DE102021001319A1 - Hybrid drive system for a motor vehicle - Google Patents

Abstract

The invention relates to a hybrid drive system (18) with an internal combustion engine (20) which has an output shaft (26). An electrical machine (28) having a stator (30) and a rotor (32) is provided. A transmission (34) is provided, which has an input shaft (36) that can be driven by the output shaft (26), a countershaft (40), an output gear (44) that is non-rotatably connected to the countershaft (40), a first sub-transmission (48). a first partial transmission input shaft (52) and a first pair of spur gears (56) and a second partial transmission (50) with a second partial transmission input shaft (54) and a second pair of spur gears (58). An axle drive (92) is provided which can be driven by the internal combustion engine (20) and the rotor (32) via the gearbox (34) and has an input wheel (94) which can be driven by the driven wheel (44) and via which the axle drive (92) can be driven by the internal combustion engine (20) and by the rotor (32).

Description

The invention relates to a hybrid drive system for a motor vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1.

the DE 10 2017 204 125 A1 discloses a dual clutch assembly for a dual clutch transmission having a first clutch and a second clutch. It is provided that the output of the first clutch is connected to the input of the second clutch.

The object of the present invention is to create a hybrid drive system for a motor vehicle and a motor vehicle with such a hybrid drive system, so that a particularly compact design of the hybrid drive system can be implemented.

This object is achieved by a hybrid drive system having the features of patent claim 1 and by a motor vehicle having the features of patent claim 1 . Advantageous configurations with expedient developments of the invention are specified in the remaining claims.

A first aspect of the invention relates to a hybrid drive system for a motor vehicle, in particular for a motor vehicle that is preferably designed as a passenger vehicle. This means that the motor vehicle includes the hybrid drive system in its fully manufactured state and can be driven by means of the hybrid drive system. The hybrid drive system is thus a hybrid drive device, which is also referred to as a hybrid drive or simply as a drive, by means of which the motor vehicle can be driven. The hybrid drive system includes an internal combustion engine, also referred to as an internal combustion engine, which has an output shaft. For example, the output shaft is designed as a crankshaft, so that the internal combustion engine is designed, for example, as a reciprocating engine.

The internal combustion engine can provide at least a first drive torque for driving the motor vehicle via the output shaft, the first drive torque also being referred to simply as the first drive torque. The motor vehicle can thus be driven by an internal combustion engine by means of the internal combustion engine. The hybrid drive system also includes an electric machine having a stator and a rotor. The rotor can be driven by the stator, in particular when the electric machine is operating as a motor, and can therefore be rotated about a machine axis of rotation relative to the stator. Via its rotor, the electric machine can provide at least a second drive torque for driving the motor vehicle, in particular in motor operation, the second drive torque also being referred to as the second drive torque. Thus, for example, the motor vehicle can be driven electrically, in particular purely, electrically by means of the electric machine, so that an, in particular purely, electric drive of the motor vehicle can be represented. The electrical machine is preferably designed as an internal rotor machine, i.e. as an internal rotor, so that it is preferably provided that the rotor is arranged at least partially, in particular at least predominantly or completely, in the stator, and therefore the stator at least partially, in particular at least predominantly, the rotor and thus more than half or completely surrounds.

The hybrid drive system also includes a transmission, also referred to as a main transmission, which has an input shaft that can be driven by the output shaft. The input shaft can be rotated, for example, about an input shaft axis of rotation relative to a transmission housing of the transmission. In other words, the transmission has, for example, the aforementioned transmission housing, with the input shaft being rotatable about the input shaft axis of rotation relative to the transmission housing. In this case, the output shaft can also preferably be rotated about an output shaft axis of rotation relative to the transmission housing. The output shaft axis of rotation preferably runs parallel to the input shaft axis of rotation. The input shaft and the output shaft are preferably arranged coaxially with one another, so that the output shaft axis of rotation and the input shaft axis of rotation run coaxially with one another or coincide. For example, the rotor can also be rotated about the machine axis of rotation relative to the transmission housing. The rotor may be arranged coaxially with the input shaft and/or the output shaft such that the engine axis of rotation coincides with the input shaft axis of rotation and/or the output shafts, or the engine axis of rotation is parallel to the input shaft axis of rotation and/or the output shaft axis of rotation and is different from the input shaft axis of rotation and/or the output shaft axis of rotation spaced apart, so that a so-called side-by-side arrangement (side-by-side arrangement) of the rotor or the electric machine is provided in relation to the input shaft or the output shaft.

In particular, it is conceivable that the output shaft can be or is connected to the input shaft, in particular permanently, in a torque-transmitting manner, in particular in a torque-proof manner. in the Within the scope of the present disclosure, the feature that two components are connected to one another in a rotationally fixed manner means that when the components are driven and the components are connected to one another in a rotationally fixed manner, the components rotate together or simultaneously at the same angular velocity around one of the components rotate common axis of rotation, in particular relative to the gear housing. The feature that the components are permanently connected to one another in a rotationally fixed manner means that a switching element is not provided which can be switched between a coupled state connecting the components in a rotationally fixed manner and a decoupling state in which the components are decoupled from one another so that no Torques are transmitted between the components and the components can rotate about the axis of rotation relative to each other, but the components are permanent, that is always or always non-rotatably connected to each other. In principle, it is conceivable that the output shaft is designed in one piece with the input shaft. However, it is preferably provided that the input shaft and the output shaft are designed as separate shafts which are connected or can be connected to one another, in particular permanently, in a torque-transmitting manner, in particular in a torque-proof manner.

In addition, within the scope of the present disclosure, the feature that two components are coupled to one another in a torque-transmitting manner means that torque can be transmitted between the components, with the components in particular being rotatable about the respective axis of rotation relative to the transmission housing and not necessarily being arranged coaxially with one another have to. Components that are connected to one another in a torque-proof manner are components that are connected to one another in a torque-transmitting manner. The feature that two components are permanently connected to one another in a torque-transmitting manner means that a switching element is not provided, for example, which can be switched between a coupled state connecting the components to one another in a torque-transmitting manner and a decoupled state in which no torques can be transmitted between the components , but the components are always or always torque-transmitting, that is connected to each other in such a way that torque can be transmitted between the components. Thus, one of the components can be driven by the respective other component or vice versa.

The transmission has at least one countershaft, which is also referred to as the first countershaft. The first countershaft is rotatable about a first countershaft axis of rotation relative to the transmission housing. It is preferably provided that the first countershaft axis of rotation runs parallel to the input shaft axis of rotation and thus preferably also parallel to the output shaft axis of rotation, the first countershaft axis of rotation being spaced from the input shaft axis of rotation or from the output shaft axis of rotation. In other words, the first countershaft is preferably arranged off-axis to the input shaft and preferably also off-axis to the output shaft, with the first countershaft preferably running parallel to the input shaft and preferably also parallel to the output shaft. Furthermore, it is preferably provided that the first countershaft axis of rotation runs parallel to the engine axis of rotation and is spaced from the latter.

The transmission also includes at least one output gear, which is non-rotatably connected to the countershaft and is also referred to as the first output gear. The first driven wheel is a first gear wheel, which thus has teeth, that is to say a first driven wheel toothing or driven toothing. In particular, the first output gear is permanently connected to the countershaft in a rotationally fixed manner. The transmission also includes a first partial transmission, which has a first partial transmission input shaft and at least one first pair of spur gears. The first sub-transmission input shaft is rotatable about a first sub-transmission input shaft axis of rotation relative to the transmission housing. It is preferably provided that the first partial transmission input shaft is arranged coaxially to the input shaft and thus preferably also coaxially to the output shaft, so that it is preferably provided that the first partial transmission input shaft axis of rotation coincides with the input shaft axis of rotation and preferably also with the output shaft axis of rotation. The transmission also includes a second partial transmission, which has a second partial transmission input shaft and at least one second pair of spur gears. It is preferably provided that the second partial transmission input shaft is rotatable about a second partial transmission input shaft axis of rotation relative to the transmission housing. The sub-transmission input shafts are preferably arranged coaxially with one another, so that the sub-transmission input shaft axes of rotation run coaxially with one another or coincide. Alternatively or additionally, it can be provided that the second partial transmission input shaft is arranged coaxially to the input shaft and preferably also coaxially to the output shaft, so that the second partial transmission input shaft axis of rotation preferably coincides with the input shaft axis of rotation and preferably also with the output shaft axis of rotation. For example, the first partial transmission at least one first gear with a first gear ratio, the second partial transmission preferably having at least one second gear with a second gear ratio that is different, in particular, from the first gear ratio. The gears are preferably shiftable gears, so that the respective gear can be engaged and disengaged. For example, the first gear is formed by the first pair of spur gears, wherein alternatively or additionally the second gear can be formed by the second pair of spur gears. Furthermore, it is preferably provided that when one of the gears is engaged, the other gear is disengaged. The motor vehicle can be driven by the internal combustion engine and by the electric machine, for example via the gear currently engaged.

The hybrid drive system also includes an axle drive that can be driven via the gearbox (main gearbox) by the internal combustion engine, ie by the output shaft, and by the rotor, ie by the electric machine, which axle drive is preferably designed as a differential gear. The axle drive is assigned to an axle of the motor vehicle that is designed, for example, as a front axle or else as a rear axle, so that the axle includes the axle drive.

