DE102020127457A1 - hybrid drive train with rocker damper; as well as motor vehicle - Google Patents

Abstract

The invention relates to a hybrid drive train (20) for a motor vehicle (21), with an internal combustion engine (22), a rocker damper (1), which rocker damper (1) has an input-side primary component (2nd ) and a secondary component (3) on the output side, with an electric drive motor (24) and with a separating clutch (25) used to act between the internal combustion engine (22) and the electric drive motor (24), the separating clutch (25) between the secondary component ( 3) and the electric drive machine (24) is arranged. The invention also relates to a motor vehicle (21) with this hybrid drive train (20).

Description

The invention relates to a hybrid drive train for a (hybrid) motor vehicle, such as a car, truck, bus or other commercial vehicle, with an internal combustion engine, a rocker damper, which rocker damper has a primary component on the input side attached to a crankshaft of the internal combustion engine and a secondary component on the output side, with a electric drive machine and acting between the internal combustion engine and the electric drive machine used separating clutch. According to the invention, a rocker damper damper is a vibration damping device that has several rocker elements that are accommodated in a pendulum manner, the movements of which during operation of the hybrid drive train have a damping effect on the torsional vibrations occurring in the drive train. At least the rocker elements of this oscillating rocker damper are used in the torque flow between the primary component and the secondary component (torque-transmitting).

Generic pendulum rocker dampers are already well known from the prior art. For example, the WO 2018/215018 A1 a torsional vibration damper with a torque limiter, which is preferably used in a clutch disc of a clutch. Further prior art in this context is also from DE 10 2018 108 441 A1 and the DE 10 2015 211 899 A1 famous. Furthermore, the applicant is known from internal prior art to also use such torsional vibration dampers in hybrid arrangements. The applicant already has a German patent application for this hybrid arrangement with the German Patent and Trademark Office with the reference number DE 10 2019 115 750.1 submitted but not yet published.

The object of the invention is to provide a hybrid drive train that has improved efficiency, especially in a purely electric drive state, while at the same time in a purely combustion engine or hybrid drive state the torsional vibrations occurring in the internal combustion engine are to be reliably damped.

According to the invention, this is achieved in that the separating clutch is arranged (actingly) between the secondary component and the electric drive machine.

A first clutch component of the separating clutch is consequently permanently non-rotatably connected to the secondary component, and a second clutch component of the separating clutch is rotationally coupled to a rotor of the electric drive machine. These two clutch components of the separating clutch (preferably designed as a friction clutch) can be connected to one another in the usual way, so that the separating clutch can be switched between its closed position and its open position.

As a result, the pendulum rocker damper is used particularly effectively. On the one hand, it enables efficient operation of the hybrid drive train in a purely electric drive mode, and on the other hand, it ensures reliable damping of the torsional vibrations that occur when the internal combustion engine is running.

Further advantageous embodiments are claimed with the dependent claims and explained in more detail below.

Accordingly, it is also advantageous if the primary component has a ring element (continuous/in one piece in the circumferential direction or consisting of several sub-segments adjoining one another in the circumferential direction), which ring element with its radial inner side directly has several (first ) forms guideways. This further simplifies the structure of the pendulum rocker damper.

In this regard, it has also proven to be expedient if at least one of the first roller bodies is in (rolling) contact with a (second) guide track of a rocker element of the rocker arm damper that is accommodated in an oscillating manner.

Furthermore, it is advantageous if the ring element is fastened to an input flange of the primary component which is screwed to the crankshaft. This further simplifies the assembly of the swing rocker damper.

It has also proven to be expedient if the secondary component has an outlet flange, which outlet flange forms a plurality of (fourth) guide tracks which are in (rolling) contact with second roller bodies. This also further simplifies the design of the pendulum rocker damper, but at the same time it is designed to be as robust as possible.

