DE102010030568A1 - Hybrid drive for motor car, has input shaft connected with drive shaft of combustion engine via controllable friction clutch, and association of gears or translation of gear wheel sets compared to identical dual clutch transmission - Google Patents

Abstract

The drive (11) has an input shaft (GE1) coaxially arranged within another input shaft (GE2). The input shafts are provided with jackshafts (VG1, VG2) on input constants (EK1, EK2) in a driving connection. One of the jackshafts is coaxially arranged with another jackshaft. The former input shaft is connected with a drive shaft (2) of a combustion engine (VM) via a controllable friction clutch (K1). An association of gears (G1-G6) or translation of gear wheel sets (3-8) is compared to an identical dual clutch transmission (13). An independent claim is also included for a method for controlling a hybrid drive.

Description

The invention relates to a hybrid drive of a motor vehicle, comprising an internal combustion engine with a drive shaft, an electric motor operable as a motor and a generator with a rotor, and a multi-stage transmission with two input shafts and a common output shaft, wherein the first input shaft coaxially formed within the hollow shaft is arranged at least the first input shaft via a controllable friction clutch with the drive shaft of the internal combustion engine, the second input shaft is in drive connection with the rotor of the electric machine, both input shafts via one input constant with an associated countershaft in drive connection, the second countershaft Coaxially disposed within the formed as a hollow shaft first countershaft, both countershafts each over a plurality of switchable Gangradsätze with different translation selectively with the Ausgangswe All can be brought into drive connection, and both countershafts via a clutch and disengageable clutch can be coupled together. In addition, the invention relates to processes for controlling a hybrid drive designed according to the invention.

In the DE 10 2004 022 413 A1 Several embodiments of a corresponding dual-clutch transmission are described, which is manufactured by ZF Friedrichshafen AG as ZF-7DCT50 in a seven-speed variant. Compared with other dual-clutch transmissions with similar structure, this dual-clutch transmission has a combined with a gear clutch in a shift package clutch, with both countershafts are coupled together. As a result, in principle at least some gear wheel sets can also be used in conjunction with the input constant of the respective other countershaft. Accordingly, in the known ZF-7DCT50 dual-clutch transmission, the highest-ratio gear set is used in conjunction with the second input constant as the first gear G1 and in conjunction with the first input constant as the second gear G2.

It is known to provide by the arrangement of an operable as a motor and / or generator electric machine on an input, output or countershaft of a dual clutch transmission, a hybrid drive. Possibilities for the arrangement of an electric machine within such a dual-clutch transmission are in the DE 10 2005 035 328 A1 specified.

However, the designs of a hybrid drive proposed there have the disadvantage that with the arrangement of the electric machine, the axial and radial dimensions of the original dual-clutch transmission can no longer be met. If the electric machine is disposed within the gear housing, there is inevitably an axial or radial extension of the transmission dimensions, since the original dual-clutch transmission is generally constructed as compact as possible and not designed to accommodate an additional unit. In addition, an internal gear arrangement of an electric machine in terms of encapsulation against penetrating gear oil, effective cooling and accessibility for maintenance and repair work is problematic.

In a gearbox external arrangement of the electric machine, z. B. on an outwardly extended free end of a transmission shaft, the required structural changes to the original dual-clutch transmission are indeed relatively low. However, the space occupied by the thus formed hybrid drive space is also greater compared to the original dual-clutch transmission, whereby the optional integration of the hybrid drive in an existing motor vehicle instead of the original dual-clutch transmission difficult and usually not without costly changes to the vehicle body is possible. In addition, account in a gearbox external arrangement of the electric machine most of the arrangement options described there.

In a similar dual-clutch transmission, which from the DE 199 60 621 B4 according to the local 3 is known, but has no clutch for connecting the two coaxial countershafts, a first countershaft via a first input constant, an input shaft and a controllable friction clutch with the drive shaft of the internal combustion engine can be brought into drive connection. A second countershaft is connected via a second input constant to the rotor of a coaxially arranged on the input shaft electric machine in drive connection. In order to be able to use in each case at least some gear stages of the respective other countershaft for the transmission of an electromotive or internal combustion engine torque, the drive wheel of the second input constant connected to the rotor of the electric machine can be coupled to the input shaft via a disengageable and engageable clutch. The clutch is arranged on the side facing away from the motor of the second input constant and thus within the gearbox, resulting in a correspondingly large change effort compared to a largely identical dual-clutch transmission and also due to the axially staggered arrangement of the two input constants an axial extension of the transmission dimensions.

