Hybrid drive system for a motor vehicle, in particular for a motor car

Abstract

Hybrid drive device (10) for a motor vehicle, comprising an internal combustion engine (12) having an output shaft (18), an electric machine (20) having a stator (22) and a rotor (24) driven by the stator (22), a transmission (28) comprising an intermediate shaft (30) permanently coupled to the rotor (24) for torque transmission, a first switching element (32) by means of which the output shaft (18) can be coupled to the intermediate shaft (30) for torque transmission, a torsional damper (54) and an axle drive (34), wherein a second switching element (38) is provided by means of which the intermediate shaft (30) can be coupled to an input gear (40) of the axle drive (34) for torque transmission, wherein a gear (46) permanently engaged with the input gear (40) is provided.with which the intermediate shaft (30) can be connected in a rotationally fixed manner by means of the second switching element (38) and thereby coupled in a torque-transmitting manner, characterized in that the torsional damper (54) is arranged in the torque flow between the second switching element (38) and the axle drive housing (41) with respect to a torque flow running from the second switching element (38) via the input gear (40) to an axle drive housing (41) of the axle drive (34).

Description

The invention relates to a hybrid drive device for a motor vehicle, in particular for a motor vehicle, according to the preamble of patent claim 1.EP 2 664 508 A2 discloses a control device for a hybrid vehicle having an engine which transmits motor power in order to drive a drive wheel of the vehicle.Hybrid drive devices are known from DE 10 2017 107 888 A1, US 2013 / 0 288 854 A1.Hybrid drive devices are known from DE 10 2016 101 294 A1 and CN 107 539 116 A, in which an intermediate shaft of a transmission is permanently coupled in a torque-transmitting manner to a rotor of an electric machine, the intermediate shaft being couplable in a torque-transmitting manner to a crankshaft of an internal combustion engine by means of a first clutch, a second shift element being provided, by means of which the intermediate shaft is couplable in a torque-transmitting manner to an input gearwheel of an final drive.DE 10 2016 014 525 A1 and DE 10 2020 105 843 A1 show hybrid drive devices in which vibration damping devices are included.It is the object of the present invention to provide a hybrid drive device for a motor vehicle, so that the motor vehicle can be driven in a particularly advantageous manner by means of the hybrid drive device.This object is achieved by a hybrid drive device having the features of patent claim 1. Advantageous embodiments with expedient developments of the invention are specified in the other claims.The invention relates to a hybrid drive device for a motor vehicle, in particular for a motor vehicle preferably designed as a passenger vehicle. This means that the motor vehicle has the hybrid drive device in its completely produced state and can be driven by means of the hybrid drive device. In particular, it is conceivable for the hybrid drive device, in particular the motor vehicle, to have at least one axle which has at least or exactly two wheels which are spaced apart from one another in the transverse direction of the vehicle and are also referred to as vehicle wheels. For example, the wheels and thus the motor vehicle can be driven. The wheels are ground contact elements, by means of which the motor vehicle can be supported or is supported on a ground in the vertical direction of the vehicle downwards. If the wheels and thus the motor vehicle are driven while the motor vehicle is supported on the ground via the wheels in the vertical direction of the vehicle, the motor vehicle is driven along the ground and the wheels roll off on the ground.The hybrid drive device comprises an internal combustion engine, also referred to as an internal combustion engine or motor, which has an output shaft. The internal combustion engine can be designed in particular as a reciprocating piston engine, so that the output shaft can be a crankshaft, for example. The internal combustion engine can provide at least one torque via the output shaft, by means of which torque the wheels or the motor vehicle can be or can be driven, in particular purely, by the internal combustion engine. In addition, the hybrid drive device comprises an electric machine which has a stator and a rotor which can be driven by the stator. For example, the rotor is rotatable about a machine axis of rotation relative to the stator, so that the rotor can be driven by the stator and is thereby rotatable about the machine axis of rotation relative to the stator. The electric machine can provide, for example, at least one torque via the rotor, by means of which torque the wheels and thus the motor vehicle can be electrically driven, in particular purely. The motor vehicle is thus preferably designed as a hybrid vehicle. In order to be able to realize, for example, particularly high electrical powers for, in particular purely, electrically driving the motor vehicle, it can be provided that the electric machine has an electrical voltage, in particular an electrical operating voltage or rated voltage, which is preferably at least 48 volts and is very preferably greater than 50 volts, in particular greater than 60 