Furthermore, it is advantageous if at least one of the second roller bodies is in (rolling) contact with a (third) guideway of a pendulum bar recorded rocker element of the pendulum rocker damper. The rocker elements thus preferably have at least one (second) guide track, which is in contact with the at least one first roller body, and a further (third) guide track, which is in contact with the at least one second roller body. This keeps the structure as compact as possible.

If a rotor of the electric drive machine is permanently coupled in rotation to a carrier, which carrier is inserted between the separating clutch and at least one further transmission-side clutch, the electric drive machine is connected in a space-saving manner.

If the rotor of the electric drive machine/the electric drive machine is aligned parallel to the axis of the crankshaft, the electric drive machine can be accommodated in the motor vehicle in the most space-saving manner possible.

In addition, it is advantageous if the secondary component of the oscillating rocker damper has a hub element as the torque output, since it can thus be connected as simply as possible to other components, preferably an intermediate shaft leading to the separating clutch.

It is also useful if no torque limiter is connected in series with the swing rocker damper in the drive train. This further simplifies the structure.

Furthermore, it has proven to be expedient if the input flange of the rocker-type damper has several recesses (preferably running in an arc in the circumferential direction), with at least one compression spring of the rocker-type damper protruding axially into each recess/being partially arranged. This results in an axial design that is as compact as possible.

It is also beneficial for simple assembly if the hub element of the rocker-type damper has through holes in order to be able to easily pass through screws for screwing the primary component of the rocker-type damper to the crankshaft of the internal combustion engine. Accordingly, the respective through-hole is more preferably dimensioned larger than a screw head of the screws forming the screw connection.

If the primary component, forming a flywheel, has a plurality of individual sheets, including a first sheet (ring element) that contains the (first) guide tracks, and a sheet that forms a sensor ring for speed measurement, the functionality of the swing rocker damper is cleverly expanded .

More preferably, the output flange also has recesses in which the compression springs are accommodated. This further reduces the axial installation space.

If a flange plate attached to the output flange has at least one indentation, it can be attached to the output flange in a compact manner, preferably riveted.

Wear is further reduced if the roller bodies and/or guideways have crowned surface cross-sections.

A total of two or three (first and second) roller bodies are preferably provided for each rocker element.

Furthermore, the invention relates to a motor vehicle with a hybrid drive train according to at least one of the embodiments described above, wherein the crankshaft is aligned transversely, preferably perpendicularly, or parallel to a vehicle longitudinal axis.

In other words, according to the invention, a rocker damper is used as a replacement for a previously standard dual-mass flywheel in a hybrid drive train/hybrid drive train. The rocker damper is arranged in particular in the hybrid drive train between an internal combustion engine and a KO clutch (/disconnect clutch). The flow of torque occurs as follows during operation of the drive train: From the crankshaft of the internal combustion engine to the input flange, on to the ring element with internal (first) guideways, on to the first roller body (preferably a total of three times two first roller bodies present), on to those riveted together (forming a rocker element ) Rocker plates with corresponding guideways (comprising second guideway and third guideway), on to the second roller body (preferably a total of three times a first roller body is present), on to the output flange with further (fourth) guideways and to the hub element and finally to an intermediate shaft leading to the separating clutch . In a preferred pendulum rocker damper, the rocker plates / pendulum rockers / rocker elements are in the flow of moments, whereas energy stores (having several compression springs) that prestress the rockers against each other are outside of the flow of moments. In principle, however, it is also possible according to further explanations that the respective energy store is in the moment flow.

The invention will now be explained in more detail below with reference to figures, in which connection different exemplary embodiments are also shown.