The known hybrid drives thus have the significant disadvantage that they have a high design effort derived from dual-clutch transmissions manual transmission, which have increased manufacturing costs and / or increased dimensions. As a result, the integration of a corresponding hybrid drive in an existing motor vehicle as an alternative to a conventional drive is much more difficult or possible only with great constructive and financial effort.

The present invention is therefore based on the object to propose a based on a dual-clutch transmission of the type mentioned hybrid drive a motor vehicle, which is simple and space-saving design and can be integrated without major structural changes as an alternative drive in a motor vehicle. Furthermore, process sequences for controlling the hybrid drive according to the invention are to be specified.

The related to the structural design of the hybrid drive task is solved in connection with the features of the preamble of claim 1, characterized in that only the first input shaft GE1 via an associated friction clutch K1 with the drive shaft of the engine VM is connectable, and that the assignment of the gears G1 -G6 or the translation of at least some gear sets relative to a largely identical dual-clutch transmission are modified in a suitable manner.

Advantageous embodiments and further developments of the hybrid drive according to the invention are contained in the associated subclaims. Advantageous procedures for controlling the hybrid drive according to the invention are given in the independent method claim 13 and in the associated method-related dependent claims.

The invention is therefore based on a hybrid drive of a motor vehicle comprising an internal combustion engine VM with a drive shaft, an electric motor EM with a rotor that can be operated as a motor and as a generator, and a multi-stage transmission with two coaxially arranged input shafts GE1, GE2 and a common output shaft GA , The first input shaft GE1 is arranged centrally within the second input shaft GE2 designed as a hollow shaft. At least the first input shaft GE1 can be connected to the drive shaft of the internal combustion engine VM via an associated friction clutch K1. The second input shaft GE2 is in drive connection with the rotor of the electric machine EM. In addition, both input shafts GE1, GE2 each have an input constant EK1, EK2 with an associated countershaft VG1, VG2 in drive connection, wherein the second countershaft VG2 coaxially disposed within the hollow shaft formed as a first countershaft VG1. Both countershafts VG1, VG2 are each selectively connectable to the output shaft GA in drive connection via a plurality of switchable Gangradsätze with different translation. In addition, both countershafts VG1, VG2 can be coupled to one another via an engageable and disengageable clutch D.

The hybrid drive according to the invention is therefore based on a largely identical dual-clutch transmission, in which the second friction clutch K2, via which the second input shaft GE2 is usually connectable to the drive shaft of the engine VM, is omitted. Instead, the second input shaft GE2 in the hybrid drive according to the invention with the rotor of the electric motor EM in drive connection and can be brought via the clutch D with the first countershaft VG1 and the first input shaft GE1 in drive connection. As a result, the two parallel power transmission branches can be coupled to one another and thus are both available for the internal combustion engine VM and the electric machine EM for power transmission.

To realize the hybrid drive according to the invention, only comparatively small structural changes are required compared to the dual-clutch transmission. Thus, these changes are largely limited to the outside of the transmission housing portion of the input shafts GE1, GE2, but may also include changes in the translations of at least some gear sets. Nevertheless, the base gear can be adopted largely unchanged from the dual clutch transmission. A possible in the largely identical dual-clutch transmission double use of some gear sets over both input constants, however, is no longer possible in the present hybrid drive. Due to the special construction of the hybrid drive, however, the electric machine EM can be used to start the internal combustion engine VM, in boost mode, in recuperation mode, in pure electric drive mode and to bridge a circuit-related train or thrust interruption in the combustion mode.

In order to maintain the assignment of the gears G1-G6, R to the Gangradsätzen starting from a dual-clutch transmission and thus take over the Schaltaktuatorik largely unchanged, the translations of the second input shaft GE2 associated gear sets over a largely identical dual-clutch gearbox expedient in about the factor i _EK1 / i _EK2 changed, where i _{EK1 is} the Translation of the first input _constant EK1 and i _EK2 the translation of the second input constant EK2 are designated.

The same objective can also be achieved by changing the gear ratios of the gear wheel sets associated with the first input shaft GE1 with respect to a largely identical dual clutch gearbox by a factor of approximately i _EK2 / i _EK1 .

