly for a motor vehicle drive train includes a first clutch having a first output element, where the first clutch is a friction-locking clutch. The clutch assembly further includes a second clutch having a second output element, where the second clutch is a form-locking clutch, and where the first clutch and the second clutch have a shared input element. Additionally, the clutch assembly includes a single sliding element associated with the first clutch and the second clutch, the sliding element being movable by a single actuating unit between a first engagement position and a second engagement position axially offset from the first engagement position. The first clutch is engaged when the sliding element is in the first engagement position and the second clutch is engaged when the sliding element is in the second engagement position.

Abstract: A hybrid transmission device (3) includes a first transmission input shaft (7), a second transmission input shaft (9) mounted on the first transmission input shaft, at least one electric motor (EM1, EM2), and a connecting clutch (K3) is configured for forming a rotationally fixed connection of the first transmission input shaft (7) and the second transmission input shaft (9). The connecting clutch (K3) is configured as part of a two-sided engagement device (S1).

Abstract: A hybrid transmission device (3) may include at least one transmission input shaft (7, 9), and at least two drive devices (EM1, EM2). Each of the at least two drive devices (EM1, EM2) may be arranged axially parallel to each of the at least one transmission input shaft (7, 9).

Abstract: A hybrid transmission device (3) may include 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 (7), at least one countershaft (22), a plurality of gearwheels (10, 12, 14, 16, 18, 24, 26, 30, 32, 34), and at least two engagement devices (S1, S2, S3, S4). At least one first gearwheel is arranged on the first transmission input shaft (7), at least one second gearwheel is arranged on the second transmission input shaft (9), and at least one third gearwheel is arranged on the at least one countershaft (22). The engagement devices (S1, S2, S3, S4) are arranged on precisely two axes of rotation (A1, A2), including a first axis (A1) defined by the input shafts (7, 9) and a second axis (A2) defined by the at least one countershaft (22).

Abstract: A hybrid transmission device (3) includes at least one electric motor (EM1, EM2), a first transmission input shaft (7), and a second transmission input shaft (9) mounted on the first transmission input shaft (7). A connecting clutch (K3) is configured for a selective rotationally fixed connection of the first transmission input shaft (7) and the second transmission input shaft (9). The second transmission input shaft (9) includes an end (11) pointing toward the outer side of the hybrid transmission device (3) and an end (13) pointing toward the inner side of the hybrid transmission device (3). The connecting clutch (K3) is arranged at the end (13) of the second transmission input shaft (9) pointing toward the inner side of the hybrid transmission device (3).

Abstract: A hybrid transmission arrangement (16) for a motor vehicle drive train (10) includes a first sub-transmission (32) with a first input shaft (24), a second sub-transmission (34) with a second input shaft (26), a first electric machine (56) connectable to the first input shaft (24) via a second clutch (K2), and a second electric machine (60) connected to the second input shaft (26). The first electric machine (56) is connected via a first gearwheel (70) to an intermediate element (74), which forms an input element of the second clutch (K2). The second electric machine (60) is connected to the second input shaft (26) via a second gearwheel (72). The first gearwheel (70) and the second gearwheel (72) are arranged coaxially and adjacent to each other.

Abstract: A hybrid transmission device (3) may include 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 (7), and a connecting clutch (K3) configured for selectively rotationally fixing the first transmission input shaft (7) to the second transmission input shaft (9). The second transmission input shaft (9) includes a first end (11) pointing toward an outer side of the hybrid transmission device (3) and a second end (13) pointing toward an inner side of the hybrid transmission device (3). The connecting clutch (K3) is proximate the second end (13) of the second transmission input shaft (9).

Abstract: A hybrid transmission device (3) with a first transmission input shaft (7), a second transmission input shaft (9) mounted on the first transmission input shaft, at least one electric motor (EM1, EM2), and a clutch (K2) for connecting the second transmission input shaft (9) to an internal combustion engine (2). A connecting clutch (K3) is configured for forming a rotationally fixed connection of the first transmission input shaft (7) and the second transmission input shaft (9).

Abstract: A hybrid transmission device (3) includes a first transmission input shaft (12), a second transmission input shaft (14), at least one drive device (EM2), and a connecting clutch (K3) engageable to rotationally fix the first transmission input shaft (12) to the second transmission input shaft (14). The first transmission input shaft (12) extends between an input side (21) and an output side (23), where the first transmission input shaft (12) is clutch-free on the input side (21).

Abstract: A hybrid transmission (10) for a motor vehicle drive train with an internal combustion engine (55) and an electric prime mover (18) is provided. The hybrid transmission (10) includes a first sub-transmission (10a) with multiple gear steps and a first transmission input shaft (12), a second sub-transmission (10b) with multiple gear steps and a second transmission input shaft (14), a countershaft (16), multiple shift elements (A, B, C, D, E) for engaging the gear steps (1, 2, 3, 4, 5), and gearwheel pairs of idler gears (28, 32, 36, 40, 44) and fixed gears (26, 30, 34, 38, 42) for forming the gear steps, arranged in multiple gear set planes. A portion of the gear steps is engageable for the internal combustion engine, and a portion of the gear steps is engageable for the electric prime mover. The gearwheel pairs for forming the gear steps having the lowest and the second-lowest ratios are fixedly associated with the first sub-transmission.