volts. The electric machine is therefore preferably designed as a high-voltage component. In particular, the electrical voltage, in particular the electrical operating or rated voltage, of the electric machine can be several 100 volts, in order to be able to realize particularly high electrical powers for, in particular purely, electrically driving the motor vehicle.The hybrid drive device also has a transmission which comprises an intermediate shaft. In this case, for example, the wheels or the motor vehicle can be driven via the intermediate shaft by the output shaft and thus by the internal combustion engine. In addition, for example, the wheels or the motor vehicle can be driven by the rotor and thus by the electric machine via the intermediate shaft. The intermediate shaft is permanently coupled to the rotor in a torque-transmitting manner. Within the scope of the present disclosure, the feature that a first component is permanently coupled to a second component in a torque-transmitting manner is understood to mean that, with respect to a torque flow running from one of the components to the respective other component, via which torque can be transmitted from the one component to the other component or vice versa, as a result of which, for example, the other component can be driven by the one component, no coupling device is arranged in this torque flow, which coupling device can be adjusted between a coupling state coupling the components to one another in a torque-transmitting manner and a decoupling state in which the components are coupled to one another in a less powerful manner or not in a torque-transmitting manner compared to the coupling state and are therefore decoupled from one another, for example, but the components are always coupled to one another in a torque-transmitting manner, such that, in the completely produced state of the hybrid drive device, a torque can always be transmitted between the components, in particular in such a manner, that, when one of the components is driven, the other component is driven by the one component or vice versa. Thus, for example, no clutch or other shifting element is arranged between the intermediate shaft and the rotor, which would be switchable between a coupling state coupling the rotor to the intermediate shaft and a decoupling state decoupling the rotor from the intermediate shaft. Since the intermediate shaft is permanently coupled to the rotor in a torque-transmitting manner, the electric machine can, for example, drive the intermediate shaft via its rotor in order thereby, for example, to drive the motor vehicle, in particular purely, electrically and / or to assist the internal combustion engine when driving the motor vehicle. In order to drive the intermediate shaft or the motor vehicle, the electric machine is operated, for example, in a motor mode and thus as an electric motor.The hybrid drive device also has a first shifting element, by means of which the output shaft can be coupled to the intermediate shaft in a torque-transmitting manner. This is to be understood in particular as meaning that the switching element can be switched or adjusted, for example, between a first coupling state and a first decoupling state. In the first coupling state, the output shaft is coupled to the intermediate shaft in a torque-transmitting manner by means of the first shift element. In the decoupling state, for example, the output shaft is coupled to the intermediate shaft with less torque transmission than the coupling state, so that, for example, in the decoupling state, at most a first torque, which is in particular greater than zero, can be transmitted from the output shaft via the first shifting element to the intermediate shaft, wherein, in the coupling state, a second torque, which is greater than the first torque, can be transmitted from the output shaft via the first shifting element to the intermediate shaft. Alternatively, it is conceivable that the output shaft is decoupled from the intermediate shaft in the decoupling state, so that in the decoupling state no torques can be transmitted between the output shaft and the intermediate shaft via the first shift element.The hybrid drive device also comprises an axle transmission, which is designed, for example, as a differential gear or is also referred to as a differential gear. In particular, the final drive can be a bevel gear differential or another differential drive. For example, a drive torque, which results from the torque provided by the internal combustion engine or from the torque provided by the electric machine, can be transmitted or divided via the final drive to the aforementioned wheels, as a result of which the wheels and thus the motor vehicle can be driven via the final drive by means of the torque. Thus, the axle gear is preferably assigned to the aforementioned axle. As is already sufficiently known from the general prior art, the final drive has the function, for example, that it allows different rotational speeds of the wheels of the axle, for example, when the motor vehicle is cornering.In order to be able to drive the motor vehicle by means of the hybrid drive device in a particularly advantageous manner, the hybrid drive device further comprises a second shifting element, by means of which the intermediate shaft can be coupled in a torque-transmitting manner to an input gearwheel of the final