• 1 eine Vorderansicht eines erfindungsgemäßen Pendelwippendämpfers nach einem ersten Ausführungsbeispiel, wie er in einem erfindungsgemäßen Hybridantriebsstrang einsetzbar ist, wobei der Pendelwippendämpfer in der linken Darstellungshälfte mit als Gegenanschläge fungierenden Flanschblechen und in der rechten Darstellungshälfte ohne diese Flanschbleche veranschaulicht ist, wodurch vorhandene Wippenelemente seitens ihrer Abstützung an einer Federeinheit gut zu erkennen sind,
• 2 eine Vorderansicht des Pendelwippendämpfers nach 1, wobei ein Ausgangsflansch sowie die daran befestigten Flanschbleche ausgeblendet sind, um eine zwischen einem Primärbestandteil und einem Sekundärbestandteil wirkend eingesetzte Reibeinrichtung erkennen zu lassen,
• 3 eine perspektivische Darstellung einer dem Primärbestandteil des Pendelwippendämpfers zugeordneten Gegenscheibe,
• 4 eine Vorderansicht der Gegenscheibe nach 3,
• 5 eine Längsschnittdarstellung der Gegenscheibe nach den 3 und 4,
• 6 eine Längsschnittdarstellung des Pendelwippendämpfers nach 1,
• 7 eine Explosionsdarstellung des Pendelwippendämpfers der 1,
• 8 eine Längsschnittdarstellung des Pendelwippendämpfers nach 1, wobei die Schnittebene derart gewählt ist, dass ein den Primärbestandteil mit einem der Wippenelemente koppelnder erster Rollenkörper mit geschnitten ist,
• 9 eine Schnittdarstellung eines in dem Pendelwippendämpfer eingesetzten Wippenelementes, wodurch ein zwei voneinander beabstandete Wippenbleche verbindendes Nietelement näher zu erkennen ist,
• 10 eine perspektivische Darstellung des in 9 eingesetzten Nietelementes,
• 11 eine perspektivische Darstellung des gemäß 9 geschnittenen Wippenelementes,
• 12 eine perspektivische Darstellung einer der Reibeinrichtung zugehörigen Stützscheibe,
• 13 eine Vorderansicht eines erfindungsgemäßen Pendelwippendämpfers nach einem zweiten Ausführungsbeispiel, das sich im Wesentlichen durch die Ausbildung der Gegenscheibe von dem ersten Ausführungsbeispiel unterscheidet,
• 14 eine perspektivische Darstellung der in 13 eingesetzten Gegenscheibe,
• 15 eine Vorderansicht der Gegenscheibe nach 14,
• 16 eine Explosionsdarstellung des Pendelwippendämpfers nach 13,
• 17 eine Längsschnittdarstellung des Pendelwippendämpfers des ersten Ausführungsbeispiels, ähnlich zu 8, wobei der Primärbestandteil drehfest mit einer schematisch dargestellten Kurbelwelle einer Verbrennungskraftmaschine verbunden ist, sowie
• 18 eine Vorderansicht eines den Pendelwippendämpfer nach einem der 1 bis 16 aufweisenden erfindungsgemäßen Hybridantriebsstranges.

Show it:

• 1 a front view of a rocker-type damper according to a first exemplary embodiment of the invention, as can be used in a hybrid drive train according to the invention, the rocker-type damper being illustrated in the left-hand half of the illustration with flange plates acting as counter-stops and in the right-hand half of the illustration without these flange plates, whereby existing rocker elements are supported on a spring unit are clearly visible,
• 2 a front view of the swing rocker damper 1 , wherein an output flange and the flange plates attached to it are hidden in order to reveal a friction device that is used to act between a primary component and a secondary component,
• 3 a perspective view of a counter disk assigned to the primary component of the rocker damper,
• 4 a front view of the counter pane 3 ,
• 5 a longitudinal sectional view of the counter disk according to 3 and 4 ,
• 6 a longitudinal section view of the pendulum rocker damper 1 ,
• 7 an exploded view of the pendulum rocker damper 1 ,
• 8th a longitudinal section view of the pendulum rocker damper 1 , wherein the cutting plane is selected in such a way that a first roller body coupling the primary component to one of the rocker elements is also cut,
• 9 a sectional view of a rocker element used in the pendulum rocker damper, whereby a rivet element connecting two spaced rocker plates can be seen in more detail,
• 10 a perspective view of the in 9 used rivet element,
• 11 a perspective view of the 9 cut rocker element,
• 12 a perspective view of a support disk associated with the friction device,
• 13 a front view of a rocker damper according to the invention according to a second embodiment, which differs from the first embodiment essentially by the design of the counter disk,
• 14 a perspective view of the 13 counter pane used,
• 15 a front view of the counter pane 14 ,
• 16 an exploded view of the rocker damper 13 ,
• 17 a longitudinal sectional view of the rocker damper of the first embodiment, similar to 8th , wherein the primary component is rotatably connected to a schematically illustrated crankshaft of an internal combustion engine, and
• 18 a front view of the pendulum rocker damper according to one of 1 until 16 having hybrid drive train according to the invention.

