HYBRID POWERTRAIN

Abstract

Hybrid powertrain (10) for starting and propelling a vehicle (8), comprising: a motor (12); a first motor / generator (14); a second motor / generator (16); and a single-stage, widely branched, electrically variable transmission (18) comprising the following: a drive element (52); a stationary element (54); a gear train (44); a torque transmission device (56); a compound planetary gear assembly (20) comprising a ring gear structure (24), a first sun gear element (26-1, 126-1, 226-1, 326-1), a second sun gear element (26-2, 126-2, 226-2, 326-2), a support structure (28), and a double pinion assembly comprising a first pinion gear (30-1, 130-1, 330-1) meshing with the first sun gear element and a second pinion gear (30-2, 130-2, 330-2) meshing with the first pinion gear (30-1, 130-1, 330-1) and the ring gear structure (24); and a highest numerical translation ratio of approximately 4 to 1 and a lowest numerical translation ratio of approximately 0.7 to 1; where: The composite planetary gear arrangement (20) comprises a first node (32-1), a second node (32-2), a third node (32-3) and a fourth node (32-4), wherein the first, second, third and fourth nodes (32-1, 32-2, 32-3, 32-4) have at least a gear ratio of 3 to 1 between the torque transmission device (56) and the output element (52); the second motor / generator (16) is functionally connected via the transmission train (44) to the compound planetary gear assembly (20) at the first node (32-1); the output element (52) is functionally connected to the composite planetary gear assembly (20) at the second node (32-2); the motor (12) is functionally connected to the composite planetary gear assembly (20) at the third node (32-3); the first motor / generator (14) is functionally connected at the fourth node (32-4) to the composite planetary gear assembly (20); The torque transmission device (56) can be engaged to ground the third node (32-3) to the stationary element (54); and each of the first and second motors / generators (14, 16) uses non-rare earth magnets.

Description

INTRODUCTION

[0001] The revelation refers to a hybrid powertrain for starting and propelling a vehicle.

[0002] To create a more efficient vehicle, hybrid vehicle powertrains combine an electric motor and an internal combustion engine. The torque from the engine and the electric motor is typically channeled to the vehicle's driven wheels via a transmission. The efficiency of a hybrid vehicle powertrain generally refers to the percentage of time the engine needs to operate in addition to, or instead of, the electric motor to propel the vehicle.

[0003] Some hybrid powertrains use a single electric motor in combination with the combustion engine. In such powertrains, the transmission output and vehicle speed are directly related to the speeds and torques of the combustion engine and the electric motor. Other hybrid powertrains use two electric motors in combination with the combustion engine to power the vehicle. Additionally, a vehicle can use a purely electric drive. In this case, the vehicle's powertrain will have one or more motor-generators and no internal combustion engine.

[0004] In a hybrid or all-electric powertrain, the electric motors are functionally connected to a transmission that includes a planetary gear set, allowing the torque and speed of the electric motors to be selected independently of the vehicle speed and the desired acceleration. In a hybrid powertrain, engine control is typically achieved by varying the individual torque contribution from the electric motor(s). Therefore, these hybrid and all-electric drives can each provide a selectable torque contribution from the respective electric motors, and, in the case of the hybrid powertrain, can likewise provide a selectable torque contribution from the engine to the propulsion of the vehicle in question. For example, German patent applications DE 10 2005 014 332 A1, DE 10 2013 113 715 A1, and US 2016 / 0272059 A1 disclose similar powertrains. SUMMARY

[0005] It is an object of the present invention to provide a more versatile and economical hybrid powertrain.

[0006] This problem is solved according to the invention by the features of claim 1. Advantageous embodiments are defined in the dependent claims. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a schematic representation of a vehicle with an electrically adjustable compound-branched wide-node transmission (EVT) as part of a hybrid powertrain. Fig. 2 is a schematic lever diagram representation of the in Fig. 1 shown interconnected wide-node EVT. Fig. 3 is a line diagram representation of an embodiment of the in Fig. 2 shown interconnected wide-node EVT in the form of a lever diagram. Fig. 4 is a line diagram representation of another embodiment of the in Fig. 2 shown interconnected wide-node EVT in the form of a lever diagram. Fig. Figure 5 is a graphical representation of a comparison of vehicle distance traveled per engine revolution for the data in the Fig. 1-4 wide-node EVTs shown. DETAILED DESCRIPTION

[0007] Referring to the drawings, in which the same reference numbers refer to the same components, illustrates Fig. 1 A vehicle 8 equipped with a hybrid powertrain 10. The hybrid powertrain 10 is configured to start and propel the vehicle 8, i.e., to operate the vehicle in speed ranges between low and high road speeds. The hybrid powertrain 10 includes multiple power sources, comprising an internal combustion engine 12, a first electric motor / generator 14, and a second electric motor / generator 16, all connected to an electromechanical drive unit depicted as an "electrically adjustable transmission" (EVT) 18.

