Hybrid drive device
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- MERCEDES BENZ GRP
- Filing Date
- 2021-10-06
- Publication Date
- 2026-06-16
AI Technical Summary
Existing hybrid drive systems are large in the axial direction and are prone to interrupting traction when shifting gears in hybrid mode.
It employs a special arrangement of six pairs of shiftable gears and shifting elements, including neutral and fixed gears, to achieve a compact structure through gear set design, and to switch gears without interrupting traction, eliminating the need for a startable, separable clutch.
It achieves a compact axial configuration for the hybrid drive system, providing full functionality and high comfort, enabling gear shifting without interrupting traction, and allowing start-up and reversing via the electric motor.
Smart Images
Figure CN116490389B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a hybrid drive system comprising an internal combustion engine, an electric motor, and a transmission. Background Technology
[0002] Hybrid drive systems are known in particular from DE 10 2012 009 484 B3, FR 2 859 41 A1, DE 10 2017112 868 B3, US 2017 / 0 305 258 A1 and DE 10 2016 013 477 A1.
[0003] Furthermore, for example, DE 10 2013 210 013 A1 describes a hybrid drive system in which the motor can be connected, on one hand, to the input shaft of the transmission, but on the side of the disengaged clutch away from the internal combustion engine; this is often referred to as a P2 connection. On the other hand, the motor can also be connected to an intermediate shaft serving as the output shaft; this is also referred to as a P3 connection. Here, the structure has four gear planes for four individual gear positions. The motor is connected to two idler gears on the input shaft, which in turn form gear pairs with another idler gear on the intermediate shaft. Therefore, the motor can be selectively coupled to the input shaft, intermediate shaft, or output shaft of the transmission in the manner described above.
[0004] Here, the structure is relatively large, especially in the axial direction, that is, in the direction extending along the rotation axis of the input shaft or the input shaft of the transmission. Summary of the Invention
[0005] The object of the present invention is to provide an improved hybrid drive device, which is particularly compact in the axial direction and is also capable of shifting gears in hybrid mode without completely interrupting traction.
[0006] According to the present invention, this objective is achieved by a hybrid drive device having the features described below.
[0007] In addition to the internal combustion engine, the hybrid drive unit also includes an electric motor and a transmission. The transmission includes an input shaft and at least two intermediate shafts. It contains six pairs of shiftable gears, each pair having a gear arranged coaxially with the input shaft. In this context, a gear pair should be understood as two meshing gears, one of which is coaxially arranged with the input shaft, and the other with one of the intermediate shafts. The two gears of a gear pair are arranged in a gear plane perpendicular to the axis of rotation of the input shaft.
[0008] In the hybrid drive device according to the invention, the first gear pair comprises two loose gears, one on the input shaft and one on the first intermediate shaft. The motor is connected to the first gear pair in such a way that torque from the motor can be transmitted to the transmission through the first gear pair. Here, the design of the first gear pair allows for both P2 and P3 connections via the two loose gears.
[0009] Furthermore, looking along the axial direction (which is always related to the rotation axis of the input shaft), the first shiftable gear pair, the first shift element plane, the second shiftable gear pair, the third shiftable gear pair, the fourth shiftable gear pair, the second shift element plane, the fifth shiftable gear pair, the sixth shiftable gear pair, and the output gear plane are arranged in sequence.
[0010] The shifting element should be understood as a device configured to torsionally connect the chuck of a gear pair to the shaft supporting the chuck, wherein the shifting element includes at least an engagement sleeve and a locking tooth, and in an advantageous design, a synchronizer device is also included. Two adjacent shifting elements arranged coaxially with each other can advantageously share the same engagement sleeve. Here, the shifting element plane is a plane perpendicular to the axis of rotation of the input shaft and intersecting with at least two shifting elements, wherein the at least two shifting elements are coaxially arranged with different shafts, wherein the shafts should be understood as the input shaft, the first intermediate shaft, and the second intermediate shaft.
[0011] Therefore, the shift element plane "including" the shift element means that the shift element plane intersects with at least a portion of the shift element. Similarly, the output gear plane is a plane arranged perpendicular to the axis of rotation of the input shaft, which includes an output gear arranged torsionally on an intermediate shaft.
