DE102019212141A1 - Hybrid powertrain - Google Patents

Abstract

Hybrid drive train (10) for a motor vehicle (K), with a drive shaft (14) to which an internal combustion engine (12) can be connected, with a first input shaft which is connected to the drive shaft (14) or which is connected via a clutch (120 ) can be connected to the drive shaft (14), to an output shaft arrangement (20), to a gear arrangement (18) with at least one switchable gear set (34) via which the first input shaft (16) and the output shaft arrangement (20) can be connected to one another, with an electric machine (60) which has a rotor (66) and with a switchable planetary gear set arrangement (72) via which the rotor (66) can be connected to the output shaft arrangement (20).

Description

The present invention relates to a hybrid drive train for a motor vehicle, with a drive shaft to which an internal combustion engine can be connected, with a first input shaft that is connected to the drive shaft or that can be connected to the drive shaft via a coupling, with an output shaft arrangement, with a Transmission arrangement which has at least one switchable gear set via which the first input shaft and the output shaft arrangement can be connected to one another, and with an electric machine which has a rotor.

Drivetrains for motor vehicles typically include an internal combustion engine that is connected to a usually multi-stage transmission via a starting and disconnecting clutch. In the case of gears, a general distinction is made between spur gears, which are usually implemented as countershaft gears. Such transmissions have gear sets that each have a fixed gear firmly connected to a shaft and an idler gear rotatably mounted on another shaft, the idler gear being connectable to the assigned shaft via a clutch, for example via a synchronous clutch, in order to shift to a gear switch.

On the other hand, it is known to connect an internal combustion engine via a torque converter to an automatic transmission which contains a plurality of shiftable planetary gear sets. The advantage here is that gear changes can generally be carried out without interruption of traction.

In so-called double clutch transmissions, the internal combustion engine is connected on the input side to two parallel starting or separating clutches, each of which is connected to a power distribution device, such as a differential, via partial transmissions in countershaft design.

Hybridization is a trend in the field of motor vehicle drive trains. In general, this means that an electric machine is assigned as a further drive machine to a drive motor in the form of a combustion engine. A distinction is made between a large number of different hybrid concepts, also depending on the basic concept of the transmission described above. The different hybrid concepts each provide for a different connection between the electric machine and the transmission.

In many cases, an electrical machine is arranged concentrically to an input element of a starting and disconnecting clutch. In this case, electromotive power can be superimposed on the internal combustion engine power. Furthermore, the electric machine can also be used as a starter / starter. In order to be able to set up a purely electric motor drive operation in this case, it is known to be able to decouple the input element of the clutch from the internal combustion engine via a decoupling device.

In the case of dual clutch transmissions, it is known to connect an electric machine to an output link of one or both of the two starting or separating clutches.

It is also known to provide drive trains with two electrical machines, one of which is connected to the internal combustion engine and is operated as a generator. The other electric machine is used as the sole drive machine. Combinations of these are also possible, so that the internal combustion engine can be used as an additional drive machine.

In power-split hybrid drive trains, an internal combustion engine can be connected to two electrical machines via a planetary gear, which can work as a motor or a generator depending on the operating mode. Such drive trains are also referred to as full hybrids, since all functionalities, such as start-stop, regenerative braking, hybrid driving, electric driving, sailing, boost mode, etc., can be implemented.

However, hybrid powertrains that fulfill a large number of functionalities are usually complex. In addition, such hybrid drive trains usually have high space requirements.

From the document DE 10 2013 211 975 A1 a torque superimposition device for a hybrid drive in motor vehicles is known. A torque of an internal combustion engine and a torque of an electric motor are superimposed and fed to an output. The superposition device has a first and a second torque input as well as a torque output and a first step-up device and a second step-up device. The electric motor can be coupled to the first torque input in a torque-proof manner and the internal combustion engine to the second torque input. The first torque input is connected to the first step-up device in a torque-proof manner and the second torque input is connected to the second step-up device in a torque-proof manner. The transmission devices are each coupled to the torque output of the torque superimposition device in a torque-proof manner on the output side. The first translation device includes at least two alternatives selectable translation levels. The second translation device contains at least one alternatively selectable translation stage. The first transmission device contains at least one planetary gear set to represent the at least two alternatively selectable transmission stages. The second transmission device contains at least one spur gear set to represent the at least one selectable transmission step.

Against this background, it is an object of the invention to specify an improved hybrid drive train for a motor vehicle.

• - einer Antriebswelle, an die ein Verbrennungsmotor anschließbar ist,
• - einer ersten Eingangswelle, die mit der Antriebswelle verbunden oder die über eine Kupplung mit der Antriebswelle verbindbar ist,
• - einer Ausgangswellenanordnung,
• - einer Getriebeanordnung mit wenigstens einem schaltbaren Radsatz, über den die erste Eingangswelle und die Ausgangswellenanordnung miteinander verbindbar sind,
• - einer Elektromaschine, die einen Rotor aufweist, und
• - einer schaltbaren Planetenradsatzanordnung, über die der Rotor mit der Ausgangswellenanordnung verbindbar ist.

The above object is achieved by a hybrid drive train for a motor vehicle with

• - a drive shaft to which an internal combustion engine can be connected,
• - a first input shaft which is connected to the drive shaft or which can be connected to the drive shaft via a coupling,
• - an output shaft assembly,
• - A transmission arrangement with at least one switchable gear set, via which the first input shaft and the output shaft arrangement can be connected to one another,
• - An electrical machine that has a rotor, and
• - A switchable planetary gear set arrangement via which the rotor can be connected to the output shaft arrangement.

The hybrid drive train according to the invention enables, on the one hand, a purely combustion engine operation via the transmission arrangement. Furthermore, a purely electric motor driving operation can be implemented via the switchable planetary gear set arrangement.

The transmission arrangement is preferably designed in such a way that an internal combustion engine drive can be implemented over three, four or five different gear stages. If the clutch, via which the drive shaft is connected to the first input shaft, is designed as a friction clutch or as a starting clutch, it is also possible to start up purely using an internal combustion engine.

The switchable planetary gear set arrangement preferably has a planetary gear set and at least one planetary gear set clutch. The planetary gear set arrangement is preferably designed so that two different gear stages can be set up in a purely electric motor driving mode by means of the electric machine via the planetary gear set arrangement. The planetary gear set clutches are preferably implemented as friction clutches, in particular as multi-disc clutches and / or multi-disc brakes.

The gear arrangement has at least one clutch for shifting the gear set. The clutch can be implemented as a synchronous clutch, but is preferably implemented as a claw clutch.

If the transmission arrangement realizes several shiftable gear steps, a drop in tractive force due to shifting processes in the transmission arrangement can be prevented by tractive force which is provided by the electric machine. This applies in particular to gear changes in higher internal combustion engine gears. The clutches involved can be synchronized by regulating the speed by means of the internal combustion engine.

In a preferred variant, the first input shaft is connected to a further electric machine that can assist with the synchronization.

At least some internal combustion engine gear steps can be started from at least one purely electric motor gear by engaging a clutch in the transmission arrangement or by engaging a further shift element.

The rotor of the electric machine can preferably be connected to the first input shaft via a clutch. This additional clutch enables the internal combustion engine to be connected to the electric machine independently of the output. In this way, the internal combustion engine can be started by means of the electric machine. Furthermore, in this way, the electric machine can work as a generator for on-board network support.

Furthermore, starting from this situation is possible via a planetary gear set clutch in the form of a friction clutch. In this case, no gear step is connected to the output in the transmission arrangement and a planetary gear set clutch is used as a starting element (as an integrated starting element, also referred to as IAE).

It goes without saying that at least some shift clutches of the transmission arrangement can also be implemented as synchronous shift clutches, in particular as locking synchronous shift clutches.

The transmission arrangement can be designed in such a way that it realizes a reverse gear stage that can be used in the purely internal combustion engine driving mode. Alternatively, the Transmission arrangement designed so that no reverse gear can be set up via which an internal combustion engine driving operation is possible. In this case, reversing can only be implemented using the electric machine.

If the first input shaft is connected to a second electric machine, serial driving is also possible, in which the first electric machine is decoupled from the first input shaft, in which the transmission arrangement is not connected to the output and in which the internal combustion engine drives the second electric machine as a generator to charge an electrical energy storage device. The first electric machine then draws electrical power from this electrical energy store in order to implement driving using a purely electric motor.

The output shaft arrangement is preferably connected to a power distribution device such as a mechanical differential which is configured to distribute drive power to two driven wheels of the motor vehicle. It is consequently possible with the hybrid drive train to carry combustion engine power to the output via the gear arrangement and to lead electromotive power to the output via the planetary gear set arrangement, these powers being able to add up in the output shaft arrangement.

The output shaft assembly can be a single output shaft. It is preferred if the output shaft arrangement has a first output shaft and a second output shaft which are each arranged axially parallel to the first input shaft and which are each connected to the power distribution device via a fixed gear. In this case, the gear arrangement can be particularly compact in the axial direction.

Furthermore, it is preferred if the transmission arrangement has only one or two gear set planes, and if an output of the planetary gear set arrangement can be or is connected to the output shaft arrangement via only one gear set plane. It is also preferred if the transmission arrangement has only two clutch levels in which clutches are arranged. A clutch that connects the first input shaft and the electric machine to one another is preferably arranged in the axial direction between the transmission arrangement and a gear set that connects the planetary gear set arrangement to the output shaft arrangement.