[0008] The powertrain 10 additionally includes an energy storage system comprising one or more batteries, generally depicted as number 9. The energy storage system 9 is effectively connected to the first and second motors / generators 14, 16, enabling the motors / generators to transmit torque to or receive torque from the motor 12. The powertrain 10 may also include a controller or electronic control unit (ECU) 19. As shown, the controller 19 is effectively connected to the power sources 12, 14, 16 and the energy storage system 9 to control the torque distribution from these power sources to the EVT 18.

[0009] An "electrically adjustable transmission" is a planetary gear set that is functionally connected to each of the motors 12, the first motor / generator 14, and the second motor / generator 16. Channeling the respective torques of motor 12 and the two motors / generators 14 and 16 to different elements of the planetary gear set allows one of the power sources to support or balance the operation of one of the other two. Thus, the combination of one motor 12 and two motors / generators 14 and 16, which are functionally connected to the EVT 18, allows the speeds and torques of the motor and the motors / generators to be controlled and selected independently in order to deliver power to the vehicle in question more efficiently.

[0010] Although the hybrid powertrain 10, as shown, includes the motor 12, the EVT 18 can also be connected only to the first and second electric motors / generators 14 and 16. In such a case, the powertrain 10 would no longer be a hybrid but would become purely electric, and the EVT 18 can then be broadly described as an electromechanical drive unit. For the sake of simplicity and clarity, the remainder of this description refers to the electromechanical drive unit when the EVT 18 is connected to the motor 12 as well as to the motor generators 14 and 16. Furthermore, the connections of the hybrid powertrain 10, which are described in more detail below, can enable an overall reduction in the torque requirement from the combination of the first and second motors / generators 14 and 16, while maintaining acceptable vehicle performance compared to other systems.

[0011] The EVT 18 includes a compound-branched planetary gear arrangement 20, which is in Fig. Figure 2 is shown as a lever diagram. A lever diagram is a schematic representation of the components of a mechanical device, such as an automatic transmission. Each individual lever can represent a single planetary gear set, a compound planetary gear set with two or more interconnected planetary gear sets, or an external gear set. In the planetary gear set lever, the three basic mechanical components of the transmission train in question—namely, the sun gear, the planet carrier, and ring gear elements—are each represented by a connection point on the respective lever. Therefore, a typical single planetary gear set lever contains three connection points: one for the sun gear element, one for the planet carrier element, and one for the ring gear element. The relative length between the connection points of each planetary gear set lever can be used to represent the ring gear-to-sun gear ratio of the respective gear set.These lever ratios are, in turn, used to vary the transmission ratios to achieve appropriate gear ratios and gear progressions. Mechanical couplings or connections between the nodes of the various planetary gear sets are illustrated by thin, horizontal lines, and torque transmission devices such as clutches and brakes are represented by overlapping fingers. If the device is a brake, one set of fingers is grounded. A more detailed explanation of the format, purpose, and use of lever diagrams can be found in SAE Paper 810102, authored by Howard Benford and Maurice Leising, "The Lever Analogy: A New Tool in Transmission Analysis" (1981), which is hereby incorporated by reference in its entirety.

[0012] A four-point lever 22, defined by the compound-branched planetary gear arrangement 20, is in Fig. Figure 2 illustrates this. In general, a four-point linkage is established by providing two separate fixed connections, i.e., pairings, between the elements of one planetary gear set and an element of another planetary gear set. Such fixed connections may be provided, for example, between a planet carrier of one gear set and a ring gear of another gear set, or between a planet carrier of one gear set and a sun gear of another. When a single fixed connection is used, the connection serves to reduce the maximum number of separately rotating inertias (about a common central axis) from six to four and the total degrees of freedom from four to two. Thus restricted, the compound-branched planetary gear arrangement 20 provides first, second, third, and fourth connection points in order of rotational speed.However, as experts know, various compound planetary wheel arrangements can be constructed to provide a four-point lever to achieve such a result and can be represented within the framework of the lever diagram of . Fig. 2 to order.

