Hybrid vehicle

Abstract

The invention relates to a hybrid vehicle (10) with a hybrid powertrain (16) comprising an internal combustion engine (18), a transmission (20), a first electric machine (24) and a differential gear (28), wherein a crankshaft (44) of the internal combustion engine (18) can be coupled to a first input shaft (46) of the transmission (20) via a disconnect clutch (K0), wherein a rotor (74) of the first electric machine (24) is coupled or can be coupled to a second input shaft (50) of the transmission (20), wherein an output shaft (65) of the transmission (20) is coupled to a differential input shaft (86) of the differential gear (28), wherein a crankshaft axis of rotation (80) of the crankshaft (44) and a rotor axis of rotation (78) of the rotor (74) as well as the first input shaft (46) and the output shaft (65) are arranged parallel to a longitudinal direction (38) of the vehicle.

Description

The invention relates to a hybrid vehicle according to the preamble of claim 1. DE 10 2020 131 906 A1 discloses a hybrid powertrain for a hybrid vehicle, wherein the hybrid powertrain is preferably installed longitudinally in the hybrid vehicle, such that transmission shafts of the hybrid powertrain and a crankshaft of an internal combustion engine are arranged parallel to a longitudinal direction of the hybrid vehicle. The object of the present invention is to create a hybrid vehicle which offers advantages in terms of installation space as well as advantages in terms of drive performance and drive comfort compared to the prior art. This problem is solved by a hybrid vehicle with the features of claim 1. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims. The concept assumes a hybrid vehicle with a hybrid powertrain comprising an internal combustion engine, a transmission, a first electric machine, and a differential. A crankshaft of the internal combustion engine can be coupled to a first input shaft of the transmission via a disconnect clutch. A rotor of the first electric machine is coupled or can be coupled to a second input shaft of the transmission. An output shaft of the transmission is coupled to a differential input shaft of the differential. The crankshaft axis of rotation, the rotor axis of rotation, the first input shaft, and the output shaft are arranged parallel to a longitudinal direction of the vehicle. The differential gear is preferably a bevel gear differential, but a planetary differential could also be used, for example. Preferably, the crankshaft is arranged coaxially with the first input shaft. In other words, a crankshaft axis of rotation is preferably arranged coaxially with a first input shaft axis of rotation. In yet another sense, the crankshaft axis of rotation and the first input shaft axis of rotation preferably coincide, so that the crankshaft can preferably be connected to the first input shaft in a rotationally fixed manner by means of the disconnecting clutch. The expression that two rotatably mounted elements are connected to each other in a rotationally fixed manner means that the axes of rotation of the two elements are arranged coaxially to each other, and that the two elements are connected to each other in such a way that they rotate with the same angular velocity. Preferably, the rotor is arranged parallel to and offset from the axis of the second input shaft. In other words, a rotor axis of rotation is preferably arranged parallel to and offset from a second input shaft axis of rotation. Preferably, the rotor is coupled to the second input shaft via a first spur gear stage. A spur gear stage is a gear arrangement by which two parallel and axially offset shafts of a transmission are coupled or can be coupled. The spur gear stage has at least two meshing gears, one of which is coaxial with one of the parallel shafts and the other coaxial with the other. However, the spur gear stage can also have, for example, three gears, with a central gear meshing with two gears arranged around its circumference. According to the definition of "spur gear stage" used here, the axes of rotation of the gears in a spur gear stage are parallel and axially offset from each other. In order to enable both a compact design and a powerful hybrid drivetrain, according to the invention the rotor axis of rotation is arranged above the crankshaft axis of rotation with respect to a vehicle vertical direction, wherein a countershaft axis of rotation of a countershaft of the transmission is arranged parallel and axially offset to the first input shaft and parallel and axially offset to the output shaft, wherein the countershaft axis of rotation is arranged below the crankshaft axis of rotation with respect to the vehicle vertical direction and at least partially overlapping with the electric machine with respect to a vehicle transverse direction. The expression "overlapping" an element with respect to a particular direction means that both elements are at least partially located within a region of the same coordinates along a coordinate axis running in that direction. The two elements may touch, but they do not have to; they can be arbitrarily far apart with respect to a direction perpendicular to that direction. The