In the present case, a “connection” between shafts is preferably understood to mean that these shafts are connected to one another in a rotationally fixed manner, that is to say always rotate at proportional speeds to one another. Torque or drive power can therefore be transmitted via interconnected shafts. In the present case, “connectable” is preferably understood to mean that two connectable elements cannot be connected to one another in one operating mode, so that no drive power can be transferred from one element to the other. On the other hand, however, this formulation also means that these two elements can be connected to one another in order to be able to transfer drive power from one element to the other in a different operating mode.

The task is completely solved.

According to a preferred embodiment, the rotor of the electric machine is connected to a second input shaft, the input shaft being connectable to the first input shaft via a clutch and possibly via a switchable reversing gear set.

The switchable reversing gear set is provided, if necessary, in order to connect the first input shaft to the electric machine in two different ways, namely either forwardly or backwardly. It is consequently possible to reverse the speed between the internal combustion engine and the electric machine. This is a functional advantage as purely electrical reversing is possible (the electric machine rotates backwards and the combustion engine can still rotate forwards). Internal combustion engine support is only provided when necessary.

The switchable turning gear set is generally implemented in such a way that it is predominantly in a switching position in which the rotor is connected to the second input shaft via the switchable turning gear set without reversing the direction of rotation.

Consequently, in this position, the electric machine can set up the same functionality in forward driving operation as for the case in which the rotor of the electric machine is connected to the second input shaft, in particular rotating at the same speed.

The clutch with which the second input shaft can be connected to the first input shaft can be implemented as a claw coupling, but can also be implemented as a synchronous circuit in order to be able to support synchronization of the internal combustion engine.

If the first and the second input shaft can be connected to one another, it is possible to use the planetary gear set arrangement for a purely internal combustion engine driving operation. In In this case, the electric machine can, for example, rotate while idling, or can optionally be operated as a generator or motor.

In order to set up five forward gear stages, for example, it is consequently not necessary to provide five shiftable gear sets in the transmission arrangement. Instead, for example, only three shiftable gear steps can be provided in the transmission arrangement, while two more purely internal combustion engine gear steps are implemented by connecting the first and second input shafts and, for example, engaging two planetary gear set clutches as required, in particular alternatively. A planetary gear set clutch is preferably provided as an integrated starting element, so that this planetary gear set clutch can also be used as a starting clutch. In this case, the first input shaft can be connected non-rotatably to the drive shaft and consequently to an internal combustion engine.

In a further preferred embodiment, the planetary gear set arrangement has a planetary gear set with a first link, a second link and a third link.

It is particularly preferred here if one of the links of the planetary gear set is connected to the rotor or can be connected via a clutch, if another of the links is connected to a housing or can be connected via a clutch and if another link is connected to or via a planetary gear set output shaft a clutch can be connected.

The planetary gear set is consequently preferably connected between the rotor and the planetary gear set output shaft and the housing.

• - das erste Glied mit dem Rotor verbunden ist oder das erste Glied über eine erste Planetenradsatzkupplung mit dem Rotor verbindbar ist, und/oder
• - das zweite Glied über eine erste Planetenradsatzkupplung mit einem Gehäuse verbindbar ist oder das zweite Glied mit einem Gehäuse verbunden ist, und/oder
• - das dritte Glied mit der Planetenradsatzausgangswelle verbunden ist oder das dritte Glied über eine erste Planetenradsatzkupplung mit der Planetenradsatzausgangswelle verbindbar ist.

In general, it is preferred if one of the three links can be connected to the associated element (rotor, housing or planetary gear set output shaft) via a coupling, and if the other two links are connected to their respective element. It is also preferred here if

• - the first link is connected to the rotor or the first link can be connected to the rotor via a first planetary gear set coupling, and / or
• - The second link can be connected to a housing via a first planetary gear set coupling or the second link is connected to a housing, and / or
• - The third link is connected to the planetary gear set output shaft or the third link can be connected to the planetary gear set output shaft via a first planetary gear set clutch.

It is also particularly advantageous if at least two of the members of the planetary gear set can be connected to one another via a clutch.

In this embodiment, it is particularly preferred if one of the members of the planetary gear set can be connected to the associated element (rotor, housing or planetary gear set output shaft) via a first clutch and if two members of the planetary gear set can be connected to one another via a second clutch.

• - das dritte Glied über eine zweite Planetenradsatzkupplung mit dem ersten Glied verbindbar oder
• - das dritte Glied über eine zweite Planetenradsatzkupplung mit dem zweiten Glied verbindbar oder
• - das erste Glied über eine zweite Planetenradsatzkupplung mit dem zweiten Glied verbindbar oder
• - der Rotor über eine zweite Planetenradsatzkupplung mit der Planetenradsatzausgangswelle verbindbar.

According to a particularly preferred embodiment

• - The third link can be connected to the first link via a second planetary gear set coupling or
• - The third link can be connected to the second link via a second planetary gear set coupling or
• - The first link can be connected to the second link via a second planetary gear set coupling or
• - The rotor can be connected to the planetary gear set output shaft via a second planetary gear set coupling.

The second input shaft is generally assigned to the electric machine. The planetary gear set output shaft is generally assigned to the planetary gear set.

• - die Planetenradsatzausgangswelle eine Hohlwelle ist und/oder
• - die Planetenradsatzausgangswelle über einen Radsatz mit der Ausgangswellenanordnung verbunden oder verbindbar ist und/oder
• - an der Planetenradsatzausgangswelle ein Glied des Planetenradsatzes drehbar gelagert ist und/oder
• - die zweite Eingangswelle oder die erste Eingangswelle durch die als Hohlwelle ausgebildete Planetenradsatzausgangswelle hindurchgeführt ist.

It is particularly advantageous if

• - The planetary gear set output shaft is a hollow shaft and / or
• - The planetary gear set output shaft is connected or can be connected to the output shaft arrangement via a gear set and / or
• - A member of the planetary gear set is rotatably mounted on the planetary gear set output shaft and / or
• - The second input shaft or the first input shaft is passed through the planetary gear set output shaft designed as a hollow shaft.

The gear set via which the planetary gear set output shaft is or can be connected to the output shaft arrangement can be a constant gear set, but can also be designed as a switchable gear set. If the gear set is designed as a switchable gear set, it is possible to decouple this gear set and the associated planetary gear set from the output. This avoids drag losses. A switching element for switching this gear set can be synchronized for example by means of the electric machine.

A sun gear of the planetary gear set is preferably rotatably mounted on the planetary gear set output shaft. The sun gear can be connected to a hollow shaft through which the planetary gear set output shaft extends. In some embodiments, the hollow shaft connected to the sun gear can be connected to a housing or connected to the housing via a first planetary gear set coupling.

The second input shaft, which is connected or can be connected to the rotor, is preferably passed through the planetary gear set output shaft. In this case, a clutch for connecting the first input shaft and the second input shaft is preferably arranged inside or adjacent to the transmission arrangement. In another variant, the first input shaft extends through the planetary gear set output shaft and can preferably be connected to the second input shaft by means of a clutch, which is arranged on an axial side of the planetary gear set facing away from the transmission arrangement.

According to a generally preferred embodiment, the planetary gear set arrangement is arranged coaxially with the first input shaft. This results in a compact design.

According to a further preferred embodiment, a planetary gear set of the planetary gear set arrangement is arranged radially inside the rotor and in axial overlap with the rotor. As an alternative or in addition to this, it is preferred if at least one planetary gear set coupling is arranged radially inside the rotor and in axial overlap with the rotor.

In this way, in particular, an axially compact design can be implemented, since no additional axial installation space has to be provided for the planetary gear set and the planetary gear set clutch.

• - eine erste Radsatzebene, die wenigstens einen schaltbaren Radsatz aufweist, über den die erste Eingangswelle mit der Ausgangswellenanordnung verbindbar ist, und/oder
• - eine zweite Radsatzebene, die wenigstens einen Radsatz aufweist, über den die Ausgangswellenanordnung mit einer Leistungsverteilungseinrichtung zum Antreiben von angetriebenen Rädern verbunden ist, und/oder
• - eine dritte Radsatzebene, die wenigstens einen Radsatz aufweist, über den eine Planetenradsatzausgangswelle mit der Ausgangswellenanordnung verbindbar oder verbunden ist.

Furthermore, it is advantageous overall if the gear arrangement has:

• - A first gear set level, which has at least one switchable gear set via which the first input shaft can be connected to the output shaft arrangement, and / or
• - A second gear set level, which has at least one gear set via which the output shaft arrangement is connected to a power distribution device for driving driven wheels, and / or
• - A third gear set level, which has at least one gear set via which a planetary gear set output shaft can be or is connected to the output shaft arrangement.

Such a gear arrangement preferably has only three gear set levels. A coupling plane is preferably provided between the second gear set level and the third gear set level, in which a clutch is preferably arranged, with which the first input shaft and the second input shaft can be connected to one another, and preferably a further coupling via which a rotatably mounted on the first input shaft Idler gear can be connected to the output shaft arrangement. Furthermore, no coupling level is preferably provided between the first gear set level and the second gear set level. A coupling plane is preferably provided on an axial side of the first gear set plane facing away from the third gear set plane.

With such a gear arrangement, an axially particularly compact construction can be realized.

The output shaft arrangement can be formed by a single output shaft which is arranged offset axially parallel to the first input shaft.