drive. The input gear is to be understood in particular as meaning that the final drive can be driven by the input gear and thus via the input gear by the internal combustion engine or by the electric machine. In particular, the input gearwheel can be driven by the intermediate shaft, such that the final drive can be driven by the intermediate shaft via the input gearwheel.The first shifting element is movable, for example, in particular translationally and / or relative to a housing of the hybrid drive device, between at least one first coupling position causing the first coupling state and a first decoupling position causing the first decoupling state.The second switching element can be adjusted or switched over, for example, between a second coupling state and a second decoupling state. For example, the second switching element is movable, in particular translationally and / or relative to the housing, between a second coupling position causing the second coupling state and a second decoupling position causing the second decoupling state. In the second coupling state, the intermediate shaft is coupled to the input gearwheel in a torque-transmitting manner by means of the second shift element. In the second decoupling state, however, the intermediate shaft is, for example, less strongly coupled to the input gearwheel in a torque-transmitting manner compared to the second coupling state, so that, for example, in the second decoupling state, at most a third torque, which is in particular greater than zero, can be transmitted between the intermediate shaft and the input gearwheel via the second shifting element, wherein, for example, in the second coupling state, a fourth torque, which is greater than the third torque, can be transmitted between the intermediate shaft and the input gearwheel via the second shifting element. Alternatively, it is conceivable that in the second decoupling state the intermediate shaft is decoupled from the input gearwheel, so that in the second decoupling state no torques can be transmitted via the second shifting element between the intermediate shaft and the input gearwheel.By means of the features mentioned above, a particularly advantageous roll torque compensation between the internal combustion engine and the electric machine can be realized. In addition, an axially parallel arrangement can be realized, so that a particularly advantageous transverse installation of the hybrid drive device can be realized. The transverse installation is to be understood in particular as meaning that, in the completely produced state of the motor vehicle equipped with the hybrid drive device, the axial direction of the output shaft and / or the axial direction of the rotor runs in the vehicle transverse direction or parallel to the vehicle transverse direction. Preferably, it is provided that the axial direction of the output shaft runs parallel to the axial direction of the rotor or coincides with the axial direction of the rotor. It is conceivable that the output shaft is arranged coaxially to the rotor. It is also conceivable, however, for the output shaft to be arranged off-axis with respect to the rotor, in particular in such a way that the axial direction of the output shaft runs parallel to the axial direction of the rotor. Furthermore, a particularly short design of the hybrid drive device can be represented, so that the installation space requirement of the hybrid drive device, in particular in the axial direction, can be kept particularly low. In addition, a mechanical drive, in particular a direct mechanical drive, can be produced from the output shaft to the final drive and thus to the respective wheel, so that a particularly efficient operation can be realized. In addition, a separation possibility also referred to as disconnect capability can be created, in the scope of which, for example, the electric machine or its rotor can be decoupled, in particular completely, from the final drive and thus from the wheels, so that, for example, no torques can be transmitted between the rotor and the final drive. This can be represented in particular by the second decoupling state of the second switching element. Finally, a particularly advantageous serial operating mode can be presented by means of the invention. In addition, the hybrid drive device can be operated with a particularly high efficiency, since a number of tooth interventions can be kept particularly low, in particular in a torque flow running from the rotor to the final drive and / or in a torque flow running from the output shaft to the final drive. For example, at most two tooth interventions, in particular at most one tooth intervention, are provided in the respective torque flow. Two tooth interventions make it possible to represent a particularly high and advantageous axial offset. The aforementioned disconnect capability can be represented in particular by using a claw clutch as the second shifting element with a possible drag torque. In addition, an engine start, during the scope of which the initially deactivated internal combustion engine is activated and thus transferred to its fired operation, can be represented as a drag start, in particular with the aid of a friction clutch or by low-loss claw engagement of a claw clutch. In summary, the invention allows a particularly efficient connection of the output shaft and thus of the internal