The figures are only of a schematic nature and therefore only serve to understand the invention. The same elements are provided with the same reference numbers.

with 18 a basic structure of a hybrid drive train 20 according to the invention is first shown. This hybrid drive train 20 includes a rocker damper 1 after one of the two in the 1 until 16 illustrated embodiments. The hybrid powertrain 20 is in 18 used in a partially illustrated motor vehicle 21 . The hybrid drive train 20 is used to drive a plurality of wheels 37 of the motor vehicle 21 that can be identified.

The hybrid drive train 20 also has an internal combustion engine 22, preferably in the form of an Otto engine or diesel engine, which can be coupled to a transmission 38 via clutches 25, 28a and 28b. Transmission 38 is preferably implemented as an automatic transmission. On the two transmission input shafts 39a, 39b, the transmission 38 has two clutches 28a, 28b forming a double clutch device. Either the first transmission input shaft 39a (via the first clutch 28a) or the second transmission input shaft 39b (via the second clutch 28b) can be coupled to a central carrier 27 by means of these two clutches 28a, 28b (forming partial clutches of the double clutch device).

The carrier 27 is permanently connected in rotation to a rotor 26 of an electric drive machine 24 . In this embodiment, the electric drive machine 24 is arranged axially parallel to the carrier 27 , the carrier 27 in turn being arranged coaxially to a crankshaft 23 of the internal combustion engine 22 . The crankshaft 23 is shown in simplified form as the axis of rotation. In this embodiment, the rotor 26 is mounted on a rotor shaft 40 and the rotor shaft 40 is permanently rotationally coupled to the carrier 27 via a toothing step 41 (front toothing step).

The carrier 27 is further connected to an output-side (second) clutch component 42b of the cut-off clutch 25 . An input-side (first) clutch component 42a of the separating clutch 25 is in turn coupled to the swing rocker damper 1 . The oscillating rocker damper 1 is thus effectively inserted between the crankshaft 23 and the separating clutch 25/the first clutch component 42a of the separating clutch 25.

In this regard, it should be noted that the separating clutch 25 is preferably designed as a friction clutch. The first and the second clutch 28a, 28b are preferably friction clutches, more preferably designed as friction plate clutches.

How about in connection with 17 also emerges for the rocker-type damper 1 of the first exemplary embodiment, a primary component 2 of the rocker-type damper 1 is screwed directly onto the crankshaft 23 . The respective screws for fixing the primary component 2 to the crankshaft 23 are not shown for the sake of clarity.

A secondary component 3 of the oscillating rocker damper 1, which is accommodated in a vibration-damped manner in relation to the primary component 2, is permanently connected to the first clutch component 42a. The secondary component 3 is preferably connected to this first clutch component 42a via an intermediate shaft 43 .

How further from 18 As can be seen, the transmission 38 of the hybrid drive train 20 is connected on the output side via a differential stage 44 to the wheels 37 of the motor vehicle 21 in order to drive the wheels 37 in the respective drive state/operating state of the hybrid drive train 20 .