[0012] In the context of this invention, anti-torsion means that elements connected in this way and arranged coaxially rotate at the same angular velocity or rotational speed.
[0013] A free-spinning gear, or "free-spinning gear on a shaft," should be understood as a gear arranged coaxially with and rotatable relative to a shaft. Free-spinning gears are typically torsionally connected to the shaft by means of a shifting element. A fixed gear, or "fixed gear on a shaft," should be understood hereinafter as a gear arranged coaxially with and permanently torsionally connected to the shaft.
[0014] Therefore, the hybrid drive unit according to the invention can achieve a very compact construction, especially in the axial direction. This can be achieved at a very low cost through a special gear set structure. Furthermore, despite its simple structure, it provides complete functionality and high comfort during gear shifting, particularly enabling shifting without interrupting traction.
[0015] According to a particularly advantageous improvement of the invention, when viewed from the disengaged clutch along the input shaft, the first gear pair is arranged in the plane of the last gear.
[0016] According to a highly advantageous improvement of the invention, the motor overlaps with the disengaged clutch in the axial direction. Here, "overlapping arrangement" in the sense of the invention means that the mentioned elements intersect with the same axial plane or protrude into the same axial plane in the axial direction. Therefore, the mentioned elements at least partially overlap in the axial direction. The axial plane should be understood as a plane perpendicular to the axis of rotation of the input shaft.
[0017] The hybrid drive device according to the invention can preferably omit the startable disengaged clutch, and in particular, can also omit the mechanical reverse gear. Thus, the diameter of the disengaged clutch can be designed to be correspondingly small, allowing for a space-saving arrangement overlapping with the motor, and, according to a highly advantageous improvement, for overlapping with at least two output gears on at least two intermediate shafts.
[0018] This variant, and especially the combination of the two design schemes mentioned last, ensures a more compact structure.
[0019] In a hybrid vehicle equipped with a hybrid drive system according to the invention, the hybrid drive system can be used in conjunction with an additional purely electric axle to drive the axle driven by the hybrid drive system. Starting and reversing can be achieved purely electrically by one or two motors, namely the motor of the hybrid drive system according to the invention and the motor of the additional purely electric axle. In the case of drive by an internal combustion engine or by both an internal combustion engine and an electric motor, the motor in the P3 connection compensates for or supports the speed and torque accordingly during gear shifting, allowing gear shifting within the transmission to be performed without interrupting the load.
[0020] Here, the special gear set structure of the hybrid drive device according to the present invention can also be configured such that the first gear pair includes a first gear arranged coaxially with the input shaft and a second gear arranged coaxially with the first intermediate shaft; the second gear pair includes a third gear arranged coaxially with the input shaft and a fourth gear arranged coaxially with the second intermediate shaft; the third gear pair includes a fifth gear arranged coaxially with the input shaft and a sixth gear arranged coaxially with the second intermediate shaft; the fourth gear pair includes a seventh gear arranged coaxially with the input shaft and an eighth gear arranged coaxially with the first intermediate shaft; the fifth gear pair includes a ninth gear arranged coaxially with the input shaft and a tenth gear arranged coaxially with the second intermediate shaft; and the sixth gear pair includes an eleventh gear arranged coaxially with the input shaft and a twelfth gear arranged coaxially with the first intermediate shaft.
[0021] This arrangement contributes to the aforementioned advantages, especially if, according to another highly advantageous design according to the invention, the first shift element plane includes at least a third shift element arranged coaxially with the first intermediate shaft and a first shift element arranged coaxially with the input shaft, and the second shift element plane includes at least a fifth shift element arranged coaxially with the second intermediate shaft and a sixth shift element arranged coaxially with the first intermediate shaft.