hybrid vehicle is a motor vehicle, preferably a passenger car. The longitudinal direction of the hybrid vehicle is perpendicular to the wheel axes of rotation of the hybrid vehicle's wheels. Two of the hybrid vehicle's wheels are arranged coaxially and are connected to side shafts of the differential, so that these two wheels can be driven via the differential by the internal combustion engine and the first electric motor. A transverse direction of the vehicle is arranged parallel to the wheel axes of rotation. The longitudinal direction of the vehicle is also perpendicular to the vehicle's vertical direction. The vertical direction of the vehicle is arranged parallel to the direction of the force of gravity, but with the opposite orientation. The output shaft of the transmission is a shaft designed to transmit torque generated by the internal combustion engine out of the transmission. With respect to the torque flow from the internal combustion engine to the differential, the first input shaft is located after the internal combustion engine, the countershaft after the first input shaft, the output shaft after the countershaft, and the differential input shaft after the output shaft. The internal combustion engine, first input shaft, countershaft, output shaft, and differential input shaft are connected or connectable to each other for torque transmission.Advantageously, a torque-transmitting connection can be represented by means of at least two switching elements or clutches, so that the torque-transmitting connection of the internal combustion engine, first input shaft, countershaft, output shaft and differential input shaft can be represented with at least two different overall gear ratios. When it is said that a rotatable shaft is arranged parallel to an axis or parallel to a direction, it means that the axis of rotation of this shaft is arranged parallel to the said axis or parallel to the said direction. The term "electric machine" here refers to a system comprising the rotor and its associated stator. Power electronics or an inverter for the electric machine are considered separate components. Therefore, when defining the layout of the first electric machine, these aspects primarily concern the rotor and stator, but not the power electronics, whose layout is addressed separately. A first embodiment of the invention is characterized in that the output shaft is arranged overlapping the first electric machine with respect to the transverse direction of the vehicle and on one side of the countershaft's axis of rotation facing away from the crankshaft's axis of rotation, with the output shaft being arranged below the countershaft's axis of rotation with respect to the vehicle's vertical direction. In this way, the hybrid powertrain can be represented very compactly, which generally offers advantages for the hybrid vehicle with regard to the arrangement of further components. In a further embodiment of the invention, which is advantageous with regard to optimizing installation space, a ring gear is provided that is rotationally fixed to the differential input shaft and is arranged on the side of the output shaft facing away from the crankshaft axis of rotation with respect to the vehicle's transverse direction. The ring gear's axis of rotation is perpendicular to the vehicle's longitudinal direction and, with respect to the vehicle's vertical direction, is located below the countershaft's axis of rotation. It is particularly advantageous if the ring gear is arranged with respect to the vehicle's longitudinal direction overlapping both the internal combustion engine and a dual-mass flywheel positioned between the transmission and the internal combustion engine with respect to a torque flow originating from the internal combustion engine.For this configuration of ring gear and dual-mass flywheel, a compact and cost-effective housing concept provides an intermediate housing which includes a clutch compartment and a differential gear compartment, wherein the ring gear is housed in the differential gear compartment, and wherein the dual-mass flywheel, the disconnect clutch and the first spur gear stage are housed in the clutch compartment, wherein, with respect to the longitudinal direction of the vehicle, the clutch compartment is arranged between a transmission housing and an internal combustion engine housing. A further embodiment of the invention provides a hydraulic valve system for actuating the transmission, which is arranged below the rotor axis and below the crankshaft axis with respect to the vehicle's vertical direction, and on the side of the crankshaft axis opposite the rotor axis with respect to the vehicle's transverse direction. This embodiment allows the center of gravity of the hybrid powertrain to be shifted downwards. Actuating the transmission refers, for example, to actuating the transmission's shift elements and / or its cooling and lubrication system. For further optimization of the installation space required for the hybrid powertrain, it is advantageous if a hydraulic pump is arranged between the rotor axis and the hydraulic valve system with respect to the vehicle's transverse direction, and below the crankshaft axis