With the 1 until 16 are the two preferred embodiments of the in 18 used pendulum rocker damper 1 illustrates. A first embodiment of the pendulum rocker damper 1 is in the 1 until 12 illustrated; a second embodiment of the pendulum rocker damper 1 is with the 13 until 16 illustrated. However, the two exemplary embodiments are essentially identical in terms of their construction, which is why, for the sake of brevity, only the differences between these two exemplary embodiments are described below.

As initially for the first embodiment in the 6 until 8th to recognize, the primary component 2 of the pendulum rocker damper 1 is designed in several parts. The primary component 2 has a disk-shaped input flange 10 which is bolted directly to the crankshaft 23 in use. The inlet flange 10 is provided with a plurality of (here three) arc-shaped recesses 17 distributed in a circumferential direction. A spring unit 15 , which is described in more detail below, protrudes (axially) into these recesses 17 .

Furthermore, a ring element 4 is non-rotatably connected to the input flange 10 . This ring element 4 in turn interacts with a plurality of rocker elements 9 distributed in the circumferential direction, as explained in more detail below. The primary component 2 also has a transmitter ring 19 which has teeth 45 . That toothing 45 is designed in such a way that it is used by a corresponding sensor to detect the rotational speed, more preferably even to detect the angular position of the primary component 2 .

In this regard, it should be pointed out that the teeth 45 do not necessarily have to be present and also do not necessarily have to be designed as part of the encoder ring 19 . In further versions, the transmitter ring 19 can therefore also be omitted or designed as the counter disk 33 or as another separate part, e.g. made of thinner material than the ring element 4 and/or the counter disk 33. Also in other versions there is a starter ring gear present instead of the sensor ring 19 / instead of the teeth 45, either with or without sensor teeth or sensor contour.

In addition, the primary component 2 has a counter disk 33 which forms a stop 51 for the secondary component 3 in terms of overload protection for the spring units 15 . The components - input flange 10, ring element 4, transmitter ring 19 and counter disk 33 - of the primary component 2 are connected by several rivet bolts 46 ( 6 ) connected with each other. In further embodiments, these components of the primary component 2 are alternatively all or at least partially welded or glued to one another instead of being riveted (by the rivet bolts 46).

The primary component 2 is coupled to the secondary component 3 via a plurality of rocker elements 9 distributed in the circumferential direction and can be rotated relative to the secondary component in a limited rotational angle range. The rocker elements 9 are each of the same design. Each of the three circumferentially distributed rocker elements 9 has, as shown in FIGS 7 and 9 until 11 shown, two axially spaced rocker plates 34a, 34b. These two rocker plates 34a, 34b are preferably designed as identical parts. The two rocker plates 34a, 34b are connected to one another via two rivet elements 35. The rivet elements 35 are according to 10 designed as formable sheet metal segments. Rivet lugs 47 of these rivet elements 35 penetrate the respective rocker plate 34a, 34b axially and are formed from a rear side for the positive and non-positive fixing of the two rocker plates 34a, 34b to one another.

8th also shows that the ring element 4 is coupled to the rocker elements 9 via a plurality of first roller bodies 6 distributed in the circumferential direction. The ring element 4 has a plurality of first guideways 7 distributed in the circumferential direction, each of which receives a first roller body 6 in a rolling manner. The first guide tracks 7 are introduced on a radial inner side 5 of the ring element 4 .

In this context, it should also be pointed out that the ring element 4 is segmented in a further embodiment, for example for better material utilization, and is therefore not completely circumferential/in one piece as here, but is made up of several sub-segments arranged next to one another in the circumferential direction. It has proven to be advantageous if the sub-segments are fastened to the primary component 2 / the ring element 4 in the form of inserts carrying the roller track (i.e. each carrying the first guide track 7 ).

Each first roller body 6 is also in rolling contact with a second guide track 8 mounted directly on a radial outside of the rocker plates 34a, 34b. Two second guideways 8 are provided for each rocker plate 34a, 34b, with two second guideways 8 each arranged axially congruently receiving the same first roller body 6. There are two first roller bodies 6 for each rocker element 9 . There are thus a total of six first roller bodies 6 .