• - die Ausgangswellenanordnung eine erste Ausgangswelle und eine zweite Ausgangswelle aufweist und wenn die erste Radsatzebene ein mit der ersten Eingangswelle verbundenes Festrad, ein an der ersten Ausgangswelle gelagertes Losrad und ein an der zweiten Ausgangswelle gelagertes Losrad aufweist, und/oder wenn
• - die Ausgangswellenanordnung eine erste Ausgangswelle und eine zweite Ausgangswelle aufweist und wenn die zweite Radsatzebene ein an der ersten Ausgangswelle festgelegtes Festrad und ein an der zweiten Ausgangswelle festgelegtes Festrad aufweist, die mit einem Eingangsglied der Leistungsverteilungseinrichtung verbunden sind.

It is particularly preferable if

• - The output shaft arrangement has a first output shaft and a second output shaft and if the first gear set level has a fixed gear connected to the first input shaft, an idler gear mounted on the first output shaft and an idler gear mounted on the second output shaft, and / or if
• - The output shaft arrangement has a first output shaft and a second output shaft and if the second gear set plane has a fixed gear attached to the first output shaft and a fixed gear attached to the second output shaft, which are connected to an input member of the power distribution device.

The first gear set level therefore preferably contains three gears, via which two different gear steps can be set, with power from the first input shaft flowing either from the first input shaft to the first output shaft or to the second output shaft (so-called double use).

A second electric machine can for example have a drive pinion that is connected to one of the Idler gears engaged, which are mounted on the first and the second output shaft.

The second gear set level preferably has an idler gear which is rotatably mounted on the first input shaft and which meshes with a fixed gear which is fixed on an output shaft of the output shaft arrangement.

In this embodiment it is possible, for example, to set up two purely internal combustion engine forward gear stages via the gears in the first gear set level and to set up a further internal combustion engine forward gear level within the second gear set level.

• - eine Kupplung zum Verbinden der ersten Eingangswelle und einer zweiten Eingangswelle sowie eine Schaltkupplung eines schaltbaren Radsatzes mittels einer einzelnen Betätigungseinrichtung alternativ betätigbar sind, oder
• - eine Kupplung zum Verbinden der ersten Eingangswelle und einer zweiten Eingangswelle sowie eine Schaltkupplung eines schaltbaren Radsatzes mittels zwei separater Betätigungseinrichtungen betätigbar sind, oder
• - eine Kupplung zum Verbinden der ersten Eingangswelle und einer zweiten Eingangswelle sowie eine Kupplung zum Bremsen der ersten Eingangswelle gegen ein Gehäuse mittels einer Betätigungseinrichtung alternativ betätigbar sind.

Furthermore, it is advantageous overall if

• a clutch for connecting the first input shaft and a second input shaft as well as a clutch of a switchable gear set can be actuated alternatively by means of a single actuating device, or
• a clutch for connecting the first input shaft and a second input shaft and a clutch of a switchable gear set can be actuated by means of two separate actuating devices, or
• a clutch for connecting the first input shaft and a second input shaft and a clutch for braking the first input shaft against a housing can be alternatively actuated by means of an actuating device.

In the first case, only a single actuating device is required for alternatively actuating the clutch of the shiftable gear set and the clutch for connecting the input shafts.

An individual actuating device of a further clutch can in some cases be permanently connected to an actuating device of yet another clutch of the transmission arrangement in order to be able to reduce the number of actuators in this way.

If the clutch for connecting the input shafts and the clutch of the switchable gear set can be actuated by means of two separate actuating devices, two such double switching elements can optionally be provided. An actuating device can consequently actuate the clutch for connecting the input shafts and a clutch of the gear arrangement, and a further actuating device can, for example, connect the clutch of the switchable gear set and another clutch of the gear arrangement.

This means that four switching elements can be operated with only two actuators.

In some variants, a clutch is provided for braking the first input shaft against a housing. This has the functional advantage that the internal combustion engine does not have to synchronize itself. Therefore, it may not be necessary to provide any additional electrical machine that is connected to the first input shaft. In this case it is advantageous if the drive shaft is connected to the first input shaft via a starting and disconnecting clutch.

If such a coupling is provided for braking the first input shaft against a housing, it is advantageous if this coupling and a coupling for connecting the input shafts can be actuated alternatively by means of a single actuating device in order to be able to save actuators here as well.

Furthermore, it is advantageous overall if the planetary gear set has a plus planetary gear set. The stationary ratio can be increased here. There is greater flexibility in the translations.

According to a further preferred embodiment, as described above, a second electric machine is connected to the first input shaft. As described above, serial driving is possible here, in which the internal combustion engine charges a battery via the second electric machine while the first electric machine is used to drive the motor vehicle. It is also possible to start the internal combustion engine from a purely electric drive. Furthermore, it is also possible to support a speed of the internal combustion engine when coupling (when starting up) and when switching.

It goes without saying that the features mentioned above and those yet to be explained below can be used not only in the respectively specified combination, but also in other combinations or alone, without departing from the scope of the present invention.

• 1 ein Schema einer ersten Ausführungsform eines erfindungsgemäßen eines Hybrid-Antriebsstranges;
• 2 eine Leistungsfluss-Darstellung des Hybrid-Antriebsstranges der 1;
• 3 eine Schalttabelle für einen verbrennungsmotorischen Fahrbetrieb des Hybrid-Antriebsstranges der 1;
• 4 eine Schalttabelle für einen elektromotorischen Fahrbetrieb mit dem Hybrid-Antriebsstrang der 1;
• 5 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 6 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 7 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 8 eine schematische Darstellung einer weiteren Ausführungsform eines Hybrid-Antriebsstran g es;
• 9 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 10 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 11 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 12 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 13 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 14 eine schematische Darstellung einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 15 eine schematische Darstellung einer weiteren Ausführungsform eines erfindungsgemäßen Hybrid-Antriebsstranges;
• 16 eine Schalttabelle für einen verbrennungsmotorischen Fahrbetrieb mit dem Hybrid-Antriebsstrang der 15;
• 17 eine Schalttabelle für einen elektromotorischen Fahrbetrieb mit dem Hybrid-Antriebsstrang der 15;
• 18 eine schematische Darstellung einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 19 eine Schalttabelle für einen verbrennungsmotorischen Fahrbetrieb mit dem Hybrid-Antriebsstrang der 18;
• 20 eine Schalttabelle für einen elektromotorischen Fahrbetrieb mit dem Hybrid-Antriebsstrang der 18;
• 21 eine schematische Darstellung einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 22 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 23 eine Detailansicht einer weiteren Ausführungsform eines Hybrid-Antriebsstranges;
• 24 eine schematische Darstellung einer weiteren Ausführungsform eines Hybrid-Antriebsstranges; und
• 25 eine schematische Darstellung einer weiteren Ausführungsform eines Hybrid-Antriebsstranges.

Exemplary embodiments of the invention are shown in the drawing and are explained in more detail in the following description. Show it:

• 1 a diagram of a first embodiment of a hybrid drive train according to the invention;
• 2 a power flow representation of the hybrid powertrain of 1 ;
• 3 a switching table for an internal combustion engine driving mode of the hybrid drive train of 1 ;
• 4th a switching table for an electromotive operation with the hybrid drive train of 1 ;
• 5 a detailed view of a further embodiment of a hybrid drive train;
• 6th a detailed view of a further embodiment of a hybrid drive train;
• 7th a detailed view of a further embodiment of a hybrid drive train;
• 8th a schematic representation of a further embodiment of a hybrid drive train it;
• 9 a detailed view of a further embodiment of a hybrid drive train;
• 10 a detailed view of a further embodiment of a hybrid drive train;
• 11 a detailed view of a further embodiment of a hybrid drive train;
• 12 a detailed view of a further embodiment of a hybrid drive train;
• 13 a detailed view of a further embodiment of a hybrid drive train;
• 14th a schematic representation of a further embodiment of a hybrid drive train;
• 15th a schematic representation of a further embodiment of a hybrid drive train according to the invention;
• 16 a shift table for internal combustion engine driving with the hybrid drive train of 15th ;
• 17th a switching table for an electromotive operation with the hybrid drive train of 15th ;
• 18th a schematic representation of a further embodiment of a hybrid drive train;
• 19th a shift table for internal combustion engine driving with the hybrid drive train of 18th ;
• 20th a switching table for an electromotive operation with the hybrid drive train of 18th ;
• 21st a schematic representation of a further embodiment of a hybrid drive train;
• 22nd a detailed view of a further embodiment of a hybrid drive train;
• 23 a detailed view of a further embodiment of a hybrid drive train;
• 24 a schematic representation of a further embodiment of a hybrid drive train; and
• 25th a schematic representation of a further embodiment of a hybrid drive train.

In the 1 to 4th a first embodiment of a hybrid drive train according to the invention is shown and generally designated 10.

The hybrid powertrain 10 is for driving a motor vehicle K , like a passenger car, designed. The hybrid drive train is designed in particular for transverse installation in the motor vehicle, that is to say in a front-transverse or rear-transverse construction.

The hybrid powertrain 10 includes an internal combustion engine 12 , whose crankshaft with a drive shaft 14th is rigidly connected. The hybrid powertrain 10 also has a gear assembly 18th with a first input shaft 16 on. In the present case is the first input shaft 16 rotatably with the drive shaft 14th connected. In other variants, however, between the drive shaft 14th and the first input shaft 16 a clutch can also be arranged, in particular a friction clutch which is designed as a starting and disconnecting clutch.

The gear arrangement 18th has an output shaft assembly 20th with a first output shaft 22nd and a second output shaft 24 on. The output shafts 22nd , 24 are axially parallel to the first input shaft 16 arranged. The output shaft assembly 20th is via a driven gear set 26th with a power distribution facility 28 , for example in the form of a mechanical differential connected. The power distribution facility 28 is designed to drive power to driven 30L , 30R of the motor vehicle K to distribute.