with respect to the vehicle's vertical direction.The hydraulic pump is fluidically connected to the hydraulic valve system and supplies the hydraulic valve system with a hydraulic fluid, which can be pumped from a fluid sump into the hydraulic valve system by means of the hydraulic pump. A further advantageous embodiment of the invention provides that the power electronics for the first electric machine are arranged on the side of the crankshaft axis of rotation facing away from the electric machine with respect to the transverse direction of the vehicle. Power lines between the power electronics and the electric machine can advantageously be arranged above the crankshaft axis of rotation with respect to the vertical direction of the vehicle. It is particularly advantageous overall if an oil cooler is arranged on the side of the power electronics facing away from the first electric machine with respect to the transverse direction of the vehicle and below the crankshaft axis of rotation (80) with respect to the vertical direction of the vehicle.Alternatively, the oil cooler can advantageously be arranged between the power electronics and the electric motor in the transverse direction of the vehicle. In this alternative arrangement, the oil cooler is positioned above the crankshaft axis of rotation in the vertical direction of the vehicle. Advantageously, in both of the aforementioned alternatives, the oil cooler is located adjacent to the power electronics. The oil cooler thus preferably serves to cool the transmission and the power electronics, as it is fluidically connected to both the transmission and the power electronics. An alternative, equally advantageous, arrangement of the power electronics is characterized by the fact that the power electronics are arranged overlapping the transmission in the vehicle's vertical direction, overlapping the transmission in the vehicle's transverse direction, and on a side of the transmission facing away from the combustion engine in the vehicle's longitudinal direction. In this case, the power electronics are thus arranged behind the rest of the hybrid powertrain in the direction of travel of the hybrid vehicle, figuratively speaking like a kind of backpack. In both of the aforementioned arrangement variants of the power electronics, a capacitor of the power electronics is advantageously arranged overlapping with the electric machine with respect to the vehicle's vertical direction and, particularly advantageously, above the crankshaft axis of rotation. A further advantageous embodiment provides that the transmission comprises a planetary gear set, which includes a first shaft, a second shaft, a third shaft, and a fourth shaft. The planetary gear set preferably comprises a first planetary gear set and a second planetary gear set. The internal combustion engine can be connected to the first shaft in a rotationally fixed manner by means of the disconnect clutch, wherein the rotor of the first electric machine is coupled or can be coupled to the second shaft by means of a first spur gear stage, the first spur gear stage being arranged on a side of the planetary gear set facing the disconnect clutch with respect to the longitudinal direction of the vehicle. The first planetary gear set preferably comprises, as rotatable shafts, a first sun gear, a first planet carrier, and a first ring gear. The second planetary gear set preferably comprises, as rotatable shafts, a second sun gear, a second planet carrier, and a second ring gear.Particularly preferred are two sets of two shafts of the planetary gear sets connected to each other in a rotationally fixed manner, resulting in four shafts that are initially not connected in a rotationally fixed manner. Particularly preferred are the first ring gear and the second ring gear connected to each other in a rotationally fixed manner, and the first planet carrier connected to the second planet carrier in a rotationally fixed manner. Particularly preferred is the first sun gear forming the first shaft, the two ring gears connected to each other in a rotationally fixed manner forming the second shaft, the two planet carriers connected to each other in a rotationally fixed manner forming the third shaft, and the second sun gear forming the fourth shaft. Because the transmission incorporates a planetary gear set, a multitude of functions and operating modes of the hybrid powertrain can be implemented in a particularly compact manner, including functions such as electrodynamic starting or simultaneous combustion engine propulsion of the vehicle and combustion engine generation of electrical power in the first electric machine. The second shaft of the planetary gear set preferably also forms the second input shaft of the transmission or is rotationally fixed to it. The first spur gear stage preferably has three gears, namely a gear that is non-rotatably connected or connectable to the rotor, an intermediate gear meshing with this gear, and an input shaft gear that meshes with the intermediate gear and is non-rotatably connected or connectable to the second shaft. A further space-saving development provides a second spur gear stage, comprising a first gear fixed to or connectable