[0022] As a further advantageous supplement to this embodiment, it can also be configured such that: a first shifting element is configured to connect the first gear to the input shaft in a torsion-resistant manner; a third shifting element is configured to connect the second gear to the first intermediate shaft in a torsion-resistant manner; a fourth shifting element is configured to connect the sixth gear to the second intermediate shaft in a torsion-resistant manner; a fifth shifting element is configured to connect the tenth gear to the second intermediate shaft in a torsion-resistant manner; a sixth shifting element is configured to connect the eighth gear to the first intermediate shaft in a torsion-resistant manner; and a seventh shifting element is configured to connect the twelfth gear to the second intermediate shaft in a torsion-resistant manner.
[0023] Preferably, the fourth and fifth shift elements, as well as the sixth and seventh shift elements, can be designed as shift elements with a common engagement sleeve. This makes the transmission more affordable and compact in construction.
[0024] Furthermore, a highly advantageous design of the hybrid drive device according to the invention can be configured such that the first gear pair, the second gear pair, the third gear pair, and the sixth gear pair each form a corresponding pure gear plane. Here, a pure gear plane should be understood as a plane perpendicular to the axis of rotation of the input shaft that intersects only the gear pairs and not the shifting elements. This also contributes to a compact design. Attached Figure Description
[0025] Other advantageous designs and improvements of the hybrid drive device according to the invention are also given in more detail below with reference to the accompanying drawings.
[0026] In the attached diagram:
[0027] Figure 1 A first possible variant of the hybrid drive device according to the invention is shown; and
[0028] Figure 2 A second possible variant of the hybrid drive device according to the present invention is shown. Detailed Implementation
[0029] The two accompanying figures schematically illustrate hybrid drive units 101 and 102 according to possible structures based on the invention. The plan views of the gear sets used to illustrate the transmission constructed therein should not be construed as drawn to scale, and not all components are necessarily located on the plane of the page showing them. The relative dimensions of the components shown do not necessarily correspond to the actual structure.
[0030] Figure 1 A first variant of the hybrid drive unit 101 is shown, comprising an internal combustion engine 2 on one side and an electric motor 3 on the other. The internal combustion engine 2 is directly connected to the input shaft 5 of the transmission of the hybrid drive unit 101 via a disengaged clutch 4. Here, the direct connection may optionally include a device 6 (e.g., a dual-mass flywheel) for absorbing and / or damping torsional vibrations between the crankshaft of the internal combustion engine 2 and the disengaged clutch 4; therefore, "direct" should be understood here as meaning that no additional transmission element, such as a clutch, transmission device, etc., is arranged between the crankshaft of the internal combustion engine 2 and the disengaged clutch 4.
[0031] Along the axial direction a of the rotation axis of the input shaft 5, viewed from the disengaged clutch 4, there are six pairs of gears: the first gear pair RP1, the second gear pair RP2, the third gear pair RP3, the fourth gear pair RP4, the fifth gear pair RP5, and the sixth gear pair RP6. They are located in their respective gear planes, namely the first gear plane RE1 to the sixth gear plane RE6. Among the six gears coaxially arranged with the input shaft 5, namely the eleventh gear Z11 corresponding to the sixth gear pair RP6, the ninth gear Z9 corresponding to the fifth gear pair RP5, the seventh gear Z7 corresponding to the fourth gear pair RP4, the fifth gear Z5 corresponding to the third gear pair RP3, the third gear Z3 corresponding to the second gear pair RP2, and the first gear Z1 corresponding to the first gear pair RP1, the first four gears Z11, Z9, Z7, and Z5, viewed from the direction of the disengaged clutch 4, are designed as fixed gears on the input shaft 5, while the last two gears Z3 and Z1 are designed as unloaded gears. The first gear Z1 and the third gear Z3 can be torsionally connected to the input shaft 5 via two shifting elements: a first shifting element S1 for the first gear Z1 and a second shifting element S201 for the third gear Z3. Here, the two shifting elements S1 and S201 are arranged and combined such that they use a common sliding engagement sleeve.
[0032] Two intermediate shafts, namely a first intermediate shaft V1 and a second intermediate shaft V2, are arranged parallel to the input shaft 5. A first output gear 7 is coaxially arranged with the first intermediate shaft V1 and torsionally connected. A second output gear 8 is coaxially arranged with the second intermediate shaft V2 and torsionally connected. The output gears 7 and 8 advantageously mesh with a differential gear (not shown here, i.e., the input gear of the differential) without the need for additional intermediate transmission elements. Here, the output gears 7 and 8 are advantageously arranged with the disengageable clutch 4 in a common output gear plane AE. The output gear plane AE is arranged perpendicular to the axial direction a and intersects the two output gears 7 and 8 and the disengageable clutch 4.
