Hybrid transmission arrangement, hybrid powertrain and motor vehicle

Abstract

Hybrid transmission arrangement (6) comprising a transmission arrangement (11) and at least one electric motor (EM2), wherein the transmission arrangement (11) is designed as a gear-shifting transmission and comprises at least one planetary gear (9) and at least one spur gear (10), wherein the spur gear (10) has two input shafts (16, 20), of which the first transmission input shaft (16) is directly connected to the input side of the hybrid transmission arrangement (6) without the planetary gear (9) being interposed and the second transmission input shaft (20) is connected via the planetary gear (9), wherein a reverse gear (42) is arranged on the second transmission input shaft (20), characterized in that the hybrid transmission arrangement (6) has a clutch (K3) for locking the planetary gear (9), which is connected to a planet carrier (18) and a ring gear (12) of the planetary gear (9).

Description

[0001] The invention relates to a hybrid transmission arrangement comprising a transmission arrangement and at least one electric motor, wherein the transmission arrangement is designed as a gear-shifting transmission and comprises at least one planetary gear and at least one spur gear, wherein the spur gear has two input shafts, of which the first transmission input shaft is directly connected to the input shaft of the hybrid transmission arrangement without the planetary gear being interposed and the second transmission input shaft is connected via the planetary gear, wherein a reverse gear is arranged on the second transmission input shaft.

[0002] It is known to install transmission assemblies equipped with an electric motor as hybrid transmission assemblies. The torque output of a vehicle's internal combustion engine and the electric motor can be summed before or within the transmission.

[0003] The hybrid transmission arrangements used are usually optimized for installation either in a front transverse mounting position or for rear longitudinal mounting.

[0004] From German patent application DE 11 2008 001 553 T5, a power transmission unit comprising a power machine, an electric motor, and a differential mechanism incorporating a planetary gear mechanism is known. Further arrangements of this type are known from patent applications US 2010 / 0 197 436 A1, DE 10 2013 105 785 A1, and US 2019 / 0 120 342 A1.

[0005] The object of the present invention is to provide a hybrid transmission arrangement that can be installed both front-transversely and rear-longitudinally.

[0006] To solve this problem, it is proposed that a reverse gear be arranged on the second transmission input shaft.

[0007] The reverse gear enables a variety of additional functions. In particular, it allows for dynamic reverse driving using the planetary gear system.

[0008] Preferably, the hybrid transmission arrangement can comprise a single planetary gear set. The planetary gear set is used to implement electrodynamic starting (EDA) or electrodynamic shifting (EDS). For this purpose, it is preferred that the electric motor engages the planetary gear set, in particular the sun gear or the ring gear, so that the torque output to the transmission can be varied virtually at will via the electric motor.

[0009] A spur gear transmission can preferably provide the sole function of gear shifting, meaning it has at least two gear stages. A gear shift is understood to be a change between defined gear stages. While a planetary gear transmission is also used to vary the torque delivered by the internal combustion engine and / or electric motor, it does not have discrete gear stages.

[0010] The second transmission input shaft is advantageously designed as a hollow shaft. Furthermore, the second transmission input shaft can be arranged coaxially with and encompass the first transmission input shaft. Thus, the first transmission input shaft passes through the second transmission input shaft.

[0011] Preferably, the transmission arrangement comprises exactly one planetary gear set. Preferably, the planetary gear set is located upstream of the spur gear set in the torque path of the internal combustion engine and / or electric motor.

[0012] Preferably, a ring gear of the planetary gear set can be arranged on the input side to the internal combustion engine. This means that the ring gear is the first component of the planetary gear set, starting from the internal combustion engine, where torque is applied.

[0013] Preferably, a sun gear of the planetary gear set can be arranged on the input side to the second electric motor. This means that, starting from the second electric motor, the sun gear set is the first component of the planetary gear set to receive torque.

[0014] Preferably, a planet carrier of the planetary gear can be arranged on the output side.

[0015] Preferably, the spur gear transmission can have at most four forward gear stages, and in particular exactly four forward gear stages. The particular challenge in designing the hybrid transmission arrangement is to ensure that it does not become too long in either the axial or radial direction. Accordingly, despite the two transmission input shafts, the spur gear transmission is designed to have at most four forward gear stages.