to the third shaft, and a second gear meshing with the first gear and arranged coaxially to a countershaft. This also includes a third spur gear stage, comprising a third gear fixed to or connectable to the fourth shaft, and a fourth gear meshing with the third gear and arranged coaxially to the countershaft. Finally, a fourth spur gear stage is provided, comprising a fifth gear fixed to the countershaft. The fourth spur gear stage is arranged overlapping the planetary gear set with respect to the vehicle's longitudinal direction, and the second and third spur gear stages are located on the side of the fourth spur gear stage facing away from the first spur gear stage with respect to the vehicle's longitudinal direction.The fourth spur gear stage is designed to transmit torque from the countershaft to the output shaft. With respect to the torque flow from the internal combustion engine, the fourth spur gear stage is positioned between the countershaft and the output shaft. A sixth gear, which meshes with the fifth gear, is particularly advantageous and is non-rotatably connected to the output shaft. Advantageously, the second spur gear stage forms a first sub-transmission, and the third spur gear stage forms a second sub-transmission. The first sub-transmission is located on a primary torque transmission path running from the combustion engine to the differential. The second sub-transmission is located on a secondary torque transmission path running from the combustion engine to the differential. Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawing. The drawing shows in Fig. 1 a schematic representation of an arrangement of components of a hybrid vehicle according to the invention in a top view; Fig. 2 a schematic representation of a hybrid powertrain of the hybrid vehicle according to the invention; Fig. 3 a schematic representation of an arrangement of components of the hybrid powertrain in a view in the direction of the vehicle's longitudinal direction; Fig. 4 a schematic representation of an arrangement of components of the hybrid vehicle in a side view; and Fig. 5 a schematic representation of an arrangement of housing elements and components of the hybrid powertrain in a top view. In the figures, identical or functionally equivalent elements are provided with the same reference symbols. Fig. 1 shows a schematic representation of an arrangement of components of a hybrid vehicle 10 according to the invention in a top view. The hybrid vehicle 10 has a front axle 12 and a rear axle 14, the front axle 12 comprising a hybrid powertrain 16. The hybrid powertrain 16, also described in more detail in Fig. 2, has a longitudinally mounted internal combustion engine 18. A crankshaft 44 of the internal combustion engine 18 is thus arranged parallel to a longitudinal direction 38 of the vehicle. The crankshaft 44 of the internal combustion engine 18 is coupled, or can be coupled, to a transmission 20 via a dual-mass flywheel 22 such that torques generated by the internal combustion engine can be introduced into the transmission 20.Furthermore, a first electric machine 24, which in turn comprises a rotor 74 and a stator 76, is connected to the gearbox 20 via a first spur gear stage 66 in such a way that torques emanating from the rotor 74 of the first electric machine 24 can be introduced into the gearbox 20. A differential gear 28 is coupled to the transmission 20 via a bevel gear 26, the differential gear 28 being coupled in a known manner via a side shaft 30 to two of the four wheels 32 of the hybrid vehicle 10, so that the two of the four wheels 32 can be driven by the internal combustion engine 18 and / or by the first electric machine 24 via the transmission 20 and via the differential gear 28. The bevel gear 26 has a bevel gear 87 which is rotationally fixed to an output shaft 65 of the transmission 20. The bevel gear 26 also has a ring gear 88 which is rotationally fixed to a differential input shaft 86 of the differential gear 28. With regard to a torque flow emanating from the internal combustion engine 18, the dual-mass flywheel 22 is arranged after the internal combustion engine 18, the transmission 20 after the dual-mass flywheel 22, the angle drive 26 after the transmission 20 and the differential gear 28 after the angle drive 26. With respect to the vehicle's longitudinal direction 38, the dual-mass flywheel 22 is arranged between the transmission 20 and the internal combustion engine 18. The bevel gear 87 of the angle drive 26 is also arranged with respect to the vehicle's longitudinal direction 38 between the transmission 20 and the internal combustion engine 18. The angle drive 26 is arranged overlapping with the first electric motor 24 with respect to a vehicle transverse direction 40. The differential gear 28 is also arranged overlapping with the first electric motor 24 with respect to the vehicle transverse direction 40 and is located below the crankshaft 44 with respect to the vehicle's vertical direction 42. The transmission 20 has a first input shaft 46. The crankshaft 44 is non-rotatably connected to an input side of the dual-mass flywheel 22, with an output side of the dual-mass flywheel 22 being non-rotatably connected