For example, at least one vehicle wheel of the motor vehicle can be driven by the internal combustion engine and the electric machine, and thus by the output shaft and the rotor, via the transmission and the axle drive. In particular, it is conceivable that at least or exactly two vehicle wheels of the motor vehicle can be driven by the internal combustion engine and the electric machine, in particular by the output shaft and the rotor, in particular via the transmission and the axle drive. It is conceivable that the axle comprises at least or exactly two vehicle wheels of the motor vehicle that can be driven by the internal combustion engine and by the electric machine, wherein the vehicle wheels of the axle are spaced apart from one another in the vehicle transverse direction and can be arranged on opposite sides of the motor vehicle in the vehicle transverse direction. The respective drive torque or a respective torque resulting from the respective drive torque can be transmitted via the transmission to the axle drive and thus introduced into the axle drive, whereby the axle drive can be driven or is driven, the axle drive, for example, producing the respective drive torque or the respective one the torque resulting from the respective drive torque to the vehicle wheels, in particular the axle, transfers or divides it. It is therefore preferably provided that, based on a torque flow, via which the respective drive torque or the respective torque resulting from the respective drive torque from the internal combustion engine or from the electric machine, i.e. from the output shaft or from the rotor, to the respective vehicle wheel can be transmitted, the transmission and the axle drive are arranged in the torque flow, wherein the transmission is arranged upstream of the axle drive in the torque flow. In this case, the axle drive has an input gear that can be driven by the driven gear and which meshes with the driven gear, for example, in particular directly. The input wheel is an input gear wheel and thus has teeth, and consequently input teeth. The axle drive can be driven by the internal combustion engine or by the output shaft and by the rotor or by the electric machine via the input wheel. In other words, the respective drive torque or the respective torque resulting from the respective drive torque can be transmitted to the input wheel and introduced into the axle drive via the input wheel. The input gear is, for example, a ring gear or a spur gear. The output gear can be a bevel gear or another spur gear, for example. The output gear is also referred to as the first output pinion or first pinion. By driving the first output wheel, the input wheel can be driven by the first output wheel, as a result of which the axle drive can be driven and the respective vehicle wheel can be driven via the axle drive.

The respective vehicle wheel is a ground contact element of the motor vehicle, which can be or is supported on a ground downwards via the ground contact element in the vertical direction of the vehicle. If the respective vehicle wheel is driven while the motor vehicle is supported on the ground via the vehicle wheel downwards in the vehicle vertical direction, the vehicle wheel rolls on the ground and the motor vehicle is driven along the ground.

The hybrid drive system also includes a separating clutch, which can preferably be designed as a first friction clutch, in particular as a first multi-plate clutch. The separating clutch includes a first input element that can be driven by the input shaft and is connected to the input shaft, for example, in particular permanently, in a torque-transmitting manner, in particular in a rotationally fixed manner.

The separating clutch also includes a first output element that can be driven by the first input element. It is preferably provided that the separating clutch can be opened and closed, thus switched over or adjusted between at least one first open state and at least one first closed state. In the first closed state, for example, at most a first clutch torque, ie a first torque, can be transmitted between the first input element and the first output element, with the first clutch torque preferably being greater than zero. However, in the first open state, for example, no clutch torque, i.e. no torque, can be transmitted between the first input element and the first output element, so that the first input element and the first output element are decoupled from one another, or in the first open state, at most a second clutch torque, consequently a second torque can be transmitted between the first input element and the first output element, wherein the second clutch torque is less than the first clutch torque and can be greater than zero.

The hybrid drive system also includes a first clutch, which can be designed as a second friction clutch, in particular as a second multi-plate clutch. The first clutch has a second input element that can be driven by the first output element and a second output element that can be driven by the second input element. Provision is preferably made for the second input element to be connected to the first output element, in particular permanently, in a torque-transmitting manner, in particular in a rotationally fixed manner. In particular, it is conceivable that the first output element is formed in one piece with the second input element. The first clutch can be opened and closed, thus switched or adjusted between at least one second open state and at least one second closed state. In the second closed state, for example, at most a third clutch torque, and therefore a third torque, can be transmitted between the second input element and the second output element, with the third clutch torque being greater than zero. It is conceivable that in the second open state the second input element and the second output element are decoupled from one another, i.e. no torque can be transmitted between the second input element and the second output element, or in the second open state between the second input element and the second output element at most a lower than the third clutch torque, fourth clutch torque, therefore fourth torque, are transmitted, for example, the fourth clutch torque can be greater than zero.

The hybrid drive system also includes a second clutch, which can be designed as a third friction clutch, in particular as a third multi-plate clutch. According to the invention, the second clutch has a third input element that can be driven by the input shaft, bypassing the separating clutch and bypassing the first clutch, which can be connected to the input shaft, for example, in particular permanently, in a torque-transmitting manner, in particular in a torque-proof manner. The feature that the third input element can be driven by the input shaft bypassing the separating clutch and bypassing the first clutch is to be understood in particular as referring to a second torque flow via which torque is transmitted from the input shaft to the third input element may, in order to drive the third input member from the input shaft, the separating clutch and the first clutch are not arranged between the input shaft and the third input member, i.e. not downstream of the input member and upstream of the third input member, but the torque can be transferred from the input shaft to the respectively flow to the third input member without flowing through the first clutch or the disconnect clutch on its way from the input shaft to the third input member.

The disclosure within the scope of the present invention is characterized by the fact that a first component, such as the third input element, can be driven by a second component, such as the input shaft, bypassing a third component, such as the separating clutch and the first clutch, or that the first component, in particular permanent, torque-transmitting, in particular non-rotatable, can be connected or connected to the second component bypassing the third component, to be understood that related to a third torque flow, via which a torque provided by the second component and provided for driving the first component torque from the second Component can be transferred to the first component, the third component is not arranged in this third torque flow downstream of the second component and upstream of the first component, and therefore not between the second component and the first component onente is arranged in the third torque flow. In other words, a provided by the second component and to the Torque provided for driving the first component on its way from the second component to the first component does not via the third component, so that the third component is not connected in series with the first component, at least not such that the third component is upstream the first component is arranged so that the third component does not transmit the torque provided by the second component to or on the first component. It is conceivable that the torque provided by the second component and intended to drive the first component is not transmitted to the third component, or the torque provided by the second component and intended to drive the first component is transmitted to the third component, but with the third component is not arranged upstream of the first component, but the third component is arranged or connected at most in parallel with the first component, or the third component is optionally arranged in series with the first component, but is arranged downstream of the first component.

The second clutch also has a third output element that can be driven by the third input element, bypassing the separating clutch and bypassing the first clutch. This means that a torque provided by the third input element to drive the third output element does not flow via the first clutch or the separating clutch, i.e. not via the separating clutch, on its way from the third input element to or onto the third output element . The second clutch can be opened and closed, thus adjusted or switched over between at least one third open state and at least one third closed state. In the third closed state, for example, at most a fifth clutch torque, and therefore a fifth torque, can be transmitted between the third input element and the third output element, with the fifth clutch torque preferably being greater than zero. It is conceivable that in the third open state no torques can be transmitted between the third input element and the third output element, or in the third open state at most a sixth clutch torque, which is lower than the fifth clutch torque, can flow between the third input element and the third output element. consequently sixth torque can be transmitted, which can be greater than zero. The second partial transmission input shaft can be connected to the input shaft in a torque-transmitting manner, in particular in a torque-proof manner, bypassing the first clutch and bypassing the separating clutch by means of the second clutch. This means that by closing the second clutch, the second partial transmission input shaft is connected to the input shaft in a torque-transmitting manner, in particular non-rotatably, via the second clutch, regardless of whether the separating clutch or the first clutch is open or closed. In other words, the second partial transmission input shaft can be connected to the input shaft in a torque-transmitting manner, in particular in a torque-proof manner, via the second clutch by engaging the second clutch, without the first clutch or the separating clutch having to be engaged, i.e. while the first clutch and the separating clutch are engaged at the same time are open.

The first partial transmission input shaft can be driven by the second output element of the first clutch, bypassing the second clutch, whereby the first partial transmission input shaft, bypassing the second clutch, is torque-transmitting, in particular non-rotatable, with the first output element and via the first output element torque-transmitting, in particular non-rotatable, can be connected to the first input element and via the first input element in a torque-transmitting manner, in particular in a torque-proof manner, to the input shaft. In other words, by closing the first clutch, the first partial transmission input shaft is connected to the first output element in a torque-transmitting manner, in particular in a torque-proof manner, regardless of whether the second clutch is open or closed, so that a Torque provided for the first partial transmission input shaft on its way from the first output element to the first partial transmission input shaft does not flow via the second clutch. By closing the separating clutch, the second input element can be or is connected to the input shaft in a torque-transmitting manner, in particular in a torque-proof manner, via the separating clutch, so that a torque provided by the input shaft and intended for driving the first partial transmission input shaft on its way from the input shaft via the separating clutch to the or to the second input element does not flow via the second clutch. The first output element can be driven by the first input element, bypassing the clutch, and the first output element can be driven by the input shaft, bypassing the second clutch. This means that a torque provided for driving the first partial transmission input shaft and provided by the input shaft on its way from the input shaft to or to the first partial transmission input shaft via the first Input element, the first output element, the second input element and the second output element, but not through the second clutch, that is not through the third input element and not through the third output element, flows. As a result, the input shaft and thus the output shaft of the internal combustion engine (internal combustion engine) can be connected to the first partial transmission input shaft in a torque-transmitting manner, in particular in a torque-proof manner, by the separating clutch and the first clutch being closed, regardless of whether the second clutch is closed. In other words, if the separating clutch and the first clutch are closed, the input shaft is connected via the first clutch and the separating clutch in a torque-transmitting manner, in particular non-rotatably, to the first partial transmission input shaft, while the second clutch is preferably open, i.e. in particular also when the second clutch is open. Referring to a fourth torque flow, via which a torque provided by the input shaft and intended to drive the first partial transmission input shaft is or can be transmitted from the input shaft via the separating clutch and the first clutch to the first partial transmission input shaft, with this torque on its way from the If the input shaft does not flow via the separating clutch and the first clutch to the first partial transmission input shaft via the second clutch, the separating clutch is arranged downstream of the input shaft and upstream of the first clutch, which is arranged downstream of the separating clutch and upstream of the first partial transmission input shaft.

