DE102011089154B4 - Double clutch - Google Patents

Abstract

Double clutch transmission in countershaft design, with two clutches (K1, K2), whose input sides are connected to a drive shaft (An) and whose output sides are each connected to one of two transmission input shafts (W1, W1 ', W2) arranged coaxially to a main shaft axis, each of which has a partial transmission and at least one hollow shaft (W3, W4) arranged coaxially to the main shaft axis and at least one idler gear (Z0, Z8) arranged coaxially to the main shaft axis are assigned, each idler gear (Z0, Z8) and each hollow shaft (W3, W4) each having at least a switching device (S3, S9, S4, S10) can be connected to the assigned transmission input shaft (W1, W1 ', W2), with a first countershaft axis, to which a first countershaft (W5) is arranged coaxially, the at least one being coaxial to the first countershaft axis arranged hollow shaft (W6, W7) is assigned, with several gear planes (I, II, III, V, VI, VII), which gear ratios (A, B, C, D, E, F, G, K) z are arranged, and with at least one output shaft (Ab), which can be connected to the sub-transmissions via an output gear plane (IV), characterized in that a second countershaft axis is provided, to which a second countershaft (W8) is arranged coaxially, the at least two Loose gears (Z6, Z7) arranged coaxially to the countershaft axis are assigned which can each be connected to the second countershaft (W8) via a switching device (S5, S6) and which mesh with fixed gears of the hollow shaft (W3) of the transmission input shaft (W1), so that at least one winding gear (I_2, I_3) can be shifted within the assigned sub-transmission via each idler gear (Z6, Z7) of the second countershaft (W8).

Description

The present invention relates to a dual clutch transmission in countershaft design according to the type defined in more detail in the preamble of claim 1.

Double clutch transmissions are characterized in that two sub-transmissions are provided, with z. B the odd gears on a clutch are coupled via a sub-transmission and the even gears are coupled to another clutch via the other sub-transmission. This enables shifting between even and odd gears without interruption of tractive effort. The disadvantage is the comparatively high construction cost, which increases with the number of gears. In order to limit the construction costs, so-called spiral gears can be provided, in which the power flow winds over several existing gear ratios, so that an additional gear ratio is implemented without the need for a further gear ratio.

For example, a not yet published application by the applicant with the official file number DE 10 2010 040 659 A1 describes a double clutch transmission in countershaft design with a central transmission shaft and a hollow transmission shaft arranged concentrically with it, as well as with exactly one countershaft and two powershift elements as a double clutch. Furthermore, the gearbox hollow shaft and the countershaft are each assigned a hollow shaft arranged coaxially to the respective shafts, so that three gear ratios can be shifted as so-called spiral gears. In the applicant's application with the official file number, which has also not yet been published DE 10 2010 040 660 A1 a split central transmission shaft is also provided for the dual clutch transmission described there.

In the double clutch transmissions described in the applications cited, there are nine forward gear ratios and a maximum of two reverse gear ratios, three of the ratios being shiftable as spiral gears. However, the winding gears provided wind through both sub-transmissions, which restricts the power shifting capability of the dual clutch transmission. At least eight gear planes and an additional output gear plane are still required to represent the gear ratios, but this increases the overall axial length of the double clutch transmission.

The present invention is based on the object of proposing a dual clutch transmission of the type described at the outset which, in addition to the gear ratios, also implements winding gears that do not restrict the power shifting capability and which also requires as little space as possible.

According to the invention, this object is achieved with the features of patent claim 1, with advantageous embodiments resulting from the subclaims and the associated description and the drawings.

A double clutch transmission in countershaft design with two clutches is proposed, the input sides of which are connected to a drive shaft and the output sides of which are each connected to one of two transmission input shafts arranged coaxially to a main shaft axis. The transmission input shafts are each assigned a partial transmission and each at least one hollow shaft arranged coaxially to the main shaft axis and at least one idler gear or the like arranged coaxially to the main shaft axis. Each idler gear and each hollow shaft can be connected to the assigned transmission input shaft or to an assigned countershaft via at least one shifting device or coupling device. The dual clutch transmission comprises a first countershaft, which is arranged coaxially to a first countershaft axis, the countershaft being assigned at least one hollow shaft arranged coaxially to the countershaft axis. The dual clutch transmission comprises several gear planes to which gear ratios or gear stages are assigned and at least one output shaft that can be connected to the sub-transmissions via an output gear plane or the like.