The gear arrangement 18th has a first gear set level 32 adjacent to the internal combustion engine 12 on. The first wheel set level 32 has a first set of wheels 34 on, of a fixed gear 36 includes that on the first input shaft 16 is fixed. The first set of wheels 34 also includes a loose wheel 38 that is on the first output shaft 22nd is rotatably mounted, as well as a loose wheel 40 that is on the second output shaft 24 is rotatably mounted. The idler wheel 38 is assigned to a gear stage 3 (V3) for internal combustion engine driving. The idler wheel 40 is assigned to a gear stage 4 (V4) for internal combustion engine driving.

On the first output shaft 22nd is on that of the internal combustion engine 12 facing axial side of the first gear set level 32 a clutch 42 arranged by means of the idler wheel 38 if necessary with the first output shaft 22nd is connectable. A corresponding clutch 44 is on the second output shaft 24 arranged and the idler wheel 40 assigned.

The clutch 42 can be actuated by means of an actuating device B1a. The clutch 44 can be actuated by means of an actuating device B1b. The clutches 42 , 44 can be operated in opposite directions around the respective idler wheel 38 , 40 with the respective output shaft 22nd , 24 connect to. Furthermore, the idler gears 38 , 44 assigned to different gear steps. As a result, it is possible to implement the actuation devices B1a, B1b by a single actuation device, either (ie alternatively) the idler gear 38 with the first output shaft 22nd connects or the idler wheel 40 with the second output shaft 24 connects.

The gear arrangement 16 has a second gear set level 45 on that on the the internal combustion engine 12 facing away from the axial side of the first gear set level 32 is arranged, preferably immediately adjacent to this.

In the second wheel set level 45 is the output gear set 26th arranged of a driven gear 46 has, which is fixed to the first output shaft 22nd is connected, and a driven gear 48 that stuck to the second output shaft 24 connected is. The output gears 46 , 48 are both in engagement with an input member of the power distribution device 28 .

In the second wheel set level 45 is also a loose wheel 50 arranged, which is assigned to a fifth gear stage (V5) for an internal combustion engine driving mode. The idler wheel 50 is by means of a clutch 52 actuated on the internal combustion engine 12 facing away from the axial side of the second gear set level 45 is arranged. The idler wheel 50 is presently in engagement with the output gear 48 that is on the second output shaft 24 is fixed. Alternatively, it could also be done with the output gear 46 the first output shaft 22nd are engaged.

Internal combustion engine drive power is generated via the drive shaft 14th and the first input shaft 16 into the gear assembly 18th initiated. The clutches 42 , 44 , 52 are designed to be switched alternatively and consequently to set up forward gear stages V3, V4, V5, as can also be seen from the shift table of 3 emerges.

Alternatively, the gear arrangement could 18th also include at least one gear set that is assigned to a starting gear (eg V1). In this case it would be preferred if the drive shaft 14th via a starting clutch with the first input shaft 16 connected is.

The hybrid powertrain 10 also has an electric machine 60 on that on one of the internal combustion engine 12 facing away from the axial side of the second gear set level 45 is arranged. The electric machine 60 is coaxial with the first input shaft 16 arranged and has a stator 62 on that with a case 64 connected, as well as a rotor 66 . The electric machine 60 can preferably be operated as a motor in order to provide electromotive drive power for an electromotive driving mode or a hybrid driving mode. The electric machine 60 however, it can also be operated as a generator in order to recuperate electrical power for charging an electrical energy store, not shown, of the hybrid drive train 10 to create.

The rotor 66 is fixed to a second input shaft 68 connected, coaxial with the first input shaft 16 is arranged. The second input shaft 68 is about a clutch 70 with the first input shaft 16 connectable. The coupling 70 and the clutch 52 can form a clutch pack that can be operated by means of a single actuating device B2 can be actuated in such a way that either the clutch 52 is closed or the clutch 70 .

The hybrid powertrain 10 also includes a planetary gear set arrangement 72 over which the rotor 66 with the output shaft assembly 20th is connectable. The planetary gear set arrangement 72 is at least predominantly radially inside the rotor 66 and in axial overlap with the rotor 66 arranged. This enables an axially compact design to be achieved.

The planetary gear set arrangement 72 has a planetary gear set 74 with a first link 76 , a second link 78 and a third link 80 on. Here is the first link 76 formed by a ring gear that is fixed to the rotor 66 connected is. The second link 78 is in the present case a sun gear that has a first planetary gear set clutch 82 with the case 64 is connectable, like a brake. The first planetary gear set clutch 82 is a friction clutch and preferably not a form-fit clutch. As will be explained below, the first planetary gear set clutch is 82 designed as an integrated starting element.

The third link 80 is presently designed as a planet carrier (web). The third link 80 is via a second planetary gear set coupling 84 , which is also designed as a friction clutch and preferably not as a form-fitting clutch, with the rotor 66 connectable. Further is the third link 80 with a planetary gear set output shaft 86 connected as a hollow shaft to the second input shaft 68 is trained around.

The rotor 66 is via an unspecified radial link to the second input shaft 68 connected. The second planetary gear set clutch 84 is in the axial direction between the planetary gear set 74 and arranged this radial member. The planetary gear set 74 is in the axial direction between the first planetary gear set coupling 82 and the second planetary gear set clutch 84 arranged. The radial link, the second planetary gear set clutch 84 and the planetary gear set 72 are all radially inward of the rotor 66 and formed in axial overlap therewith.

The sun gear 78 of the planetary gear set 74 is rotatable on the outer periphery of the planetary gear set output shaft 86 mounted and is connected to the first planetary gear set clutch via a radial element 82 connected to the housing 64 is arranged. The first planetary gear set clutch 82 can in the axial direction next to the electric machine 60 be arranged as it is in 1 is shown.

In the axial direction between the planetary gear set 74 and the clutch 70 is a wheel set 88 arranged over which the planetary gear set output shaft 86 with the output shaft assembly 20th connected or connectable. The present includes the wheelset 88 a fixed gear 90 that is attached to the planetary gear set output shaft 86 is set, as well as a gear 92 , which is either designed as a fixed gear and connected to the first output shaft 22nd is connected, but can also be designed as a loose wheel that has an in 1 Coupling, not shown, to the first output shaft 22nd is connectable.

Alternatively, it can also be used on the second output shaft 24 the gear 92 be arranged with the fixed gear 90 is engaged.

The wheelset 88 is in a third gear set level 94 arranged between the clutch 70 and the planetary gear set assembly 72 is arranged.

The gear arrangement 16 includes a first coupling level 98 , in which the clutches 42 , 44 are arranged, as well as a second coupling level 100 , in which the clutch pack with the clutch 52 and the clutch 70 is arranged.

To set up a parking lock function, it is possible to set a parking lock gear on the first or on the second output shaft. The present is a parking lock wheel P in 1 indicated that with the second output shaft 94 is connected, namely in the second coupling level 100 .

In 2 are the ones with the hybrid powertrain 10 adjustable power flows and translations are shown.

It can be seen that the internal combustion engine 12 alternatively via gear ratios i ₃ , i ₄ and i ₅ , depending on which clutch is engaged 42 , 44 , 52 , with the power distribution facility 28 can be connected, these translations still being combined with the translations i _ab1 and i _ab2 , which are defined by the output gear set.

It can be seen that the planetary gear set has a stationary gear ratio i ₀ . The ratio i ₁ is essentially due to the wheelset 88 educated.

In 3 it can be seen that the forward gear stage 1 (V1) is set up for an internal combustion engine driving operation by the first planetary gear set clutch 82 is closed as well as the clutch 70 .

First the clutch is used to start up 70 closed so that the second input shaft 68 rotates at the same speed as the combustion engine 12 . Then the first planetary gear set clutch 82 gradually closed for start-up, so that power then passes through the rotor, the first link 76 and the planet carrier 80 to the planetary gear set output shaft 86 flows, and from there to the output shaft assembly 20th . The first planetary gear set clutch 82 So in the present case also serves as a starting clutch for a purely internal combustion engine driving operation.

The second gear stage (V2) is then established by the first planetary gear set clutch 82 is opened and the second planetary gear set clutch 84 overlapping herewith is closed. Here, a power shift can be implemented, i.e. a gear change without a drop in tractive power, similar to a classic automatic transmission. This is particularly advantageous for the lower gears.

In forward gear stage 2, engine power flows from the first input shaft 16 via the second input shaft 68 and from there via the closed second planetary gear set clutch 84 to the planet carrier 80 and consequently to the planetary gear set output shaft 86 .

The clutch is used to shift to forward gear V3 70 and the second Planetary gear set coupling 84 open and the clutch 42 will be closed. In this case, traction assistance can be provided by means of the electric machine 60 to be provided. The speed adjustment on the clutch 42 can use the internal combustion engine 12 respectively.

A gear change to forward gear V4 then takes place in a similar manner by using the clutch 42 open and the clutch 44 is closed (see also 3 ). The here in the gear arrangement 16 Any interruption in tractive force can in turn be caused by the electric machine 60 be balanced. Because the clutch 70 is open in gear steps V3, V4, V5, either the first or the second planetary gear set clutch is used to provide electromotive drive power for traction support 82 , 84 closed to electromotive drive power via the wheelset 88 to be able to lead to the output shaft assembly.

A gear change to the forward gear stage V5 takes place in a corresponding manner by opening the clutch 44 and by closing the clutch 52 .