To avoid a large amount of change and an increase in the space requirement, the electric machine EM is expedient outside a transmission housing of the gearbox between the friction clutch K1 and an input-side end wall of the transmission housing and holds together with the friction clutch K1 advantageous in about the space of a dual clutch K1, K2 a largely identical dual-clutch transmission.

Since the electric machine EM can also be used to synchronize gear clutches, at least the gear clutches (S3 ', S4') of the gear wheel sets assigned to the second input shaft GE2 can be designed as unsynchronized jaw clutches.

To optimally utilize the available space, the electric machine EM is preferably arranged coaxially over the second input shaft GE2, wherein the rotor of the electric machine EM can be directly rotatably connected to the second input shaft GE2 or via a gear stage KE with the second input shaft GE2 can be in drive connection ,

The gear stage KE is expediently formed in this case as a simple planetary gear with a ring gear, a planet carrier with a plurality of planetary gears meshing with the ring gear and a sun gear meshed with the planet gears, wherein the ring gear rotatably connected to the rotor of the electric machine EM is, the planet carrier rotatably mounted on the second input shaft GE2 and the sun gear is fixed to the housing fixed.

However, it is also possible for the electric machine EM to be arranged axially parallel to the second input shaft GE2, and for the rotor of the electric machine EM to be in driving connection with the second input shaft GE2 via a gear stage KE.

In this case, the gear stage KE may be formed as a spur gear with a rotatably connected to the rotor of the electric machine EM first gear and a rotatably connected to the second input shaft GE2 and standing in meshing engagement with the first gear second gear.

However, it is also possible for the gear stage KE to be configured as a chain transmission with a first sprocket rotatably connected to the rotor of the electric machine EM and a second sprocket arranged in rotational connection on the second input shaft GE2 and in positive connection with the first sprocket via a closed link chain ,

Another possibility is that the gear stage KE as a belt transmission with a rotatably connected to the rotor of the electric machine EM first pulley and a non-rotatably mounted on the second input shaft GE2 and formed on a closed drive belt frictionally connected to the first pulley in drive connection formed second pulley is.

Regardless of the arrangement of the electric machine EM and the formation of the gear stage KE, the gear stage KE expediently has a ratio in the range between i _KE = 1.25 and i _KE = 1.67, since the electric machine EM is thus less powerful and correspondingly more compact and lighter can be without the associated increase in the operating speeds of the electric machine EM leads to critically high values.

The following describes process sequences for controlling a hybrid drive designed according to the invention.

In the hybrid drive according to the invention is provided for the pulse start of the engine VM, that with the friction clutch K1 and laid out gears G1-G6, R first engaged the clutch D and then the second input shaft GE2 by the electric machine EM to a predetermined, above the starting speed of the engine VM lying pulse start speed is accelerated, and that then the engine VM is started by a rapid closing of the friction clutch K1 by means of the angular momentum of the electric machine EM.

For normal electric start of the internal combustion engine VM, however, provided that when the friction clutch K1 and laid out gears G1-G6, R engaged the clutch D and the friction clutch K1 is closed, and that the engine VM then by means of Drive torque of the electric machine EM is started.

For boost operation is provided that, if necessary, d. H. when the power flow from the engine VM is currently effected via a gear G2, G4, G6 associated with the first input shaft GE1, first a forward gear G1, G3, G5 associated with the second input shaft GE2 is engaged or the clutch D is engaged, and then the electric motor EM is operated as a motor, d. H. delivers a drive torque.

In the same way, it is provided for the recuperation operation that, if necessary, first a forward gear G1, G3, G5 assigned to the second input shaft GE2 is engaged or the clutch D is engaged, and that the electric machine EM is then operated as a generator, ie. H. picks up a generator torque acting as a drag torque in the drive train.

For electric driving operation, it is provided that, when the friction clutch K1, clutch D disengaged and gears G1-G6, R are engaged, a gear G1, G3, G5, R associated with the second input shaft GE2 is first engaged, and then the electric motor EM is operated as a motor , d. H. delivers a drive torque.

When taking place during a combustion driving circuit of a load gear, z. B. G2, in a target gear, z. B. G4, which are both associated with the first input shaft GE1, is provided to avoid a traction interruption, that initially one of the second input shaft GE2 associated intermediate passage, z. B. G3, synchronized and inserted, and then overlapped an engine torque of the electric motor EM overlapped, the engine torque of the engine VM degraded and the friction clutch K1 is opened. Then, the load G2 is designed and the target gear G4 synchronized and inserted before timely overlapping the engine torque of the electric machine EM degraded again, the engine torque of the engine VM rebuilt, and the friction clutch K1 is closed. Finally, the intermediate passage G3 is re-designed. The clutch D is permanently disengaged during this circuit sequence.

