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

Abstract

The invention relates to a hybrid drive system (10) for a motor vehicle, comprising an internal combustion engine (20) by means of which the motor vehicle can be driven, an electric machine (24) by means of which the motor vehicle can be driven, an axle transmission (34), a housing (30), and a transmission (40) which has a first sub-transmission (42) and a second sub-transmission (44), wherein the first sub-transmission (42) has a first planetary gear set (46) with a first sun gear (48), a first planet carrier (50), and a first ring gear (52), and a second planetary gear set (56) with a second sun gear (58), a second planet carrier (60), and a second ring gear (62). The second sub-transmission (44) has a first spur gear stage (66), a second spur gear stage (76), and an output shaft (72).The first spur gear stage (66) has a first output gear (70) which meshes with a first input gear (68) of the first spur gear stage (66) which is connected or connectable in a rotationally fixed manner to the first planet carrier (50).

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.DE 10 2022 000 830 A1 discloses a hybrid drive system for a motor vehicle. Further hybrid drive systems are known from DE 10 2022 003 203 A1 and DE 10 2015 016 976 A1. In all three documents mentioned, systems are described in which torques of an internal combustion engine and an electric machine are transmitted to an axle transmission via a multi-speed transmission, wherein the multi-speed transmission has a first partial transmission in the form of a planetary transmission and a second partial transmission in the form of a spur gear transmission.The object of the present invention is to provide a hybrid drive system for a motor vehicle, so that a particularly advantageous design of the hybrid drive system can be realized.This object is achieved by a hybrid drive system 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 system, also referred to as a hybrid drive device or hybrid drive device, or designed as a hybrid drive device or hybrid drive device, for a motor vehicle, also referred to simply as a vehicle. This means that the motor vehicle, which is preferably designed as a motor vehicle, in particular as a passenger vehicle, has the hybrid drive system in its completely produced state and can be driven by means of the hybrid drive system. The hybrid drive system has an internal combustion engine, also referred to as an internal combustion engine or an internal combustion engine, which has, for example, a drive shaft. For example, the internal combustion engine is designed as a reciprocating piston engine, and therefore as a reciprocating piston engine, so that the drive shaft is preferably designed as a crankshaft. The internal combustion engine can provide first drive torques for driving the motor vehicle, for example, via the drive shaft. The first driving torques are first torques for driving the motor vehicle. The hybrid drive system also includes an electric machine having, for example, a rotor. For example, the electric machine has a stator, by means of which the rotor can be driven and can thereby be rotated about a machine rotational axis relative to the stator. For example, the electric machine may provide second drive torques via the rotor for propelling the motor vehicle. The second driving torques are second torques for driving the motor vehicle. The motor vehicle can thus be driven by means of the internal combustion engine. In addition, the motor vehicle can be driven by means of the electric machine. For example, the motor vehicle in its completely manufactured state has at least or exactly two vehicle axles, namely a first vehicle axle and a second vehicle axle, which are arranged successively and thus one behind the other in the longitudinal direction of the motor vehicle and are also simply referred to as axles. The respective vehicle axle has at least or exactly two vehicle wheels, also referred to simply as wheels, which are arranged on sides of the motor vehicle opposite one another in the transverse direction of the motor vehicle. The vehicle wheels are ground contact elements, by means of which the motor vehicle can be or is supported on a ground in the vertical direction of the motor vehicle downwards. If the motor vehicle is driven along the ground while the motor vehicle is supported on the ground via the ground contact elements in the vertical direction of the vehicle downwards, the ground contact elements roll off on the ground, in particular directly. For example, the hybrid drive system is assigned, in particular exactly, to one of the vehicle axles, so that, for example, the vehicle wheels of the vehicle axle to which the hybrid drive system is assigned can be driven by means of the hybrid drive system. In other words, for example, the vehicle wheels can be driven at least or exactly one of the vehicle axles by means of the hybrid drive system. It is thus conceivable for the vehicle wheels of exactly one of the vehicle axles to be drivable by means of the hybrid drive system, or for the vehicle wheels of both vehicle axles to be drivable by means of the hybrid drive system. If the reference is made below to the vehicle wheels, this is to be understood as meaning, unless otherwise stated, the vehicle wheels which can be driven by means of the hybrid drive system, the vehicle wheels which can be driven by means of the hybrid drive system also being referred to as drive wheels or driven wheels or drivable wheels. It is thus conceivable in particular for the internal combustion engine to be able to drive the same drive wheels via its drive shaft and the electric machine to be able to drive the same drive wheels via its rotor, and therefore the same vehicle wheels of the vehicle axle to which the hybrid drive system is assigned. By driving the drive wheels, the motor vehicle can be driven overall.Within the scope of the present disclosure, ordinalia referred to as ordinal words such as "first", "first", "first", "second", "second", "second", etc. are not necessarily used to indicate a number of terms to which the ordinal words refer, but rather to be able to clearly refer to terms to which the ordinal words refer.The hybrid drive system has an axle transmission which is assigned in particular to the vehicle axle to which the hybrid drive system is assigned or which has the drive wheels. In particular, the vehicle wheels may be driven by the internal combustion engine and by the electric machine via the final drive. In particular, the final drive is a differential which is also referred to simply as a differential and which has, in particular, the function sufficiently known from the general prior art that a respective, third torque can be distributed over the final drive to the vehicle wheels, so that the vehicle wheels can be driven via the final drive by means of the respective, third torque. In this case, for example, the respective third torque results from the respective first drive torque and / or from the respective second drive torque. In particular, the final drive allows different rotational speeds of the vehicle wheels, for example during cornering of the motor vehicle, with the result that, for example, the vehicle wheel on the outside of the curve can rotate at a greater rotational speed than the vehicle wheel on