[0013] As in Fig. As shown in Figure 2, the lever 22, which represents the compound-branched planetary gear assembly 20, includes a ring gear structure 24, a first sun gear element 26-1, a second sun gear element 26-2, a support structure 28, and a double pinion assembly. The support structure 28 is configured to accommodate the double pinion assembly. In particular, the double pinion assembly has a first pinion engaging with the first sun gear element. The double pinion assembly also has a second pinion engaging with the first pinion and the ring gear structure 24. The double pinion assembly is described below with respect to the components shown in the Fig. 3 and Fig. The specific embodiments of the compound-branched planetary gear arrangement 20 shown in Figure 4 are explained in detail. As in Fig. As can be seen in Figure 2, the lever 22, which represents the compound-branched planetary gear assembly 20, includes a first, second, third, and fourth node 32-1, 32-2, 32-3, and 32-4, respectively. Accordingly, the compound-branched planetary gear assembly 20 functionally includes the respective first, second, third, and fourth nodes 32-1, 32-2, 32-3, and 32-4. The first node 32-1 is represented by, or defined by, the first sun gear element 26-1; the second node 32-2 is defined by the ring gear structure 24; the third node 32-3 is defined by the support structure 28; and the fourth node 32-4 is defined by the second sun gear element 26-2. As shown in the format of a line diagram and subsequently with respect to the Fig. 3 and Fig. As described in Figure 4, nodes 32-2 and 32-3 are represented by fixed connections, so that the resulting structure effectively creates a four-point lever. Accordingly, the line diagrams of the Fig. 3 and Fig. 4 of the EVT 18 specific compound-branched planetary gear arrangements, which correspond to the EVT 18 in the lever diagram of Fig. 2 correspond and are reflected by this.

[0014] In a specific embodiment, which is in Fig. As shown in Figure 3, the compound-branched planetary gear assembly 20 comprises a first planetary gear set 100 and a second planetary gear set 200. In the present embodiment, the support structure 28 comprises a first support element 128 connected to a second support element 228. Furthermore, the ring gear structure 24 comprises a first ring gear element 124 connected to a second ring gear element 224. The first planetary gear set 100 comprises the first ring gear element 124, the first support element 128, and a first sun gear element 126-1, which is a specific embodiment of the first sun gear element 26-1. Fig. 2. The first planetary gear set 100 is also designed as a double-pinion arrangement, comprising a first set of pinion gears 130-1 and a second set of pinion gears 130-2, each being embodiments of the first pinion 30-1 and the second pinion 30-2, as shown in Fig. Figure 2 shows that the first support element 128 is configured to receive the first and second pinion sets 130-1 and 130-2. As also shown in Figure 2, the first support element 128 is configured to receive the first and second pinion sets 130-1 and 130-2. Fig. As can be seen in Figure 3, the first set of pinion gears 130-1 is engaged with the first sun gear element 126-1, while the second set of pinion gears 130-2 is engaged with the first set of pinion gears and the first ring gear element 124.

[0015] The second planetary gear set 200 includes the second ring gear element 224, the second carrier element 228, a third set of pinion gears 230-3 and a second sun gear element 226-2, which is a specific embodiment of the second sun gear element 26-2 made of Fig. 2 is. As in Fig. As shown in Figure 3, the set of pinion gears 230-3 is supported by the second support element 228. The third set of pinion gears 230-3 engages with each of the second ring gear elements 224 and the second sun gear element 226-2. Each of the first, second, and third sets of pinion gears 130-1, 130-2, and 230-3 comprises at least three individual pinion gears configured accordingly to influence the aforementioned interlocking connections. In total, the connections of the first planetary gear set 100 and the second planetary gear set 200 described above result in a corresponding disassembly of the compound-branched planetary gear assembly 20 and are therefore characterized by the Fig. 2 four-point levers 22 are shown.

[0016] In a specific embodiment as in Fig. Figure 4 shows a compound-branched planetary gear assembly 20 designed as a Ravigneaux planetary gear set 300. In general, a Ravigneaux planetary gear set consists of two meshing gear pairs—a ring gear element / planet gear pair and a planet gear / sun gear pair. The Ravigneaux planetary gear set has a single planet carrier that accommodates two planet gear sets—inner planet gears and outer planet gears. The planet carrier element is a single subassembly that carries the inner and outer planet gears on different pitch circles, one inner and the other outer. The two sets of planet gears are meshed and therefore rotate with a fixed gear ratio relative to each other, but independently of the carrier.