Consequently, with the hybrid powertrain 10 Set up five forward gear stages in a purely internal combustion engine driving mode. The upper gears are thereby via the gear arrangement 16 furnished. The lower gears, and especially the starting gear, are via the planetary gear set 72 furnished.

In all forward gear stages V1 to V5, the electric machine can 60 Provide supplementary electrical power in order to set up a hybrid driving mode or boost driving mode. It is also possible to use the electric machine 60 to operate as a regenerative generator. The electric machine can also provide braking power 60 generated in a recuperative manner.

Before starting the journey, the combustion engine can 12 also by means of the electric machine 60 be started when the clutch 70 is closed. It goes without saying that in this case all clutches for the starting process 42 , 44 , 52 the gear arrangement 16 stay open.

By means of the hybrid drive train 10 it is also possible to set up two electric motor gear steps E1 and E2 (see 4th ).

The combustion engine remains here 12 switched off and the clutches 70 , 42 , 44 , 52 are opened. The internal combustion engine 12 is consequently not dragged along when driving with the electric motor.

A first electromotive stage is established by the first planetary gear set clutch 82 is closed. This can be done before starting up, but can also be done in parallel to increasing the speed of the electric machine 60 respectively. Because the second link 78 then with the case 64 is blocked, the drive power of the electric machine 60 in the planet carrier 80 and from there via the planetary gear set output shaft 86 to the wheelset 88 and the output shaft assembly 20th .

A second electromotive gear stage E2 is set up by the second planetary gear set clutch 80 is closed and the first planetary gear set clutch 82 is opened. This can be done overlapping in order to realize a power shift without interruption of tractive effort.

When the second planetary gear set clutch is closed 84 are the first link 76 and the third link 80 blocked together and drive power consequently flows from the rotor 66 to the third link 80 and from there in turn via the planetary gear set output shaft 86 and the wheelset 88 to the output shaft assembly 20th .

The gears V1, V3, V4, V5 can be started from an electromotive driving mode in gear position E1 by engaging a further shift element (the clutch for starting in the internal combustion engine gear position V1 70 , to start in one of the gears V3, V4, V5 the clutches 42 , 44 or. 52 ).

The gears V2, V3, V4, V5 can be started in a corresponding manner from an electric motor-driven driving mode in gear stage E2.

Shifts between the forward gear stages V1 and V2 take place as with the purely electrical shifts between E1 and E2, also as power shifts via the planetary gear set clutches designed as friction clutches 82 , 84 . As mentioned above, when changing gears between gears V2, V3, V4, V5, the electric machine 60 support the tractive effort at the output, while the combustion engine 12 can change gears without load. The synchronization of the clutches involved 70 , 42 , 44 , 52 takes place through speed control on the combustion engine 12 .

In some variants, a second electric machine can be connected to the first input shaft 16 be connected, for example by connecting a machine pinion to one of the gears of the first gear set 34 . In this case, such a further electric machine can assist with the synchronization.

If only the clutch 70 is closed, the internal combustion engine is independent of the output with the electric machine 60 connected. Consequently, the internal combustion engine can be started from this situation. It is also possible that the electric machine 60 works as a generator for on-board network support. Starting from this situation is via the first planetary gear set clutch 82 possible, which is designed as an integrated start-up element (IAE).

The hybrid powertrain 10 of the 1 is extremely compact in the axial direction. It contains only three gear set levels and two clutch levels as well as the electric machine 60 with the planetary gear set arrangement 72 at least predominantly axially overlapping with the electric machine 60 is trained. The hybrid powertrain 10 is therefore particularly suitable for transverse installation in a motor vehicle.

The hybrid drive train also enables five internal combustion engine gears and two electric motor gears, so that a high level of efficiency can be achieved.

The second planetary gear set clutch 84 When closed, ensures that the planetary gear set is locked by connecting two of the three links. In the present case, the second planetary gear set coupling enables 84 a joining of the first link 76 in the form of a ring gear with the third link in the form of the planet carrier (also referred to as a web) 80 .

Alternatively, it is also possible to use the second planetary gear set clutch 84 so to realize that the second link 78 in the form of the sun gear and the third link in the form of the planet carrier 80 can be interlocked, and in a third variant it is possible to have the second link in the form of the sun gear 78 with the first link in the form of the ring gear 76 to block.

The clutches 42 , 44 , 52 and the clutch 70 can each be implemented as claw clutches, since, as said, synchronization can take place in a different manner. Nevertheless, for reasons of convenience or other reasons, it is also possible to implement one or more of these clutches as synchronous shift clutches or locking synchronous shift clutches.

It is also possible, for example, to reduce the number of internal combustion engine gears by using one or more of the idler gears 38 , 40 , 50 and omits the associated clutches.

In some cases it is also possible to use the output shaft arrangement 20th to be realized with just a single output shaft.

In the following, further embodiments of hybrid drive trains are described, which generally correspond to the hybrid drive train in terms of structure and mode of operation 10 of the 1 correspond. The same elements are therefore denoted by the same reference symbols. The main differences are explained below. Furthermore, the figures described below partially only show details of a drive train. It goes without saying that the respective drive train then includes all of the elements not shown in the respective figure, for example of the drive train 1 includes, or any variant thereof. In other words, the different embodiments described below can be combined with one another in any desired manner, unless expressly stated otherwise.

5 shows a hybrid drive train 10 ′, which is generally similar to the hybrid drive train in terms of structure and mode of operation 10 of the 1 corresponds. In contrast to this, the hybrid drive train 10 'has a gear set 88' which is connected to the planetary gear set output shaft 86 connected fixed gear 90 and a gear in the form of an idler gear 92 ', which by means of a clutch 110 with the first output shaft 22nd is connectable. To operate the clutch 110 is preferably a further actuating device B3 intended.

In the hybrid drive train 10 'it is possible to decouple the gear set 88' and the associated planetary gear set from the output in the upper gears V3 to V5. In this way, drag losses can be avoided.

The clutch 110 can by means of the electric machine 60 be synchronized.

In 6th Another embodiment of a hybrid drive train 10 ″ is shown, which is generally the same as the hybrid drive train in terms of structure and mode of operation 10 of the 1 or the hybrid drive train 10 'of the 5 corresponds.

In the hybrid drive train 10 ″ are the clutches 52 for the idler wheel 50 and the clutch 70 , which is designed, the input shafts 16 , 68 to connect to one another, designed as separate clutches which can be actuated by means of respective actuating devices B2a and B2b.

As can be seen from the switching tables of the 3 and 4th is apparent, it is possible in this variant, the actuators B2a, B2b with the Operating devices for the clutches 42 , 44 to combine.

For example, it is possible to provide a single actuating device that includes both the clutch 52 as well as the clutch 44 operated, alternatively to each other. It is also possible to provide a single actuating device that controls the clutch 70 and the clutch 42 alternatively can operate. As a result, it is possible to have a total of four clutches with only two actuators 42 , 44 , 52 , 70 to operate. Alternatively, it is of course also possible to use the clutches 52 , 42 to be operated by means of a single actuating device, and / or the clutch 70 and the clutch 44 .

In 7th a further embodiment of a hybrid drive train 10 '''is shown, in which a planetary gear set arrangement 72''' with a planetary gear set 74 '''is provided, which is designed as a plus planetary gear set. In the case of the plus planetary gear set 74 ''', the rotor is still rotationally fixed to the second input shaft 68 connected. In the present case, however, the first link 76 '''is formed by the planet carrier (web), and the third link 80''' is formed by the ring gear of the plus planetary gear set 74 '''. The third link 80 '''in this embodiment is also connected to the planetary gear set output shaft 86 connected. As in the previously described embodiment, the plus planetary gear set 74 '''has a second link 78 in the form of a sun gear on the outer circumference of the planetary gear set output shaft 86 is rotatably mounted and via the first planetary gear set coupling 82 with the case 64 is connectable. The second planetary gear set clutch 84 '''is provided in this embodiment to the first link 76''' over the rotor 66 to connect to the third link 80 '''. In other words, the planet carrier and ring gear connections are compared to the embodiment of FIG 1 exchanged. Furthermore, the amount of the stationary translation is increased by 1. When using the plus planetary gear set 74 ''', greater flexibility of the ratios can be achieved, in particular for gear steps V1, V2 or E1, E2.

In 8th a further embodiment of a hybrid drive train 10 ^{IV is} shown.

The hybrid drive train 10 ^IV generally corresponds to the hybrid drive train in terms of structure and mode of operation 10 of the 1 . In contrast to this, however, it is provided that the transmission arrangement 18 ^{IV is} also designed to provide a reverse gear stage in the purely internal combustion engine driving mode. This makes it possible to keep a reverse gear available even when the electrical energy store is empty. The hybrid drive train 10 ^IV has a reverse shaft for this purpose 112 provided that are offset in parallel with the first input shaft 16 and the output shafts 22nd , 24 is arranged. On the reverse shaft 112 is a fixed gear 114 set that with one of the gears in the second gear set level 45 is in engagement, in this case with the idler gear 40 , which is assigned to the forward gear stage V4.

On the reverse shaft 112 is also a loose wheel 116 rotatably mounted by means of a clutch 118 if necessary with the reverse shaft 112 is connectable. The idler wheel 116 stands with one of the gears of the wheel set 88 in engagement, in this case with the fixed gear 90 .