the inside of the curve, in particular while the vehicle wheels can be driven or are driven via the final drive by means of the third torque or by the internal combustion engine and / or by the electric machine. The final drive has a final drive input wheel, which is also referred to as a differential input wheel. The differential input gear is a gear. The final drive can be driven via the differential input wheel, in particular in such a way that the respective third torque can be introduced into the final drive via the differential input wheel (final drive input wheel) or can be transmitted to the final drive. In particular, the final transmission input wheel is a first gearwheel of the hybrid drive system. In other words, the differential input gear is also referred to as a first gear. For example, the final drive input gear can be designed as a ring gear. The final drive can be a bevel gear differential or a planetary gear differential or another type of differential.The hybrid drive system also has a transmission, also referred to as a main transmission and provided in particular in addition to the final drive, which has a first partial transmission and a second partial transmission. In particular, it is conceivable that the final drive can be driven via the transmission by the internal combustion engine or by the electric machine, thus by the drive shaft and by the rotor, so that, for example, the transmission can provide the respective third torque, or the transmission can provide, for example, a respective fourth torque, from which the respective third torque results. It is conceivable that the respective fourth torque results from the respective first drive torque and / or from the respective second drive torque.The first partial transmission has a first planetary gear set, which is also simply referred to as a first planetary gear set. The first planetary gear set has a first sun gear, a first planetary carrier, which is also referred to as a first carrier, and a first ring gear. The first sun gear, the first planet carrier and the first ring gear are also referred to as planetary gear set elements of the first planetary gear set. In other words, the first sun gear, the first planet carrier and the first ring gear are planetary gear set elements of the first planetary gear set. A first of the planetary gear set elements is also referred to as a first element, a second of the planetary gear set elements is also referred to as a second element, and a third of the planetary gear set elements of the first planetary gear set is also referred to as a third element.The first partial transmission also has a second planetary gearset, which is provided in particular in addition to the first planetary gearset and which is also referred to simply as a second planetary gearset. The second planetary gearset has a second sun gear, a second planetary carrier, which is also referred to as a second carrier, and a second ring gear. The second sun gear, the second planetary carrier and the second ring gear are also referred to as transmission elements of the second planetary gearset. In other words, the second sun gear, the second planet carrier and the second ring gear are transmission elements of the second planetary gearset. A first of the transmission elements of the second planetary gearset is also referred to as a fourth element, a second of the transmission elements of the second planetary gearset is also referred to as a fifth element, and a third of the transmission elements of the second planetary gearset is also referred to as a sixth element. In the following, when the elements are mentioned, unless otherwise stated, this is to be understood as meaning the aforementioned six elements of the planetary gear sets, namely the first element, the second element, the third element, the fourth element, the fifth element and the sixth element.The hybrid drive system has a housing, wherein, for example, the first planetary gear set and / or the second planetary gear set is arranged in the housing at least partially, in particular at least predominantly and thus at least to an extent of more than half or even completely. For example, when the respective planetary gear set element is not connected to the housing in a rotationally fixed manner, the respective planetary gear set element can be rotated relative to the housing about a first planetary gear set rotational axis, in particular by driving the first planetary gear set. For example, in particular when the respective transmission element is not connected to the housing in a rotationally fixed manner, the respective transmission element can be rotated relative to the housing in particular by driving the second planetary gearset about a second planetary gearset rotational axis. In particular, it can be provided that the planetary gear sets are arranged coaxially with respect to one another, so that the planetary gear set rotational axes coincide.It is conceivable that the drive shaft is rotatable about a drive shaft axis of rotation relative to the housing, wherein, for example, the drive shaft is arranged coaxially with the first planetary gear set and / or coaxially with the second planetary gear set, so that, for example, the drive shaft axis of rotation coincides with the first planetary gear set axis of rotation and / or the second planetary gear set axis of rotation. Alternatively or additionally, the rotor can be arranged coaxially with the drive shaft, such that the drive shaft rotational axis coincides with the machine rotational axis. Alternatively or additionally, the rotor can be arranged coaxially with the first planetary gear set and / or coaxially with the second planetary gear set, so that, for example, the machine axis of rotation coincides with the first planetary gear set axis of rotation and / or the second planetary gear set axis of rotation.The second partial transmission has a first spur gear stage and an output shaft provided in particular in addition to the drive shaft. The output shaft is also referred to as a first output shaft. If the output shaft is mentioned above and below, this is to be understood as meaning the first output shaft, unless otherwise stated. For example, the output shaft is rotatable about a first output shaft rotational axis relative to the housing. The first output shaft rotational axis runs, for example, parallel to the input shaft rotational axis and / or parallel to the first planetary gear set rotational axis and / or parallel to the second planetary gear set rotational axis and / or parallel to the engine rotational axis, wherein, for example, the first output shaft rotational axis is spaced apart from the input shaft rotational axis and / or the first planetary gear set rotational axis and / or the second planetary gear set rotational axis and / or the engine rotational axis. The second partial transmission also has a second spur gear stage, which is provided in particular in addition to the first spur gear stage.The first spur gear stage has a first output gear which meshes with a first input gear which is connected or can be connected to the first planetary carrier in a rotationally fixed manner. That is, the first output gear and the first input gear are engaged with each other. The first output gear of the spur gear stage is a second gear of the hybrid drive system. The first input gearwheel