[0033] Here, the first gear pair RP1 is the last gear pair RP1 viewed from the disengaged clutch 4 along the axial direction a, and is therefore arranged in the last gear plane RE1 viewed along this direction. This first gear pair includes a first gear Z1 designed as a loose gear on the input shaft 5 and a second gear Z2 also designed as a loose gear and arranged coaxially with the first intermediate shaft V1. As described above, the first gear Z1 can be torsionally connected to the input shaft 5 via the first shifting element S1, and if necessary, the second gear Z2 can be torsionally connected to the first intermediate shaft V1 via the third shifting element S3. The motor 3 is connected to the first gear pair RP1 via a pinion 9, which is torsionally connected to the rotor shaft 10 of the motor 3. For this purpose, as... Figure 1 As shown by the dashed line, pinion 9 meshes with the second gear Z2 of the first gear pair RP1. Alternatively, and not shown, pinion 9 may also mesh with the first gear Z1. Advantageously, an intermediate gear or intermediate shaft is also arranged between pinion 9 and the corresponding loose gear.
[0034] This allows torque to be transferred from motor 3 to the transmission. Depending on the positions of shift elements S1 and S3, a so-called P2 connection can be achieved, where motor 3 acts on the input shaft 5 via pinion 9, a loose gear Z2 rotating on the first intermediate shaft V1 via the loose sleeve of the first gear pair RP1, and the first gear Z1 anti-torsional coupling to the input shaft 5 via the first shift element S1, specifically acting on the side of the disengaged clutch 4 away from the internal combustion engine 2. Depending on the shift position within the transmission, output is either via the first intermediate shaft V1 and its output gear 7 or via the second intermediate shaft V2 and its output gear 8.
[0035] Alternatively, the structure can be switched to the so-called P3 connection of motor 3, wherein the first intermediate shaft V1 and its output gear 7 are directly driven by motor 3 via the open shifting element S1, the empty sleeve gear Z1 that rotates accordingly on the input shaft 5, and the second gear Z2 of the first gear pair PR1 that is anti-torsively coupled to the first intermediate shaft V1 via the third shifting element S3.
[0036] Since the transmission is switched to neutral (without neutral gear coupling), motor 3 can, for example, start internal combustion engine 2, or internal combustion engine 2 can drive motor 3 as a generator.
[0037] Here, the motor 3 is arranged in the axial direction a to overlap with the disengaged clutch 4 and, in particular, also with the output gears 7 and 8 of the intermediate shafts V1 and V2. Since the motor 3 is connected to the final gear plane RE1 and simultaneously overlaps with the disengaged clutch 4 in the axial direction a (i.e., protruding into the common output gear plane AE of the disengaged clutch 4 and, in particular, the output gears 7 and 8) when viewed from the disengaged clutch 4 in the axial direction a, a very compact structure is ensured.
[0038] Along the axial direction a, this time looking from the gear plane RE1 with gear pair RP1 towards the disengaged clutch 4, the first gear pair RP1 is followed by the second gear pair RP2 with a third gear Z3, which is also designed as a loose gear on the input shaft 5. This third gear can be shifted via the second shifting element S201 in a manner similar to the first gear Z1, wherein the shifting elements S1 and S201 can advantageously be designed with a common engagement sleeve, thus creating a dual shifting element, which saves installation space and, more importantly, cost. The fourth gear Z4, designed as a fixed gear on the second intermediate shaft V2, serves as the other gear in the second gear pair RP2. Figure 1 In the diagram, to the right of the second gear pair RP2 is the third gear pair RP3. In this third gear pair, the fifth gear Z5 is designed as a fixed gear on the input shaft 5, and the sixth gear Z6 is designed as a loose gear on the second intermediate shaft V2. Furthermore, the fourth gear pair RP4 is arranged in the fourth gear plane RE4. The seventh gear Z7 is designed as a fixed gear on the input shaft 5, and the eighth gear Z8 of the fourth gear pair RP4 is designed as a loose gear, this time on the first intermediate shaft V1.