An internal combustion engine reverse gear stage R1 can be set up by the first planetary gear set clutch 82 is closed as well as the clutch 70 and the clutch 118 . In this case, drive power flows from the first input shaft 16 via the closed coupling 70 to the second input shaft 68 and from there over the rotor 66 the electric machine 60 on the first link 76 of the planetary gear set 72 due to the sun gear fixed on the housing 78 the planet carrier 80 and thus the planetary gear set output shaft 86 drives. From the planetary gear set output shaft 86 the power then flows through the idler gear 116 , the switched clutch 118 and the reverse shaft 112 on the fixed gear 114 , which is now part of the output gear set 26 ^IV , in order in this way power to the power distribution device 28 transferred to.

In the hybrid drive train 10 ^IV , as in the embodiment of FIG 5 , the wheel set 88 ^{IV is provided} with a loose wheel 92 ', which by means of a clutch 110 is switchable.

In the hybrid drive train 10 ^IV , it is preferred if the clutches 110 and 118 be designed as synchronous clutches, in particular as lock-synchronous clutches, in order to improve the reversibility. It is also advantageous in this embodiment if the in 8th drive shaft not shown 14th via a friction clutch with the first input shaft 16 connected is.

In 9 Another embodiment of a hybrid drive train 10 ^{V is} shown, which is generally the same as the hybrid drive train in terms of structure and functionality 10 of the 1 or one of the hybrid powertrains of the 5 to 7th can correspond. As with the embodiment of the 8th a mechanical reverse gear is provided. In the case of the 10 ^V hybrid drive train, however, there is no separate reverse shaft for this purpose 112 provided with a clutch formed thereon. Instead it is on the second output shaft 24 a loose wheel 116 ^V rotatably mounted, which by means of a clutch 118 ^V with the second output shaft 24 is connectable. The idler gear 116 ^V is connected to the fixed gear via a fixed gear attached to a short reversing shaft 112 ^v 90 of the wheelset 88 engaged. It is advantageous in this embodiment that the reversing shaft 112 ^V only has to carry a fixed gear and no further elements such as a clutch. On the other hand, the degree of freedom with regard to the possible gear ratios for the reverse gear is somewhat restricted. As a result, this variant is particularly interesting when the reverse gear ratio can be longer than the first mechanical forward gear. In the embodiment of 9 When the clutch is switched 118 ^{V is} preferably the clutch 110 provided to gear 92 'from the first output shaft 22nd to be able to decouple.

In 10 a further embodiment of a hybrid drive train 10 ^{VI is} shown.

In the hybrid drive train 10 ^VI is between the drive shaft 14th and the first input shaft 16 a clutch 120 arranged that in the case of 10 is realized as a claw coupling, which by means of an actuating device B4 is actuated.

In 11 a hybrid drive train 10 ^{VII is} shown, which also has a clutch 120 ^VII between the drive shaft 14th and the first input shaft 16 is arranged. In case of 11 the clutch 120 ^{VII is provided} as a friction clutch. The advantage of this embodiment is that clutch 120 ^{VII can} also open under load, for example in the event of emergency braking or some other malfunction in the area of the internal combustion engine. In addition, the clutch 120 ^{VII can} also be used at differential speeds between the shafts 14th , 16 are closed, so that a so-called "swing start" of the internal combustion engine 12 by means of the electric machine 60 is possible (here the inertial mass of the electric machine 60 to start the internal combustion engine 12 used). It is also advantageous in this embodiment if the clutches 42 , 44 , 52 , 118 , 70 are designed as locking synchronizers that shift when clutch 120 ^{VII is} disengaged (as in an automated manual transmission). The switching element 110 can however by means of the electric machine 60 be synchronized so that the clutch 110 can be designed as a claw coupling.

If in the drive train 10 ^VII the wheelset 34 is connected to a further electric machine, the above-mentioned switching elements can also be synchronized by means of this further electric machine, so that the mentioned switching clutches can also be designed as claw clutches in this case.

In 12 a further embodiment of a hybrid drive train 10 ^{VIII is} shown.

The hybrid drive train 10 ^VIII is based on the embodiment of FIG 1 or the embodiment of 5 but can also be based on any of the other embodiments above.

In the hybrid drive train 10 ^VIII is the first input shaft 16 through the planetary gear set output shaft 86 on one of the gear assembly 18th remote axial side of the planetary gear set 74 guided. The second input shaft 68 ^VIII is with the rotor 66 connected. Between a radial member connecting the rotor and the second input shaft 68 ^VIII and the planetary gear set 74 is a turning wheel set W. arranged. The turning wheel set W. has a ring gear that connects to the rotor 66 connected is. Furthermore, the turning wheel set W. a sun gear on that with the first input shaft 16 connected is. A planet carrier or web of the turning wheel set W. can be connected to the second input shaft 68 ^VIII via a clutch 70 ^VIII . Furthermore, the planetary carrier of the turning gear set is connected to another clutch 121 alternatively with the housing 64 connectable. The clutch 70 ^VIII and the clutch 121 form a clutch pack which can be actuated alternatively by means of a single actuating device B5.

The measure, the second input shaft 68 ^VIII not directly by means of a clutch 70 with the first input shaft 16 to connect as in the previous embodiments, but a turning wheel set W. Provide it allows the internal combustion engine in two different ways with the electric machine 60 connect to. When the clutch 70 ^{VIII is} closed, the ring gear and the planet carrier of the reversing gear set W. blocked and drive power can be between the first input shaft 16 and the rotor 66 are transmitted, in a similar manner as is the case in the above embodiments when the clutch 70 closed is. On the other hand, if the clutch 121 instead is closed, the planet carrier is on the housing 64 set so that between the first input shaft 16 and power can be transmitted to the rotor, but when the direction of rotation is reversed.

The clutch 70 ^VIII could consequently also be referred to as the clutch for forward operation, and the clutch 121 could be referred to as a clutch for reverse driving. In the case of the hybrid drive train 10 ^VIII , a purely electric reversing is possible in which the electric machine 60 rotates backwards and the combustion engine still rotates forward.

In other words, with the clutch 70 ^{VIII engaged,} the same forward gear stages can be set up as in the embodiment of FIG 1 to 4th . If, however, the clutch 121 is closed, the two forward gear stages V1 and V2 can also be set up as reverse gear stages R1 and R2, since the direction of rotation of the internal combustion engine is determined by the reversing gear set W. is virtually turned around, the rotor 66 So it rotates in the opposite direction and consequently via the planetary gear set output shaft 86 can set up an internal combustion engine reverse drive.

Purely electric driving is of course also possible using the turning wheel set W. generally possible, even if it is possible to keep the clutch 70 ^VIII engaged and simply the direction of rotation of the electric machine 66 to reverse.

In 13 a further embodiment of a hybrid drive train 10 ^{IX is} shown.

The hybrid drive train 10 ^IX is based, for example, on one of the drive trains in FIG 1 to 11 . Similar to the embodiment of 12 it is provided that the first input shaft 16 through the planetary gear set output shaft 86 through to one of the gear assembly 18th opposite axial side of the planetary gear set 74 extends. The first input shaft is on this axial side 16 Connected via a clutch 70 ^IX to the second input shaft 68 ^IX , which is connected to the rotor 66 the electric machine 60 connected is. The clutch 70 ^IX is therefore functionally essentially identical to the clutch 70 of the 1 .

The first input shaft 16 is in the hybrid drive train 10 ^IX, however, via a clutch 121 ^IX with the housing 64 connectable.

The clutch 70 ^IX and the clutch 121 ^IX are designed as synchronizable clutches and are in the present case combined in a clutch pack that can be actuated by means of a single actuating device B5 ^IX .

The clutches 70 ^IX , 121 ^IX can be used to control the internal combustion engine 12 either to slow down or to accelerate. Consequently, the clutches 70 ^IX and 121 ^IX can be used to synchronize the internal combustion engine. Consequently, no additional second electric machine is required for this.

The hybrid drive train 10 ^IX is preferably equipped with a friction clutch 120 ^VII , as shown in FIG 11 is shown.

In 14th a further hybrid drive train 10 ^{X is} shown.

This is based on the hybrid drive train 10 of the 1 to 4th . In addition, there is a second electric machine 122 provided, the axially parallel to the first input shaft 16 is arranged and a pinion 124 having. The pinion 124 is in engagement with one of the gears of the gear set 34 , in the present case with the fixed gear 36 that is on the first input shaft 16 is fixed.

The second electric machine 122 can be used for the following functionalities. On the one hand, serial driving is possible. The internal combustion engine drives here 16 the second electric machine 122 on, which charges an electrical energy store, not shown, as a generator. The electric machine 60 however, it is operated as a motor and drives via the wheelset 88 the output shaft assembly. It goes without saying that this is the clutch 70 is open. The other clutches too 42 , 44 , 52 are preferably open here.

In purely electric driving mode, either the electric gear position E1 or the electric gear position E2 of the 4th be set up.

In addition, the second electric machine enables 122 a combustion engine start from a purely electric drive. Here too is the clutch 70 open. When driving purely electrically by means of the electric machine 60 can the internal combustion engine 12 can be switched off and, if necessary, started via the second electric machine. If the second electric machine 122 is not provided, other means for starting the internal combustion engine must be provided, for example the clutch 120 ^VII . In this case, one of the clutches becomes 42 , 44 , 52 closed so that the first input shaft 16 is rotatably coupled to the output. When the vehicle is rolling, the internal combustion engine can consequently be started by closing the clutch 120 ^VII . However, this is when the second electric machine is provided 122 not necessary, so that this embodiment can also be implemented without coupling 120 ^VII .