is a third gearwheel of the hybrid drive system, wherein the third gearwheel is a constituent part, and therefore a gearwheel of the first spur gear stage. For example, the first input gearwheel is connected, in particular permanently, in a rotationally fixed manner to the first planetary carrier. It is furthermore conceivable for the first input gearwheel to be connectable to the first planetary carrier in a rotationally fixed manner. This is to be understood as meaning that a switching element is provided, which can be switched over between a connection state and a release state. In the connected state, the first input gearwheel is connected to the first planetary carrier in a rotationally fixed manner by means of the changeover element. In the release state, the switching element releases the first input gear and the first planet carrier for relative rotations running about the first planetary gear set rotational axis, so that in the release state the first input gear and the first planet carrier are rotatable relative to one another about the first planetary gear set rotational axis.The second spur gear stage has a second output gear which meshes with a second input gear of the second spur gear stage which is connected or can be connected in a rotationally fixed manner to the second ring gear. This means that the second output gear is in, in particular directly, engagement with the second input gear, so that the second output gear and the second input gear are in, in particular directly, engagement with one another. The second output gear is a fourth gear of the hybrid drive system, and the second input gear is a fifth gear of the hybrid drive system. The second gear, the third gear, the fourth gear and the fifth gear are spur gears, for example. The aforementioned switching element is also referred to as a first switching element. The aforementioned connection state is also referred to as a first connection state. The aforementioned release state is also referred to as a first release state.For example, the second input gearwheel is permanently connected to the second ring gearwheel in a rotationally fixed manner. It is furthermore conceivable for the second input gearwheel to be connectable to the second ring gearwheel. This is to be understood as meaning that, for example, a second changeover element is provided, which can be changed over between a second connection state and a second release state. In the second connection state, the second ring gear is connected to the second input gear in a rotationally fixed manner by means of the second changeover element. In the second release state, the second switching element releases the second ring gear and the second input gear for relative rotations about the second planetary gear set rotational axis, such that in the second release state the second input gear and the second ring gear are rotatable relative to each other about the second planetary gear set rotational axis.The hybrid drive system has a first output gear, which is a sixth gear of the hybrid drive system. The first output gearwheel is connected or connectable to the first output gearwheel in a rotationally fixed manner. Thus, for example, the first output gearwheel is permanently connected to the first output gearwheel in a rotationally fixed manner. Alternatively, the first output gearwheel can be connected to the first output gearwheel in a rotationally fixed manner. Thus, for example, a third changeover element is provided, which can be changed over between a third connection state. In the third connection state, the first output gearwheel is connected to the first output gearwheel in a rotationally fixed manner by means of the third changeover element. In the third release state, the third changeover element releases the first output gearwheel and the first output gearwheel for relative rotations which take place in particular about a first gearwheel rotational axis, such that, in the third release state, the first output gearwheel and the first output gearwheel are rotatable relative to one another about the first gearwheel rotational axis. Preferably, the first output gear and the first output gear are arranged coaxially with each other.Preferably, the first output gear and / or the first output gear is arranged coaxially to the first output shaft. For example, the first output gearwheel can be connected or is connected to the first output shaft in a rotationally fixed manner. For example, the first output gearwheel is permanently connected to the first output shaft in a rotationally fixed manner. For example, the first output gearwheel can be connected or is connected to the first output shaft in a rotationally fixed manner. For example, the first output gearwheel is permanently connected to the first output shaft in a rotationally fixed manner.The first output gear meshes with the differential input gear of the final drive. In other words, the first output gearwheel is in, in particular directly, engagement with the differential input wheel of the final drive.The rotor of the electric machine is coupled or couplable to the first subtransmission in a torque-transmitting manner, in particular in a rotationally fixed manner, in such a way that the respective second drive torque provided or provided by the electric machine via the rotor can be introduced into the transmission via the first subtransmission. In other words, the rotor of the electric machine is coupled or couplable to the first subtransmission in a torque-transmitting manner, in particular in a rotationally fixed manner, in such a way that torques, such as the second drive torques, for example, can be introduced into the transmission starting from the rotor via the first subtransmission. In other words, the respective second drive torque provided or provided by the electric machine via the rotor can be transmitted from the rotor to the first subtransmission and can thus be introduced into the transmission via the first subtransmission, in particular in order thereby to drive the transmission. This means that, viewed along a torque flow along which the respective second drive torque provided or provided by the electric machine via the rotor can be transmitted from the rotor to the transmission and can thus be introduced into the transmission, the rotor, the first partial transmission and the second partial transmission are arranged in the torque flow in such a way that the first partial transmission is arranged downstream of the rotor and upstream of the second housing part. Thus, the respective second drive torque flows or flows on its path from the rotor to the final drive and in the process along the torque flow from the rotor first onto or into the first partial drive and only then onto or into the final drive.In the present disclosure, the feature that two components, such as the input gearwheel and the first planetary carrier, are connected to one another in a rotationally fixed manner is understood to mean that the components connected to one another in a rotationally fixed manner are arranged coaxially with respect to one another and, in particular when the components are driven, rotate together or simultaneously about a component rotation axis common to the components, such as the first planetary gear set rotation axis, at the same angular speed, in particular relative to a reference element such