combustion engine and of the rotor and thus of the electric machine to the final drive and thus to the wheels to be represented, so that particularly energy-efficient operation can be represented.In order to be able to drive the motor vehicle by means of the hybrid drive device in a particularly advantageous manner, in particular in a particularly comfortable manner, it is provided that the hybrid drive device comprises a torsion damper, also referred to as a torsional vibration damper. For example, torsional vibrations of the output shaft and / or of the rotor can be damped by means of the torsion damper, so that a particularly high level of smoothness can be achieved. According to the invention, the torsion damper is arranged in the torque flow between the second shift element and the final drive housing with respect to a torque flow running from the second shift element via the input gear to a final drive housing of the final drive.In an advantageous embodiment of the invention, the hybrid drive device comprises a gearwheel which is permanently in engagement with the input gearwheel. The feature that the gearwheel is permanently engaged with the input gearwheel is to be understood to mean that the gearwheel cannot be adjusted between a first state in which the gearwheel is engaged with the input gearwheel and a second state in which the gearwheel is not engaged with the input gearwheel, but rather a respective toothing of the input gearwheel and of the gearwheel is always engaged with one another. In this case, the intermediate shaft can be connected to the gearwheel in a rotationally fixed manner by means of the second shift element and can thus be coupled in a torque-transmitting manner. This means in particular that in the second coupling state the intermediate shaft is connected to the gearwheel in a rotationally fixed manner by means of the second shift element.Within the scope of the present disclosure, a rotationally fixed connection of two elements, which are mounted rotatably, for example, or can basically rotate relative to the aforementioned housing, is understood to mean that the elements are arranged coaxially with respect to one another and are connected rotationally fixed to one another in such a way that the elements rotate at the same angular speed, in particular when the elements are driven and thereby rotated relative to the housing. If, for example, the intermediate shaft is thus driven when the second shifting element is in the second coupling state, the gearwheel is driven by the intermediate shaft via the second shifting element, such that the gearwheel and the intermediate shaft arranged coaxially with respect to the gearwheel rotate simultaneously or jointly at the same angular speed relative to the housing. Due to the rotationally fixed connection or connectivity of the gearwheel and the intermediate shaft in the present case, particularly efficient operation can be achieved.In order to be able to realize particularly efficient operation, it is provided in a further embodiment of the invention that the intermediate shaft is arranged coaxially with the output shaft, which is connectable to the intermediate shaft in a rotationally fixed manner by means of the first shift element and is thus couplable in a torque-transmitting manner. Thus, for example, in the first coupling state, the output shaft is connected to the intermediate shaft in a rotationally fixed manner by means of the first shift element, so that losses can be kept particularly low.A further embodiment is characterized in that the rotor is permanently coupled to the intermediate shaft in a torque-transmitting manner via exactly one gearwheel pair. This ensures operation with particularly low losses.Within the scope of the disclosure, the feature is to be understood such that, for example, two components are permanently connected to one another in a rotationally fixed manner, in particular that the components formed separately from one another are connected to one another in a rotationally fixed manner, wherein, with respect to a torque flow running from one of the components to the other component, by means of which torque can be transmitted, for example, from the one component to the other component and thereby, for example, drive the other component by means of the one component, no device is arranged in the torque flow between the components, which device can be switched over between a first state connecting the components to one another in a rotationally fixed manner and a state connecting the components to one another in a less strong manner or not in a rotationally fixed manner compared to the first state. Rather, the components are always connected to one another in a rotationally fixed manner in the completely produced state of the hybrid drive device.In a further, particularly advantageous embodiment of the invention, the first shifting element is designed as a frictional shifting element, in particular as a friction clutch and, most particularly, as a multiplate clutch. As a result, the output shaft can be coupled to the intermediate shaft in a particularly advantageous and particularly comfortable manner.In order finally to avoid excessive losses, it is provided in a further embodiment of the invention that the second shifting element is designed as a form-fitting shifting element, in particular as a claw clutch.Further