In addition, the second electric machine enables 122 support in regulating the speed of the combustion engine, both when coupling the combustion engine (starting up) and when shifting, i.e. when the clutches are used 42 , 44 , 52 are to be synchronized.

In 15th a further hybrid drive train 10 ^{XI is} shown. The hybrid powertrain 10 ^XI is based on the hybrid powertrain 10 of the 1 . In contrast to this, the transmission arrangement 18 ^{XI has} only one forward gear, which is achieved by means of the clutch 52 and the idler wheel 50 can be set up. The first wheel set level 32 is completely omitted in the hybrid drive train 10 ^XI . Furthermore, the output shaft arrangement 20 ^{XI has} only a single output shaft 22 ^XI , on which a fixed gear 48 ^{XI is} fixed, which with the idler gear 50 is engaged, as well as the fixed gear 92 , the one with the fixed gear 90 is engaged. A driven gear 46 ^XI is further fixed to the output shaft 22 ^XI, with an input member of the power distributing mechanism 20th is engaged.

Like it in 16 and 17th is shown, three internal combustion engine forward gear stages can be set up by means of the hybrid drive train 10 ^XI , and two electromotive forward gear stages. The electromotive forward gear stages E1 and E2 are set up exactly as in the embodiment of FIG 1 , namely either by closing the first planetary gear set clutch 82 or by closing the second planetary gear set clutch 84 .

Furthermore, the forward gear stages V1 and V2 are set up in the same way as in the hybrid drive train of FIG 1 , namely by closing the clutch 70 and either by closing the first planetary gear set clutch 82 or by closing the second planetary gear set clutch 84 .

A third forward gear V3 as the highest forward gear is established by the clutch 52 is closed and all other couplings are opened, as in 16 is shown.

In 18th a further embodiment of a hybrid drive train 10 ^{XII is} shown.

The hybrid drive train 10 ^XII is based on the hybrid drive train 10 of the 1 . In contrast to this, the transmission arrangement 18 ^{XII is} only set up to set up two internal combustion engine gear stages. On the second output shaft 24 is not an idler gear in the hybrid drive train 10 ^XII 40 stored that with the fixed gear 36 is engaged. Furthermore, is on the second output shaft 24 also no assigned clutch 44 intended. Consequently is on the second output shaft 24 only the output gear 48 set, and possibly the parking lock gear P .

The hybrid drive train 10 ^XII has, similar to the hybrid drive train of the 8th , the possibility of a purely internal combustion engine reverse drive. For this purpose, the hybrid drive train 10 ^{XII has} similar to the hybrid drive train 10 ^{IV of} the 8th the reverse wave 112 on the one with the output gear 48 meshing fixed gear 114 is fixed. On the reverse shaft 112 is also the idler wheel 116 set that with the fixed gear 90 engages that on the planetary gear set output shaft 86 is fixed.

The hybrid drive train 10 ^XII also has, similar to the embodiment of FIG 5 , a gear set 88 ', which instead of a fixed gear has a loose gear 92' which is attached to the first output shaft 22nd rotatably mounted and by means of the clutch 110 with the first output shaft 22nd is connectable.

With the hybrid powertrain 10 ^XII the 18th are consequently, as it is in 19th is shown, four internal combustion engine forward gear stages V1 to V4 can be set up. The forward gear steps V1 to V4 are set up in exactly the same way as with the hybrid drive train 10 of the 1 , with the clutch in the forward gear stages V1 and V2 110 is closed to drive power from the planetary gear set output shaft 86 on the first output shaft 22nd to be able to transfer.

The forward gear stages V3 and V4 are set up exactly as in the embodiment of FIG 1 , the forward gear stage V3 just as by means of the clutch 42 is set up. Because the clutch 44 is not present in the hybrid drive train 10 ^XII , the fourth forward gear stage V4 is set up when the clutch 52 closed is.

Furthermore, two reverse gear stages R1 and R2 can be set up, precisely as in the case of the drive train 10 ^{IV of} the 8th .

The planetary gear set arrangement 72 with the planetary gear set and the two planetary gear set clutches 82 , 84 is switched in exactly the same way as in the forward gear stages V1 and V2. However, the clutch won't 110 closed, but the clutch 118 so that drive power from the planetary gear set output shaft 86 not about the wheelset 88 on the first output shaft 22nd flows, but via the reverse wave 112 on the second output shaft 24 .

In 20th it is shown that the two electromotive gear stages E1 and E2 are set up exactly as in the embodiment of FIG 1 , with the addition of the clutch 110 is closed.

In 21st a further embodiment of a hybrid drive train 10 ^{XIII is} shown. This is based on the hybrid drive train 10 of the 1 . Furthermore, instead of the planetary gear set 74 a plus planetary gear set 74 ^{XIII is} provided, as in the embodiment of FIG 7th .

In the same way, the first link of the plus planetary gear set 74 ^{XIII is designed} as a planet carrier, the one with the rotor 66 is connected to the electric machine and to the second input shaft 68 . The second link 78 ^XIII (the sun gear) of the Plus planetary gear set 74 ^XIII is on the second input shaft 68 rotatably mounted and is via the first planetary gear set coupling 82 with the case 64 connectable. The third link 80 ^{XIII of} the plus planetary gear set 74 ^XIII is on the one hand with the planetary gear set output shaft 86 connected and on the other hand connectable to the planet carrier 76 ^XIII via the second planetary gear set coupling 84 ^XIII . The functionality is therefore exactly the same as in the embodiment of FIG 7th .

Furthermore, as in the embodiment of the 8th , a mechanical reverse gear provided. Here is a reverse wave 112 provided on the two gears 114 , 116 ^XIII . The gear 116 ^XIII is designed here as a sliding wheel, as is indicated schematically at 118 ^XIII . In other words, in the embodiment of 21st the two gears 114 , 116 ^XIII connected to one another and axially displaceable or switchable via an actuator 118 ^XIII .

The gear 114 stands, as in one embodiment of the 8th , with the output gear 48 engaged. As with the embodiment of the 18th is on the second output shaft 24 no further idler gear stored, and no further clutch. Consequently, with the hybrid drive train 10 ^XIII, a total of the same number of drive steps can be implemented as in FIG 19th and 20th is shown, so four internal combustion engine gear steps.

The clutch 70 ^XIII is designed as a synchronous clutch to, similar to the embodiment 10 ^{IX of} the 13 to be able to use clutch 70 ^XIII for synchronization.

Furthermore, it is provided in the hybrid drive train 10 ^XIII that the first input shaft 16 by means of a coupling 121 against the housing 64 can be braked. The function of the clutch 121 ^XIII is essentially identical to the function of the clutch 121 of ^IX 13 . The clutch is also used here 121 ^XIII for synchronizing the internal combustion engine.

In 22nd a hybrid powertrain 10 ^{XIV is} shown, which is based on the hybrid powertrain 10 of the 1 may be based, or any of the other powertrains above. Here, a planetary gear set arrangement 74 ^{XIV is} provided, with the rotor 66 the electric machine 60 fixed to the second input shaft via a radial link 68 connected is. A first link 76 of the planetary gear set 74 ^XIV is designed as a ring gear and with the rotor 66 rigidly connected. A second member 78 ^XIV is designed as a sun gear and with the housing 64 via the first planetary gear set clutch 82 connectable. The third link 80 ^XIV is designed as a planet carrier and with the planetary gear set output shaft 86 firmly connected. Furthermore, the planet carrier 80 ^{XIV can be} connected via the second planetary gear set clutch 84 ^XIV to the second member 78 ^{XIV of} the planetary gear set 74 ^{XIV in} order to be able to block the planet ^carrier 80 ^xIV and the sun gear 78 ^XIV with one another.

In 23 a further hybrid drive train 10 ^{XV is} shown, in which a further alternative of a planetary gear set arrangement 72 ^{XV is} shown. Here is the rotor 66 as before with the second input shaft 68 firmly connected. The first member 76 ^{XV of} the planetary gear set is designed as a ring gear and with the rotor 66 connected. The second link 78 ^XV is designed as a sun gear and via the first planetary gear set clutch 82 with the case 64 connectable. The third link in the form of the planetary carrier 80 ^XV is with the planetary gear set output shaft 86 connected. Furthermore, the first link in the form of the ring gear 76 ^{XV can be} connected to the second link 78 ^XV in the form of the sun gear via the second planetary gear set clutch 84 ^XV in order to be able to fix the ring gear and the sun gear to one another.

The planetary gear set arrangements 72 ^XIV and 72 ^XV the 22nd and 23 consequently provide alternative locking variants to the locking variant of the 1 represents in which the second planetary gear set clutch 84 is designed for this purpose, the first member in the form of the ring gear 76 with the third link in the form of the planet carrier 80 to be able to connect.

In 24 a further embodiment of a hybrid drive train 10 ^{XVI is} shown. The hybrid powertrain 10 ^XVI is based on the hybrid powertrain 10 of the 1 . The gear arrangement 18th is designed identically as in the embodiment of 1 . The clutch too 70 is designed identically to the 1 and is used to connect the first input shaft 16 and the second input shaft 68 .

In contrast to the previously described embodiments, the planetary gear set arrangement 72 ^{XVI is} equipped with a planetary gear set, the sun gear (second link) 78 ^{XVI of which is} fixed to the housing 64 is fixed.

In this embodiment, the first planetary gear set clutch 82 ^{XVI is} between the first link 76 ^XVI (ring gear) of the planetary gear set and the rotor 66 the electric machine 60 arranged. The second planetary gear set clutch 84 ^XVI is designed to connect the third link 80 ^XVI in the form of the planet carrier with the second input shaft, if necessary 68 to connect that also to the rotor 66 is rigidly connected.