[0016] Preferably, the spur gear transmission can have exactly one gear set plane for each forward gear stage. Then, with four forward gear stages, the spur gear transmission has four gear set planes for the forward gears. Such an arrangement would be avoided in front-transverse transmissions.

[0017] Advantageously, the hybrid transmission arrangement can have exactly one countershaft. This measure saves installation space in the radial direction.

[0018] Preferably, fixed gears can be arranged exclusively on at least one transmission input shaft, and in particular on both transmission input shafts. In combination with the use of a single countershaft, this results in open installation space remaining on one side of the hybrid transmission assembly, which can be used variably.

[0019] Accordingly, at least one countershaft can still be configured with only loose gears as gears. If only one countershaft is present, all gears (both loose and fixed) are arranged on it. It should be noted, of course, that preferably at least one fixed gear for connection to a differential is also arranged on the countershaft. This fixed gear drives the differential and is not designed as a loose gear. However, it is not considered when examining the gears, as this fixed gear is not counted as a gear.

[0020] Preferably, the fixed gear for output to a differential can be arranged at one end of the countershaft. More preferably, it can be arranged at the input end of the countershaft. The input side is the side on which the torque is introduced into the hybrid transmission assembly.

[0021] The hybrid transmission assembly features a clutch for locking the planetary gear set. This clutch allows the spur gear transmission to be designed like a conventional dual-clutch transmission with regard to gear ratios, i.e., the number of gear stages. When a planetary gear set is locked, the gear ratio is always 1, regardless of the number of teeth. In other words, the planetary gear set rotates as a single unit. The hybrid transmission assembly then behaves as if no planetary gear set were present.

[0022] Advantageously, the coupling for locking the planetary gear set is located directly next to the planetary gear set. The coupling connects the ring gear and the sun gear of the planetary gear set.

[0023] Alternatively, the coupling for locking the planetary gear set can be located at the end of the second transmission input shaft. It then lies between the sub-transmissions. This saves installation space, for example, by sharing the actuation mechanism with another shifting element.

[0024] Preferably, the transmission assembly or drivetrain can include a disconnect clutch. This is preferably arranged between the internal combustion engine and the planetary gear set. Furthermore, the disconnect clutch can be arranged downstream of a damping device. The disconnect clutch allows the internal combustion engine to be decoupled for purely electric driving, thus making electric driving more energy-efficient.

[0025] The damping device can include a torsional damper and / or a vibration damper and / or a slip clutch. The torsional damper can be designed as a dual-mass flywheel. The vibration damper can be designed as a speed-adaptive vibration damper.

[0026] Advantageously, the second electric motor is operatively connected to the planetary gearbox. The planetary gearbox can, in particular, serve as a summing element.

[0027] Preferably, the planetary gear set can be arranged radially inside the electric motor. This allows for efficient space utilization when the second electric motor is arranged coaxially. Alternatively, the second electric motor can be arranged parallel to the axis. It can then be connected to the planetary gear set via a gear stage or a chain.

[0028] Preferably, at least one, and in particular all, of the odd-numbered forward gears can be assigned to the second transmission input shaft. Furthermore, a reverse gear can be arranged on the second transmission input shaft.

[0029] Preferably, the transmission input shafts, the planetary gear set, and / or a clutch and / or disconnect clutch, and / or the second electric motor can be arranged on one shaft. As described, this configuration is generally intended for a rear longitudinal arrangement, since it incorporates several design features commonly used in rear longitudinal transmissions.

[0030] Accordingly, in a preferred embodiment, the internal combustion engine is arranged parallel to the axis of the transmission input shafts. If other or most of the other drivetrain components are located on the axis of the transmission input shafts, installation space can be left free, as mentioned above. This space is then occupied not by other transmission components, but by the internal combustion engine. In a front-transverse installation of the hybrid transmission assembly, the freed radial installation space can be occupied by the internal combustion engine. If the hybrid transmission assembly is installed in a rear-longitudinal configuration, then the internal combustion engine can be located on the same axis as the transmission input shafts. Thus, the same transmission can always be used; only the installation position in the vehicle differs.

[0031] Preferably, the hybrid transmission arrangement has a gear on the input side for connecting the internal combustion engine.

[0032] Alternatively, the combustion engine can be arranged on the axis of the transmission input shafts. This is particularly preferred in a rear longitudinal installation.