advantages, features and details of the invention are evident from the following description of preferred exemplary embodiments and with reference to 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 respectively specified combination but also in other combinations or alone without departing from the scope of the invention.The drawing shows in: FIG. 1 is a schematic illustration of a first embodiment of a hybrid drive device for a motor vehicle which does not fall under claim 1; FIG. 2 is a schematic illustration of a second embodiment of the hybrid drive device not falling under claim 1; FIG. 3 is a schematic illustration of a third embodiment of the hybrid drive device not falling under claim 1; FIG. 4 is a schematic illustration of a fourth embodiment of the hybrid drive device according to the invention; FIG. 5 is a schematic illustration of a fifth embodiment of the hybrid drive device according to the invention; and FIG. 6 is a schematic illustration of a sixth embodiment of the hybrid drive device according to the invention.In the figures, identical or functionally identical elements are provided with identical reference symbols.FIG. 1 shows a schematic illustration of a first embodiment of a hybrid drive device 10 for a motor vehicle, which is not subject to claim 1. This means that the motor vehicle, which is preferably designed as a motor vehicle, in particular as a passenger vehicle, has the hybrid drive device 10 in its completely produced state and can be driven by means of the hybrid drive device 10. For example, the motor vehicle has at least or exactly two axles arranged consecutively in the vehicle longitudinal direction, of which a first of the axles is designed as a front axle and the second axle is designed as a rear axle. The respective axle comprises at least or exactly two wheels, which are also referred to as vehicle wheels and are spaced apart from one another in the transverse direction of the vehicle. For example, with respect to the wheels, only two of the wheels can be driven by means of the hybrid drive device 10, so that with respect to the axles, only one of the axles can be driven by means of the hybrid drive device 10. The other wheels that cannot be driven by means of the hybrid drive device 10 can be driven, for example, by means of at least or exactly one further drive motor of the motor vehicle, wherein, with respect to the wheels of the motor vehicle, only the other wheels can be driven by means of the drive motor. The drive motor can be an internal combustion engine or an electric machine.The hybrid drive device 10 comprises an internal combustion engine 12, also referred to as an engine or internal combustion engine, which is designed in the present case as a reciprocating piston engine and has an engine block 14 designed as a crankcase. The engine block 14 has cylinders 16, wherein a piston is accommodated in the respective cylinder in a translatory movable manner. The internal combustion engine 12 also comprises an output shaft 18 designed in the present case as a crankshaft. The respective piston is connected in an articulated manner to the output shaft 18 via a respective connecting rod, such that the translatory movements of the respective piston in the respective cylinder 16 can be converted into a rotatory movement of the output shaft 18. The output shaft 18 is mounted on the engine block 14 such that it can rotate about an engine rotational axis relative to the engine block 14. The internal combustion engine 12 can provide at least one torque via the output shaft 18 for driving the wheels or the motor vehicle.The hybrid drive device 10 also comprises at least or in the present case precisely one electric machine 20, which has a stator 22 and a rotor 24. The rotor 24 comprises a rotor shaft 26, via which the electric machine 20, in particular in its motor mode, can provide at least one torque for driving the wheels of the one axle. The rotor 24 and thus the rotor shaft 26 are drivable by the stator 22 and are thereby rotatable about a machine axis of rotation relative to the stator 22. It can be seen from FIG. 1 that the output shaft 18 and the rotor 24 or the rotor shaft 26 are off-axis with respect to one another, wherein the axial direction of the output shaft 18 and the axial direction of the rotor 24 and thus of the rotor shaft 26 run parallel to one another. In other words, the motor axis of rotation extends parallel to the machine axis of rotation, wherein the motor axis of rotation is spaced apart from the machine axis of rotation, and is therefore de-aligned. The hybrid drive device 10 also comprises a transmission 28 which has an intermediate shaft 30. In this case, the intermediate shaft 30 is permanently coupled to the rotor shaft 26 in a torque-transmitting manner and thus to the rotor 24.The hybrid drive device 10 also comprises a first shifting element 32, which in the first embodiment is designed as a friction clutch, in particular as a multiplate clutch, and thus as a frictional shifting element. By means of the first shift element 32, the output shaft 18 can be coupled to the intermediate shaft 30 in a torque-transmitting manner.The hybrid drive device 10 also comprises an axle transmission 34, which is designed, for example, as a bevel gear differential. The final drive 34 is also a component of the one axle, the wheels of which can be driven by the electric machine 