to a clutch input side of a disconnect clutch K0. A clutch output side of the disconnect clutch K0 is non-rotatably connected to the first input shaft 46. The disconnect clutch K0 is advantageously designed as a friction clutch, in particular a wet multi-plate clutch. When the disconnect clutch K0 is closed, the output side of the dual-mass flywheel 22 is non-rotatably connected to the first input shaft 46. The gearbox 20 has a second input shaft 50, which is permanently coupled to the rotor 74 via the first spur gear stage 66 to transmit torque. The first spur gear stage 66 advantageously has an intermediate gear 67 which meshes with an input shaft gear 69 which is non-rotatably connected to the second input shaft 50 and with a rotor gear which is non-rotatably connected to the rotor 74. The transmission 20 has a planetary gear set 48. The first spur gear stage 66 is arranged between the planetary gear set 48 and the disconnect clutch K0 with respect to the longitudinal direction 38 of the vehicle. The planetary gear 48 has a first shaft 52, a second shaft 54, a third shaft 56, and a fourth shaft 58. The planetary gear 48 is advantageously designed such that torques can be introduced into or extracted from the planetary gear 48 at each of the four shafts 52, 54, 56, and 58. With regard to the torque flow emanating from the internal combustion engine 18, two further spur gear stages are arranged after the planetary gear 48, or downstream of the planetary gear 48, namely a second spur gear stage 68 and a third spur gear stage 70. With regard to the torque flow emanating from the internal combustion engine 18, the planetary gear 48 is arranged after the first input shaft 46 and coupled to it. The second spur gear stage 68 is connected to the third shaft 56 of the planetary gear set 48 via a first partial transmission input shaft 60. The first partial transmission input shaft 60 is advantageously connected to the third shaft 56 in a rotationally fixed manner, wherein a first gear 90 of the second spur gear stage 68 is connected to the first partial transmission input shaft 60 in a rotationally fixed manner, and a second gear 92 of the second spur gear stage 68, meshing with the first gear 90, is arranged coaxially to a countershaft 64. The third spur gear stage 70 is connected to the fourth shaft 58 of the planetary gear set 48 via a second partial gear input shaft 62. The second partial gear input shaft 62 is rotationally fixed to the fourth shaft 58, with a third gear 94 also rotationally fixed to the second partial gear input shaft and a fourth gear 96 meshing with the third gear 94 being arranged coaxially to the countershaft 64. The countershaft 64 is non-rotatably connected to a fifth gear 98, which meshes with a sixth gear 99 that is non-rotatably connected to the output shaft 65. The fifth gear 98 and the sixth gear 99 together form a fourth spur gear stage 72. The planetary gear 48 advantageously comprises a first planet gear set with a first sun gear, a first planet carrier and a first ring gear, and a second planet gear set with a second sun gear, a second planet carrier and a second ring gear. The first input shaft 46 of the gearbox 20 is advantageously connected to the first sun gear in a rotationally fixed manner, the first sun gear here particularly advantageously forming the first shaft 52. The first ring gear and the second ring gear are connected to each other in a rotationally fixed manner and advantageously together form a second shaft 54 ​​of the planetary gearbox 48, the second shaft 54 ​​of the planetary gearbox 48 being advantageously connected to the second input shaft 50 of the gearbox 20 in a rotationally fixed manner. The first planet carrier and the second planet carrier are connected to each other in a rotationally fixed manner and together form the third shaft 56 of the planetary gear particularly advantageously. The second sun gear forms the fourth shaft 58 of the planetary gear particularly advantageously. The planetary gear 48 has a locking coupling KV for locking the planetary gear 48. When the locking coupling KV is closed, all four shafts 52, 54, 56, 58 are coupled to each other in such a way that they rotate in a block, that is, at the same angular velocity. The interlocking coupling KV directly connects any two of the four shafts 52, 54, 56, 58 in a rotationally fixed manner. Advantageously, the third shaft 56 and the fourth shaft 58 are directly and rotationally fixed to each other via the locking coupling KV. The locking coupling KV is advantageously arranged with respect to the vehicle longitudinal direction 38 between the second spur gear stage 68 and the third spur gear stage 70. Advantageously, the second spur gear stage 68 is designed to be switchable, and a first gear clutch K1 is particularly advantageously designed to connect the second gear 92 to the countershaft 64 in a rotationally fixed manner. Advantageously, the third spur gear stage 70 is designed to be switchable, and a second gear clutch K2 is particularly advantageously designed to connect the fourth gear 96 to the countershaft 64 in a rotationally fixed manner. The hybrid powertrain 16 is installed longitudinally in the hybrid vehicle 