as the housing. In other words, two elements are connected to one another in a rotationally fixed manner if they are arranged coaxially with respect to one another, in particular with respect to their component rotation axis or with respect to a rotation symmetry axis, and if they are connected to one another in such a way that they always rotate at the same angular speed. An element is connected to the housing in a rotationally fixed manner if it cannot be rotated with respect to, that is to say relative to, the housing.The feature that two components are connected or coupled to one another in a torque-transmitting manner is to be understood to mean that the components are coupled or connected to one another in such a way that torques can be transmitted between the components, wherein, if the components are connected or coupled to one another in a torque-transmitting manner, the components are also connected or coupled to one another in a torque-transmitting manner. Two torque-transmittingly connected components can thus be connected to one another in a rotationally fixed manner. It is furthermore conceivable that two torque-transmittingly connected components are connected to one another via an interposed transmission unit in a torque-transmitting manner, so that torques can be transmitted between the components via the transmission unit, while the components are connected to one another in a torque-transmitting manner, wherein the components can be rotatable relative to one another.The feature that two components are permanently connected or coupled to one another in a torque-transmitting manner is to be understood to mean that there is not, for example, a shift element which can be switched between a coupling state which connects or couples the components to one another in a torque-transmitting manner and a decoupling state in which no torques can be transmitted between the components via the shift element, but rather the components are always or always and thus permanently connected or coupled to one another in a torque-transmitting manner, that is to say in such a way that a torque can be transmitted between the components. Thus, for example, one of the components can be driven by the respective other component or vice versa.The feature that two components, such as the first planetary carrier and the first input gear, are permanently connected or coupled to one another in a rotationally fixed manner is to be understood to mean that not, for example, a shifting element is provided which can be switched between a coupling state which connects or couples the components to one another in a rotationally fixed manner and a decoupling state in which the components are decoupled from one another and can be rotated relative to one another, such that no torques can be transmitted between the components via the shifting element, but rather the components are always or always connected or coupled to one another in a rotationally fixed manner, thus permanently. Furthermore, the feature that two components can be connected or coupled to one another in a rotationally fixed manner is to be understood as meaning that a changeover element is assigned to the components, which changeover element can be changed over between the at least one coupling state and at least one decoupling state. In the coupled state, the components are connected or coupled to one another in a rotationally fixed manner by means of the changeover element. In the decoupling state, the components are decoupled from one another, so that in the decoupling state the components are rotatable relative to one another about the component rotation axis and so that in particular no torque can be transmitted between the components via the changeover element. The same applies to the feature that two components can be connected or coupled to one another in a torque-transmitting manner. Thus, for example, the feature that two components can be connected or coupled to one another in a torque-transmitting manner is understood to mean that a switching element is assigned to the components, wherein the switching element can be switched over between at least one connection state and at least one release state. In the connected state, the components are coupled or connected to one another in a torque-transmitting manner by means of the shift element, such that torques can be transmitted between the components, in particular via the shift element. In the release state, the components are decoupled from one another, so that in the release state no torque can be transmitted between the components via the shift element.In particular, when the planetary gear sets are arranged coaxially with respect to one another, the first planetary gear set rotational axis and the second planetary gear set rotational axis coincide with a main rotational axis of the hybrid drive system.Within the scope of the present disclosure, the feature "radially overlapping" is to be understood as follows. Two elements, which are in particular at least substantially rotationally symmetrical, are arranged overlapping in particular with respect to a common axis, which extends for example in the radial direction of the hybrid drive system, and / or in the radial direction of the hybrid drive system, the axial direction of which extends perpendicular to the radial direction of the hybrid drive system, in particular with respect to one another, if they are each arranged at least partially in a range of the same radial coordinates, in particular the same angular coordinates. The term "radial" refers to the radial direction of the hybrid drive system whose axial direction coincides with the main rotational axis. In other words, the term "radial" means the radial direction of the hybrid drive system. If the radial direction is mentioned above and below, this is to be understood as meaning the radial direction of the hybrid drive system, unless otherwise stated.The feature that "axially overlapping" is to be understood as meaning the following: Two elements are arranged with respect to a common axis, in particular running in the axial direction of the hybrid drive system, such as for example the main rotational axis and / or axially overlapping in the axial direction of the hybrid drive system, in particular overlapping one another, if they are each arranged at least partially in a region of the same axial coordinates. Within the scope of the present disclosure, the term "axial" is to be understood as meaning the axial direction of the hybrid drive system. In other words, the term "axial" means the axial direction of the hybrid drive system. In other words, "axial" refers to the axial direction of the hybrid drive system, and "radial" refers to the radial direction of the hybrid drive system. If the axial direction is mentioned above and below, this is to be understood as meaning the axial direction of the hybrid drive system, unless otherwise stated.For example, the differential input wheel is a gearwheel which forms a differential input shaft of the final drive. For example, if the final drive is designed as a bevel gear differential, the differential input gear is connected, in particular permanently, to a differential cage of the bevel gear differential.In order to be able to realize a particularly advantageous, in particular a particularly compact and thus space-saving, design of the