20 and by the internal combustion engine 12 via the final drive 34. As illustrated in FIG. 1 by arrows 36, a drive torque resulting from the torque resulting from the internal combustion engine 12 via the output shaft 18 and / or from the torque provided from the electric machine 20 via the rotor 24 or via the rotor shaft 26 can be distributed to the wheels by means of the final drive 34, whereby the wheels and thus the motor vehicle are driven.In order to be able to realize an especially advantageous and in particular efficiency-favorable operation, the hybrid drive device 10 also comprises a second shifting element 38, which in the first embodiment is designed as a form-fit shifting element and in this case as a claw clutch. The dog clutch is also referred to as a dog. By means of the second shift element 38, the intermediate shaft 30 can be coupled in a torque-transmitting manner to an input gearwheel 40 of the final drive 34.The final drive 34 has, for example, a final drive housing 41 which is in particular designed as a cage and on which, for example, differential gears 42 of the final drive 34 are mounted in an at least indirectly rotatable manner. The differential gears 42 are in engagement with output gears 44 of the final drive 34, wherein the output gears 44 are connected, in particular permanently, rotationally fixedly to respective side shafts. The wheels can be driven by the output wheels 44 and thus by the final drive 34 via the side shafts. Here, for example, the input gearwheel 40 is connected, in particular permanently, rotationally fixedly to the final drive housing 41.In the first embodiment, a gearwheel 46 is provided in addition to the input gearwheel 40, which gearwheel is designed in the present case as a loose gearwheel arranged on the intermediate shaft 30. The gearwheel 46 is permanently in engagement with the input gearwheel 40 in this case. the second shifting element 38 is displaceable, for example, between at least one decoupling state and at least one coupling state, in particular is movable relative to a housing 47 of the hybrid drive device 10 and / or in translation. In the coupled state, the gearwheel 46 is connected to the intermediate shaft 30 in a rotationally fixed manner by means of the second shift element 38, as a result of which relative rotations between the intermediate shaft 30 and the gearwheel 46 are avoided. In the decoupling state, however, the gearwheel 46 is decoupled from the intermediate shaft 30, with the result that, in the decoupling state, the shift element 38 releases the gearwheel 46 for rotations which take place relative to the intermediate shaft 30. In other words, the gearwheel 46 can rotate relative to the intermediate shaft 30 or vice versa in the uncoupled state. In the first embodiment, the intermediate shaft 30 is disposed coaxially with the output shaft 18. In this case, for example, the output shaft 18 can be connected to the intermediate shaft 30 in a rotationally fixed manner by means of the first shift element 32.In order to be able to realize particularly efficient operation, the rotor 24 or the rotor shaft 26 is permanently coupled to the intermediate shaft 30 in a torque-transmitting manner via exactly one gearwheel pair 48. In this case, the gearwheel pair 48 comprises a gearwheel 50 which is connected, in particular permanently, in a rotationally fixed manner to the rotor shaft 26 and thus to the rotor 24. In addition, the gearwheel pair 48 comprises a gearwheel 52, which is connected, in particular permanently, in a rotationally fixed manner to the intermediate shaft 30. Moreover, the gearwheel 50 is permanently in engagement with the gearwheel 52 or vice versa.In order to realize particularly comfortable operation, the hybrid drive device 10 comprises a torsion damper 54, also referred to as a torsional vibration damper or torsional vibration damper. The primary mass 56 and the secondary mass 57 are also referred to as masses and are damper parts of the torsion damper 54.In the first embodiment, the torsion damper 54 is arranged in the torque flow between the output shaft 18 and the intermediate shaft 30, in particular between the output shaft 18 and the first switching element 32, with respect to a torque flow which runs from the output shaft 18 via the first switching element 32 to the intermediate shaft 30, via which torque flows can be transmitted from the output shaft 18 via the first switching element 32 to the intermediate shaft 30. In this case, one of the damper parts of the torsion damper 54, in particular the primary mass 56, is permanently connected to the output shaft 18 in a rotationally fixed manner.In addition, in the first embodiment, it is provided that the first shifting element 32 is arranged between the torsion damper 54 and the gearwheel pair 48, in particular between the torsion damper 54 and the gearwheel 46, in the axial direction of the output shaft 18. In the first embodiment, the torsion damper 54, the first switching element 32, the gearwheel 46 and the gearwheel pair 48 are arranged in the following order in the axial direction of the output shaft 18, that is to say along the axial direction of the output shaft 18 or as viewed in the axial direction of the output shaft 18.Torsion damper 54 - First shifting element 32 - Gearwheel 46 - Gearwheel pair 48.Thus, in the first embodiment, a decoupling of the internal