Each rocker element 9 is also in rolling contact with another second roller body 12 . The second roller body 12 is arranged radially inside the first roller body 6 . The second roller body 12 is in rolling contact with a third guide track 13 of the respective rocker plate 34a, 34b.

In addition, the second roller body 12 is in rolling contact with a fourth guide track 14 which in turn is formed on an output flange 11 of the secondary component 3 .

As a result, the two components - primary component 2 and secondary component 3 - are rotationally coupled to one another via the rocker elements 9 and the corresponding roller bodies 6, 12, with these two components 2, 3 being arranged in different relative rotational positions depending on the position of the rocker elements 9. While the first roller bodies 6 rotationally couple the primary component 2 to the rocker elements 9 , the second roller bodies 12 are used to couple the rocker elements 9 to the secondary component 3 .

Furthermore, energy stores in the form of (mechanical) spring units 15 are used in the circumferential direction between the spaced-apart rocker elements 9 . Each spring unit 15 has at least one compression spring 52, here even two compression springs 52 in the form of helical compression springs. The two compression springs 52 are used to act in parallel and nested/arranged coaxially with one another. Consequently, each of the three spring units 15 resiliently supports the two rocker elements 9 arranged next to one another in the circumferential direction in relation to one another in the circumferential direction.

In this regard, it should be noted that the spring units 15 used are therefore not arranged along a torque transmission path from the primary component 2 to the secondary component 3 . In further embodiments, however, it is also possible to arrange this spring unit 15 in the torque flow and consequently to support the primary component 2 and/or the secondary component 3 via the spring units 15 on the respective rocker element 9 for torque transmission.

Furthermore, in the 2 , 7 and 12 a friction device 32 can be seen, which is also implemented in the pendulum rocker damper 1 . This friction device 32 has, among other things, a support disk 36 and acts between the primary component 2 and the secondary component 3 in such a way that it dampens a relative movement between the primary component 2 and the secondary component 3 .

Also is in 7 to see that the secondary component 3 next to the output flange 11 has a hub element 16 firmly connected thereto. The hub element 16 is that part of the secondary component 3, which is in the hybrid drive train 20 after 18 is directly connected to the intermediate shaft 43, which leads to the separating clutch 25.

The secondary component 3 also has a plurality of flange plates 31 distributed in the circumferential direction, which extend in the radial direction in the form of plates. The flange plates 31 are attached to the output flange 11, namely riveted. with 7 also shows that the flange plates 31 form axial/axially flared indentations 30 and are riveted to the output flange 11 in the area of this indentation 30 .

The flange plates 31 extend so far in the radial direction that they can be brought into contact with tabs 50 of the counter disk 33 . Flange plates 31 and tabs 50 are also arranged so that they overlap in the axial direction. Accordingly, the tab 50 forms a targeted stop 51 to which a counter-stop 53 of the flange plate 31 can be brought into contact. Stop 51 and counter-stop 53 are selected in their position such that they come into contact with each other before the compression springs 52 run to the block/are fully elastically compressed.

It is also expedient if the respective flange plate 31 forms a window 49 .

Combined with 8th It can also be seen that with regard to the hub element 16, it is also expedient if this has a plurality of (axial) through holes 18 distributed in the circumferential direction, which are dimensioned in such a way that they are larger than a screw head that attaches the input flange 10 to the crankshaft 23 Screw are dimensioned.

coming back on 18 it should also be pointed out that the hybrid drive train 20 is preferably used in such a way that the crankshaft 23 and consequently also the carrier 27 with the clutches 28a, 28b and the separating clutch 25 are arranged coaxially and transversely, namely perpendicularly, to a vehicle longitudinal axis 29 of the motor vehicle 21 . In further versions, however, these components are also aligned longitudinally/parallel to the longitudinal axis 29 of the vehicle.