hybrid drive system, it is provided according to the invention that the first sun gear is permanently connected to the second sun gear in a rotationally fixed manner. In addition, a first shifting element is provided, by means of which the first ring gear can be connected to the housing of the hybrid drive system in a rotationally fixed manner. Thus, the first switching element can be switched over between a first coupling state and a first decoupling state. In the first coupling state, the first ring gear is connected to the housing in a rotationally fixed manner by means of the first shift element. In the first decoupling state, the first shift element releases the ring gear for relative rotation relative to the housing and about the first planetary gear set rotational axis, such that in the first decoupling state the first ring gear is rotatable about the first planetary gear set rotational axis relative to the housing.In order to realize a particularly advantageous construction and in particular an advantageous shiftability and / or drivability, it is provided in one embodiment of the invention that the internal combustion engine has the drive shaft, by means of which torques in the form of the first drive torques for driving the motor vehicle can be provided by the internal combustion engine.It has proven particularly advantageous if a second shifting element is provided, which is provided in particular in addition to the first shifting element and by means of which the first ring gear can be connected to the drive shaft of the internal combustion engine in a rotationally fixed manner. This means that the second switching element can be switched over between a second coupling state and a second decoupling state. In the second coupling state, the first ring gear is connected to the drive shaft in a rotationally fixed manner by means of the second shift element. In the second decoupling state, the second shift element releases the first ring gear, so that in the second decoupling state the first ring gear is rotatable about the first planetary gear set rotational axis and in particular about the input shaft rotational axis relative to the input shaft and vice versa. This allows a particularly advantageous shiftability and thus drivability of the hybrid drive system to be realized.In order to be able to realize a particularly advantageous shift and thus driveability of the hybrid drive system, in a further embodiment of the invention a third shift element is provided, which is provided in particular in addition to the first shift element and by means of which the rotor can be connected to the drive shaft in a rotationally fixed manner.Preferably, the third switching element is provided in addition to the second switching element and vice versa.This means that the third switching element can be switched over between a third coupling state and a third decoupling state. In the third coupling state, the rotor is connected to the drive shaft in a rotationally fixed manner by means of the third shift element. In the third decoupling state, the rotor is decoupled from the drive shaft, so that in the third decoupling state the rotor and the drive shaft are rotatable relative to one another about the machine axis of rotation and the drive shaft axis of rotation.In order to be able to realize a particularly advantageous design and, as a result, an advantageous shiftability and drivability of the hybrid drive system, a fourth shift element is provided in a further embodiment of the invention. By means of the fourth shift element, the rotor can be connected in a rotationally fixed manner to the first sun wheel and the second sun wheel.Preferably, the fourth switching element is provided in addition to the third switching element and in addition to the second switching element and in addition to the second switching element.The fourth switching element can thus be switched over between a fourth coupling state and a fourth decoupling state. In the fourth coupling state, the rotor is connected to the sun gears in a rotationally fixed manner by means of the fourth shift element. In the fourth decoupling state, the rotor and the first sun gear and the rotor and the second sun gear are rotatable relative to one another about the machine rotation axis and about the main rotation axis and are thus decoupled from one another.A further embodiment is characterized in that the hybrid drive system has a fifth shifting element, by means of which the second ring gear can be connected to the second input gear wheel in a rotationally fixed manner. The fifth switching element is thus switchable between a fifth coupling state and a fifth decoupling state. In the fifth coupling state, the second ring gear is connected to the second input gearwheel in a rotationally fixed manner by means of the fifth shift element. In the fifth decoupling state, the second ring gear and the second input gear are decoupled from one another, such that the second ring gear and the second input gear are rotatable relative to one another about the main axis of rotation and about the second planetary gear set axis of rotation, respectively. This allows an advantageous shiftability and thus an advantageous driveability and thus a particularly advantageous construction of the hybrid drive system to be presented.In order to be able to realize a particularly advantageous drivability, in a further embodiment of the invention a second output gearwheel which is connected or can be connected in a rotationally fixed manner to the second output gearwheel is provided and which meshes, in particular directly, with the differential input gearwheel. The second output gear is a seventh gear of the hybrid drive system. For example, the second output gear and the second output gear are arranged coaxially with each other. For example, the second output gearwheel and the second output gearwheel are permanently connected to one another in a rotationally fixed manner. It is furthermore conceivable for the second output gearwheel and the second output gearwheel to be connectable to one another in a rotationally fixed manner. For example, a second output shaft is provided, which is rotatable relative to the housing, for example, about a second output shaft rotational axis. The second output shaft rotational axis preferably runs parallel to the main rotational axis and is spaced apart from the main rotational axis. It is conceivable that the second output gearwheel is connected or connectable to the second output shaft in a rotationally fixed manner. For example, the second output gearwheel is permanently connected to the second output shaft in a rotationally fixed manner. For example, the second output gearwheel is connected or connectable to the second output shaft in a rotationally fixed manner. For example, the second output gearwheel is permanently connected to the second output shaft in a rotationally fixed manner. For example, the second output gear is arranged coaxially with the second output shaft. For example, the second output gearwheel is arranged coaxially with respect to the second output shaft. Preferably, it is provided that the output shafts are arranged off-axis to one another, i.e. not coaxial to one another, so that, for example, the output shaft rotational axes run parallel to one another and are spaced apart from one another.It has been shown to