combustion engine 12 or of the output shaft 18 on the drive side can be realized.FIG. 2 shows a second embodiment of the hybrid drive device 10 which does not fall under claim 1. in the second embodiment, the torsion damper 54 is arranged in the torque flow and in this case between the intermediate shaft 30 and the input gear 40, in particular between the intermediate shaft 30 and the second switching element 38, with respect to a second torque flow which runs from the intermediate shaft 30 via the second switching element 38 to the input gear 40. Moreover, the gearwheel 46 is arranged in the second torque flow and in this case between the input gearwheel 40 and the torsion damper 54 or between the input gearwheel 40 and the second shift element 38. In the second embodiment, the torsion damper 54 is arranged in the axial direction of the output shaft 18 between the gearwheel pair 48 and the first shifting element 32, in particular between the gearwheel 46 and the gearwheel pair 48 and very particularly between the gearwheel pair 48 and the second shifting element 38. In the second embodiment, the torsion damper 54, the first shifting element 32, the gearwheel 46, the second shifting element 38 and the gearwheel pair 48 are arranged in the axial direction of the output shaft 18, that is to say along the axial direction of the output shaft 18, in the following order: first shifting element 32, gearwheel 46, second shifting element 38, torsion damper 54 and gearwheel pair 48.Torsion damper 54 - first shifting element 32 - gearwheel 46 - second shifting element 38 - gearwheel pair 48.In the second embodiment, a first of the damper parts of the torsion damper 54, in particular the primary mass 56, is connected to the intermediate shaft 30 and thus to the gearwheel 52 in a rotationally fixed manner, in particular in a permanently rotationally fixed manner. In the second embodiment, the second damper part of the torsion damper 54, in particular the secondary mass 57, is connected, in particular permanently, in a rotationally fixed manner to a shifting part, in particular to a toothing, of the second shifting element 38. In the first embodiment, the second damper part of the torsion damper 54, in particular the secondary mass 57, is connected, in particular permanently, in a rotationally fixed manner to a shifting part, in particular to a clutch part, of the first shifting element 32. In the second embodiment, the electric machine 20 is decoupled from the wheels or from a road, respectively, by means of the torsion damper 54, along which the motor vehicle can be driven while the wheels roll on the road.FIG. 3 shows a third embodiment of the hybrid drive device 10 which does not fall under claim 1. in the third embodiment, the torsion damper 54 is arranged in the torque flow with respect to a torque flow which runs from the rotor 24 or from the rotor shaft 26 via the second switching element 38 and in particular via the gearwheel 46 to the input gearwheel 40, and in the process between the rotor 24 and the second switching element 38. In this case, for example, one of the damper parts, in particular the primary mass 56, is permanently coupled to the rotor 24 in a torque-transmitting manner. In particular, the one damper part is connected, in particular permanently, rotationally fixedly to the gearwheel 52 of the gearwheel pair 48. The other damper part, in particular the secondary mass 57, of the torsion damper 54 is connected, in particular permanently, in a rotationally fixed manner to the shift part of the second shift element 38. For example, the torsion damper 54, the first shifting element 32, the gearwheel 46, the second shifting element 38 and the gearwheel pair 48 are arranged in the axial direction of the output shaft 18, that is to say in the following sequence as viewed along the axial direction of the output shaft 18.Gearwheel 46 - second shifting element 38 - torsion damper 54 - first shifting element 32 - gearwheel pair 48.In the third embodiment as well, the electric machine 20, in particular its rotor 24, can be decoupled from the road by vibration technology by means of the torsion damper 54. In addition, in the third embodiment, a maximum engine-side arrangement of the final drive 34, also referred to as differential or differential, can be ensured.FIG. 4 shows a fourth embodiment of the hybrid drive device 10 according to the invention. in the fourth embodiment, the torsion damper 54 is arranged in the torque flow with respect to a torque flow running from the intermediate shaft 30 via the second shifting element 38 to the input gearwheel 40, and in this case between the intermediate shaft 30 and the input gearwheel 40, in particular between the second shifting element 38 and the input gearwheel 40, and very particularly between the second shifting element 38 and the gearwheel 46, wherein the second shifting element 38 and the gearwheel 46 are also arranged in the torque flow. In the fourth embodiment, the torsion damper 54, the first shifting member 32, the gear 46, the second shifting member 38 and the gear pair 48 are arranged in the axial direction of the output shaft 18 in the following order:Torsion damper 54, gearwheel 46, second shifting element 38, gearwheel pair 48 and first shifting element 32.In the fourth embodiment, the first switching element 32 is arranged on the side of the electric machine 20. For