When taking place during a combustion driving circuit of one of the first input shaft GE1 associated load profile, z. B. G2, in one of the second input shaft GE2 associated target gear, z. B. G3 is to avoid a traction interruption provided that the first target gear G3 is synchronized and inserted, and then overlapped an engine torque of the electric motor EM constructed, the engine torque of the engine VM reduced, and the friction clutch K1 is opened. Then the load G2 is designed and the clutch D is synchronized and engaged before timed overlapping the engine torque of the electric motor EM dismantled again, the engine torque of the engine VM rebuilt, and the friction clutch K1 is closed.

When taking place during a combustion driving circuit of one of the second input shaft GE2 associated load profile, z. B. G5, in one of the first input shaft GE1 associated target gear, z. B. G6 is to avoid a traction interruption provided that initially overlapped an engine torque of the electric motor EM constructed, the engine torque of the engine VM degraded, and disengaged the clutch D and the friction clutch K1 is opened. The target gear G6 is then synchronized and engaged before the engine torque of the electric machine EM is reduced again over time, the engine torque of the internal combustion engine VM is rebuilt and the friction clutch K1 is closed. Finally, the load profile G5 is designed.

When taking place during a combustion driving circuit of a load gear, z. B. G3, in a target gear, z. B. G5, which are both associated with the second input shaft GE2, is provided to avoid a traction interruption that initially overlapped an engine torque of the electric motor EM constructed, the engine torque of the engine VM degraded and disengaged the clutch D and the friction clutch K1 is opened. Then, one of the first input shaft GE1 associated intermediate passage, z. B. G4, synchronized and inserted before timely overlapping the engine torque of the electric motor EM degraded again, the engine torque of the engine VM rebuilt and the friction clutch K1 is closed. Then, the load gear G3 is designed and the target gear G5 synchronized and engaged. Subsequently, an engine torque of the electric machine EM is built over time, the engine torque of the engine VM reduced, and the friction clutch K1 opened. Then, the intermediate passage G4 is re-designed and the clutch D synchronized and engaged before timely overlapped the engine torque of the electric machine EM degraded again, the engine torque of the engine VM rebuilt and the friction clutch K1 is closed.

It is understood in the knowledge of the invention of itself that the previously described for a train operation of the internal combustion engine VM circuit processes in the same way at a Push operation of the internal combustion engine VM can be carried out, wherein the engine torque of the engine VM then a drag torque and the engine torque of the electric machine EM is a drag torque effective generator torque.

To further illustrate the invention, the description is accompanied by a drawing with exemplary embodiments. In this shows

1 a hybrid drive according to the invention in a schematic representation,

2 a development of the hybrid drive according to the invention 1 , and

3 a dual-clutch transmission from which the hybrid drive according to the invention 1 and 2 is derived, in a schematic representation.

In 3 is in schematic form a z. B. from the DE 10 2004 022 413 A1 known dual-clutch transmission 1 shown, from which the hybrid drive according to the invention described below of a motor vehicle is derived. The dual-clutch transmission 1 has two coaxially arranged input shafts GE1, GE2 and a common output shaft GA. The first input shaft GE1 is arranged centrally within the second input shaft GE2 designed as a hollow shaft. The output shaft GA is arranged coaxially with the input shafts GE1, GE2 and axially adjacent to the first input shaft GE1. Both input shafts GE1, GE2 are on the input side via an associated friction clutch K1, K2 with the drive shaft 2 an internal combustion engine VM connectable. On the output side, both input shafts GE1, GE2 are in drive connection via an input constant EK1, EK2 formed from two fixed gears with an associated countershaft VG1, VG2.

The second countershaft VG2 is arranged coaxially within the first countershaft VG1 designed as a hollow shaft. Each countershaft VG1, VG2 is over several gear sets 3 . 4 respectively. 5 . 6 . 7 . 8th with different translation selectively with the common output shaft GA in drive connection brought. The gear wheel sets associated with the first input shaft GE1 and the second input shaft GE2 3 respectively. 5 . 6 . 7 . 8th each consist of a non-rotatably mounted on the respective countershaft VG1, VG2 fixed gear and a rotatably mounted on the output shaft GA and via a gear clutch B and E, F, G, H with this coupled idler gear.