It is also provided that one of the partial transmission input shafts, in particular the first partial transmission input shaft, can be driven by the rotor and thus by the electric machine, bypassing at least the first input element and bypassing the second clutch. This means in particular that, based on a fifth torque flow, via which a torque provided by the electric machine via its rotor and intended for driving the motor vehicle can be transmitted from the rotor to one partial transmission input shaft, in particular to the first partial transmission input shaft, on its way from the rotor to or onto the one partial transmission input shaft via the first input element and not via the at least one clutch, in particular not via the second clutch, but bypasses it. This makes it possible to drive a sub-transmission input shaft and here the respective vehicle wheel and the motor vehicle as a whole by means of the electric machine, in particular purely electrically, while the separating clutch is open and thus without the electric machine dragging the output shaft. This means that the separating clutch is used to decouple the internal combustion engine, in particular the output shaft, from the fact that the separating clutch and the at least one clutch are open at the same time from both partial transmissions and in particular from the rotor or from the electric machine, so that the electric machine can drive the motor vehicle, in particular purely electrically, without dragging the output shaft.

• die Verbrennungskraftmaschine - die zweite Kupplung - die zweite Stirnradpaarung - die erste Stirnradpaarung - die erste Kupplung.

In addition, it is provided that viewed in the axial direction of the input shaft and thus in the axial direction of the transmission, the internal combustion engine, the first clutch, the second clutch, the first pair of spur gears and the second pair of spur gears are arranged one after the other in the following order:

• the internal combustion engine - the second clutch - the second pair of spur gears - the first pair of spur gears - the first clutch.

The “axial direction of the input shaft” means the direction of an input shaft rotating axis of the input shaft.

• die erste Stirnradpaarung - die erste Kupplung - die Trennkupplung.

This means that viewed or moving along the axial direction of the input shaft, the second clutch follows the internal combustion engine, the second pair of spur gears follows the second clutch, the first pair of spur gears follows the second pair of spur gears and the first clutch follows the first pair of spur gears. Furthermore, it is provided that, viewed in the axial direction of the input shaft, the separating clutch is arranged on a side of the first pair of spur gears facing away from the internal combustion engine. In particular, it is conceivable that, viewed in the axial direction of the input shaft, the separating clutch is arranged on a side of the first clutch that faces away from the first pair of spur gears. It is therefore particularly conceivable that viewed in the axial direction of the input shaft, the first pair of spur gears, the first clutch and the separating clutch are arranged one after the other in the following order:

• the first pair of spur gears - the first clutch - the separating clutch.

As a result, a particularly small amount of space can be required, particularly in the axial direction of the input shaft. In other words, a particularly compact, in particular axial, design of the hybrid drive system can be achieved as a result. The invention is based in particular on the following considerations and findings: it is desirable for hybrid drive trains to have a very small axial length point, so that the hybrid drive trains in a respective transverse installation in as many or all model series of motor vehicles, such as passenger cars, installed, can therefore be installed transversely. In particular when the respective hybrid drive train is installed transversely, the hybrid drive train is a hybrid transverse drive train. If the respective hybrid drive train is installed on or in a respective front of the respective motor vehicle, the respective hybrid drive train is a hybrid front transverse drive train. The feature that the hybrid drive train, and therefore the hybrid drive system, is installed in a transverse installation, is to be understood that in the fully manufactured state of the motor vehicle, the axial direction of the input shaft and thus preferably also the output shaft is transverse to the longitudinal direction of the vehicle, therefore runs in the transverse direction of the vehicle. In addition, however, there may be the requirement that a drive wheel plane, in which the first output gear and also the input gear, which is designed as a very large ring gear or spur gear, for example, are located, is axially as close as possible to the internal combustion engine or to the output shaft, otherwise the final drive would be part of a steering system example, designed as a front axle axle is in the way.

In order to meet the latter requirement in particular, it is advantageously provided to separate or split a double clutch, specifically into the first clutch and the second clutch. Because of the order mentioned, the second clutch is also referred to as the front clutch and the first clutch as the rear clutch. In particular, it is possible to design the second clutch so small, in particular with regard to its diameter, in particular with regard to its outer diameter, that the second clutch (front clutch) cannot be started. This means that the second clutch is not designed to initially start stationary motor vehicles via the second clutch. As a result, the second clutch is dimensioned so small or small that it fits together with the first driven gear in a common gear plane, in particular in the form of the aforementioned driven gear plane. The use of the separating clutch is particularly advantageous because, in particular, by opening the separating clutch, the input shaft and thus the output shaft can be uncoupled from the first input element and thus from the first partial transmission input shaft, and the input shaft and thus the output shaft can be disconnected from the second by opening the second clutch Sub-transmission input shaft are decoupled so that when the separating clutch is open and the second clutch is open, the rotor and thus the electric machine can drive the other sub-transmission input shaft, in particular the first sub-transmission input shaft. As a result, the electric machine can drive the motor vehicle, in particular purely electrically, without dragging the output shaft. As a result, a particularly efficient, ie low-energy operation can be implemented. In contrast to the second clutch, it is preferably provided that the first, rear clutch can be started and therefore has a larger diameter, in particular a larger outer diameter, than the second clutch.

The electric machine, in particular its rotor, can be connected or can be connected to the first partial transmission, in particular to the first partial transmission input shaft, for example in a sixth torque flow, via which the second drive torque or the torque resulting from the second drive torque is transferred from the rotor to the first Sub-transmission input shaft can be transmitted, before the first clutch, which is arranged in the sixth torque flow and can be arranged downstream of the rotor and upstream of the first sub-transmission input shaft, so that the rotor transmits torque by means of or via the first clutch, i.e. by closing the first clutch can be connected to the first partial transmission input shaft. It is also conceivable to connect the electric machine, in particular the rotor, in the sixth torque flow after, i.e. downstream of the first clutch, to the first partial transmission input shaft, so that, for example, the rotor can connect one partial transmission input shaft, in particular the first partial transmission input shaft, bypassing the separating clutch and can drive in particular bypassing both clutches. In other words, a torque provided by the rotor and intended to drive the first partial transmission input shaft does not flow via the separating clutch, not via the first clutch and not via the second clutch on its way from the rotor to the first partial transmission input shaft.

The respective input element can be a respective, first disk carrier of the respective clutch or the separating clutch. Alternatively or additionally, the respective output element can be a respective, second disk carrier of the respective clutch or the separating clutch. For example, the first input element is an inner disk carrier of the separating clutch, with the first output element being an output disk carrier of the separating clutch, for example. The second input element can be an outer disk carrier of the first clutch, and the second output element can be an inner disk carrier of the first clutch. That The third input element can be an outer disk carrier of the second clutch, wherein alternatively or additionally the third output element can be an inner disk carrier of the second clutch. It is conceivable that the rotor is connected, in particular permanently, in a torque-transmitting manner to the second input element, in particular to the outer disk carrier of the first clutch. Alternatively or additionally, the rotor can be connected, in particular permanently, in a torque-transmitting manner to the first output element, in particular to the outer disk carrier of the separating clutch. It is possible by opening the separating clutch to drive the motor vehicle purely electrically. It is conceivable for the rotor to be connected, in particular permanently, in a torque-transmitting manner to the second input element in such a way that the second input element can be driven by the rotor, bypassing the separating clutch. Thus, a torque provided by the rotor and provided for driving the second input element does not flow on its way from the rotor to or onto the second input element via the separating clutch and thus not via the first input element and not via the first output element. It is also conceivable that the rotor is connected, in particular permanently, in a torque-transmitting manner to the first pair of spur gears, in particular bypassing the clutch and bypassing the separating clutch, so that it can basically be provided that the first partial transmission input shaft bypasses both clutches and bypasses the Separating clutch can be driven by the rotor. To put it another way, it is conceivable that the first partial transmission input shaft is connected to the rotor in a torque-transmitting manner, bypassing both clutches and bypassing the separating clutch, in particular permanently. This can be done in particular via the first pair of spur gears or by bypassing the first pair of spur gears.

The output shaft, which is designed as a crankshaft, for example, can be connected to the input shaft at least essentially in a rotationally fixed manner, it being conceivable that, based on a seventh torque flow, along which or via which a torque provided by the output shaft, in particular the respective first drive torque, is applied to the input shaft can be transmitted, between the output shaft and the input shaft also referred to as a torsional vibration damper or torsional vibration damper, which can be designed for example as a dual mass flywheel (ZMS), can be arranged. Provision is preferably made for the output shaft to be connected to the input shaft, in particular permanently, in a torque-transmitting manner, in particular in a torque-proof manner, in particular via the torsion damper.

In an advantageous embodiment of the invention, the second clutch is arranged axially at least partially overlapping the first output gear. This means that at least respective longitudinal areas of the first output gear and the second clutch are arranged at the same height in the axial direction of the input shaft and thus in the axial direction of the transmission, so that at least the longitudinal area of the second clutch extends outwards at least in the radial direction of the second clutch is covered or overlapped by the longitudinal range of the first driving gear or vice versa, wherein the radial direction of the second clutch runs parallel to the radial direction of the first driven gear or coincides with the radial direction of the first driven gear, and wherein the radial direction of the second clutch and the radial direction of the first output gear perpendicular to the axial direction of the transmission or the input shaft. This arrangement of the second clutch in relation to the first driven wheel allows the space requirement of the hybrid drive system to be kept particularly small.