be particularly advantageous if a fifth shifting element is provided, by means of which the second output gearwheel can be connected to the second output gearwheel in a rotationally fixed manner. The fifth switching element can thus be switched over, for example, between a fifth coupling state and a fifth decoupling state. In the fifth coupling state, the second output gearwheel is connected to the second output gearwheel in a rotationally fixed manner by means of the fifth shift element. In the fifth decoupling state, the second output gear and the second output gear are decoupled from one another, such that the second output gear and the second output gear are rotatable relative to one another about a second gear rotational axis. The second gear rotation axis coincides with the second output shaft rotation axis, for example.In order to be able to realize a particularly compact construction, it is provided in a further embodiment of the invention that the output gears and the differential input gear lie in a common gear plane. This means that the differential input gear meshes simultaneously with both output gears, and is therefore in engagement.Finally, for realizing a particularly advantageous construction, it has proven to be particularly advantageous if the output gears are arranged de-axially with respect to one another. This means that the output gears are not arranged coaxially with respect to one another, so that, for example, the aforementioned gear rotational axes or parallel to one another extend and are spaced apart from one another.Further advantages, features and details of the invention will become apparent from the following description of preferred exemplary embodiments. 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 system for a motor vehicle; FIG. 2 shows a schematic illustration of a second embodiment of the hybrid drive system; FIG. 3 is a schematic illustration of a third embodiment of the hybrid drive system; and FIG. 4 is a shift map for illustrating different speeds of the hybrid drive system.In the figures, identical or functionally identical elements are provided with the same reference numerals.FIG. 1 shows a schematic illustration of a first embodiment of a hybrid drive system 10 of a motor vehicle, also referred to simply as a vehicle. The motor vehicle, which is preferably designed as a motor vehicle, in particular as a passenger vehicle, has at least or exactly two vehicle axles arranged one after the other in the longitudinal direction of the motor vehicle and thus one behind the other, namely a first vehicle axle and a second vehicle axle. The first vehicle axle is schematically illustrated in FIG. 1 and is denoted by 12. The respective vehicle axle has at least or exactly two vehicle wheels. The vehicle wheels of the respective vehicle axle are arranged on sides of the motor vehicle which are opposite one another in the transverse direction of the motor vehicle. The vehicle transverse direction is illustrated, for example, by a double arrow 14. The vehicle wheels of the vehicle axle 12 are schematically shown in FIG. 1 and are denoted by 16 and 18. The hybrid drive system 10 can be used to drive the vehicle wheels 16 and 18, as a result of which the motor vehicle can be driven.The hybrid drive system 10 has an internal combustion engine 20 which has a drive shaft 22, which is designed as a crankshaft, for example. Via driveshaft 22, engine 20 may provide first drive torques to drive vehicle wheels 16 and 18. The hybrid propulsion system 10 also includes an electric machine 24 that includes a stator 26 and a rotor 28. By means of the stator 26, the rotor 28 can be driven and thereby rotated relative to the stator 26 and relative to a housing 30 of the hybrid drive system 10 about an engine rotational axis which coincides with a main rotational axis 32 of the hybrid drive system 10. The drive shaft 22 is rotatable about a drive shaft rotation axis coincident with the main rotation axis 32 and thus about the main rotation axis 32 relative to the housing 30. Via the rotor 28, the electric machine 24 may provide second drive torques for driving the vehicle wheels 16 and 18, and thus the motor vehicle. The vehicle wheels 16 and 18 and thus the motor vehicle are drivable by the internal combustion engine 20 and the electric machine 24.The hybrid drive system 10 has an axle transmission 34 which is assigned to the vehicle axle 12 and is also referred to as a differential or differential transmission and is designed as a bevel gear differential in the first embodiment. The final drive 34 has a differential input wheel 36 designed as a gearwheel, via which a respective third torque for driving the final drive 34 can be transmitted to the final drive 34 and can thus be introduced into the final drive 34. The respective third torque results from the respective first drive torque and / or from the respective second drive torque. As illustrated in FIG. 1 by arrows 38, the respective third torque can be transmitted to the vehicle wheels 16 and 18 by means of the final drive 34, such that the vehicle wheels 16 and 18 can be driven by the internal combustion engine 20 and the electric machine 24, and therefore by the drive shaft 22 and the rotor 28, via the final drive 34.The hybrid drive system 10 includes the housing 30, wherein the rotor 28 and the input shaft 22 are rotatable about the main axis of rotation 32 relative to the housing 30. Additionally, for example, the differential input gear 36 is rotatable about an input shaft rotational axis relative to the housing 30, the input gear rotational axis being spaced from the main rotational axis 32 and parallel to the main rotational axis 32. The hybrid drive system 10 includes a transmission 40 provided in addition to the final drive 34. The final drive 34 is drivable via the transmission 40 by the internal combustion engine 20, i.e., by the input shaft 22, and by the electric machine 24, i.e., by the rotor 28, such that the differential input gear 36 is rotatable about the input gear rotational axis relative to the housing 30. The transmission 40 has a first partial transmission 42 and a second partial transmission 44. The first subtransmission 42 has a first planetary gear set 46, which has a first sun gear 48, a first planetary carrier 50 and a first ring gear 52. The first planetary gear set 46 has first planetary gears, wherein one of the first planetary gears is recognizable in FIG. 1 and is denoted by 54. The respective first planetary gear is rotatably held on the first planetary carrier 50 and simultaneously meshes with the sun gear 48 and the ring gear 52.The first subtransmission 42 also has a second planetary gearset 56, which has a second sun gear 58, a second planetary carrier 60 and a second ring gear 62. In addition, the second planetary gearset 56 has second planetary gears, of which a planetary gear designated 64 in FIG. 1 can be seen. The respective second planetary gear is rotatably held on the planetary carrier 60 and simultaneously meshes with the sun gear 58 and the ring gear 62.The second subtransmission 44 has a first spur gear stage 66, which has a first input gear 68 and a first output gear 70. The input gear 68 and the output gear 70 mesh with each other. In the first embodiment, the input gearwheel 69 is connected, in particular permanently, in a rotationally fixed manner to the