One of the first input shaft GE1 associated gear set 4 on the other hand consists of a rotatably mounted on the first countershaft VG1 and via a gear clutch C with this coupled idler gear and a non-rotatably mounted on the output shaft GA fixed wheel. By a further, between the first input shaft GE1 and the output shaft GA arranged gear clutch A also a direct gear is switchable.

By means of a clutch D arranged at the free end of the first countershaft VG1 remote from the combustion engine, the two countershafts VG1, VG2 can be coupled to each other, whereby the gearwheel sets 3 and 5 to 8th at least in principle, in each case in combination with the two input constants EK1, EK2 can be used twice.

So z. B. in the in 1 dual-clutch gearbox, which corresponds to the well-known ZF-7DCT50 dual-clutch gearbox, the gear wheel set 8th used twice, namely via the first input shaft GE1 and the first input constant EK1 with the clutch D closed as the first gear G1 and the second input shaft GE2 and the second input constant EK2 as the second gear G2. Together with the direct gear G7 thus results in a total of seven forward gears G1 to G7 and in conjunction with an intermediate 9 a reverse R.

The gear clutches A to C and E to H of the gear wheel sets and the clutch D are designed as friction-synchronized synchronizer clutches and combined in pairs in switching packets S1, S2, S3, S4. The gear-side portions of the input shafts GE1, GE2, the input constants EK1, EK2, the countershafts VG1, VG2, the gear sets 3 to 8th , the switching packets S1 to S4, and the transmission-side portion of the output shaft GA are within a transmission case 10 arranged.

Starting from the dual-clutch transmission 1 to 3 is the hybrid drive according to the invention 11 to 1 provided by the fact that the second friction clutch K2 is omitted, and that provided as a motor and as a generator electric machine EM is provided, the rotor 12 is in drive connection with the second input shaft GE2. The actual manual transmission 13 that is, within the transmission housing 10 arranged components, such as the input constants EK1, EK2, the countershafts VG1, VG2, the Gangradsätze 3 to 8th , the shift packets S1-S4 and the output shaft GA, are opposite to the dual-clutch transmission 1 largely unchanged.

Since in a combustion driving operation, ie in a drive of the motor vehicle by the internal combustion engine VM, the power flow can only take place via the first input constant EK1, resulting from the changed Overall ratio of the gear wheel sets assigned to the second input shaft GE2 5 to 8th Overall, a new assignment of the forward gears G1 to G6. In addition, eliminates the possibility of dual use of a gear set, in this case the Gangradsatzes 8th , By a suitable change of the translations of the gear wheel sets 3 . 4 or 5 to 8th could the at the dual-clutch transmission 1 to 3 existing assignment of the gears G1 to G6, R, however, remain unchanged.

In the present hybrid drive 11 the electric machine EM is arranged coaxially over the second input shaft GE2 and the rotor 12 the electric machine EM directly rotatably connected to the second input shaft GE2. The electric machine EM is outside the transmission housing 10 between the remaining friction clutch K1 and a motor-side end wall 10a of the gearbox 10 arranged and holds together with the friction clutch K1 in about the space of a dual clutch assembly K1, K2 of the largely identical dual-clutch transmission 1 to 3 one.

An in 2 illustrated development of the hybrid drive according to the invention 11 ' is different from the hybrid drive 11 to 1 in that the rotor 12 the electric machine EM is now in drive connection via a gear stage KE with the second input shaft GE2, and that the gear clutches E 'to H' of the gear wheel sets assigned to the second input shaft GE2 5 to 8th are now designed as unsynchronized jaw clutches.

The gear stage KE is considered a simple planetary gear with a ring gear 14 , a planet carrier 15 with several with the ring gear 14 meshing planetary gears 16 , and one with the planet wheels 16 toothed sun gear 17 educated. The ring gear 14 is non-rotatable with the rotor 12 connected to the electric machine EM, the planet carrier 15 is rotatably mounted on the second input shaft GE2 and the sun gear 17 is locked in the housing. The gear stage KE thus has a ratio in the range between i _KE = 1.25 and i _KE = 1.67. As a result, the electric machine EM correspondingly lower performance and therefore be made more compact and lighter, but without reaching critically high operating speeds.