[0039] The fifth gear pair RP5 is formed in the fifth gear plane RE5. It is composed of the empty tenth gear Z10 on the intermediate shaft 2 and the fixed ninth gear Z9 on the input shaft 5. Because the fourth gear plane RE4 has the eighth gear Z8, which serves as the output gear, on the first intermediate shaft V1, there is now sufficient space on the second intermediate shaft V2. Therefore, the fourth shifting element S4 for the sixth gear Z6 of the third gear pair RP3 and the fifth shifting element S5 for the tenth gear Z10 (i.e., the output gear of the fifth gear pair RP5) can be placed side by side, that is, these two shifting elements S4 and S5 can also be realized as a double shifting element through a common engagement sleeve. The sixth gear pair RP6 in the sixth gear plane RE6 is further arranged with the fixed eleventh gear Z11 on the input shaft 5 and the empty twelfth gear Z12 on the first intermediate shaft V1. The corresponding shifting element, namely the seventh shifting element S7, can be positioned next to the sixth shifting element S6 for the fourth gear pair RP4, such that the fourth gear pair is also located in the mounting space created by the fifth gear pair RP5 biased towards the second intermediate shaft V2. Here, the two shifting elements S6 and S7 can also be designed as dual shifting elements with a common engagement sleeve. Following the sixth gear plane RE6 is the output gear plane AE mentioned above, in which at least the two output gears 7 and 8 of the intermediate shafts V1 and V2 are located, and preferably, as shown here, the disengaged clutch 4 is also arranged accordingly in this output gear plane. The motor 3 also overlaps with the output gear plane AE in the axial direction a.
[0040] Between the first gear plane RE1 and the second gear plane RE2 lies the first shift element plane SE1, wherein the third shift element S3 is coaxially arranged with the first intermediate shaft V1 and the first shift element S1 is coaxially arranged with the input shaft 5. The second shift element plane SE2 is located between the fourth gear plane RE4 and the fifth gear plane RE5 and includes the fifth shift element S5 and the sixth shift element S6, while the fourth shift element S4 and the seventh shift element S7 are respectively arranged in the fourth gear plane RE4 and the fifth gear plane RE5.
[0041] The term "shift element plane" refers to a plane that is arranged perpendicular to the axial direction a and intersects with shift elements that belong to or are "included" by that plane.
[0042] The transmission of the hybrid drive unit 101 can advantageously be designed as a six-speed transmission without a mechanical reverse gear. In particular, reversing is performed via the motor 3. This motor can also be used for starting, so that a correspondingly small disengaged clutch 4 can be used, in which case the disengaged clutch need not be startable. This disengaged clutch can be designed to be so small that... Figure 1As shown, it is located in the output gear plane AE together with the output gears 7 and 8 of the intermediate shafts V1 and V2.
[0043] The transmission can be designed such that the fourth gear pair RP4 and the fifth gear pair RP5 alternately represent the first or second gear of the transmission. The first gear pair RP1 is used to achieve the third gear, and the third gear pair RP3 and the sixth gear pair RP6 can be used to achieve the fourth, fifth, or sixth gear, with the second gear pair RP2 also additionally used to achieve the fifth or sixth gear accordingly.
[0044] The term "gear" refers to an adjustable gear ratio level, in which the transmission ratio steadily decreases in sequence from first gear to sixth gear.
[0045] Therefore, a specific example of the described design scheme can be set up such that the first gear is achieved by the fifth gear pair RP5, the second gear by the fourth gear pair RP4, the third gear by the first gear pair RP1, the fourth gear by the sixth gear pair RP6, the fifth gear by the third gear pair RP3, and the sixth gear by the second gear pair RP2.