In order to be able to realize a particularly compact construction of the hybrid drive system, it is provided in a further embodiment of the invention that the second clutch has a smaller outside diameter than the first clutch. The outside diameter of the second clutch means in particular the largest outside diameter of the second clutch. Thus, it is preferably provided that the largest outside diameter of the second clutch is smaller than the largest outside diameter of the first clutch, as a result of which the space requirement of the hybrid drive system can be kept within a particularly small framework. This different design of the outer diameter of the clutches is possible by using the two clutches, since based on the clutches only one of the clutches has to be designed as a starting clutch, and therefore has to provide one or the starting gear. Thus, it is preferably provided that, in relation to the clutches, only the first clutch is designed to start up the initially stationary motor vehicle via the first clutch. As a result, the space requirement, the weight and the costs of the hybrid drive system can be kept within a particularly low range.

In a further, particularly advantageous embodiment of the invention, it is provided that the transmission has a second countershaft and, in particular permanently, non-rotatably with the two th countershaft connected, second output gear, of which the input gear can be driven. The second driven gear is a second driven gear, hence a gear which has a toothing also referred to as driven wheel toothing or output toothing. In particular, it is provided that the second output gear, in particular directly, meshes with the input gear of the axle drive. Preferably, the second countershaft is rotatable about a second countershaft axis of rotation relative to the transmission housing. The second countershaft is preferably off-axis with respect to the input shaft and/or the first countershaft, so that the second countershaft preferably runs parallel to the input shaft and/or parallel to the first countershaft and is spaced apart from the input shaft and/or the first countershaft. This means in particular that the second countershaft axis of rotation runs parallel to the input shaft axis of rotation and/or parallel to the first countershaft axis of rotation and is spaced apart from the input shaft axis of rotation and/or from the first countershaft axis of rotation. In addition, it is preferably provided that the second countershaft axis of rotation runs parallel to the engine axis of rotation and is spaced from the engine axis of rotation. By using the second countershaft and the second driven wheel, the axial length of the hybrid drive system can be kept within a particularly small range, so that the hybrid drive system can be installed particularly advantageously transversely, particularly in or on the front of the motor vehicle.

It has proven to be particularly advantageous if the second output gear is arranged axially at least partially overlapping the second clutch. As already described with regard to the second clutch and the first output gear, this means in particular that at least respective longitudinal areas of the second output gear and the second clutch are arranged at the same height in the axial direction of the input shaft and thus in the axial direction of the transmission. so that at least the longitudinal area of the second clutch in the radial direction of the second clutch is covered or overlapped towards the outside at least by the longitudinal area of the second driven wheel and vice versa. Thus, it is preferably provided that the second, front clutch is at least partially arranged in the aforementioned output gear plane, in which the output gears are each at least partially arranged, with the countershaft axes of rotation running perpendicular to the output gear plane. In this regard, it is preferably provided that the respective input element and the respective output element can be rotated about an element axis of rotation relative to the transmission housing, the element axes of rotation running parallel to one another or coinciding and/or the respective element axis of rotation running parallel to the input shaft axis of rotation or coinciding with the input shaft axis of rotation. Thus, for example, the respective element axis of rotation runs perpendicular to the output gear plane. The respective driven wheel is also referred to as a final drive wheel or final drive pinion, i.e. as a final transmission wheel or final transmission pinion, since it is preferably provided that the respective driven wheel, based on the aforementioned torque flow from the output shaft or from the rotor to the respective vehicle wheel forms the last translation or gear ratio before the input wheel of the axle drive or, for example, is the last gear wheel before the input wheel.

The feature that the second, front clutch cannot be started, i.e. is not designed as a starting clutch, means in particular that the second, front clutch is designed in terms of its diameter, in particular its outer diameter, and in terms of its number of disks that it is able to start, meaning that the initially stationary motor vehicle cannot be started via the second clutch. As a result, the space requirement, costs and weight of the hybrid drive system can be reduced in comparison to an embodiment of the second clutch as a starting clutch.

In a further, particularly advantageous embodiment of the invention, it is provided that the rotor is coupled to the second input shaft of the first clutch, which is preferably designed as a disk carrier, in particular an outer disk carrier, in particular in a torque-transmitting manner in such a way that torques provided by the electric machine via its rotor can be introduced via the second input element and in particular via the second output element into the transmission, in particular into the first partial transmission input shaft. It is preferably provided that the rotor is permanently coupled in a torque-transmitting manner to the second input element of the first clutch. In particular, the rotor is coupled to the second input element of the first clutch in such a way that torques provided by the electric machine via its rotor are transmitted via the second input element and bypassing the second clutch into the transmission, in particular into the second output element and via this into the first partial transmission input shaft , Can be introduced, so that the torques provided by the electric machine via its rotor do not flow via the second clutch on their way from the rotor into or to the first partial transmission input shaft. It is particularly It is conceivable that the torques provided by the electric machine via its rotor, in particular bypassing the second clutch, can be transmitted via the first output element to the second input element, so that the first partial transmission input shaft can be driven by the second input element via the second output element, which from the first output element can be driven, which can be driven by the rotor and is, for example, in particular permanently, coupled to the rotor in a torque-transmitting manner. As a result, a particularly small installation space requirement for the hybrid drive system can be ensured.

In order to keep the space requirement of the hybrid drive system particularly low, it is provided in a further embodiment of the invention that the first partial transmission input shaft and the second partial transmission input shaft are each designed as a hollow shaft through which the input shaft passes. In other words, it is preferably provided that the respective hollow shaft completely surrounds a respective longitudinal region of the input shaft, in particular in the circumferential direction of the respective longitudinal region of the input shaft. In other words, it is preferably provided that the respective hollow shaft is arranged on the input shaft, that is to say on the respective longitudinal area of the input shaft.

In a further, particularly advantageous embodiment of the invention, it is provided that the first partial transmission provides a starting gear for starting the motor vehicle. In particular, it is preferably provided that, based on the sub-transmission, only the first sub-transmission provides a starting gear for starting the initially stationary motor vehicle. As a result, the second sub-transmission and the second clutch can be designed to be particularly lightweight and space-saving, so that the overall space requirement of the hybrid drive system can be kept particularly small. Thus, it is preferably provided that the second sub-transmission is free of a starting gear for starting the motor vehicle.

A further embodiment is characterized in that the rotor of the electrical machine is arranged axially at least partially overlapping the first output wheel, as a result of which the space requirement can be kept within a particularly small framework.

In a further, particularly advantageous embodiment of the invention, the separating clutch is arranged on a side of the first clutch facing away from the internal combustion engine, viewed in the axial direction of the input shaft and thus of the transmission. As a result, the respective output gear and thus the input gear can be arranged particularly close to the internal combustion engine, particularly viewed in the axial direction of the input shaft. As a result, a construction or design of the hybrid drive system that is particularly economical in terms of installation space can be created, so that in particular space can be created for the aforementioned steering system.

Finally, it has proven to be particularly advantageous if the separating clutch is arranged so that it at least partially overlaps the first clutch axially, as a result of which the space requirement can be kept to a particularly small extent.

A second aspect of the invention relates to a motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car, which has a hybrid drive system according to the first aspect of the invention and can be driven in particular by means of the hybrid drive system. Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa.

It has been shown to be particularly advantageous if the output shaft, which is preferably designed as a crankshaft, the first clutch and thus the second input element and the second output element and the second clutch and thus the third input element and the third output element are all arranged coaxially to one another. As used herein, the term "axial" refers to the input shaft axis of rotation unless otherwise noted.

The electrical machine, in particular its rotor, is preferably connected axially in the area of the rear, first partial transmission, in particular to the first partial transmission, in which case the rotor can be coupled, in particular permanently, to transmit torque with the first pair of spur gears, in particular bypassing the clutches and under Bypass the disconnect clutch. It is also conceivable that the electrical machine, in particular the rotor, is connected to the first partial transmission, in particular to the first partial transmission input shaft, at least via the second element of the first clutch and preferably bypassing the second clutch, in particular in such a way that the rotor for example, in particular permanently, is connected in a torque-transmitting manner to the second input element, in particular bypassing the second clutch and, for example, also bypassing the first off gear element. However, it has been shown to be particularly advantageous if the rotor is connected, in particular permanently, in a torque-transmitting manner to the first output element, which is preferably, in particular permanently, torque-transmittingly, in particular non-rotatably, connected to the second input element. As a result, the rotor is connected, in particular permanently, in a torque-transmitting manner via the first output element to the second input element, so that torques provided by the electric machine via the rotor can be transmitted via the first output element to the second input element and from the second input element to the second output element and from the second output element can be transferred to the first partial transmission input shaft, which is preferably, in particular permanently, torque-transmitting, in particular non-rotatably connected to the second output element. It is preferably provided that the rotor or the machine axis of rotation runs parallel to the input shaft or to the input shaft axis of rotation and is spaced from the input shaft or from the input shaft axis of rotation, so that the so-called side-by-side arrangement of the rotor is provided in relation to the input shaft is. As a result, the axial length of the hybrid drive system in particular can be kept particularly short. In addition, the electric machine, in particular the rotor, is preferably so long, in particular in the axial direction of the input shaft, that the electric machine, in particular its rotor, is arranged axially at least partially overlapping the respective output gear. In other words, the electric machine, in particular the rotor, is preferably so long, in particular in the axial direction of the input shaft, that the electric machine, in particular the rotor, overlaps the output gear plane or lies in the output gear plane.