With the embodiments of the invention described above is a constructive on a dual clutch transmission 1 based parallel effective hybrid drive 11 . 11 ' created, an electric machine EM and an automated manual transmission 13 comprising two power transmission branches. The inside of the gearbox 10 arranged components, such as the input constants EK1, EK2, the countershafts VG1, VG2, the Gangradsätze 3 to 8th , the switching packages S1 to S4 and S4 'and the output shaft GA, possibly also the transmission housing 10 itself, can largely unchanged from the original dual-clutch transmission 1 be taken over.

By eliminating the second friction clutch K2 and the arrangement of the electric machine EM between the remaining friction clutch K1 and the engine-side end wall 10a of the gearbox 10 can the space of the original dual-clutch transmission 1 largely complied with. The hybrid drive according to the invention 11 . 11 ' is thus inexpensive to produce and can without significant changes to the relevant motor vehicle as an alternative to the conventional drive with the dual-clutch transmission 1 be used.

The functional scope of the hybrid drive according to the invention 11 . 11 ' includes starting the internal combustion engine VM by means of the electric machine EM. In addition, a pulse start of the internal combustion engine VM is possible. Furthermore, a boost operation and a recuperation operation of the electric machine EM during a combustion driving operation are possible. A pure electric driving operation is possible with a power flow via the second input constant EK2 across all gears G1 to G4, G6, R, with the exception of the gear G5 which can be shifted together with the clutch D via the shifting package S2. In the combustion mode of operation, by contrast, all gears G1 to G6, R can be used with a force flow via the first input constant EK1, with it being possible to avoid a train or thrust interruption due to a temporary load transfer by the electric machine EM. In an unsynchronized embodiment of the gear clutches E 'to H' according to the development of the hybrid drive 11 ' to 3 These are synchronized before the engagement in each case by the electric machine EM.

LIST OF REFERENCE NUMBERS

1

Double clutch

2

Drive shaft of the internal combustion engine

3-8

gear sets

9

idler

10

gearbox

10a

Motor-side bulkhead

11

hybrid drive

11

hybrid drive

12

Rotor of the electric machine

13

manual transmission

14

ring gear

15

planet carrier

16

planet

17

sun

A, B, C

clutches

D

clutch

e; F, G, H

clutches

E ', F', G ', H'

clutches

EK1

First input constant

EK2

Second input constant

EM

electric machine

G1-G7

forward gears

GA

output shaft

GE1

First input shaft

GE2

Second input shaft

i _EK1

Translation of EK1

i _EK2

Translation by EK2

i _KE

Translation by KE

K1

First friction clutch

K2

Second friction clutch

KE

gear stage

R

reverse gear

S1-S4

switching packages

S3 ', S4'

switching packages

VM

internal combustion engine

VG1

First countershaft

VG2

Second countershaft

QUOTES INCLUDE IN THE DESCRIPTION

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

Cited patent literature

• DE 102004022413 A1 [0002, 0040]
• DE 102005035328 A1 [0003]
• DE 19960621 B4 [0006]

Claims (21)