10. This means that a crankshaft axis of rotation 80 is arranged parallel to the longitudinal direction 38 of the vehicle. The side shafts 30 extending from the differential 28 to the wheels 32 are arranged essentially perpendicular to the crankshaft axis of rotation 80. The dual-mass flywheel 22, the disconnect clutch K0, and the planetary gear set 48 are arranged coaxially with respect to the crankshaft axis of rotation 80. This means that the axes of rotation of the dual-mass flywheel 22, disconnect clutch K0, planetary gear set 48, and crankshaft 44 are arranged coaxially with respect to each other. A countershaft rotation axis 82 of the countershaft is arranged parallel to and offset from the crankshaft rotation axis 80. An output shaft rotation axis 84 of the output shaft 65 is arranged parallel to and offset from both the crankshaft rotation axis 80 and the countershaft rotation axis 82. A rotor axis of rotation 78 is arranged parallel and offset to both the crankshaft axis of rotation 80 and the countershaft axis of rotation 82 as well as to the output shaft axis of rotation 84. A ring gear rotation axis 89 is arranged perpendicular to the output shaft rotation axis 84 and perpendicular to the crankshaft rotation axis 80. The rear axle 14 of the hybrid vehicle 10 has an electric drive train 34 in addition to the hybrid drive train 16. By means of a second electric motor 36 of the electric drive train 34, two further of the four wheels 32 can be driven purely electrically. Fig. 3 shows a schematic representation of a spatial arrangement of essential components of the hybrid powertrain 16 in a view in the direction of the vehicle longitudinal direction 38, that is, the vehicle longitudinal direction 38 is arranged perpendicular to the plane of Fig. 3, with a forward direction pointing into the plane of the drawing. The rotor axis of rotation 78 is arranged above the crankshaft axis of rotation 80 with respect to a vehicle vertical direction 42, wherein the countershaft axis of rotation 82 is arranged below the crankshaft axis of rotation 80 with respect to the vehicle vertical direction 42 and overlapping with respect to the vehicle transverse direction 40 to the first electric machine 24. The output shaft rotation axis 84 is arranged overlapping with the first electric machine with respect to the vehicle transverse direction 40 and below the countershaft rotation axis 82 with respect to the vehicle vertical direction 42. A hydraulic valve system 100 for actuating the clutches K0, KV, K1, and K2 is advantageously arranged below the crankshaft axis of rotation 80 with respect to the vehicle's vertical direction 42. Particularly advantageously, with respect to the vehicle's transverse direction, the hydraulic valve system 100 is arranged on one side of the crankshaft axis of rotation 80 opposite the rotor axis of rotation 78. The hydraulic valve system 100 is also designed for cooling and lubricating the transmission 20. A hydraulic pump 102 is advantageously arranged below the countershaft axis of rotation 82 with respect to the vehicle's vertical direction 42 and on the side of the crankshaft axis of rotation opposite the output shaft axis of rotation 84 with respect to the vehicle's transverse direction 40. The hydraulic valve system 100 is advantageously arranged overlapping the angle drive 26 with respect to the vehicle's vertical direction. An oil cooler 104 can advantageously be arranged overlapping the angle drive 26 with respect to the vehicle's vertical direction 42 and on a side of the crankshaft rotation axis 80 facing away from the angle drive 26 with respect to the vehicle's transverse direction. Alternatively and also advantageously, an oil cooler 104a can be arranged above the crankshaft axis of rotation with respect to the vehicle's vertical direction and overlapping with the first electric machine 24 and overlapping with respect to the vehicle's transverse direction with respect to the crankshaft axis of rotation 80. In one variant, a power electronics unit 106 for the first electric machine 24 is arranged on the side of the crankshaft axis of rotation 80 facing away from the rotor 74 with respect to the vehicle's transverse direction 40, and overlapping the transmission 20 with respect to the vehicle's vertical direction 42 and longitudinal direction 38. In this variant, a capacitor 108 of the power electronics unit 106 is arranged above the crankshaft axis of rotation 80 with respect to the vehicle's vertical direction 42. In an alternative and particularly advantageous arrangement, a power electronics unit 106a, shown in Figs. 3 and 4 as a dashed line with two dots, is arranged overlapping the transmission 20 with respect to the vehicle's vertical direction 42, overlapping the transmission 20 with respect to the vehicle's transverse direction 40, and on a side of the transmission 20 facing away from the internal combustion engine 18 (i.e., behind the transmission 20) with respect to the vehicle's longitudinal direction 38. In this alternative arrangement of the power electronics unit 106a, a capacitor (not shown in the figures) of the power electronics unit 106a is also advantageously arranged above the crankshaft axis