planet carrier 50. The transmission 40, in particular the second subtransmission 44, has a first output shaft 72, wherein the output gearwheel 70 is connected, in particular permanently, in a rotationally fixed manner to the output shaft 72. In addition, a first output gearwheel 74 is provided, which is connected in particular permanently rotationally fixedly to the output shaft 72. The output gear 74 meshes with the differential input gear 36, and the partial transmission 44 has a second spur gear stage 76, which has a second input gear 78 and a second output gear 80. The input gear 78 and the output gear 80 mesh with each other. A second output shaft 82 is also provided, wherein, for example, the output gearwheel 80 is connected to the output shaft 82 in a rotationally fixed manner, in particular permanently. A second output gearwheel 84 is also provided, which is connected in the present case, in particular permanently, in a rotationally fixed manner to the output shaft 82. The output shaft 72, and thus the output gear 70 and the output gear 74, are rotatable about a first output shaft rotational axis relative to the housing 30. The output shaft 82, and thus the output gear 84 and the output gear 80, are rotatable about a second input shaft rotational axis relative to the housing 30. The output gear 84 meshes with the differential input gear 36, and the output shafts 72 and 82 are not coaxially arranged so that the output shaft rotational axes do not coincide. Rather, for example, the output shaft rotational axes run parallel to one another, wherein the output shaft rotational axes are spaced apart from one another. The differential input gear 36 can thus be driven by the respective output gear 74, 84, as a result of which the final drive 34 can be driven.The rotor 28 of the electric machine 24 is coupled or couplable in a torque-transmitting manner to the first subtransmission 42 and thus to the transmission 40 in such a way that the respective second drive torque can be introduced into the transmission 40 starting from the rotor 28 via the first subtransmission 42.In order to be able to realize a particularly advantageous design of the hybrid drive system 10, it is provided that the first sun gear 48 is permanently connected to the second sun gear 58 in a rotationally fixed manner. In addition, a first shifting element A is provided, by means of which the first ring gear 52 can be connected to the housing 30 in a rotationally fixed manner.In the first embodiment, a second shifting element B is provided, by means of which the first ring gear 52 can be connected to the drive shaft 22 in a rotationally fixed manner. A third shifting element C is also provided, by means of which the rotor 28 can be connected to the drive shaft 22 in a rotationally fixed manner. The hybrid drive system 10 also has a fourth shifting element D, by means of which the rotor 28 can be connected to the first sun gear 48 and the second sun gear 58 in a rotationally fixed manner. In the first embodiment, a fifth shifting element E is provided, by means of which the second ring gear 62 can be connected to the second input gearwheel 78. The shift elements B, D and E are designed, for example, as frictional shift elements and, in this case, for example, as friction clutches, in particular as multiplate clutches. The shift elements A and C are designed, for example, as form-locking shift elements and, in this case, for example, as claw clutches.In the first embodiment, the shift elements A, B, C, D and E are arranged in succession, i.e. one after the other, in the axial direction of the hybrid drive system 10, the axial direction of which coincides with the main axis of rotation 32, in the following order: the shift element B - the third shift element C - the fourth shift element D - the first shift element A - the fifth shift element E. Thus, viewed in the axial direction of the hybrid drive system 10 and thus viewed along the main axis of rotation 32, the third shift element C connects to the second shift element B, the fourth shift element D connects to the third shift element C, the first shift element A connects to the fourth shift element D and the fifth shift element E connects to the first shift element A.FIG. 2 shows a second embodiment of the hybrid drive system 10. the second embodiment differs from the first embodiment in particular in that the shift elements A, B, C, D and E are arranged in succession and thus one after the other, viewed in the axial direction of the hybrid drive system 10 and thus along the main axis of rotation 32: the second shift element B-the first shift element A-the fifth shift element E-the fourth shift element D-the third shift element C. Thus, viewed along the main axis of rotation 32, the first shift element A connects to the second shift element B, the fifth shift element E connects to the first shift element A, the fourth shift element D connects to the fifth shift element, and the third shift element C connects to the fourth shift element D.FIG. 3 shows a third specific embodiment of hybrid drive system 10. in the third specific embodiment, shift elements A, B, C, D, and E are situated one after the other in the axial direction of hybrid drive system 10 in the following sequence: second shift element B-first shift element A-fifth shift element E-fourth shift element D-third shift element C. In the third specific embodiment, second input gearwheel 78, in particular permanently, is connected to second ring gearwheel 62 in a rotationally fixed manner. The first output gear 80 is formed as a loose gear which is rotatably arranged on the second output shaft 82. In the third embodiment, the output gearwheel 80 can be connected to the second output shaft 82 in a rotationally fixed manner by means of the fifth shift element E.FIG. 4 shows a shift table which illustrates different, shiftable and thus selectively engageable or engageable gears H 1, H 2, H 3, H 4, H 5, H 6, E 1, E 2, E 3, S 1 and S 2 of the hybrid drive system 10. The respective gear is entered in a respective row of the shift table. Each of the switching elements A, B, C, D and E is set in each column of the switching table. In FIG. 4, X means that the respective switching element A, B, C, D, E is inserted, i.e. is in its respective coupling state. If nothing is entered in a field of the switching table, i.e. neither an X nor an "(X)", this means that the respective switching element A, B, C, D, E is designed and is therefore in its decoupling state. In FIG. 4, "(X)" means that the associated switching element may be inserted, but does not necessarily have to be inserted, and thus may also be alternatively configured. In order to engage the gear H 1 and to disengage the other gears, the shift elements A, C and D are engaged, while the shift elements B and E are disengaged. In order to engage the gear H 2, in particular while the other gears are disengaged, the shift elements A, C and E are engaged, while the other shift elements B and D are disengaged. This can be transferred to the other gears accordingly. In order to thus engage the gear H 3, the shift elements C, D and E are engaged, while the shift elements A and B are disengaged. In order to engage gear H 4, shift elements B, C and E are engaged, while shift elements A and D are disengaged. In order to engage gear H 5, shift elements B, C, and D are engaged, while