Hybrid drive of a motor vehicle having an internal combustion engine (VM) with a drive shaft ( 2 ), as an engine and as a generator operable electric machine (EM) with a rotor ( 12 ) as well as a multi-stage manual transmission ( 13 ) with two input shafts (GE1, GE2) and a common output shaft (GA), said first input shaft (GE1) coaxially disposed within said second input shaft (GE2) formed as a hollow shaft, at least said first input shaft (GE1) via a controllable friction clutch (K1) with the drive shaft ( 2 ) of the internal combustion engine (VM) is connectable, the second input shaft (GE2) with the rotor ( 12 ) of the electric machine (EM) is drivingly connected, both input shafts (GE1, GE2) via one input constant (EK1, EK2) with an associated countershaft (VG1, VG2) in drive connection, the second countershaft (VG2) coaxially within the hollow shaft formed first countershaft (VG1) is arranged, both countershafts (VG1, VG2) each have a plurality of switchable gear sets ( 3 . 4 . 5 . 6 . 7 . 8th ) with different translation selectively with the output shaft (GA) can be brought into drive connection, and both countershafts (VG1, VG2) via an engageable and disengageable clutch (D) are coupled to each other, characterized in that only the first input shaft (GE1) via an associated friction clutch (K1) with the drive shaft ( 2 ) of the internal combustion engine (VM) is connectable, and that the assignment of the gears (G1, G2, G3, G4, G5, G6) or the translation of at least some gear sets ( 3 . 4 . 5 . 6 . 7 . 8th ) compared to a largely identical dual-clutch transmission ( 1 ) are modified in a suitable manner. Hybrid drive according to claim 1, characterized in that the translations of the second input shaft (GE2) associated Gangradsätze ( 5 . 6 . 7 . 8th ) compared to a largely identical dual-clutch transmission ( 1 ) are changed by the factor i _EK1 / i _EK2 , where i _{EK1 is} the translation of the first input _constants (EK1) and i _EK2 the translation of the second input constants (EK2). Hybrid drive according to claim 1, characterized in that the gear ratios of the first input shaft (GE1) associated Gangradsätze ( 3 . 4 ) compared to a largely identical dual-clutch transmission ( 1 ) are changed by the factor i _EK2 / i _EK1 , where i _{EK1 is} the translation of the first input _constants (EK1) and i _EK2 the translation of the second input constants (EK2). Hybrid drive according to one of claims 1 to 3, characterized in that the electric machine (EM) outside a transmission housing ( 10 ) of the gearbox ( 13 ) between the friction clutch (K1) and an input end wall ( 10a ) of the transmission housing ( 10 ) is arranged and together with the friction clutch (K1) in about the space of a dual clutch assembly (K1, K2) of a largely identical dual-clutch transmission ( 1 ). Hybrid drive according to one of claims 1 to 4, characterized in that at least the gear clutches (E ', F', G ', H') of the second input shaft (GE2) associated with gear sets ( 5 - 8th ) are designed as unsynchronized jaw clutches. Hybrid drive according to one of claims 1 to 5, characterized in that the electric machine (EM) coaxially above the second input shaft (GE2) is arranged, and that the rotor ( 12 ) of the electric machine (EM) directly rotatably connected to the second input shaft (GE2) or is connected via a gear stage (KE) with the second input shaft (GE2) in drive connection. Hybrid drive according to claim 6, characterized in that the gear stage (KE) as a simple planetary gear with a ring gear ( 13 ), a planet carrier ( 14 ) with several with the ring gear ( 13 ) in meshing planetary gears ( 15 ), and one with the planetary gears ( 15 ) toothed sun gear ( 16 ), wherein the ring gear ( 13 ) rotatably with the rotor ( 12 ) of the electric machine (EM) is connected, the planet carrier ( 14 ) rotatably mounted on the second input shaft (GE2), and the sun gear ( 16 ) is locked in the housing. Hybrid drive according to one of claims 1 to 5, characterized in that the electric machine (EM) is arranged axially parallel to the second input shaft (GE2), and that the rotor ( 12 ) of the electric machine (EM) via a gear stage (KE) with the second input shaft (GE2) is drivingly connected. Hybrid drive according to claim 8, characterized in that the gear stage (KE) as a spur gear with a rotationally fixed to the rotor ( 12 ) of the electric machine (EM) connected to the first gear and a non-rotatably connected to the second input shaft (GE2) and is in meshing engagement with the first gear second gear formed. Hybrid drive according to claim 8, characterized in that the gear stage (KE) as a chain transmission with a rotationally fixed to the rotor ( 12 ) of the electric machine (EM) connected first sprocket and a rotationally fixed on the second Input shaft (GE2) arranged and formed via a closed link chain form-fitting with the first sprocket in driving connection second sprocket is formed. Hybrid drive according to claim 8, characterized in that the gear stage (KE) as a belt transmission with a rotationally fixed to the rotor ( 12 ) of the electric machine (EM) connected to the first pulley and a non-rotatably mounted on the second input shaft (GE2) and is frictionally engaged in a drive connection with the first pulley via a closed drive belt second drive pulley. Hybrid drive according to one of claims 6 to 11, characterized in that the gear stage (KE) has a ratio in the range between i _KE = 1.25 and i _KE = 1.67. Method for controlling a hybrid