[0046] Alternatively, in the hybrid drive unit 101 according to Figure 1 In this variant, the fourth gear can also be achieved via the first gear plane RE1, the second or sixth gear can be alternately achieved via the second gear plane RE2, and the first, second, or third gear can be alternately achieved via the fourth gear plane RE4 and the fifth gear plane RE5. The remaining gears can be alternately achieved via the third and sixth gear planes RE3 and RE6. A specific embodiment here can be designed such that the first gear is achieved via the fifth gear to RP5, the second gear via the fourth gear to RP4, the third gear via the third gear to RP3, and the fourth gear via the first gear to RP1. The fifth gear can be achieved via the sixth gear to RP6, and the sixth gear can be correspondingly achieved via the second gear to RP2.
[0047] exist Figure 2The illustration shows an alternative variant of the hybrid drive unit 102. The difference is that the second shift element S201 is moved from the input shaft 5 to the second intermediate shaft V2. Similar to gear pairs RP3 to RP6, the second gear pair RP2 now also has a fixed gear on the input shaft 5 as the third gear Z3. The fourth gear Z4 is now a loose gear on the second intermediate shaft V2, which can be optionally released via the second shift element 202 or torsionally connected to the second intermediate shaft V2. In this design of the hybrid drive unit 102, the second shift element S202, which has now been "migrated" to the second intermediate shaft V2 except for the first shift element S1 and the third shift element S3, is moved to the first shift element plane SE1, making the structure more compact. The further structure of the hybrid drive unit 102 is similar to that of the hybrid drive unit 101 already described in the previous figures.
[0048] This can be configured such that the fourth and fifth gear planes RE4 and RE5 are used alternately for the first and second gears, the first gear plane RE1 is used for the third gear, the second gear plane RE2 is used for either the second or fourth gear, and the third gear plane RE3 and the sixth gear plane RE6 are used alternately for gears 4, 5, or 6. A concrete example of this configuration could be: the first gear is achieved via the fifth gear to RP5, the second gear via the fourth gear to RP4, the third gear via the first gear to RP1, the fourth gear via the second gear to RP2, the fifth gear via the third gear to RP3, and the sixth gear via the sixth gear to RP6.
[0049] In another variant of the hybrid drive unit 102, gears 1, 2, and / or 3 can be alternately achieved via the fourth gear plane RE4 and the fifth gear plane RE5, correspondingly gears 3 or 5 can be alternately achieved via the second gear plane RE2, and the fourth gear can be achieved via the first gear plane RE1. The remaining gears can be alternately achieved via the third and sixth gear planes RE3 and RE6. In a specific embodiment, the first gear can be achieved via gear plane RE5 (i.e., the fifth gear pair RP5), the second gear via the fourth gear pair RP4, the third gear via the third gear pair RP3, the fourth gear via the first gear pair RP1, the fifth gear via the second gear pair RP2, and the sixth gear via the sixth gear pair RP6.
[0050] Here, according to Figure 1 and Figure 2All variations of the hybrid drive units 101 and 102 allow for six gears without a mechanical reverse gear. The hybrid drive units 101 and 102 are preferably used to drive the first drive axle of the vehicle, where the second drive axle is purely electric. In principle, the vehicle may have other drive axles or non-drive axles; passenger cars typically have two axles. Here, such a hybrid passenger car is a preferred, but not the only, purpose for which the hybrid drive units 101 and 102 are used.