shift elements A and E are disengaged. In order to engage the gear H 6, the shift elements B, D and E are engaged, while the other shift elements A and C are disengaged. In order to engage the gear E 1, the shift elements A and D are engaged, while the shift elements C and E are designed and the shift element B can be selectively engaged or designed. In order to engage gear E 2, shift elements A and E are engaged, while shift elements C and E are disengaged and shift element B may be selectively engaged or disengaged. In order to engage the gear E 3, the shift elements D and E are engaged, and therefore closed, while the other shift elements A, B and C are disengaged, that is to say opened. In order to engage the gear S 1, the shift elements B and E are engaged, i.e. closed, while the other shift elements A, C and D are disengaged, i.e. open. In order to engage gear S 2, shift elements A, C, and E are designed, while the other shift elements B and D are engaged. Specifically, the shift table shown in FIG. 4 indicates which of the shift elements A, B, C, D, and E is engaged and which of the shift elements A, B, C, D, and E must be designed to engage the respective gear in the first embodiment.The gears H 1, H 2, H 3, H 4, H 5 and H 6 are, for example, six hybrid gears, in which, in particular, the internal combustion engine 20, also referred to as an internal combustion engine drive, is shifted, optionally supported by the electric machine 24. The gears E 1, E 2 and E 3 are gears for a purely electric drive, in which the vehicle wheels 16 and 18 can be driven or are driven purely electrically and thus with respect to the internal combustion engine 20 and the electric machine 24 exclusively by means of the electric machine 24. The gears S 1 and S 2 are gears for continuously variable operation in which a ratio provided by the transmission 40 depends on a rotational speed at which the rotor 28 rotates about the main rotational axis 32 relative to the housing 30. The switching table shown in FIG. 4 can also be applied to the second embodiment and the third embodiment.List of reference characters10 Hybrid drive system 12 Vehicle axle 14 Double arrow 16 Vehicle wheel 18 Vehicle wheel 20 Internal combustion engine 22 Drive shaft 24 Electric machine 26 Stator 28 Rotor 30 Housing 32 Main rotational axis 34 Differential transmission 36 Differential input wheel 38 Arrow 40 Transmission 42 First subtransmission 44 Second subtransmission 46 First planetary gear set 48 First sun wheel 50 First planetary carrier 52 First ring gear 54 First planetary gear 56 Second planetary gear set 58 Second sun wheel 60 Second planetary carrier 62 Second ring gear 64 Second planetary gear 66 First spur gear stage 68 First input gear 70 First output gear 72 First output shaft 74 First output gear 76 Second spur gear stage 78 Second input gear 80 Second output gear 82 Second output shaft 84 Second output gear A First shifting element B Second shifting element C Third shifting element D Fourth shifting element E Fifth shifting element H 1 Gear H 2 Gear H 3 Gear h4gear H5gear H6gear E1gear E2gear E3gear S1gear S2gear

Claims

Hybrid drive system (10) for a motor vehicle, having an internal combustion engine (20), by means of which the motor vehicle can be driven, having an electric machine (24), by means of which the motor vehicle can be driven, having a final drive (34), having a housing (30), and having a transmission (40), which has a first subtransmission (42) and a second subtransmission (44), wherein: - the first subtransmission (42) has a first planetary gear set (46) having a first sun wheel (48), a first planetary carrier (50) and a first ring gear (52), and a second planetary gear set (56) having a second sun wheel (58), a second planetary carrier (60) and a second ring gear (62); - the second subtransmission (44) has a first spur gear stage (66), a second spur gear stage (76) and an output shaft (72); the first spur gear stage (66) has a first output gear (70), which meshes with a first input gear (68), connected or connectable in a rotationally fixed manner to the first planet carrier (50), of the first spur gear stage (66); the second spur gear stage (76) has a second output gear (80), which meshes with a second input gear (78), connected or connectable in a rotationally fixed manner to the second ring gear (62), of the second spur gear stage (76); a first output gear (74) is provided, which is connected or connectable in a rotationally fixed manner to the first output gear (70); the first output gear (74) meshes with a differential input gear (36) of the final drive (34), which can be driven via the differential input gear (36); and - a rotor (28) of the electric machine (24) is coupled or can be coupled to the first subtransmission (42) in a torque-transmitting manner in such a way that torques can be introduced into the transmission (40) via the first subtransmission (42) starting from the rotor (28); characterized in that: - the first sun gear (48) is permanently connected to the second sun gear (58) in a rotationally fixed manner; and - a first shifting element (A) is provided, by means of which the first ring gear (52) can be connected to the housing (30) of the hybrid drive system (10) in a rotationally fixed manner.Hybrid drive system (10) according to Claim 1, characterized in that the internal combustion engine (20) has a drive shaft (22), by means of which torques for driving the motor vehicle can be provided by the internal combustion engine (20).Hybrid drive system (10) according to Claim 2, characterized bya second shift element (B), by means of which the first ring gear (52) can be connected to the drive shaft (22) of the internal combustion engine (20) in a rotationally fixed manner.Hybrid drive system (10) according to Claim 2 or 3, characterized bya third shifting element (C) by means of which the rotor (28) can be connected to the drive shaft (22) in a rotationally fixed manner.Hybrid drive system (10) according to one of the preceding claims, characterized bya fourth shift element (D) by means of which the rotor (28) can be connected to the first sun wheel (48) and the second sun wheel (50) in a rotationally fixed manner.Hybrid drive system (10) according to one of the preceding claims, characterized bya fifth shift element (E), by means of which the second ring gear (62) can be connected to the second input gearwheel (78) in a rotationally fixed manner.Hybrid drive system (10) according to one of the preceding claims, characterized bya second output gearwheel (84) which is connected or can be connected in a rotationally fixed manner to the second output gearwheel (80) and which meshes with the differential input gearwheel (36) of the final drive (34).Hybrid drive system (10) according to Claim 7 when appended to one of Claims 1 to 5, characterized bya fifth shift element (E) by means of which the second output gearwheel (80) can be connected to the second output gearwheel (84) in a rotationally fixed manner.Hybrid drive system (10) according to Claim 7 or 8, characterized in that the output gearwheels (74, 84) and the differential input gearwheel (36) lie in a common wheel plane.Hybrid drive system (10) according to one of Claims 7 to 9, characterized in that the output gearwheels (74, 84) are arranged off-axis with respect to one another.

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