[0033] This allows for a reduction in unit costs per transmission, as a larger number of identical components are manufactured and the number of production lines can be kept to a minimum. This is achieved by designing the transmission as a kind of short, rear-mounted longitudinal gearbox, which still leaves space for the combustion engine when mounted transversely at the front.

[0034] Furthermore, the hybrid transmission assembly can include a control device. This device is designed to control the transmission as described.

[0035] The invention also relates to a hybrid drivetrain with a hybrid transmission assembly and at least one electric axle. The hybrid drivetrain is characterized by the hybrid transmission assembly being configured as described. This configuration preferably incorporates a single electric motor within the hybrid transmission assembly. An electric axle is defined as an axle with an associated electric motor. The delivery of drive torque by the electric motor of the electric axle is therefore independent of the hybrid transmission assembly. Preferably, the electric axle is an assembly unit. The assembly unit can also include its own transmission for translating the drive torque of the electric motor of the electric axle. This transmission is preferably designed as a gear-shifting transmission.

[0036] When using an electric axle, it can support the drive torque.

[0037] Furthermore, the invention relates to a motor vehicle with an internal combustion engine and a hybrid transmission arrangement or a hybrid powertrain. The motor vehicle is characterized in that the hybrid transmission arrangement or the hybrid powertrain is designed as described.

[0038] Advantageously, the hybrid transmission is arranged as a front-transverse transmission in the vehicle. Alternatively, the hybrid transmission can be arranged as a rear-longitudinal transmission. This is precisely the advantage of the hybrid transmission: it can be installed in any configuration.

[0039] Preferably, the motor vehicle has a control device for controlling the hybrid transmission arrangement. The control device can therefore be part of the hybrid transmission arrangement, but it does not have to be.

[0040] Preferably, a battery is installed in the vehicle that enables electric operation of the vehicle for at least 15 minutes. Alternatively, for purely electric operation, the combustion engine can be used with one of the electric motors as a generator to produce electricity that goes directly to the other electric motor.

[0041] Furthermore, the motor vehicle has an electric axle. In the present application, an electric axle is understood to be an axle to which its own electric motor is assigned. Accordingly, the motor vehicle has a first electric motor on the first axle and a second electric motor on the second axle, the second electric motor of the second axle being connected to the hybrid transmission assembly. The electric motor of the first electric axle can drive directly onto the axle, but a single- or two-stage transmission can also be interposed.

[0042] Further advantages, features, and details of the invention will become apparent from the following description of exemplary embodiments and figures. These show: Fig. 1 a motor vehicle, Fig. 2 a hybrid transmission arrangement in a first embodiment, Fig. 3 a second switching matrix to the hybrid transmission arrangement according to Fig. 2, Fig. 4 a hybrid transmission arrangement in a second embodiment, Fig. 5 a hybrid transmission arrangement in a third embodiment; Fig. 6 a hybrid transmission arrangement in a fourth embodiment.

[0043] Fig. Figure 1 shows a motor vehicle 1 with a first axle 2 and a second axle 3. The second axle 3 is part of a hybrid powertrain 4, which includes an internal combustion engine 5, a hybrid transmission assembly 6 and a differential 7.

[0044] The first axle 2 has a first electric motor EM1 and a differential 8. In the illustration shown, differential 7 is the front axle differential and differential 8 is the rear axle differential. However, as already explained in the introduction, the position of the hybrid transmission assembly 6 can also be reversed, so that the first axle 2 is the front axle and the second axle 3 is the rear axle. This is possible because the combustion engine 5 and the hybrid transmission assembly 6 can be installed in both a front-transverse and a rear-longitudinal orientation.

[0045] The following section presents hybrid transmission arrangements 6 that permit such an installation. The electric motor EM2 is considered as part of the hybrid transmission arrangement 6. However, this is not mandatory; the electric motor EM2 can also be installed at a distance from the actual transmission arrangement and only functionally connected to it. Therefore, considering them together does not require them to be located close to each other.

[0046] Fig. Figure 2 shows a hybrid transmission arrangement 6 in a first embodiment. Besides the second electric motor EM2, a disconnect clutch K0, a clutch K3 for locking a planetary gear set 9, a spur gear set 10, and the differential 7 are shown. The differential can also be differential 8 if the hybrid transmission arrangement is installed on the rear axle. The following components are located in the torque path from the direction of the combustion engine 5: The disconnect clutch K0 serves to decouple the combustion engine during purely electric driving. It is preferably designed as a friction clutch. This applies regardless of the specific embodiment of the hybrid transmission arrangement 6.