of rotation 80 with respect to the vehicle's vertical direction 42; in other words, the capacitor of the alternative arrangement is arranged overlapping the electric machine 24 with respect to the vehicle's vertical direction 42. Fig. 4 shows a schematic representation of an arrangement of some of the components of the hybrid vehicle 10 in a side view, that is, looking in the transverse direction of the vehicle 40. Fig. 5 shows a schematic representation of an arrangement of housing elements and components of the hybrid powertrain in a top view. Fig. 3 shows a section 120 underlying Fig. 5. Fig. 5 shows that an intermediate housing 112 is arranged between a gearbox housing 110 and an internal combustion engine housing 114 with respect to the longitudinal direction 38 of the vehicle. The intermediate housing 112 comprises a clutch compartment 116 and a differential gear compartment 118, which are separated from each other by a partition. The ring gear 88 is housed in the differential gear compartment 118. The dual-mass flywheel 22, the disconnect clutch K0, and the first spur gear stage 66 are housed in the clutch compartment 112. A flange plane 119 of a flange connection between the transmission housing 110 and the intermediate housing 112 is arranged between the spur gear stage 66 and the transmission housing 110. Alternatively, the first spur gear stage can also be housed in the gearbox housing 110. Reference symbol list 10 Hybrid vehicle 12 Front axle 14 Rear axle 16 Hybrid powertrain 18 Internal combustion engine 20 Transmission 22 Dual-mass flywheel 24 First electric machine 26 Bevel gear 28 Differential 30 Side shaft 32 Wheel 34 Electric powertrain 36 Second electric machine 38 Vehicle longitudinal direction, forward 40 Vehicle transverse direction 42 Vehicle vertical direction, upward 44 Crankshaft 46 First input shaft 48 Planetary gear set 50 Second input shaft 52 First shaft 54 ​​Second shaft 56 Third shaft 58 Fourth shaft 60 First partial transmission input shaft 62 Second partial transmission input shaft 64 Countershaft 65 Output shaft 66 First spur gear stage 67 Intermediate gear 68 Second spur gear stage 69 Input shaft gear 70 Third spur gear stage 72 Fourth spur gear stage 74 Rotor 76 Stator 78 Rotor axis of rotation 80 Crankshaft axis of rotation 82 Countershaft axis of rotation 84 Output shaft axis of rotation 86 Differential input shaft 87 Bevel gear 88 Ring gear 89 Ring gear axis of rotation 90 First gear 92 Second gear 94Third gear 96 Fourth gear 98 Fifth gear 99 Sixth gear 100 Hydraulic valve system 102 Hydraulic pump 104 Oil cooler 104a Alternative oil cooler mounting location 106 Power electronics 108 Capacitor 110 Gearbox housing 112 Intermediate housing 114 Internal combustion engine housing 116 Clutch compartment 118 Differential gear compartment 119 Flange plane 120 Sectional view K0 Disconnect clutch KV Locking clutch K1 First gear clutch K2 Second gear clutch

Claims

Hybrid vehicle (10) with a hybrid powertrain (16) comprising an internal combustion engine (18), a transmission (20), a first electric machine (24) and a differential gear (28), wherein a crankshaft (44) of the internal combustion engine (18) can be coupled to a first input shaft (46) of the transmission (20) via a disconnect clutch (K0), wherein a rotor (74) of the first electric machine (24) is coupled or can be coupled to a second input shaft (50) of the transmission (20), wherein an output shaft (65) of the transmission (20) is coupled to a differential input shaft (86) of the differential gear (28), wherein a crankshaft axis of rotation (80) of the crankshaft (44) and a rotor axis of rotation (78) of the rotor (74) as well as the first input shaft (46) and the output shaft (65) are arranged parallel to a longitudinal direction (38) of the vehicle, characterized in thatthat the rotor axis of rotation (78) is arranged above the crankshaft axis of rotation (80) with respect to a vehicle vertical direction (42), wherein a countershaft axis of rotation (82) of a countershaft (64) of the transmission (20) is arranged parallel and axially offset to the first input shaft (46) and parallel and axially offset to the output shaft (65), wherein the countershaft axis of rotation (82) is arranged below the crankshaft axis of rotation (80) with respect to the vehicle vertical direction (42) and at least partially overlapping with the electric machine (24) with respect to a vehicle transverse direction (40). Hybrid vehicle (10) according to claim 1, characterized in that the output shaft (65) is arranged overlapping with respect to the vehicle transverse direction (40) to the first electric machine (24) and on a side of the countershaft rotation axis (82) facing away from the crankshaft rotation axis (80), wherein the output shaft (65) is arranged below the countershaft rotation axis (82) with respect to the vehicle vertical direction (42). Hybrid vehicle (10) according to claim 1 or 2, characterized by a ring gear (88) connected in a rotationally fixed manner to the differential input shaft (86), which is arranged on a side of the output shaft (65) facing away from the crankshaft axis of rotation (80) with respect to the transverse direction (40) of the vehicle, wherein