Abstract: A hybrid transmission device (3, 56, 60, 64) may include a first transmission input shaft (12), a second transmission input shaft (14) mounted on the first transmission input shaft, at least one drive device (EM2), and precisely one connecting clutch (K3). Particularly, the connecting clutch (K3) may selectively rotationally fix the first transmission input shaft (12) to the second transmission input shaft (14).

Abstract: The invention relates to a hybrid transmission device (3) with two electric motors (EM1, EM2), a first transmission input shaft (7) and a second transmission input shaft (9) mounted on the first transmission input shaft (7), wherein at least one gearwheel (10, 12, 14, 16, 18) for forming a forward gear (V1, V2, V3, V4, V5, E1, E2, E3, E4, E5) is arranged on each of the transmission input shafts (7, 9), characterized in that the first electric motor (EMI) is connected to a gearwheel (18) on the first transmission input shaft (7) and the second electric motor (EM2) is connected to a gearwheel (10) on the second transmission input shaft. The invention also relates to a motor vehicle.

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 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 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 transmission has an input shaft, an output shaft coaxial to the input shaft, an intermediate shaft, a differential gear, and only one electric machine for driving a hybrid vehicle. The rotational axes of the input shaft, the intermediate shaft, the differential gear, and a rotor of the electric machine are axially parallel. The differential gear includes torque-transmitting interfaces to drive shafts connected to driving wheels of the hybrid vehicle. Torque is transmitted between the output shaft and the differential gear via the intermediate shaft. The rotor is permanently connected, via a constant gear ratio, to either the input shaft or a further shaft of the transmission. The rotational axis of the intermediate shaft is arranged spatially below a connection line between the rotational axes of the input shaft and the differential gear, and the rotational axis of the rotor is arranged spatially above the connection line.

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 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 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 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 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 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 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 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 (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.

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.

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 rotationally fixedly connecting the first transmission input shaft (7) and the second transmission input shaft (9). The second transmission input shaft (9) includes an end (11) facing toward the outer side of the hybrid transmission device (3) and an end (13) facing 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) facing toward the inner side of the hybrid transmission device (3).

Abstract: A hybrid drive train (10) for a motor vehicle, includes a dual clutch assembly (14) with a first clutch (K1) and a second clutch (K2) having a shared input element (EG) connectable to an internal combustion engine (12). The first clutch (K1) includes a first output element (AG1), and the second clutch (K2) includes a second output element (AG2). A transmission arrangement (16) includes a first sub-transmission (32) and a second sub-transmission (34). An input shaft (24) of the first sub-transmission (32) is connected to the first output element (AG1), and an input shaft (26) of the second sub-transmission (34) is connected to the second output element (AG2).