[0047] The clutch K3 for locking the planetary gear set 9 can connect the ring gear 12 and the sun gear 14 of the planetary gear set. The ring gear 12 is rotationally fixed to the first transmission input shaft 16. The planet carrier 18, on the other hand, is rotationally fixed to the second transmission input shaft 20. When the clutch K3 is engaged, both the first transmission input shaft 16 and the second transmission input shaft 20 can be driven. Gear changes can then be performed via the planetary gear set 9. This method of unloading and loading the gear stages is known as electrodynamic shifting (EDS).

[0048] The second electric motor EM2 is connected to the sun gear 14 of the planetary gear 9. The electric motor EM2 enables a purely electric drive of the second axle 3 and thus also of the vehicle 1.

[0049] The spur gear transmission 10 has exactly four gear stages G1, G2, G3 and G4 for four internal combustion engine forward gears V1, V2, V3 and V4 and four electric forward gears E1, E2, E3 and E4. These are arranged in four gear planes R1, R2, R3 and R4. The gear stages offer different gear ratios regardless of whether the torque is supplied by the internal combustion engine 5 and / or the electric motor EM2.

[0050] The fixed gears 22 and 24 for forward gear stages G1 and G3 are arranged on the second transmission input shaft. The fixed gears 26 and 28 for forward gear stages G2 and G4 are arranged on the first transmission input shaft 16. Preferably, the fixed gears with the largest diameters are located axially on the outside. Thus, the diameter of the fixed gears 22 and 28 is larger than the diameter of the fixed gears 24 and 26.

[0051] The transmission assembly 11 is part of the hybrid transmission assembly 6 and comprises the planetary gear 9 and the spur gear 10. Another part of the hybrid transmission assembly 6 is the second electric motor EM2.

[0052] The hybrid transmission assembly 6 has a single countershaft 30. The loose gears 32, 34, 36, and 38 of gear stages G1 to G4 are arranged on the countershaft 30. Furthermore, a fixed gear 40 for connection to the differential 7 or 8 is arranged on the countershaft 30. This is located on the input side of the hybrid transmission assembly 6. The input side is the side on which the torque is transmitted to the transmission assembly 11. As already described, torque is transmitted from the internal combustion engine to the planetary gear set 9, optionally via the interposition of clutch K0 and / or clutch K3. This thus constitutes the input side of the hybrid transmission assembly 6.

[0053] Furthermore, the hybrid transmission arrangement 6 has two switching devices S1 and S2. Each of the switching devices S1 and S2 comprises two switching clutches: switching device S1 has switching clutches A and C, and switching device S2 has switching clutches B and D.

[0054] Furthermore, a reverse gear fixed gear 42 is arranged on the second transmission input shaft 20. Correspondingly, a reverse gear without a gear 44 is located on the countershaft 30, and an intermediate gear 46 is also present. Thus, a third shifting device S3 is located on the countershaft 30. In order to operate this device with the same actuator as the clutch K3, the clutch K3 has been relocated to the same position as the shifting device S3 with the shifting clutch R.

[0055] Fig. Figure 3 shows a switching matrix for the hybrid transmission arrangement 6. Fig. 2. This also clarifies the function of clutch K3 and disconnect clutch K0. While in the combustion engine's forward gears V1 to V4, one of the shift clutches A to D, as well as disconnect clutch K0 and clutch K3, are engaged, this is not the case when starting off. Starting off is achieved via the planetary gear set using the so-called electrodynamic starting (EDA), which provides a variable gear ratio. Depending on whether first gear G1 or third gear G3 is used, one of the starting modes EDA1 or EDA2 can be employed. In these modes, clutch K3 is open, meaning the planetary gear set 9 is not locked. This allows the output torque and speed of the electric motor EM2 and the combustion engine 5 to be summed as desired. The advantage of starting mode EDA2 is that it also allows for generator-based starting.This means that during this start-up process, the vehicle both starts moving and a battery can be charged via the generator operation of the second electric motor EM2. The disconnect clutch K0 is closed during this process.

[0056] The purely electric driving modes E1 to E4 are identical to the combustion engine driving modes in terms of the shift clutches; only the disconnect clutch K0 is open in order not to have to carry the combustion engine 5.