Further advantages, features and details of the invention result from the following description of preferred exemplary embodiments and from the drawing. The features and combinations of features mentioned above in the description and the features and combinations of features mentioned below in the description of the figures and/or shown alone in the figures can be used not only in the combination specified in each case, but also in other combinations or on their own, without going beyond the scope of the leave invention.

• 1 eine schematische Darstellung eines Antriebsstrangs eines insbesondere als Kraftwagen und ganz insbesondere als Personenkraftwagen ausgebildeten Kraftfahrzeugs, wobei der Antriebsstrang ein erfindungsgemäßes Hybridantriebssystem umfasst;
• 2 eine schematische Darstellung einer ersten Ausführungsform des Hybridantriebssystems;
• 3 eine schematische Vorderansicht des Hybridantriebssystems; und
• 4 eine schematische Darstellung einer zweiten Ausführungsform des Hybridantriebssystems.

The drawing shows in:

• 1 a schematic representation of a drive train of a motor vehicle designed in particular as a motor vehicle and very particularly as a passenger car, the drive train comprising a hybrid drive system according to the invention;
• 2 a schematic representation of a first embodiment of the hybrid drive system;
• 3 a schematic front view of the hybrid drive system; and
• 4 a schematic representation of a second embodiment of the hybrid drive system.

Elements that are the same or have the same function are provided with the same reference symbols in the figures.

1 shows a schematic representation of a drive train 10 of a motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car. The drive train 10 includes an axle 12 which has at least or precisely two vehicle wheels 14 and 16 spaced apart from one another in the vehicle transverse direction. The axle 12 can be a front axle or a rear axle. In its fully manufactured state, the motor vehicle can have at least or exactly two axles arranged one after the other in the longitudinal direction of the vehicle, one of which is the axle 12 . The other axis is in 1 not shown.

The drive train 10, by means of which the motor vehicle can be driven, includes a hybrid drive system 18, which is explained in more detail below. This in 1 Hybrid drive system 18, shown only very schematically, includes an internal combustion engine 20, also referred to as an internal combustion engine, which is used in the 1 shown embodiment is designed as a reciprocating engine or as a reciprocating engine. The internal combustion engine 20 has an engine block 22 which has or forms or delimits a plurality of cylinders 24 . The engine block 22 is, for example, a cylinder housing, in particular a cylinder crankcase. The internal combustion engine 20 includes an output shaft 26 embodied in the present case as a crankshaft, which is rotatable about an output shaft axis of rotation relative to the engine block 22 . In the respective cylinder 24, a respective piston is accommodated in a translationally movable manner. The respective piston is coupled in an articulated manner to the output shaft 26 via a respective connecting rod, so that the translational movements of the respective piston in the respective cylinder 24 can be converted into a rotational movement of the output shaft 26 about its axis of rotation of the output shaft. About the output shaft 26, the internal combustion engine 20 first drive torque for driving the vehicle wheels 14 and 16 and thus for Providing driving of the motor vehicle as a whole.

2 shows a first embodiment of the hybrid drive system 18 in a schematic representation 1 and 2 it can be seen that the hybrid drive system 18 has an electric machine 28 which has a stator 30 and a rotor 32 . In particular, when the electric machine 28 is operating as a motor, the rotor 32 can be driven by the stator 30 and can therefore be rotated about a machine axis of rotation relative to the stator 30, the machine axis of rotation being spaced apart from the output shaft axis of rotation and running parallel to the output shaft axis of rotation. Via its rotor 32, the electric machine 28 can provide second drive torques, in particular when it is operating as a motor, by means of which the wheels 14 and 16 and thus the motor vehicle as a whole can be driven, in particular purely electrically. The hybrid drive system 18 also includes a transmission 34 which has a central input shaft 36 which can be driven by the output shaft 26 . At the in 2 The first embodiment shown is the input shaft 36, in particular permanently, non-rotatably connected to the output shaft 26. A torsional damper can also be arranged between the output shaft 26 and the input shaft 36, which allows certain torsional movements between the two shafts mentioned.

The input shaft 36 is pivoted about an input shaft axis of rotation relative to an in 2 Transmission housing 38 of the transmission 34 shown particularly schematically rotatable, the rotor 32 being rotatable about the machine axis of rotation and the output shaft 26 being rotatable about the output shaft axis of rotation relative to the transmission housing 38 . The input shaft 36 and the output shaft 26 are arranged coaxially with one another, so that the input shaft axis of rotation coincides with the output shaft axis of rotation. Thus, the input shaft axis of rotation is parallel to the engine axis of rotation, with the input shaft axis of rotation being spaced from the engine axis of rotation. For example, the respective first drive torque can be transmitted to the input shaft 36, in particular without a translation.

The transmission 34 includes a first countershaft 40 and a second countershaft 42. The countershaft 40 is rotatable about a first countershaft axis of rotation relative to the transmission housing 38, and the second countershaft 42 is rotatable about a second countershaft axis of rotation relative to the transmission housing 38. The countershaft axes of rotation are parallel to and spaced from each other. In addition, each countershaft axis of rotation is parallel to the input shaft axis of rotation and parallel to the engine axis of rotation, and each countershaft axis of rotation is spaced from the input shaft axis of rotation and the engine axis of rotation. The transmission 34 includes a first output gear 44 which is permanently connected to the countershaft 40 in a rotationally fixed manner. The transmission 34 also includes a second output gear 46 which is permanently connected to the second countershaft 42 in a rotationally fixed manner. Out of 2 It can be seen that output gears 44 and 46 are arranged overall at the same height in the axial direction of input shaft 36 and thus in the axial direction of transmission 34 and thus mutually at least partially in the radial direction of input shaft 36 and thus in the radial direction of transmission 34 , in particular at least predominantly or completely, overlapping or covering. The respective driven wheel 44 or 46 is also referred to as a pinion or driven pinion. In particular, the respective output gear 44 or 46 can be designed as a gear, in particular as a bevel gear.

The transmission 34 also includes a first partial transmission 48 and a second partial transmission 50 . The first partial transmission 48 has a first partial transmission input shaft 52 , the second partial transmission 50 having a second partial transmission input shaft 54 . The sub-transmission input shaft 52 is rotatable about a first sub-transmission input shaft axis of rotation relative to the transmission housing 38 , the second sub-transmission input shaft 54 being rotatable about a second sub-transmission input shaft axis of rotation relative to the transmission housing 38 . At the in 2 In the first embodiment shown, the respective sub-transmission input shaft 52 or 54 is arranged coaxially to the input shaft 36, so that the respective sub-transmission input shaft axis of rotation coincides with the input shaft axis of rotation. In addition, the sub-transmission input shafts 52 and 54 are arranged coaxially with one another, so that the sub-transmission input shaft axes of rotation coincide.

The first partial transmission 48 has a first pair of spur gears 56 and the partial transmission 50 has a second pair of spur gears 58 . In addition, the sub-transmission 48 has a third pair of spur gears 60 , with the sub-transmission 50 having a fourth pair of spur gears 62 . The pair of spur gears 56 includes spur gears 64 and 66 which, in particular directly, mesh with one another. The spur gear 64 is permanently non-rotatably connected to the partial transmission input shaft 52 and is therefore designed as a fixed gear. The spur gear 66 is an idler gear and is therefore inherently rotatably arranged on the countershaft 40 . Out of 2 it can be seen that the countershaft 40 is a countershaft common to the sub-transmissions 48 and 50, and the countershaft 42 is a second countershaft common to the sub-transmissions 48, 50. The spur gear pairing 58 includes two Spur gears 68 and 70, which, in particular directly, mesh with each other. The spur gear 68 is permanently non-rotatably connected to the partial transmission input shaft 54, so that the spur gear 68 is designed as a fixed gear. The spur gear 70 is designed as an idler gear and is therefore rotatably arranged on the countershaft 40 . The pair of spur gears 60 comprises two spur gears 72 and 74 which, in particular directly, mesh with one another. The spur gear 72 is permanently connected to the partial transmission input shaft 52 in a rotationally fixed manner. Thus, the spur gear 72 is designed as a fixed gear. The spur gear 74 is designed as an idler gear and is therefore rotatably arranged on the countershaft 40 . The pair of spur gears 60 also includes a spur gear 76 which, in particular directly, meshes with the spur gear 72, with the spur gear 76 preferably not meshing with the spur gear 74. The spur gear 76 itself is rotatably arranged on the countershaft 42 and is thus designed as a loose wheel. The pair of spur gears 62 includes spur gears 78 and 80 which, in particular directly, mesh with one another. The spur gear 78 is permanently non-rotatably connected to the partial transmission input shaft 54 and is thus designed as a fixed gear. The spur gear 80 itself is rotatably arranged on the countershaft 40 and is thus designed as a loose wheel. In addition, the pair of spur gears 62 includes a third spur gear 82, which is arranged to be rotatable on the countershaft 42 and is thus designed as a loose wheel.

A first shifting element 84 is assigned to the spur gears 66 and 74 designed as idler gears, which is designed, for example, as a first shifting sleeve or as a first sliding sleeve. The switching element 84 can be adjusted between at least a first coupling state, at least a second coupling state and at least a first decoupling state. In particular, shifting element 84 can be moved, in particular displaced, between at least one first coupling position, at least one second coupling position and at least one first decoupling position, in particular in the axial direction of countershaft 40 and/or relative to countershaft 40. The first coupling position causes the first coupling state, the second coupling position causes the second coupling state, and the first uncoupling position causes the first uncoupling state. In the first coupling state, the spur gear 66 is non-rotatably connected to the countershaft 40 by means of the switching element 84, while the spur gear 74 is decoupled from the countershaft 40 and is therefore rotatable relative to the countershaft 40 about the first countershaft axis of rotation. In the second coupling state, the spur gear 74 is non-rotatably connected to the countershaft 40 by means of the switching element 84, while the spur gear 66 is decoupled from the countershaft 40 and is therefore rotatable about the first countershaft axis of rotation relative to the countershaft 40. In the first decoupled state, both the spur gear 66 and the spur gear 74 are decoupled from the countershaft 40 and are thus rotatable about the first countershaft axis of rotation relative to the countershaft 40 .