To represent a particularly compact double clutch transmission, a second countershaft axis is provided, to which a second countershaft is arranged coaxially, to which two idler gears are assigned which are arranged coaxially to the countershaft axis and which are each connected to the second countershaft via at least one switching device, so that each idler gear a winding gear can be switched within a partial transmission. The dual clutch transmission according to the invention can be constructed in a particularly compact manner with full power shiftability due to the additional countershaft and its arrangement.

In addition to the possibility of shifting winding gears within a sub-transmission via both countershafts, the dual clutch transmission according to the invention has the further advantage that winding gears can also be switched whose power flow within a sub-transmission only leads via one of the countershafts.

In a possible variant of the double clutch transmission, it can be provided that a preferred gear set design with full power shift capability has two countershafts and only 10 shifting devices, which are preferably designed as five double shifting elements or double shifting devices or double synchronizers for a total of twelve gear ratios with only six gear planes to be realized with discrete gear ratios in the two partial transmissions and one output gear level. It is also possible that at least some single switching devices are used instead of double switching devices. At least nine forward gears and two reverse gears can be formed from the twelve gear ratios, with preferably three of the gear ratios provided as winding gears each being shiftable within the limits of a sub-transmission.

In a preferred gear set design, it is provided that, for example, two winding turns can be switched using several hollow shafts and only one of the countershafts, so that the power flow from one of the transmission input shafts via a gear shifting device assigned to a gear plane and activated or closed to the hollow shaft assigned to the countershaft and is transmitted via another gear plane back to the hollow shaft assigned to the transmission input shaft and finally via a next gear plane and an activated shifting device to the countershaft, from which the connection to the output shaft is realized over the output gear plane. This type of realization of winding gears can be switched both in the first and in the second partial transmission.

In another type of spiral gears within a partial transmission, both countershafts and a double use of the hollow shaft assigned to a gearbox input shaft are provided that the power flow here, starting from the gearbox input shaft via a gear plane assigned to an activated shifting device, to the hollow shaft of a first countershaft and back via another Gear plane is transmitted to the hollow shaft assigned to the transmission input shaft. From this hollow shaft, the power flow is then transferred to the second countershaft in the form of a so-called dual use via an activated switching device assigned to a gear plane, in order to establish a connection to the output shaft from there via the output gear plane. In the preferred gear set, this type of winding path can be shifted within the limits of a partial transmission. In an advantageous manner, a gear set is thus specified which combines both types of winding turns with one another, as a result of which a particularly compact design can be implemented.

With particular advantage, the dual clutch transmission according to the invention can be redesigned functionally identical by different positioning of the gear planes or the spur gear stages or gear stages assigned to the gear planes and / or the switching devices or the synchronizers if the assignment of the individual switching devices to the spur gear stages is retained. In this way, even with a new arrangement of the spur gear stages or the switching devices, the respective switching matrix or the switching pattern for the gear set variants is not changed.

For example, in the context of a preferred embodiment, the assignment of the partial transmissions to the two clutches can be interchanged in that the partial transmissions are mirrored or folded on a mirror plane between the partial transmissions. It is also possible for the components assigned to a countershaft to be interchanged with the components assigned to a transmission input shaft within a partial transmission. A next embodiment of the invention can provide that within the framework of the intended interchanging, a mirroring is provided on a middle gear plane of a sub-transmission comprising, for example, three gear planes. In addition, within the scope of a further embodiment of the invention, it can be provided that the components of a sub-transmission assigned to one countershaft are assigned to the other countershaft.

In the context of a further embodiment variant, it can be provided in the dual clutch transmission according to the invention that different and / or additional outputs or output positions are provided. The output shaft is connected to the first and second countershaft via an output gear plane, with the output shaft being able to be conveniently arranged in the transmission space depending on the installation position and the corresponding installation space available, as well as the gear requirements. The at least one axle of the vehicle to be driven can thus be connected to the gearbox output at locations that are advantageous in terms of installation space.

In the proposed dual clutch transmission, it can be provided in the context of a next embodiment that hybridization is carried out. The connection location of one or more electrical machines should preferably be selected such that both the connection of the electrical machine to the double clutch and the connection of the electrical machine to the output can be switched by a switching element or a switching device of the gear set. In this way, both stationary charging and electric driving are possible without drag losses from the double clutch. The Connection of the electrical machine to one of the shafts, to a fixed gear and / or to a loose gear of the gear set arrangement can be provided. It is also possible that the electrical machine is connected via an additional fixed gear.