[0057] The LiN driving mode, for charging in neutral, allows operation in a range extender mode. In this mode, only one battery is charged on the second axle. The vehicle 1 can be driven via the first axle 2. All clutches A to E are open in this mode.

[0058] Naturally, the hybrid transmission system can implement the following 6 hybrid gears.

[0059] Firstly, the first electric motor EM1 of the first axle 2 can always be engaged in addition to the combustion engine gears V1 to V4. Secondly, the combustion engine 5 and the electric motor EM2 can simultaneously deliver torque to the second axle 3. Naturally, all three motors can also drive both axles.

[0060] Fig. Figure 3 shows a switching matrix for the hybrid transmission arrangement 6. Fig. 2. This also clarifies the function of clutch K3 and disconnect clutch K0. While in the combustion engine's forward gears V1 to V4, one of the shift clutches A to D, as well as disconnect clutch K0 and clutch K3, are engaged, this is not the case when starting off. Starting off is achieved via the planetary gear set using the so-called electrodynamic starting (EDA), which provides a variable gear ratio. Depending on whether first gear G1 or third gear G3 is used, one of the starting modes EDA1 or EDA2 can be employed. In these modes, clutch K3 is open, meaning the planetary gear set 9 is not locked. This allows the output torque and speed of the electric motor EM2 and the combustion engine 5 to be summed as desired. The advantage of starting mode EDA2 is that it also allows for generator-based starting.This means that during this start-up process, the vehicle both starts moving and a battery can be charged via the generator operation of the second electric motor EM2. The disconnect clutch K0 is closed during this process.

[0061] The purely electric driving modes E1 to E4 are identical to the combustion engine driving modes in terms of the shift clutches; only the disconnect clutch K0 is open in order not to have to carry the combustion engine 5.

[0062] The LiN driving mode, for charging in neutral, allows operation in a range-extender mode. In this mode, only one battery is charged on the second axle. The vehicle 1 can be driven via the first axle 2. All clutches A to E are open. Naturally, the following hybrid gears can be implemented with the hybrid transmission arrangement 6: Firstly, the first electric motor EM1 of the first axle 2 can always be engaged in addition to the combustion engine gears V1 to V4. Secondly, the combustion engine 5 and the electric motor EM2 can simultaneously deliver torque to the second axle 3. Naturally, all three motors can also drive both axles.

[0063] Furthermore, the reverse gear is integrated via the R clutch. The reverse gear is also dynamically implemented here as electrodynamic reverse acceleration (EDAR).

[0064] To lock the planetary gear 9, the clutch K3 connects the ring gear 12 to the planet carrier 18.

[0065] In one embodiment, gears 24 and 42 can be configured as a single gear. In this case, both the loose gear 36 and the intermediate gear 46 mesh with this single fixed gear.

[0066] Fig. Figure 4 shows a second embodiment of the hybrid transmission arrangement 6. In this embodiment, unlike in Fig. 2. The planetary gear 9 is mirrored on the axis of the transmission input shaft 16. The position of the fixed gears 26 and 28, and therefore also of the loose gears 32 and 34, is also reversed. As a result, the hybrid transmission arrangement 6 exhibits the following Fig. 7 three double switching devices S1, S2 and S3, wherein S3 comprises the clutch K3 and the switching clutch B. This allows the hybrid transmission arrangement 6 to Fig. 7 both a mechanical reverse gear and an electrodynamic reverse gear can be implemented.

[0067] Therefore, for gear stage G2 in the second forward gear V2 of the internal combustion engine, it is not possible to engage clutch K3. To engage a mechanical reverse gear, the disconnect clutch K0, the shift clutch R, and clutch K3 must all be engaged.

[0068] Fig. Figure 5 shows a variant of the hybrid transmission arrangement 6 according to Fig. 4. The wheel planes R1 and RR of gear stage G1 and gear stage R have been swapped. Otherwise, the explanations apply as above. Fig. 4.