A second shifting element 86 is assigned to the spur gears 70 and 80 embodied as idler gears, which is embodied, for example, as a second sliding sleeve or as a second shifting sleeve. The switching element 86 can be adjusted between at least a third coupling state, at least a fourth coupling state and at least a second uncoupling state. For example, shifting element 86 is movable, in particular displaceable, in particular in the axial direction of countershaft 40 and/or relative to countershaft 40, between at least a third coupling position, at least a fourth coupling position and at least a second decoupling position. The third coupling position causes the third coupling state, the fourth coupling position causes the fourth coupling state, and the second uncoupling position causes the second uncoupling state. In the third coupling state, the spur gear 70 is non-rotatably connected to the countershaft 40 by means of the switching element 86, while the spur gear 80 is decoupled from the countershaft 40 and is therefore rotatable about the first countershaft axis of rotation relative to the countershaft 40. In the fourth coupling state, the spur gear 80 is non-rotatably connected to the countershaft 40 by means of the switching element 86, while the spur gear 70 is decoupled from the countershaft 40 and can therefore be rotated about the first countershaft axis of rotation relative to the countershaft 40. In the second decoupling state, both the spur gear 70 and the spur gear 80 are decoupled from the countershaft 40 and are thus rotatable about the first countershaft axis of rotation relative to the countershaft 40 .

A third shifting element 88 is assigned to the spur gear 76 designed as a loose wheel, which is designed, for example, as a third sliding sleeve or as a third shifting sleeve. The switching element 88 can be adjusted between at least a fifth coupling state and at least a third uncoupling state. For example, shifting element 88 can be moved, in particular shifted, between at least one fifth coupling position and at least one third decoupling position, in particular in the axial direction of countershaft 42 and/or relative to countershaft 42. The fifth coupling position causes the fifth coupling state, and the third coupling position causes the third decoupling state. In the fifth coupling state, the spur gear 76 is rotationally fixed by means of the switching element 88 with the Countershaft 42 connected. In the third decoupling state, the spur gear 76 is decoupled from the countershaft 42 and is thus rotatable about the second countershaft axis of rotation relative to the countershaft 42 . A fourth shifting element 90 is assigned to the spur gear 82 and is designed, for example, as a fourth sliding sleeve or as a fourth shifting sleeve. The switching element 90 can be adjusted between at least a sixth coupling state and at least a fourth decoupling state. For example, the switching element 90 can be moved, in particular displaced, between at least a sixth coupling position and at least a fourth decoupling position, in particular in the axial direction of the countershaft 42 and/or relative to the countershaft 42 . The sixth coupling position brings about the sixth coupling state, and the fourth decoupling position brings about the fourth decoupling state. In the sixth coupling state, the spur gear 82 is connected in a rotationally fixed manner to the countershaft 42 by means of the shifting element 90 . In the fourth decoupling state, the spur gear 82 is decoupled from the countershaft 42 and is thus rotatable about the second countershaft axis of rotation relative to the countershaft 42 . By adjusting the respective shifting element 84, 86, 88 or 90 between the respective coupling state and the respective decoupling state, respective shiftable gears of the respective sub-transmission 48 or 50, ie of the transmission 34, can be engaged and disengaged.

In synopsis with 3 It can be seen that the hybrid drive system 18 has an axle drive 92 assigned to the axle 12 and preferably designed as a differential gear, in particular as a bevel gear differential, for example, which can be driven by the internal combustion engine 20 and by the electric machine 28 via the gear 34. For this purpose, the axle drive 92 has an input gear 94, also referred to as a differential gear and designed, for example, as a ring gear, which can be driven via the gear 34 by the electric machine 28 and by the internal combustion engine 20, i.e. by the rotor 32 and the output shaft 26. Out of 3 It can be seen that the output gears 44 and 46 preferably mesh simultaneously and preferably directly with the input gear 94, which is another gear wheel, with the output gears 44 and 46 not meshing directly with one another. This means that the input gear 94 can be driven by the respective output gear 44 or 46, with the axle drive 92 being able to be driven by the internal combustion engine 20 and by the electric machine 28, and therefore by the output shaft 26 and by the rotor 32, via the input gear 94. In other words, the respective drive torque or a respective torque resulting from the respective drive torque can be introduced into the axle drive 92 via the input wheel 94, whereby the axle drive 92 is driven, and the input wheel 94 is thus rotated about an input wheel axis of rotation relative to the transmission housing 38 . The axis of rotation of the input wheel runs, for example, parallel to the axis of rotation of the input shaft and parallel to the axes of rotation of the countershaft and is spaced apart from the axis of rotation of the input shaft and the axes of rotation of the countershaft. The drive torque or torque introduced into final drive 92 or into input wheel 94 is transmitted or divided, for example, by means of final drive 92 to wheels 14 and 16 of axle 12, so that wheels 14 and 16 can be separated from internal combustion engine 20 and from internal combustion engine 20 via final drive 92 of the electrical machine 28 can be driven.

The hybrid drive system 18 also includes a separating clutch K0, which is designed as a first friction clutch, in particular as a first multi-plate clutch. The separating clutch K0 has a first input element 96 that can be driven by the input shaft 36 and is connected, in particular permanently, to the input shaft 36 in a torque-transmitting manner. At the in 2 First embodiment shown, the first input member 96 is permanently non-rotatably connected to the input shaft 36.

In addition, in the first embodiment, the first input element 96 is advantageously designed as an inner disk carrier. The separating clutch K0 also has a first output element 98 that can be driven by the first input element 96 . The input element 96 is arranged coaxially to the input shaft 36 and is thus rotatable with the input shaft 36 about the input shaft axis of rotation relative to the transmission housing 38 . The output element 98 is arranged coaxially to the input shaft 36 and is thus rotatable about the input shaft axis of rotation relative to the transmission housing 38 . At the in 2 The first embodiment shown, the output element 98 is an outer disk carrier of the separating clutch K0, the outer disks of which can be supported or are supported in a torque-transmitting manner on the outer disk carrier in the circumferential direction of the separating clutch K0 running around the input shaft axis of rotation. The input element 96 can thus be connected in a torque-proof manner to the output element 98 via the outer disks and inner disks of the separating clutch K0, or vice versa, so that torques can be transmitted between the input element 96 and the output element 98 via the inner disks and the outer disks of the separating clutch K0.

The hybrid drive system 18 also includes a first clutch K1 provided in addition to the separating clutch K0 and assigned, for example, to the first sub-transmission 48, which is preferably designed as a second friction clutch, in particular as a second multi-plate clutch. The clutch K1 has a second input element 100 that can be driven by the first output element 98 . At the in 2 First embodiment shown, the input element 100 is permanently non-rotatably connected to the output element 98. In this case, the input element 100 and the output element 98 are arranged coaxially to one another, so that they can be rotated together about the input shaft axis of rotation relative to the transmission housing 38 . The clutch K1 also includes a second output element 102 which can be driven by the second input element 100 and which in the present case is connected to the partial transmission input shaft 52 in a torque-transmitting manner, in particular permanently. At the in 2 shown embodiment, the output element 102 is permanently non-rotatably connected to the partial transmission input shaft 52, so that the partial transmission input shaft 52 can be driven by the output element 102 and the output element 102 by the input element 100 and via the input element 100 by the output element 98, which can be driven by the input element 96, which can be driven by the input shaft 36 and, via this, by the output shaft 26 .

The input element 100 and the output element 102 are arranged coaxially to one another and in each case coaxially to the input shaft 36 and to the partial transmission input shaft 52 . The input element 100 is an outer disk carrier of the clutch K1, the outer disks of which can be supported or are supported in a torque-transmitting manner on the outer disk carrier of the clutch K1 in the circumferential direction of the clutch K1 running around the input shaft axis of rotation and thus around the first partial transmission input shaft axis of rotation. In addition, the output element 102 is an inner disk carrier of the clutch K1, the inner disks of which can be supported or are supported in the circumferential direction of the clutch K1 in a torque-transmitting manner on the inner disk carrier of the clutch K1. Torque can thus be transmitted between the input element 100 and the output element 102 via the inner disks and the outer disks of the clutch K1, so that the partial transmission input shaft 52 can be driven by the output element 98 via the clutch K1.