[0017] In the Ravigneaux planetary gear set 300, the ring gear structure 24 is defined by a single ring gear 324 and the support structure 28 by a single support element 328. The Ravigneaux planetary gear set 300 also includes a first sun gear element 326-1 and a second sun gear element 326-2, which are specific embodiments of the first sun gear element 26-1 and the second sun gear element 26-2, respectively, as described in Fig. 2 are shown. In the Ravigneaux planetary gear set 300, the support element 328 carries the double pinion arrangement with a first set of pinion gears 330-1 and a second set of pinion gears 330-2, each of which is a specific embodiment of the first pinion gear 30-1 and the second pinion gear 30-2, as shown in Fig. 2 shown.

[0018] Each of the first and second sets of the 330-1 and 330-2 pinion gears comprises at least three individual pinion gears configured to influence the aforementioned interlocking connections. As shown in Fig. As can be seen in Figure 4, the first set of pinion gears 330-1 is engaged with the first sun gear element 326-1, while the second set of pinion gears 330-2 is engaged with the first set of pinion gears, the second sun gear element 326-2, and the ring gear 324. To enable this arrangement, each individual gear of the second set of pinion gears 330-2 is a long pinion gear that bridges the longitudinal distance between the first and second sun gear elements 326-1, 326-2. Accordingly, the Ravigneaux planetary gear set 300, which represents the disassembly of the compound-branched planetary gear arrangement 20, is engaged by the gear shown in Figure 4. Fig. 2 represents the four-point lever 22 shown.

[0019] As in each of the Fig. 3 and Fig. As shown in Figure 4, the motor 12 and the first motor / generator 14 are arranged on a common first axis of rotation 41, and the second motor / generator is arranged on a second axis of rotation 42, with the first axis running substantially parallel to the second axis. The EVT 18 additionally includes a gear train 44. The gear train 44 is configured to effectively connect the second motor / generator 16 to the compound-branched planetary gear assembly 20 at the fourth node 32-1. The gear train 44 can be configured as either a single-stage or two-stage parallel-shaft gear set.

[0020] With further reference to Fig. In the following, motor 12, the first motor / generator 14, and the second motor / generator 16 are functionally connected via an EVT 18 through an input element arrangement that transmits the torque from the power sources to the compound-branched planetary gear arrangement 20. The input element arrangement includes an output shaft of motor 12, which serves as an input element 46; a rotor of the first motor / generator 14, which serves as an input element 48; and a rotor of the second motor / generator 16, which serves as an input element 50. Input element 46 is configured to provide motor torque to the EVT 18. Input elements 48 and 50 are each configured to provide torque from the first motor / generator 14 and the second motor / generator 16, respectively, to the EVT 18.Specifically, the input element 46 and the input element 48 are arranged on the first axis of rotation 41, while the input element 50 is arranged on the second axis of rotation 42.

[0021] As in Fig. As shown in Figure 2, the input element 46 is continuously connected to the third connection point 32-3, the input element 48 is continuously connected to the fourth node 32-4, and the input element 50 can be continuously connected to the first node 32-1. The EVT 18 also includes an output element 52. The output element 52 can be continuously connected to the second node 32-2 and is configured to provide an output torque from the compound-branched planetary gear assembly 20 for starting and propelling the vehicle. As shown in Fig. As shown in Figure 2, the output element 52 can be considered a chain drive element (shown in Figure 2). Fig. 3) be designed to connect the support element 30 to a differential unit 53. The output element 52 can also be a gear drive (shown in Fig. 4) be trained.

[0022] As in the Fig. As shown in Figures 2-4, the EVT 18 also includes a stationary element, which can be a gearbox housing or housing 54. The third node 32-3 can be selectively connected to the housing 54 via an engaging torque transmission device 56 to ground the node 32-3. The torque transmission device 56 can be engaged or disengaged by an electrically actuated device, such as a solenoid. Additionally, the torque transmission device 56 can be configured as a belt brake, a roller ramp brake, a one-way freewheel clutch, a jaw clutch, or a clamping brake. Accordingly, the torque transmission device 56 can be used to brake the third node 32-3 relative to the housing 54. The electrically actuated torque transmission device 56 enables reduced efficiency losses in the hybrid powertrain 10 as well as in a purely electric application.h. without the motor 12. In addition, the electrically actuated torque transmission device 56 enables increased drive torque for the all-electric drive train.