drive according to at least one of claims 1 to 12, characterized in that for the pulse start of the internal combustion engine (VM) with open friction clutch (K1) and laid out gears (G1-G6, R) first engaged the clutch (D) and then the first input shaft (GE1) is accelerated by the electric machine (EM) to a predetermined impulse start speed above the starting speed of the engine (VM), and then the internal combustion engine (VM) is closed by rapidly closing the frictional clutch (K1) by means of the angular momentum the electric machine (EM) is started. A method according to claim 13, characterized in that for the electric start of the internal combustion engine (VM) with open friction clutch (K1) and laid out gears (G1-G6, R), the clutch (D) is engaged and the friction clutch (K1) is closed, and that Internal combustion engine (VM) is then started by means of the drive torque of the electric machine (EM). Method according to one of claims 13 to 14, characterized in that for boost operation, if necessary, first of the second input shaft (GE2) associated forward gear (G1, G3, G5) inserted or the clutch (D) is engaged, and that the electric machine (EM) then operated as a motor. Method according to one of claims 13 to 15, characterized in that for recuperation, if necessary, first of the second input shaft (GE2) associated forward gear (G1, G3, G5) inserted or the clutch (D) is engaged, and that the electric machine (EM) then operated as a generator. Method according to one of claims 13 to 16, characterized in that for the electric driving operation with the friction clutch (K1) disengaged, the clutch disengaged (D) and the gears (G1-G6, R) initially geared to the second input shaft (GE2) (G1, G3, G5, R) is inserted, and that the electric machine (EM) is then operated as a motor. Method according to one of claims 13 to 17, characterized in that during a combustion driving operation in a shift from a load gear (eg G2) to a target gear (eg G4), both of which are associated with the first input shaft (GE1) , first an intermediate passage (eg G3) assigned to the second input shaft (GE2) is synchronized and engaged, then an engine torque of the electric machine (EM) overlapped over time, the engine torque of the internal combustion engine (VM) is reduced and the friction clutch (K1) is opened is then designed, the load profile (G2) and the target gear (G4) is synchronized and inserted before timely overlapping the engine torque of the electric machine (EM) degraded again, the engine torque of the engine (VM) rebuilt and the friction clutch (K1) is closed , And that finally the intermediate passage (G3) is designed again, wherein the clutch (D) is during this circuit sequence permanently out is ckt. Method according to one of claims 13 to 18, characterized in that during a combustion driving operation in a circuit of a of the first input shaft (GE1) associated load gear (eg G2) in one of the second input shaft (GE2) associated target gear (z G3) first the target gear (G3) is synchronized and inserted, then overlapped an engine torque of the electric motor (EM) constructed, the engine torque of the engine (VM) reduced and the Friction clutch (K1) is opened, then the load gear (G2) designed and the clutch (D) is synchronized and engaged before overlapping the motor torque of the electric motor (EM) overlapped again, the engine torque of the engine (VM) rebuilt and the friction clutch (K1) is closed. Method according to one of claims 13 to 19, characterized in that during a combustion driving operation at a shift of a load gear (eg G5) assigned to the second input shaft (GE2) into a target gear (eg, gear) assigned to the first input shaft (GE1) G6) initially overlapped an engine torque of the electric machine (EM) constructed, the engine torque of the engine (VM) degraded and disengaged the clutch (D) and the friction clutch (K1) is opened, then the target gear (G6) is synchronized and inserted, before time overlapped the engine torque of the electric machine (EM) degraded again, the engine torque of the engine (VM) rebuilt and the friction clutch (K1) is closed, and finally the load profile (G5) is designed. A method according to any one of claims 13 to 20, characterized in that during a combustion driving operation in a shift from a load gear (eg G3) to a target gear (eg G5) both of which are associated with the second input shaft (GE2) , initially engine overlapped an engine torque of the electric motor (EM) constructed, the engine torque of the engine (VM) degraded and the clutch (D) disengaged and the friction clutch (K1) is opened, then one of the first input shaft (GE1) associated intermediate passage (z. B. G4) is synchronized and inserted before timely overlapping the engine torque of the electric machine (EM) degraded again, the engine torque of the engine (VM) rebuilt and the friction clutch (K1) is closed, and then the load profile (G3) designed and the target gear (G5) is synchronized and inserted, then overlapped an engine torque of the electric motor (EM) constructed, the engine torque ent of the internal combustion engine (VM) dismantled and the friction clutch (K1) is opened, then the intermediate passage (G4) designed again and the clutch (D) is synchronized and engaged before timed overlapping the engine torque of the electric machine (EM) degraded again, the engine torque the internal combustion engine (VM) is rebuilt and the friction clutch (K1) is closed.

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