The hybrid drive system 18 also includes a second clutch K2 provided in addition to the separating clutch K0 and in addition to the clutch K1, which is preferably designed as a third friction clutch, in particular as a third multi-plate clutch. The second clutch K2 has a third input element 104 that can be driven by the input shaft 96 bypassing the separating clutch K0 and bypassing the first clutch K1. The input element 104 is preferably connected, in particular permanently, in a torque-transmitting manner to the input shaft 36 and thus to the input shaft 26 . In particular, it is provided that the input element 104 is connected, in particular permanently, in a rotationally fixed manner to the input shaft 36 and thus to the output shaft 26 . Furthermore, the clutch K2 comprises a third output element 106 that can be driven by the third input element 104, bypassing the separating clutch K0 and bypassing the first clutch K1, by which the partial transmission input shaft 54 can be driven. In this case, the output element 106 is preferably connected, in particular permanently, in a torque-transmitting manner to the partial transmission input shaft 54 . In particular, it is provided that the output element 106 is, in particular permanently, non-rotatably connected to the partial transmission input shaft 54 . It can be seen that the input element 104 and the output element 106 are arranged coaxially to the input shaft 36 and coaxially to the partial transmission input shaft 54, so that the input element 104 and the output element 106 can be rotated about the input shaft axis of rotation or about the second partial transmission input shaft axis of rotation relative to the transmission housing 38 . It can also be seen that the partial transmission input shaft 54 can be driven by the input element 104 via the output element 106 and, via this, by the input shaft 36 or by the output shaft 26, bypassing the clutch K1 and bypassing the separating clutch K0. At the in 2 In the first embodiment shown, input element 104 is an outer disk carrier of clutch K2, the outer disks of which can be supported or are supported in a torque-transmitting manner on the outer disk carrier of clutch K2 in the circumferential direction of clutch K2 running around the input shaft axis of rotation or around the second partial transmission input shaft axis of rotation. In addition, the output element 106 is an inner disk carrier of the clutch K2, the inner disks of which can be supported or are supported in the circumferential direction of the clutch K2 in a torque-transmitting manner on the inner disk carrier of the clutch K2. As a result, torques can be transmitted between input element 104 and output element 106 via the inner disks and the outer disks of clutch K2, as a result of which torques can be transmitted between input shaft 36 or output shaft 26 and partial transmission input shaft 54, in particular bypassing clutch K1 and bypassing it the separating clutch K0. In other words, the second partial transmission input shaft 54 is reversed tion of the first clutch K1 and bypassing the separating clutch K0 by means of the second clutch K2 torque-transmitting, in particular non-rotatably connected to the input shaft 36.

It is also provided that the first partial transmission input shaft 52 can be driven by the second output element 102 of the first clutch K1, bypassing the second clutch K2, whereby the first partial transmission input shaft 52, bypassing the second clutch K2, transmits torque by means of the first clutch K1, in particular in a torque-proof manner the first output element 98 and via the first output element 98 in a torque-transmitting manner, in particular in a torque-proof manner, with the first input element 96 and via the first input element 96 in a torque-transmitting manner, in particular in a torque-proof manner, with the input shaft 36 . The first output element 98 can be driven by the first input element 96, bypassing the clutches K1 and K2, which can be driven by the input shaft 36, bypassing the clutches K1 and K2, in particular in a torque-transmitting manner and, in particular, is connected to the input shaft 36 in a torque-proof manner.

In addition, the partial transmission input shaft 52 can be driven by the rotor 32 bypassing the input element 96 and bypassing the input shaft 36 and bypassing the clutch K2. In the present case, the respective second drive torque provided by the electric machine 28 via its rotor 32 can be transmitted from the rotor 32 via the output element 98, the input element 100 and the output element 102 to the partial transmission input shaft 52 and thereby be introduced into the transmission 34 without doing so to flow via clutch K2, input shaft 36 or input member 96. In other words, the respective second drive torque provided by the electric machine 28 via its rotor 32 bypasses both the clutch K2 and the input shaft 36 and the input element 96 on its way from the rotor 32 to or onto the partial transmission input shaft 52. Particularly well out 1 and 2 it can be seen that for the torque-transmitting connection of the input shaft 96 and thus the output shaft 26 to the partial transmission input shaft 52, both the separating clutch K0 and the clutch K1 are closed or must be closed, while the clutch K2 can be open or is open. Based on a torque flow, via which the respective first drive torque provided by the internal combustion engine 20 via the output shaft 26 can be transmitted from the output shaft 26 to the partial transmission input shaft 52, the separating clutch K0 and the clutch K1 are connected in series, with the separating clutch K0 upstream of clutch K1.

In order to connect the input shaft 36 and thus the output shaft 26 in a torque-transmitting manner, in particular non-rotatably, to the partial transmission input shaft 54, the clutch K2 must be engaged or engaged, while the clutch K1 and/or the separating clutch K0 is disengaged or can be disengaged. In other words, for a torque-transmitting or non-rotatable connection of the output shaft 26 and the input shaft 36 to the partial transmission input shaft 54, the clutch K2 is closed, and it is irrelevant whether the separating clutch K0 is open or closed.

Furthermore, viewed in the axial direction of the input shaft 36, the internal combustion engine 20, the first clutch K1, the second clutch K2, the first pair of spur gears 56 and the second pair of spur gears 58 are arranged one after the other in the following order: the internal combustion engine 20 - the second clutch K2 - the second Spur gear pairing 58 - the first spur gear pairing 56 - the first clutch K1. Furthermore, it is provided that, viewed in the axial direction of the input shaft 36 , the separating clutch K0 is arranged on a side S1 of the first pair of spur gears 56 facing away from the internal combustion engine 20 . As a result, an axially particularly compact construction of the hybrid drive system 18 can be implemented.

In the first embodiment, the rotor 32 is permanently connected to the output member 98 in a torque-transmitting manner. For this purpose, a drive wheel 108 embodied, for example, as a toothed wheel, sprocket or chain wheel or belt pulley is connected to the output element 98, in particular permanently, in a torque-transmitting manner, in particular in a torque-proof manner, which is in particular permanently connected to an intermediate wheel 110 in a torque-transmitting manner. For example, the intermediate wheel 110 is designed as a further gearwheel, so that the drive wheel 108, for example, meshes with the intermediate wheel 110, in particular directly. The drive wheel 108 is connected, in particular permanently, in a torque-transmitting manner to a further drive wheel 112 which is in particular permanently connected to the rotor 32 in a torque-transmitting manner, in particular in a rotationally fixed manner. The additional drive wheel 112 can be designed as a gear wheel, sprocket wheel or chainring or belt pulley. In the present case, for example, the intermediate wheel 110 meshes, in particular directly, with the drive wheel 112, it being provided, for example, that the drive wheel 108 does not mesh directly with the drive wheel 112. Thus, in the present case, the drive wheel 108 is mediated by the intermediate wheel 110, in particular permanently, torque-transmittingly connected to the drive wheel 112 and thus to the rotor 32.

Out of 2 It can be seen that the second clutch K2 is arranged so that it at least partially overlaps the driven gear 44 and also the driven gear 46 axially, so that at least a length of the clutch K2, in particular the input element 104, extends in the radial direction of the clutch K2 and thus in the radial direction of the input shaft 36 is overlapped or covered to the outside by the output gears 44 and 46 .

In 3 an outer diameter of the clutch K1 is denoted by A1, and an outer diameter of the clutch K2 is in 3 denoted by A2. In particular, the outside diameter A1 is the largest outside diameter of the clutch K1 or the input element 100. It is therefore preferably provided that the outside diameter A2 is the largest outside diameter of the clutch K2 or the input element 104. It can be seen that the outside diameter A2 is smaller than the outside diameter A1. An outer diameter of the electric machine 28 is in 3 labeled A3. The outside diameter A3 is preferably the largest outside diameter of the electric machine 28. The electric machine 28 is preferably an internal rotor, so that the outside diameter A3 is preferably an outside diameter, in particular the largest outside diameter, of the stator 30. To put it the other way around, the output gears 44 and 46 are arranged axially at least partially, in particular at least predominantly and preferably at least more than half and very preferably completely, overlapping the second clutch K2, so that at least the length of the clutch K2, in particular the input element 104, in the radial direction of the clutch K2 and thus in the radial direction of the input shaft 36 to the outside by the output gears 44, 46 is overlapped, that is covered.

Furthermore, it is provided in the hybrid drive system 18 that the partial transmission input shafts 52 and 54 are designed as hollow shafts, through which the input shaft 36 penetrates, in particular completely. Furthermore, it is preferably provided that, in relation to the clutches K1 and K2, only the clutch K1 is designed as a starting clutch for starting the initially stationary motor vehicle. Thus, it is preferably provided that in relation to the sub-transmissions 48 and 50, only the first sub-transmission 48 provides a starting gear for starting the initially stationary motor vehicle, with the sub-transmission 50 preferably being free of a starting gear for starting the initially stationary motor vehicle. As a result, the space requirement, the costs and the weight of the hybrid drive system 18 can be kept within a particularly low range. At the in 2 In the second embodiment shown, it is also provided that the separating clutch K0 is arranged on a side S2 of the clutch K1 facing away from the internal combustion engine 20 when viewed in the axial direction of the input shaft 36 and thus in the axial direction of the transmission 34 .

4 shows the second embodiment of the hybrid drive system 18. While in the first embodiment the clutch K1 and the separating clutch K0 are arranged one after the other in the axial direction, in the second embodiment the first clutch K1 and the separating clutch K0 are at least partially stacked radially, in this case such that the separating clutch K0 is arranged radially, that is to say in the radial direction of the input shaft axis of rotation, at least partially within the first clutch K1. In other words, in relation to the input shaft axis of rotation, at least one power transmission area of the separating clutch K0 is particularly advantageously arranged in an area with a smaller radius than a power transmission area of the first clutch K1. The power transmission area means a disk pack of the respective clutch. In this second embodiment, the power transmission area of the separating clutch K0 and the power transmission area of the first clutch are particularly advantageously arranged at least predominantly in the same axial area. The two power transmission areas mentioned are thus arranged at least predominantly in an axially overlapping manner. As a result, a length of the hybrid drive system 18 running in the axial direction of the transmission 34 can be kept particularly short.