[0023] A particular advantage of the described arrangement of the first, second, third and fourth nodes 32-1, 32-2, 32-3, 32-4 of the EVT 18 is that the EVT in question is able to provide a wide-node gear ratio, as in Fig. 5 is shown and described in more detail below. The term “node spacing” represents the distance traveled by the vehicle per revolution of the motor 12, and the term “wide node” refers to the distance traveled by a vehicle with the EVT 18 compared to a vehicle with a typical single-mode EVT.

[0024] Fig. Figure 5 shows a graph 64 with an exemplary electrical power path quantity as a fraction of the motor power used to propel the vehicle, versus the distance traveled per motor revolution in meters, tracked by a curve 70. The electrical power path quantity is shown on the Y-axis of graph 64 and is denoted by the number 65, while the distance traveled per motor revolution is shown on the X-axis of the graph and is denoted by the number 67. Furthermore, graph 64 compares the node spacings of the exemplary embodiments of the EVT 18, represented by a distance 66 between mechanical points or nodes labeled A and B and a distance 68 between points labeled D and E on curve 70.In a specific example, the distance traveled by the vehicle per revolution of motor 12 with EVT 18 exceeds 66 when the electrical power path (from the first and second motors / generators 14, 16) is zero or exceeds approximately 0.8 meters. As shown, the distance traveled by the vehicle per revolution of motor 12, with the same configuration, corresponds to 68 when the electrical power of the first and second motors / generators 14, 16 is approximately a fraction of the motor power designated by the letter C and exceeds 1.2 meters. In comparison, for a typical compound-branched single-mode EVT, the distance 66 is generally about 0.5 meters, while the distance 68 is less than 1.2 meters. Accordingly, the greater distance 66 for the EVT 18 as for a typical, representative compound-branched single-mode EVT identifies the EVT 18 with a wide-node gear ratio.

[0025] This enables the EVT 18 to provide at least a 3:1 gear ratio between the torque transmission device 56 (i.e., the input element 46) and the output element 52 (i.e., the two ring gear elements 224 or 334). Furthermore, with such an arrangement of the first, second, third, and fourth nodes 32-1, 32-2, 32-3, 32-4, the highest numerical gear ratio of the EVT 18 can be approximately 4:1 and its lowest numerical gear ratio approximately 0.7:1. This allows the first motor / generator 14 to be dimensioned differently, i.e., physically smaller than the second motor / generator 16. Accordingly, the first motor / generator 14 can be configured to produce less torque than the second motor / generator 16.Furthermore, each of the first and second motors / generators 14, 16 can be configured with solid cores and use non-rare earth magnets, which are significantly more ubiquitous and cost-effective than rare earth magnet types.

[0026] As in Fig. As shown in Figure 2, the EVT 18 also includes a first hydraulic pump 58 and a second hydraulic pump 60. The first and second hydraulic pumps 58 and 60 are configured to provide pressurized fluid for lubricating the compound-branched planetary gear assembly 20, as well as the motor 12 and the first and second motor / generator 14 and 16. As shown, the first pump 58 is functionally connected to the third node 32-3, and the second pump 60 is connected to the output element 52; however, the positions of the two pumps are interchangeable. The EVT 18 also includes a damper 62.

[0027] The damper 62 is functionally connected to the motor 12 and configured to absorb torsional vibrations generated by the motor before they can be transmitted via the input element 46 to the compound-branched planetary gear arrangement 20.

[0028] The preceding configuration of the EVT 18 is a cost-effective electromechanical compound-branched single-mode drive unit that embodies the advantages of a dual-mode system. This system provides a first mode for starting a vehicle from a standstill and a separate second mode for propelling the vehicle at higher speeds, while avoiding the mechanical complexity of the dual-mode system and implementing control. Accordingly, the EVT 18 is a compound-branched electromechanical single-mode drive unit that provides sufficient torque for starting and propelling the vehicle and supports an engine stop-start function. Additionally, the EVT 18 is capable of providing reduced losses in the operating efficiency of the drive system 10 during propulsion and the electrical regeneration of the vehicle's energy storage system operating modes.Since the EVT 18 has an off-axis layout, i.e., the motor 12 and the motor / generator 14 are arranged on the first axis of rotation 41, while the motor / generator 16 is arranged on the second axis of rotation 42, the EVT 18 is also particularly suitable for front-wheel drive vehicles, in which the drive system 10 is essentially transverse to the longitudinal axis of the vehicle.