With the 13 until 16 Finally, the second embodiment is illustrated. Accordingly, the flange plates 31 can also be formed without a window 49 . Furthermore, the counter disk 33 is designed with a constant inner diameter on the part of its tabs 50 projecting radially inwards, instead of with a radial recess/indentation 48 as in the first exemplary embodiment. Four rivet elements 35 are also provided for each rocker element 9 .

Reference List

1

rocker damper

2

primary ingredient

3

secondary ingredient

4

ring element

5

inside

6

first reel body

7

first track

8th

second track

9

rocker element

10

input flange

11

outlet flange

12

second reel body

13

third guideway

14

fourth track

15

spring unit

16

hub element

17

recess

18

through hole

19

donor ring

20

hybrid powertrain

21

motor vehicle

22

internal combustion engine

23

crankshaft

24

electric drive machine

25

disconnect clutch

26

rotor

27

carrier

28a

first clutch

28b

second clutch

29

vehicle longitudinal axis

30

deepening

31

flange plate

32

driving device

33

counter washer

34a

first rocker plate

34b

second rocker plate

35

rivet element

36

support washer

37

wheel

38

transmission

39a

first transmission input shaft

39b

second transmission input shaft

40

rotor shaft

41

gear stage

42a

first clutch component

42b

second clutch component

43

intermediate shaft

44

differential stage

45

gearing

46

rivet bolt

47

rivet nose

48

indentation

49

window

50

tab

51

attack

52

compression spring

53

counterattack

QUOTES INCLUDED IN DESCRIPTION

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

Patent Literature Cited

• WO 2018/215018 A1 [0002]
• DE 102018108441 A1 [0002]
• DE 102015211899 A1 [0002]
• DE 102019115750 [0002]

Claims (9)

Hybrid drive train (20) for a motor vehicle (21), with an internal combustion engine (22), a rocker damper (1), which rocker damper (1) has an input-side primary component (2) attached to a crankshaft (23) of the internal combustion engine (22) and an output-side secondary component (3), with an electric drive motor (24) and with a separating clutch (25) used to act between the internal combustion engine (22) and the electric drive motor (24), characterized in that the separating clutch (25) between the secondary component (3 ) and the electric drive machine (24) is arranged. Hybrid powertrain (20) after claim 1 , characterized in that the primary component (2) has a ring element (4), which ring element (4) with its radial inner side (5) directly forms a plurality of guideways (7) in contact with the first roller bodies (6). Hybrid powertrain (20) after claim 2 , characterized in that at least one of the first roller bodies (6) is in contact with a guideway (8) of a rocker element (9) of the swing rocker damper (1) which is accommodated in an oscillating manner. Hybrid powertrain (20) after claim 2 or 3 , characterized in that the ring element (4) is fastened to an input flange (10) of the primary component (2) which is screwed to the crankshaft (23). Hybrid drive train (20) according to one of Claims 1 until 4 , characterized in that the secondary component (3) has an outlet flange (11), which outlet flange (11) forms a plurality of guideways (14) in contact with second roller bodies (12). Hybrid powertrain (20) after claim 5 , characterized in that at least one of the second roller bodies (12) is in contact with a guideway (13) of a rocker element (9) of the swing rocker damper (1) which is accommodated in an oscillating manner. Hybrid drive train (20) according to one of Claims 1 until 6 , characterized in that a rotor (26) of the electric drive machine (24) is permanently coupled in rotation to a carrier (27), which carrier (27) is inserted between the separating clutch (25) and at least one further transmission-side clutch (28a, 28b). . Hybrid drive train (20) according to one of Claims 1 until 7 , characterized in that the rotor (26) of the electric drive machine (24) is aligned parallel to the axis of the crankshaft (23). Motor vehicle (21) with a hybrid drive train (20) according to one of Claims 1 until 8th , wherein the crankshaft (23) is aligned transversely or parallel to a vehicle longitudinal axis (29).

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