In both exemplary embodiments, the clutches K1 and K2 can be understood together as a double clutch, which is however designed in such a way that the two clutches K1 and K2 are arranged separately, in particular separated in the axial direction, in the transmission housing 38 . The separating clutch K0 is advantageously spatially arranged on the side S1 of the pair of spur gears 56 facing away from the internal combustion engine 20 and thus assumes a position remote from the engine. The respective input element is also referred to as the primary side or primary element, with the respective output element also being referred to as the secondary side or secondary element, for example. Since the second clutch K2 is arranged closer to the internal combustion engine 20 in the axial direction of the input shaft 36 and thus in the axial direction of the output shaft 26 than the first clutch K1, the second clutch K2 is also referred to as the front clutch, so that the first clutch K1 is also referred to as the rear clutch. In other words, the second clutch K2 is close to the engine, while the first clutch K1 is far from the engine.

In the first and second embodiment, the electric machine 28, in particular its rotor 32, can be connected or is connected to the output element 98 and/or the input element 100 via a drive, in particular permanently, in a torque-transmitting manner. The drive can be designed as a traction drive, in particular as a chain drive and/or belt drive, as a gear drive or gear drive or as a combination thereof. In the present case, the drive is designed as a gear drive designed as a spur gear drive. In the present case, it is specifically provided that the rotor 32 is connected, in particular permanently, in a torque-transmitting manner to the output element 98 and to the input element 100 . The gear drive, which is designed as a spur gear drive, for example, is formed in the first and second embodiment by the drive wheel 108, the drive wheel 112 and the intermediate wheel 110 or comprises the drive wheels 108, 112 and the intermediate wheel 110. It is also conceivable that the rotor 32 has a chain drive or a belt drive or a combination of gear drive and/or chain drive and/or belt drive is connected, in particular permanently, to the output element 98 and/or the input element 100 in a torque-transmitting manner. The drive wheel 108 can be designed as a toothed wheel, in particular a spur wheel. Alternatively, the drive wheel could be a traction wheel such as a chain wheel or a belt pulley, so that rotor 32 is connected via a chain or via a belt or via another traction device, in particular permanently, to the output element 98 and/or to the input element 100 in a torque-transmitting manner can be. In the present case, the drive wheel is mounted on the central input shaft 36 .

It can be seen that the vehicle wheels 14 and 16 can be driven purely electrically by the electric machine 28 without the electric machine 28 dragging the output shaft 26 with it. For this purpose, for example, the clutch K1 is closed, while the separating clutch K0 and preferably also the clutch K2 is open. This means that the motor vehicle can be driven purely electrically. The drive wheel 108 can be connected directly or indirectly to the central input shaft 36 by means of the separating clutch K0, in particular in a rotationally fixed manner. The drive wheel 108 can be connected to the partial transmission input shaft 52 in a torque-transmitting manner, in particular in a torque-proof manner, by means of the clutch K1. The separating clutch K0 and the clutch K1 are arranged coaxially with one another. The separating clutch K0 and the clutch K1 can be at least essentially, in particular completely, axially offset from one another and thus arranged outside of one another or arranged one after the other. In particular, it is provided that the separating clutch K0 and the clutch K1 differ significantly from one another with regard to their respective diameters of their respective disk packs. For example, the disk set of the separating clutch K0 or the clutch K1 can be arranged at least partially within, ie axially overlapping, the disk set of the other clutch K1 or separating clutch K0. The separating clutch K0 and the clutch K1 are preferably located on the same side of the drive wheel, viewed in the axial direction of the input shaft 36, the side of which faces the internal combustion engine 20, for example, viewed in the axial direction of the input shaft 36. It is also conceivable that the separating clutch K0 and the clutch K1 are arranged in such a way that, viewed in the axial direction of the input shaft 36, one of the clutches is on this side and the other on the other side of the drive wheel. In other words, it is conceivable that, viewed in the axial direction of the input shaft 36, the drive wheel 108 embodied here as the gear wheel is arranged between the separating clutch K0 and the clutch K1. In the present case, at least one longitudinal region of drive wheel 108, in particular a toothing of drive wheel 108, surrounds at least one longitudinal region of separating clutch K0 and/or clutch K1 in the circumferential direction of separating clutch K0 or clutch K1, in particular completely circumferentially, resulting in a particularly short axial length of hybrid drive system 18 can be created.

Reference List

10

powertrain

12

axis

14

vehicle wheel

16

vehicle wheel

18

hybrid drive system

20

internal combustion engine

22

engine block

24

cylinder

26

output shaft

28

electrical machine

30

stator

32

rotor

34

transmission

36

input shaft

38

gear case

40

first countershaft

42

second countershaft

44

first driven wheel

46

second driven wheel

48

first partial transmission

50

second sub-transmission

52

first partial transmission input shaft

54

second partial transmission input shaft

56

first spur gear pairing

58

second pair of spur gears

60

third pair of spur gears

62

fourth pair of spur gears

64

spur gear

66

spur gear

68

spur gear

70

spur gear

72

spur gear

74

spur gear

76

spur gear

78

spur gear

80

spur gear

82

spur gear

84

first switching element

86

second switching element

88

third switching element

90

fourth switching element

92

final drive

94

input wheel

96

first input element

98

first output element

100

second input element

102

second output element

104

third input element

106

third output element

108

drive wheel

110

intermediate wheel

112

another drive wheel

A1

first outer diameter

A2

second outer diameter

A3

third outer diameter

K0

disconnect clutch

K1

first clutch

K2

second clutch

S1

side

S2

side

QUOTES INCLUDED IN DESCRIPTION

This list of the 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

• DE 102017204125 A1 [0002]

Claims (14)

Hybrid drive system (18) for a motor vehicle, having: - an internal combustion engine (20) which has an output shaft (26), - an electric machine (28) which has a stator (30) and a rotor (32), - a transmission ( 34), which has: o an input shaft (36) that can be driven by the output shaft (26), o at least one countershaft (40), o at least one output gear (44) connected in a torque-proof manner to the countershaft (40), o a first sub-transmission (48 ) with a first partial transmission input shaft (52) and at least one first pair of spur gears (56), and o a second partial transmission (50) with a second partial transmission input shaft (54) and at least one second pair of spur gears (58), - one via the transmission (34) from the internal combustion engine (20) and the rotor (32) drivable axle drive (92), which has an input wheel (94) which can be driven by the driven wheel (44) and via which the axle drive (92) is separated from the internal combustion engine (20) and from de m rotor (32) can be driven, - a separating clutch (K0), which has a first input element (96) that can be driven by the input shaft (36) and a first output element (98) that can be driven by the first input element (96), - one first clutch (K1) which has a second input element (100) which can be driven by the first output element (98) and a second output element (102) which can be driven by the second input element (100), - a second clutch (K2) which has a third input element (104) and a third output element (106) that can be driven by the third input element (104), characterized in that the second clutch (K2) is arranged in such a way that the third input element (104) is disengaged from the input shaft (36). Bypassing the separating clutch (K0) and bypassing the first clutch (K1) can be driven and that the third output element (106) bypassing the separating clutch (K0) and bypassing the first clutch (K1) from the third tten input element (104) can be driven, as a result of which the second partial transmission input shaft (54) can be connected in a torque-transmitting manner to the input shaft (36), bypassing the first clutch (K1) and bypassing the separating clutch (K0) by means of the second clutch (K2). Hybrid drive system (18) after claim 1 , characterized in that the rotor (32) is arranged in such a way that the first partial transmission input shaft (52) can be driven by the rotor (32), bypassing at least the first input element (96) and bypassing the second clutch (K2). Hybrid drive system (18) after claim 1 or 2 , characterized in that viewed in the axial direction of the input shaft (36), the internal combustion engine (20), the first clutch (K1), the second clutch (K2), the first pair of spur gears (56) and the second pair of spur gears (58) in the following order are arranged in succession: the internal combustion engine (20) - the second clutch (K2) - the second spur gear pair (58) - the first spur gear pair (56) - the first clutch (K1). Hybrid drive system (18) after claim 3 , characterized in that viewed in the axial direction of the input shaft (36), the separating clutch (K0) is arranged on a side (S1) of the first pair of spur gears (56) facing away from the internal combustion engine (20). Hybrid drive system (18) according to one of the preceding claims, characterized in that the second clutch (K2) is arranged so that it at least partially overlaps the driven wheel (44) axially. Hybrid drive system (18) according to one of the preceding claims, characterized in that the second clutch (K2) has a smaller outside diameter (A2) than the first clutch (K1). Hybrid drive system (18) according to one of the preceding claims, characterized in that the transmission (34) has a second countershaft (42) and a second output wheel (46) which is non-rotatably connected to the second countershaft (42) and of which the input wheel ( 94) can be driven. Hybrid drive system (18) after claim 7 , characterized in that the second output gear (46) is arranged axially at least partially overlapping the second clutch (K2). Hybrid drive system (18) according to one of the preceding claims, characterized in that the rotor (32) is coupled to the second input element (100) of the first clutch (K1) in such a way that the electric machine (28) via its rotor (32) torques provided can be introduced into the transmission (34) via the second input element (100). Hybrid drive system (18) according to one of the preceding claims, characterized in that the first partial transmission input shaft (52) and the second partial transmission input shaft (54) are each designed as a hollow shaft through which the input shaft (36) passes. Hybrid drive system (18) according to one of the preceding claims, characterized in that the first partial transmission (48) provides a starting gear for starting the motor vehicle. Hybrid drive system (18) according to one of the preceding claims, characterized in that the rotor (32) of the electric machine (28) is arranged axially at least partially overlapping the output wheel (44). Hybrid drive system (18) according to one of the preceding claims, characterized in that the separating clutch (K0) viewed in the axial direction of the input shaft (36) is arranged on a side (S2) of the first clutch (K1) facing away from the internal combustion engine (20). Hybrid drive system (18) according to one of Claims 1 until 12 , characterized in that the separating clutch (K0) is arranged axially at least partially overlapping the first clutch (K1).

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