example, in the second embodiment, the secondary mass 57 is permanently coupled to the rotor 24 in a torque-transmitting manner, wherein the primary mass 56 is permanently connected, for example, in a rotationally fixed manner to the intermediate shaft 30 or to the gearwheel 52. In particular, the secondary mass, designated 57 in FIG. 2, can be permanently connected in a rotationally fixed manner to the shifting part of the second shifting element 38.FIG. 5 shows a fifth embodiment of the hybrid drive device 10 according to the invention. in the fifth embodiment, the torsion damper 54 is again arranged between the intermediate shaft 30 and the input gear 40, in particular between the second switching element 38 and the input gear 40, and more particularly between the second switching element 38 and the input gear 46, with respect to a torque flow running from the intermediate shaft 30 via the second switching element 38 to the input gear 40. In the fifth embodiment, the torsion damper 54, the first shifting element 32, the gear 46, the second shifting element 38 and the gear pair 48 are arranged in the axial direction of the output shaft 18 in the following order: torsion damper 54 gear 46 second shifting element 38 first shifting element 32 gear pair 48.In the fifth embodiment, the first shifting element 32 is arranged closer to the internal combustion engine 12 or to its engine block 14, as compared to the fourth embodiment.Finally, FIG. 6 shows a sixth embodiment of the hybrid drive device 10 according to the invention. Also in the sixth embodiment, with respect to a torque flow running from the intermediate shaft 30 via the second shifting element 38 to the input gearwheel 40, the torsion damper 54 is arranged between the intermediate shaft 30 and the input gearwheel 40, in particular between the second shifting element 38 and the input gearwheel 40 and, very particularly, between the second shifting element 38 and the gearwheel 46. In the sixth embodiment, the torsion damper 54, the first shifting element 32, the gearwheel 46, the second shifting element 38 and the gearwheel pair 48 are arranged in the axial direction of the output shaft 18 in the following sequence: gearwheel 46 - torsion damper 54 - shifting element 38 - gearwheel pair 48 - first shifting element 32.Alternatively and not shown here, the torsion damper 54 can be arranged with respect to the torque flow between the second shifting element 38 and the final drive housing 41. In particular, the torsion damper can also be arranged between the input gearwheel 40 and the axle gear housing 41 with respect to the torque flow.List of reference characters10 Hybrid drive device 12 Internal combustion engine 14 Engine block 16 Cylinder 18 Output shaft 20 Electric machine 22 Stator 24 Rotor 26 Rotor shaft 28 Transmission 30 Intermediate shaft 32 First shifting element 34 Final drive 36 Arrow 38 Second shifting element 40 Input gearwheel 41 Final drive housing 42 Differential gear 44 Output gearwheel 46 Gearwheel 47 Housing 48 Gearwheel pair 50 Gearwheel 52 Gearwheel 54 Torsion damper 56 Primary mass 57 Secondary mass

Claims

Hybrid drive device (10) for a motor vehicle, having an internal combustion engine (12) which has an output shaft (18), having an electric machine (20) which has a stator (22) and a rotor (24) which can be driven by the stator (22), having a transmission (28) which comprises an intermediate shaft (30) which is permanently coupled to the rotor (24) in a torque-transmitting manner, having a first shift element (32) by means of which the output shaft (18) can be coupled to the intermediate shaft (30) in a torque-transmitting manner, having a torsion damper (54) and having an axle transmission (34), wherein a second shift element (38) is provided by means of which the intermediate shaft (30) can be coupled to an input gearwheel (40) of the axle transmission (34) in a torque-transmitting manner, wherein a gearwheel (46) which is permanently in engagement with the input gearwheel (40) is provided, with which the intermediate shaft (30) can be connected in a rotationally fixed manner by means of the second shift element (38) and can thereby be coupled in a torque-transmitting manner, characterized in that the torsion damper (54) is arranged in the torque flow between the second shift element (38) and the final drive housing (41) with respect to a torque flow running from the second shift element (38) via the input gearwheel (40) to a final drive housing (41) of the final drive (34).Hybrid drive device (10) according to Claim 1, characterized in that the intermediate shaft (30) is arranged coaxially with respect to the output shaft (18), which intermediate shaft can be connected to the intermediate shaft (30) in a rotationally fixed manner by means of the first shift element (32) and can therefore be coupled in a torque-transmitting manner.Hybrid drive device (10) according to Claim 1 or 2, characterized in that the rotor (24) is coupled to the intermediate shaft (30) in a permanently torque-transmitting manner via exactly one gearwheel pair (48).Hybrid drive device (10) according to one of the preceding claims, characterized in that the first shift element (32) is designed as a frictionally engaging shift element, and in that the second shift element (38) is designed as a positively engaging shift element.

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