Claims
1. A hybrid power drive unit (101, 102) comprising an internal combustion engine (2), an electric motor (3), and a transmission, wherein, The transmission has an input shaft (5) and at least a first intermediate shaft (V1) and a second intermediate shaft (V2), wherein, The internal combustion engine (2) can be directly coupled to the input shaft (5) via a disengaged clutch (4), wherein, The system is equipped with six pairs of shiftable gears, namely the first gear pair (RP1), the second gear pair (RP2), the third gear pair (RP3), the fourth gear pair (RP4), the fifth gear pair (RP5), and the sixth gear pair (RP6), each having gears (Z1, Z3, Z5, Z7, Z9, Z11) arranged coaxially with the input shaft (5). The first gear pair (RP1) has a first gear (Z1) designed as a hollow gear and arranged coaxially with the input shaft (5). The first gear pair (RP1), the first shift element plane (SE1), the second gear pair (RP2), the third gear pair (RP3), the fourth gear pair (RP4), the second shift element plane (SE2), the fifth gear pair (RP5), the sixth gear pair (RP6), and the output gear plane (AE) are arranged sequentially along the axial direction (a). Its features are, The first gear pair (RP1) has a second gear (Z2) designed as a hollow gear and arranged coaxially with the first intermediate shaft (V1). The motor (3) is connected to the first gear pair (RP1) in such a way that torque from the motor (3) can be introduced into the transmission through the first gear pair (RP1), wherein, The second gear pair (RP2) includes a third gear (Z3) coaxially arranged with the input shaft (5) and a fourth gear (Z4) coaxially arranged with the second intermediate shaft (V2). The third gear pair (RP3) includes a fifth gear (Z5) coaxially arranged with the input shaft (5) and a sixth gear (Z6) coaxially arranged with the second intermediate shaft (V2). The fourth gear pair (RP4) includes a seventh gear (Z7) coaxially arranged with the input shaft (5) and an eighth gear (Z8) coaxially arranged with the first intermediate shaft (V1). The fifth gear pair (RP5) includes a ninth gear (Z9) coaxially arranged with the input shaft (5) and a tenth gear (Z10) coaxially arranged with the second intermediate shaft (V2). The sixth gear pair (RP6) includes an eleventh gear (Z11) coaxially arranged with the input shaft (5) and a twelfth gear (Z12) coaxially arranged with the first intermediate shaft (V1).
2. The hybrid drive device (101, 102) according to claim 1. Its features are, Along the axial direction (a) and viewed from the disengaged clutch (4), the first gear pair (RP1) is arranged in the last gear plane (RE1).
3. The hybrid drive device (101, 102) according to claim 1. Its features are, The motor (3) is arranged to overlap axially with the disengaged clutch (4).
4. The hybrid drive unit (101, 102) according to claim 1, 2 or 3. Its features are, The first shift element plane (SE1) includes at least a third shift element (S3) arranged coaxially with the first intermediate shaft (V1) and a first shift element (S1) arranged coaxially with the input shaft (5). Furthermore, the second shift element plane (SE2) includes at least a fifth shift element (S5) arranged coaxially with the second intermediate shaft (V2) and a sixth shift element (S6) arranged coaxially with the first intermediate shaft (V1).
5. The hybrid drive unit (101, 102) according to claim 4. Its features are, The first shift element (S1) is configured to connect the first gear (Z1) to the input shaft (5) in a torsion-resistant manner; the third shift element (S3) is configured to connect the second gear (Z2) to the first intermediate shaft (V1) in a torsion-resistant manner; the fourth shift element (S4) is configured to connect the sixth gear (Z6) to the second intermediate shaft (V2) in a torsion-resistant manner; the fifth shift element (S5) is configured to connect the tenth gear (Z10) to the second intermediate shaft (V2) in a torsion-resistant manner; the sixth shift element (S6) is configured to connect the eighth gear (Z8) to the first intermediate shaft (V1) in a torsion-resistant manner; and the seventh shift element (S7) is configured to connect the twelfth gear (Z12) to the first intermediate shaft (V1) in a torsion-resistant manner.
6. The hybrid drive unit (101, 102) according to claim 5. Its features are, The fourth shift element (S4), the fifth shift element (S5), the sixth shift element (S6), and the seventh shift element (S7) are each designed as shift elements with a common engagement sleeve.
7. The hybrid drive device (101, 102) according to any one of claims 1 to 3. Its features are, The first gear pair (RP1), the second gear pair (RP2), the third gear pair (RP3), and the sixth gear pair (RP6) respectively form corresponding pure gear planes (RE1, RE2, RE3, RE6).
8. The hybrid drive device (101, 102) according to any one of claims 1 to 3. Its features are, The separate clutch (4) is designed as a non-startable separate clutch.
9. The hybrid drive device (101, 102) according to any one of claims 1 to 3. Its features are, The disengaged clutch (4) is arranged to axially overlap with at least two output gears (7, 8) on the at least first intermediate shaft (V1) and the second intermediate shaft (V2).