The gear steps that can be realized with the hybrid drive train 10 ^XVI are identical to those in the embodiment of FIG 1 . The first planetary gear set clutch 82 ^XVI , as in the embodiment of FIG 1 , also used as an integrated starting element for the combustion engine.

In 25th a further embodiment of a hybrid drive train 10 ^{XVII is} shown, which is generally based on the hybrid drive train of FIG 1 based. In the hybrid drive train 10 ^XVII , a planetary gear set arrangement 72 ^{XVII is} provided, in which the second member 78 ^XVII (sun gear) as in the embodiment of FIG 24 with the case 64 is firmly connected. The first planetary gear set clutch 82 ^XVII is used in the embodiment of FIG 25th to connect the third link 80 ^XVII in the form of the planet carrier with the planetary gear set output shaft. The first link 76 ^{XVII of} the planetary gear set is with the rotor 66 firmly connected. The rotor 66 is also fixed to the second input shaft 68 connected. Furthermore, the rotor and consequently the first link 76 ^{XVII is} connected to the planetary gear set output ^shaft via the second planetary gear set coupling 84 ^XVII 86 connectable.

In this embodiment, too, the planetary gear set clutch 82 ^XVII serves as an integrated starting element. The same gear steps can be set up in the hybrid drive train 10 ^XVII as in the hybrid drive train 10 of the 1 . Only the switching element loads or clutch loads may change.

In other words, in the embodiment of FIG 24 possible to arrange the integrated starting element not between the sun gear and the housing, but between the ring gear 76 ^XVI and the rotor 66 the electric machine. In the embodiment of 25th the integrated starting element is not provided between the sun gear and the housing, but between the planet carrier 80 ^XVII and the planetary gear set output shaft 86 .

List of reference symbols

10

Hybrid powertrain

12th

Internal combustion engine

14th

drive shaft

16

first input shaft

18th

Gear arrangement

20th

Output shaft assembly

22nd

first output shaft

24

second output shaft

26th

Output gear set

28

Power distribution facility

30L, 30R

driven wheels

32

first wheel set level

34

first wheelset

36

Fixed gear

38.40

Idler gears (V3, V4)

42.44

Clutches

45

second wheel set levels

46.48

Output gears

50

Idler gear (V5)

52

Clutch

60

Electric machine

62

stator

64

casing

66

rotor

68

second input shaft

70

coupling

72

Planetary gear set arrangement

74

Planetary gear set

76

first link

78

second link

80

third link

82

first planetary gear set clutch

84

second planetary gear set clutch

86

Planetary gear set output shaft

88

Wheelset

90

Fixed gear

92

gear

94

third wheel set level

98

first coupling level

100

second coupling level

110

Clutch

112

Reverse shaft

114

Fixed gear

116

Idler wheel

118

Clutch

120

coupling

121

coupling

122

second electric machine

124

pinion

A1, A2, A3, A4, A5

axes

B1, B2, B3, B4

Controls

P

Parking lock wheel

W.

Turning wheel set

K

Motor vehicle

QUOTES INCLUDED IN THE DESCRIPTION

This list of the documents listed by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent literature cited

• DE 102013211975 A1 [0011]

Claims (15)

Hybrid drive train (10) for a motor vehicle (K), with - a drive shaft (14) to which an internal combustion engine (12) can be connected, - A first input shaft which is connected to the drive shaft (14) or which can be connected to the drive shaft (14) via a coupling (120), - an output shaft arrangement (20), - A gear arrangement (18) with at least one switchable gear set (34), via which the first input shaft (16) and the output shaft arrangement (20) can be connected to one another, - An electric machine (60) having a rotor (66), and - A switchable planetary gear set arrangement (72) via which the rotor (66) can be connected to the output shaft arrangement (20). Hybrid powertrain according to Claim 1 , the rotor (66) of the electric machine (60) being connected to a second input shaft (68), the second input shaft (68) being connected to the first input shaft (16) via a clutch (70) and possibly via a reversing gear set (W) ) is connectable. Hybrid powertrain according to Claim 1 or 2 wherein the planetary gear set arrangement (72) comprises a planetary gear set (74) having a first link (76), a second link (78) and a third link (80). Hybrid powertrain according to Claim 3 , wherein one of the links of the planetary gear set (74) is connected to the rotor (66) or can be connected via a clutch, another of the links being connected to a housing (64) or being connectable via a clutch and another of the links being connected to a Planetary gear set output shaft (86) is connected or can be connected via a clutch. Hybrid powertrain according to Claim 4 , wherein - the first member (76; 76 ^III ; 76 ^XIII ; 76 ^XIV ; 76 ^XV ; 76 ^XVII ) is connected to the rotor (66) or wherein the first member (76 ^XVI ) via a first planetary gear set clutch (82 ^XVI ) with the rotor (66) can be connected, and / or - the second member (78) can be connected to a housing (64) via a first planetary gear set coupling (82) or wherein the second member (78 ^XVI ; 78 ^XVII ) is connected to a housing (64 ) is connected, and / or - the third link (80; 80 ^XIII ; 80 ^XIV ; 80 ^XV ; 80 ^XVI ) is connected to the planetary gear set output shaft (86) or wherein the third link (80 ^XVII ) via a first planetary set clutch (82 ^XVII ) can be connected to the planetary gear set output shaft (86). Hybrid powertrain according to Claim 4 or 5 , at least two of the links being connectable via a coupling. Hybrid powertrain according to one of the Claims 3 - 6th , wherein - the third link (80; 80 ^III ; 80 ^XIII ) can be connected to the first link (76; 76 ^III ; 76 ^XIII ) via a second planetary gear set coupling (84; 84 ^III ; 84 ^XIII ) or - the third link (80 ^XIV) can be connected via a second Planetenradsatzkupplung (84 ^XIV) with the second member (78 ^XIV), or - the first member (76 ^XV) via a second Planetenradsatzkupplung (84 ^XV) is connectable to the second member (78 ^XV) or - Rotor (66) can be connected to the planetary gear set output shaft (86) via a second planetary gear set coupling (84 ^XVII ). Hybrid powertrain according to one of the Claims 4 - 7th wherein - the planetary gear set output shaft (86) is a hollow shaft (86) and / or - the planetary gear set output shaft (86) is or can be connected to the output shaft arrangement (20) via a gear set (88) and / or - on the planetary gear set output shaft (86) Member (78) of the planetary gear set (74) is rotatably mounted and / or - the second input shaft (68) or the first input shaft (16) is passed through the planetary gear set output shaft (86) designed as a hollow shaft (86). Hybrid powertrain according to one of the Claims 1 to 8th wherein the planetary gear set arrangement (72) is arranged coaxially with the first input shaft (16). Hybrid powertrain according to one of the Claims 1 to 9 , wherein a planetary gear set (74) of the planetary gear set arrangement (72) is arranged radially inside the rotor (66) and in axial overlap with the rotor (66) and / or wherein at least one planetary gear set coupling (82) is arranged radially inside the rotor (66) and in axial overlap with the rotor (66) is arranged. Hybrid powertrain according to one of the Claims 1 to 10 , the transmission arrangement (18) having: - a first gear set level (32) which has at least one switchable gear set (34) via which the first input shaft (16) can be connected to the output shaft arrangement (20), and / or a second Wheelset level (45), which has at least one wheelset (26) via which the output shaft arrangement (20) can be or is connected to a power distribution device for driving driven wheels, and / or - a third wheelset level (94), which contains at least one wheelset ( 88), via which a planetary gear set output shaft (86) can be or is connected to the output shaft arrangement (20). Hybrid powertrain according to Claim 11 - The output shaft arrangement (20) has a first output shaft (22) and a second output shaft (24) and the first gear set plane (32) has a fixed gear (36) connected to the first input shaft (16), a fixed gear (36) connected to the first output shaft ( 22) has mounted idler gear (38) and an idler gear (40) mounted on the second output shaft (24), and / or wherein - the output shaft arrangement (20) has a first output shaft (22) and a second output shaft (24) and wherein the second gear set level (45) has a fixed gear (46) fixed on the first output shaft (22) and a fixed gear (48) fixed on the second output shaft (24), which are connected to an input member of the power distribution device (28). Hybrid powertrain according to one of the Claims 11 to 12 wherein the second gear set level (96) has an idler gear (50) which is rotatably mounted on the first input shaft (16) and which engages with a fixed gear (48) which is fixed on an output shaft (24) of the output shaft arrangement (20). Hybrid powertrain according to one of the Claims 1 to 13 , wherein - a clutch (70) for connecting the first input shaft (16) and a second input shaft (68) and a clutch (52) of a switchable gear set (50, 48) can be alternatively actuated by means of a single actuating device (B2), or - a clutch (70) for connecting the first input shaft (16) and a second input shaft (68) and a clutch (52) of a switchable gear set (50, 48) can be operated by means of two separate operating devices (B2a, B2b), or a clutch (70 ^VIII ; 70 ^IX ) for connecting the first input shaft (16) and a second input shaft (68) as well as a clutch (121; 121 ^IX ) for braking the first input shaft (16) against a housing (64) by means of an actuating device (B5 ) can be operated alternatively. Hybrid powertrain according to one of the Claims 1 to 14th , the planetary gear set arrangement (72 ^III ) having a plus planetary gear set (74 ^III ) and / or wherein a second electric machine (120) is connected to the first input shaft (16).

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