a ring gear axis of rotation (89) is arranged perpendicular to the longitudinal direction (38) of the vehicle and below the countershaft axis of rotation (82) with respect to the vertical direction (42) of the vehicle. Hybrid vehicle (10) according to claim 3, characterized in that the ring gear (88) is arranged overlapping with respect to the vehicle longitudinal direction (38) both with respect to the internal combustion engine (18) and overlapping with respect to a dual-mass flywheel (22) arranged between the transmission (20) and the internal combustion engine (18) with respect to a torque flow emanating from the internal combustion engine (18). Hybrid vehicle (10) according to one of the preceding claims, characterized by a hydraulic valve system (100) for actuating the transmission (20) which is arranged below the rotor axis of rotation (78) and below the crankshaft axis of rotation (80) with respect to the vehicle's vertical direction (42) and on a side of the crankshaft axis of rotation (80) facing away from the rotor axis of rotation (78) with respect to the vehicle's transverse direction (40). Hybrid vehicle (10) according to claim 5, characterized by a hydraulic pump (102) which is arranged between the rotor axis of rotation (78) and the hydraulic valve system (100) with respect to the transverse direction (40) of the vehicle and below the crankshaft axis of rotation (80) with respect to the vertical direction (42) of the vehicle. Hybrid vehicle (10) according to one of the preceding claims, characterized by a power electronics (106) for the first electric machine (24), which is arranged on a side of the crankshaft rotation axis (80) facing away from the electric machine (24) with respect to the transverse direction (40) of the vehicle. Hybrid vehicle according to claim 7, characterized by an oil cooler (104) which is arranged on a side (24) of the power electronics (106) facing away from the first electric machine with respect to the transverse direction (40) of the vehicle and below the crankshaft axis of rotation (80) with respect to the vertical direction (42) of the vehicle. Hybrid vehicle (10) according to one of claims 1 to 6, characterized by a power electronics (106a) for the first electric machine (24), which is arranged on a side of the transmission (20) facing away from the internal combustion engine (18) with respect to the vehicle vertical direction (42), with respect to the vehicle transverse direction (40) overlapping the transmission (20) and with respect to the vehicle longitudinal direction (38). Hybrid vehicle according to one of claims 7 to 9, characterized by a capacitor (108) of the power electronics (106, 106a) which is arranged overlapping with respect to the vehicle's vertical direction (42) to the electric machine (24). Hybrid vehicle according to one of the preceding claims, characterized in that the transmission (20) has a planetary gear set (48) comprising a first shaft (52), a second shaft (54), a third shaft (56) and a fourth shaft (58), wherein the internal combustion engine (18) can be connected to the first shaft (52) in a rotationally fixed manner by means of the disconnect clutch (K0), wherein the rotor (74) of the first electric machine (24) is coupled or can be coupled to the second shaft (54) by means of a first spur gear stage (66), wherein the first spur gear stage (66) is arranged on a side of the planetary gear set (48) facing the disconnect clutch (K0) with respect to the longitudinal direction (38) of the vehicle. Hybrid vehicle according to claim 11, characterized by a second spur gear stage (68) comprising a first gear (90) non-rotatably connected or connectable to the third shaft (56) and a second gear (92) meshing with the first gear (90) and arranged coaxially with a countershaft (64), a third spur gear stage (70) comprising a third gear (94) non-rotatably connected or connectable to the fourth shaft (58) and a fourth gear (96) meshing with the third gear (94) and arranged coaxially with the countershaft (64), a fourth spur gear stage (72) comprising a fifth gear (98) non-rotatably connected to the countershaft (64), wherein the fourth spur gear stage (72) is arranged overlapping with the planetary gear (48) with respect to the longitudinal direction (38) of the vehicle,and wherein the second spur gear stage (68) and the third spur gear stage (70) are arranged on one side of the fourth spur gear stage (72) facing away from the first spur gear stage (66) with respect to the longitudinal direction of the vehicle (38). Hybrid vehicle according to claim 4 and claim 11, characterized by an intermediate housing (112) comprising a clutch compartment (116) and a differential gear compartment (118), wherein the ring gear (88) is accommodated in the differential gear compartment (118), and wherein the dual-mass flywheel (22), the disconnect clutch (K0) and the first spur gear stage (66) are accommodated in the clutch compartment (112), wherein, with respect to the longitudinal direction (38) of the vehicle, the clutch compartment (116) is arranged between a transmission housing (110) and an internal combustion engine housing (114).

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