[0069] Fig. Figure 6 shows a fourth embodiment of the hybrid transmission arrangement 6. In this embodiment, compared to Fig. 5 The sequence of gears on the second transmission input shaft 20, as well as on the first transmission input shaft 16, is reversed. On the second transmission input shaft, the gear sequence starting from the planetary gear set 9 is gear stage G3, gear stage G1, and reverse gear stage R. On the first transmission input shaft 16, gear stages G2 and G4 follow. Accordingly, the hybrid transmission arrangement 6 has the following Fig. 9 four wheelset levels R1 to R4 for forward gears or gear stages G1 to G4, one wheelset level for the reverse gear level RR and one wheelset level RA for the output. Reference sign 1 motor vehicle 2 first axis 3 second axis 4 Hybrid powertrain 5 Internal combustion engine 6 Hybrid transmission arrangement 7 Differential 8 Differential 9 planetary gears 10 spur gear units 12 Ring gear 14 Sun wheel 16 first gearbox input shaft 18 planetary carriers 20 second gearbox input shaft 22 Fixed wheel 24" fixed wheel 26" fixed wheel 28" fixed wheel 30 Countershaft 32 Loose wheel 34 Loose wheel 36 Loose wheel 38 Loose wheel 40 fixed wheel 42 Fixed wheel 44 Loose wheel 46 Intermediate wheel 48 Damping arrangement 50 gear 52 gear 54 chain 56 Output gear 58 chain 60 Intermediate wheel K0 disconnect coupling K3 clutch A clutch B Clutch C clutch D clutch R clutch S1 switching device S2 switching device S3 switching device R1 Wheelset level R2 Wheelset level R3 Wheelset level R4 wheelset level RA Wheelset level RR Wheelset level

Claims

[1] Hybrid transmission arrangement (6) comprising a transmission arrangement (11) and at least one electric motor (EM2), wherein the transmission arrangement (11) is designed as a gear-shifting transmission and comprises at least one planetary gear (9) and at least one spur gear (10), wherein the spur gear (10) has two input shafts (16, 20), of which the first transmission input shaft (16) is directly connected to the input side of the hybrid transmission arrangement (6) without the planetary gear (9) being interposed and the second transmission input shaft (20) is connected via the planetary gear (9), wherein a reverse gear (42) is arranged on the second transmission input shaft (20), characterized by , that the hybrid transmission arrangement (6) has a coupling (K3) for locking the planetary gear set (9) which is connected to a planet carrier (18) and a ring gear (12) of the planetary gear set (9). [2] Hybrid transmission arrangement according to claim 1, characterized by , that the spur gear transmission (10) has at most four forward gear stages, in particular exactly four forward gear stages (G1, G2, G3, G4). [3] Hybrid transmission arrangement according to claim 1 or 2, characterized by , that the spur gear transmission (10) has exactly one gear set plane (R1, R2, R3, R4) for each forward gear (G1, G2, G3, G4). [4] Hybrid transmission arrangement according to one of the preceding claims, characterized by , that the hybrid transmission arrangement (6) has exactly one countershaft (30). [5] Hybrid transmission arrangement according to one of the preceding claims, characterized by , that on at least one transmission input shaft (16, 20), in particular on both transmission input shafts (16, 20), only fixed gears (22, 24, 26, 28) are arranged. [6] Hybrid transmission arrangement according to one of the preceding claims, characterized by , that on at least one intermediate shaft (30) only loose gears (32, 34, 36, 38) are arranged. [7] Hybrid transmission arrangement according to one of the preceding claims, characterized by , that a disconnect clutch (K0) is arranged between the internal combustion engine (5) and the planetary gear (9). [8] Hybrid transmission arrangement according to one of the preceding claims, characterized by , that the planetary gear (9) is arranged radially inside the electric motor (EM2). [9] Hybrid transmission arrangement according to one of the preceding claims, characterized by , that at least one, in particular all, odd forward gear stages (G1, G3) are assigned to the second transmission input shaft (20). [10] Hybrid transmission arrangement according to one of the preceding claims, characterized by , that the reverse gear (42) is arranged at one end, in particular the inner end, of the second transmission input shaft (20). [11] Hybrid transmission arrangement according to one of the preceding claims, characterized by, that the transmission input shafts (16, 20), the planetary gear set (9) and / or a clutch (K3) and / or a disconnect clutch (K0) and / or the electric motor (EM2) are arranged on one axis. [12] Hybrid powertrain for a motor vehicle comprising an internal combustion engine (5), at least one electric motor (EM2) and a hybrid transmission arrangement (6), characterized by , that the hybrid transmission arrangement (6) is designed according to one of the preceding claims. [13] Motor vehicle with a hybrid powertrain, characterized by , that the hybrid powertrain (4) is designed according to claim 12.

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