Claims

[1] Hybrid powertrain (10) for starting and propelling a vehicle (8), comprising: a motor (12); a first motor / generator (14); a second motor / generator (16); and a single-stage, widely branched, electrically variable transmission (18) comprising the following: a drive element (52); a stationary element (54); a gear train (44); a torque transmission device (56); a compound planetary gear assembly (20) comprising a ring gear structure (24), a first sun gear element (26-1, 126-1, 226-1, 326-1), a second sun gear element (26-2, 126-2, 226-2, 326-2), a support structure (28), and a double pinion assembly comprising a first pinion gear (30-1, 130-1, 330-1) meshing with the first sun gear element and a second pinion gear (30-2, 130-2, 330-2) meshing with the first pinion gear (30-1, 130-1, 330-1) and the ring gear structure (24); and a highest numerical translation ratio of approximately 4 to 1 and a lowest numerical translation ratio of approximately 0.7 to 1; where: The composite planetary gear arrangement (20) comprises a first node (32-1), a second node (32-2), a third node (32-3) and a fourth node (32-4), wherein the first, second, third and fourth nodes (32-1, 32-2, 32-3, 32-4) have at least a gear ratio of 3 to 1 between the torque transmission device (56) and the output element (52); the second motor / generator (16) is functionally connected via the transmission train (44) to the compound planetary gear assembly (20) at the first node (32-1); the output element (52) is functionally connected to the composite planetary gear assembly (20) at the second node (32-2); the motor (12) is functionally connected to the composite planetary gear assembly (20) at the third node (32-3); the first motor / generator (14) is functionally connected at the fourth node (32-4) to the composite planetary gear assembly (20); The torque transmission device (56) can be engaged to ground the third node (32-3) to the stationary element (54); and each of the first and second motors / generators (14, 16) uses non-rare earth magnets. [2] Hybrid powertrain (10) according to claim 1, wherein: the first sun wheel element (26-1, 126-1, 226-1, 326-1) defines the first node (32-1); the hollow gear structure (24) defines the second node (32-2); the supporting structure (28) defines the third node (32-3); and the second sun wheel element (26-2, 126-2, 226-2, 326-2) defines the fourth node (32-4). [3] Hybrid powertrain (10) according to claim 2, wherein: the compound planetary gear arrangement (20) comprises first and second planetary gear sets (100, 200); the support structure (28) comprises a first support element (128) which is connected to a second support element (228); the ring gear structure (24) comprises a first ring gear element (124) which is connected to a second ring gear element (224); the first planetary gear set (100) comprises the first ring gear element (124), the first carrier element (128), the first pinion gear (30-1, 130-1, 330-1), the second pinion gear (30-2, 130-2, 330-2) and the first sun gear element (26-1, 126-1, 226-1, 326-1); and the second planet gear set (200) includes the second ring gear element (224), the second carrier element (228), a third pinion gear (230-3) and the second sun gear element (26-2, 126-2, 226-2, 326-2). [4] Hybrid powertrain (10) according to claim 2, wherein: the compound planetary gear arrangement (20) is designed as a Ravigneaux planetary gear set (300); the ring gear structure (24) is defined by a single ring gear element (324); the support structure (28) is defined by a single support element (328); and the second pinion wheel (30-2, 130-2, 330-2) is engaged with the second sun gear element (26-2, 126-2, 226-2, 326-2). [5] Hybrid powertrain (10) according to claim 1, wherein the first motor / generator (14) and the motor (12) are arranged on a first axis of rotation (41) and the second motor / generator (16) is arranged on a second axis of rotation (42), and wherein the first axis (41) is parallel to the second axis (42). [6] Hybrid powertrain (10) according to claim 1, wherein the torque transmission device (56) is selectively switched on and off via an electrically actuated device. [7] Hybrid drive train (10) according to claim 1, wherein the torque transmission device (56) consists of a band brake, a roller ramp brake, a claw brake or a clamp brake. [8] Hybrid powertrain (10) according to claim 1, wherein the second motor / generator (16) is configured to produce a higher torque than the first motor / generator (14) and is physically larger than the first motor / generator (14).

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