With the switching devices or coupling devices or synchronizers, for example, a loose wheel with an associated shaft, for example a solid shaft or a hollow shaft, or even z. B. a hollow shaft can be connected to an associated shaft, for example a solid shaft or a hollow shaft.

The applicant's applications cited at the beginning are referred to explicitly in such a way that the content of the applications cited is part of the disclosure content of this application and thus also features from the content of the applications cited to solve the problem, in particular also in combination with in this application contained features.

• 1 eine schematische Teilansicht einer möglichen Ausführungsvariante eines erfindungsgemäßen Doppelkupplungsgetriebes;
• 2 eine schematische Ansicht des Doppelkupplungsgetriebes;
• 3 eine Schaltmatrix des Doppelkupplungsgetriebes gemäß 2;
• 4 eine schematische Ansicht einer ersten Ausgestaltung des Doppelkupplungsgetriebes mit zugeordneten Gangstufen;
• 4A eine Zuordnungstabelle zwischen Übersetzungsstufen und Gangstufen für die Ausgestaltung gemäß 4;
• 5 eine schematische Ansicht einer zweiten Ausgestaltung des Doppelkupplungsgetriebes mit zugeordneten Gangstufen;
• 5A eine Zuordnungstabelle zwischen Übersetzungsstufen und Gangstufen für die Ausgestaltung gemäß 5;
• 6 eine schematische Ansicht einer dritten Ausgestaltung des Doppelkupplungsgetriebes mit zugeordneten Gangstufen;
• 6A eine Zuordnungstabelle zwischen Übersetzungsstufen und Gangstufen für die Ausgestaltung gemäß 6;
• 7 eine schematische Ansicht einer vierten Ausgestaltung des Doppelkupplungsgetriebes mit zugeordneten Gangstufen;
• 7A eine Zuordnungstabelle zwischen Übersetzungsstufen und Gangstufen für die Ausgestaltung gemäß 7;
• 8 eine schematische Ansicht einer fünften Ausgestaltung des Doppelkupplungsgetriebes mit zugeordneten Gangstufen;
• 8A eine Zuordnungstabelle zwischen Übersetzungsstufen und Gangstufen für die Ausgestaltung gemäß 8;
• 9 eine schematische Ansicht einer sechsten Ausgestaltung des Doppelkupplungsgetriebes mit zugeordneten Gangstufen;
• 9A eine Zuordnungstabelle zwischen Übersetzungsstufen und Gangstufen für die Ausgestaltung gemäß 9;
• 10 eine Zuordnungstabelle zwischen Schaltvorrichtung und Übersetzungsstufe für funktionsgleiche Radsatzvarianten;
• 11 eine schematische Ansicht des Doppelkupplungsgetriebes mit einer ersten Radsatzvariation mit vertauschten Teilgetrieben;
• 12 eine schematische Ansicht des Doppelkupplungsgetriebes mit einer zweiten Radsatzvariation mit vertauschten Bauteilen innerhalb eines Teilgetriebes;
• 13 eine schematische Ansicht des Doppelkupplungsgetriebes mit einer dritten Radsatzvariation mit vertauschten Bauteilen innerhalb eines Teilgetriebes;
• 14 eine schematische Ansicht des Doppelkupplungsgetriebes mit einer vierten Radsatzvariation mit vertauschten Bauteilen innerhalb eines Teilgetriebes;
• 15 eine schematische Ansicht des Doppelkupplungsgetriebes mit einer fünften Radsatzvariation mit vertauschten Bauteilen innerhalb eines Teilgetriebes;
• 16 eine schematische Ansicht des Doppelkupplungsgetriebes mit Variationen bezüglich der Abtriebsposition; und
• 17 eine schematische Ansicht des Doppelkupplungsgetriebe mit einer möglichen Ausführungsvariante zur Hybridisierung.

The present invention is further explained below with reference to the drawings. Show it:

• 1 a schematic partial view of a possible variant embodiment of a dual clutch transmission according to the invention;
• 2 a schematic view of the dual clutch transmission;
• 3 a switching matrix of the dual clutch transmission according to 2 ;
• 4th a schematic view of a first embodiment of the dual clutch transmission with associated gear steps;
• 4A an assignment table between gear ratios and gear ratios for the embodiment according to 4th ;
• 5 a schematic view of a second embodiment of the dual clutch transmission with associated gear steps;
• 5A an assignment table between gear ratios and gear ratios for the embodiment according to 5 ;
• 6th a schematic view of a third embodiment of the dual clutch transmission with associated gear steps;
• 6A an assignment table between gear ratios and gear ratios for the embodiment according to 6th ;
• 7th a schematic view of a fourth embodiment of the dual clutch transmission with associated gear steps;
• 7A an assignment table between gear ratios and gear ratios for the embodiment according to 7th ;
• 8th a schematic view of a fifth embodiment of the dual clutch transmission with associated gear steps;
• 8A an assignment table between gear ratios and gear ratios for the embodiment according to 8th ;
• 9 a schematic view of a sixth embodiment of the dual clutch transmission with assigned gear steps;
• 9A an assignment table between gear ratios and gear ratios for the embodiment according to 9 ;
• 10 an assignment table between switching device and gear ratio for functionally identical gear set variants;
• 11 a schematic view of the dual clutch transmission with a first gear set variation with exchanged partial transmissions;
• 12 a schematic view of the dual clutch transmission with a second gear set variation with interchanged components within a partial transmission;
• 13 a schematic view of the dual clutch transmission with a third gear set variation with interchanged components within a partial transmission;
• 14th a schematic view of the dual clutch transmission with a fourth gear set variation with interchanged components within a partial transmission;
• 15th a schematic view of the dual clutch transmission with a fifth gear set variation with interchanged components within a partial transmission;
• 16 a schematic view of the dual clutch transmission with variations with respect to the output position; and
• 17th a schematic view of the dual clutch transmission with a possible embodiment variant for hybridization.

In the figures, design variants of a dual clutch transmission according to the invention are shown by way of example. The double clutch transmission in countershaft design comprises a double clutch with a first clutch K1 and a second clutch K2 , whose input sides with a drive shaft At and their output sides, each with one of two transmission input shafts arranged coaxially to a main shaft axis W1 , W1 ' , W2 are connected. The first Transmission input shaft W1 , W1 ' that came with the first clutch K1 is connected, apart from running in 1 with the reference number W1 ' , designed as a hollow shaft and the second transmission input shaft W2 that with the second clutch K2 connected is designed as a solid shaft.

The first transmission input shaft W1 , W1 ' are the first sub-transmission and a hollow shaft arranged coaxially to the main shaft axis W3 and a loose wheel arranged coaxially to the main shaft axis Z0 assigned. The idler wheel Z0 is via a switching device S3 with the first transmission input shaft W1 , W1 ' connectable. The hollow shaft W3 are the two fixed gears Z1 and Z2 as well as the switching device S4 associated with the hollow shaft W3 with the first transmission input shaft W1 , W1 ' is connectable. The second transmission input shaft W2 are a hollow shaft arranged coaxially to the main shaft axis W4 and a loose wheel arranged coaxially to the main shaft axis Z8 assigned, the hollow shaft W4 and the hollow shaft W3 are arranged axially offset from one another. The idler wheel Z8 is via a switching device S9 with the second transmission input shaft W2 connectable. The hollow shaft W4 are the two fixed gears Z9 and Z10 as well as the switching device S10 associated with the hollow shaft W4 with the second transmission input shaft W2 is connectable.

In addition, the dual clutch transmission comprises a first countershaft axis and a second countershaft axis, which are arranged axially parallel to one another, a first countershaft being coaxial with the first countershaft axis W5 and a second countershaft coaxial with the second countershaft axis W8 are arranged. The first countershaft W5 is a first hollow shaft arranged coaxially to the first countershaft axis W6 and a second hollow shaft arranged coaxially to the first countershaft axis W7 assigned, the first hollow shaft W6 and the second hollow shaft W7 are arranged axially offset from one another. Furthermore, the first countershaft W5 two idler wheels Z5 and Z13 assigned, the idler wheel Z5 via the switching device S2 and the idler wheel Z13 via the switching device S8 with the first countershaft W5 are connectable. The first hollow shaft W6 are the fixed gears Z3 and Z4 as well as the switching device S1 associated with the hollow shaft W6 with the first countershaft W5 is connectable. The second hollow shaft W7 are the fixed gears Z11 and Z12 as well as the switching device S7 associated with the hollow shaft W7 with the first countershaft W5 is connectable.

The second countershaft W8 are only two idler gears arranged coaxially to the second countershaft axis Z6 and Z7 assigned, the idler wheel Z6 via the switching device S5 and the idler wheel Z7 via the switching device S6 each with the second countershaft W8 are connectable. The two idlers Z6 and Z7 are assigned to gear planes of a partial transmission, preferably the first partial transmission. There is also the second countershaft W8 via a driven gear level IV the output shaft From coupled, the output gear plane being arranged centrally between the two partial transmissions. This has the advantage that the second countershaft W8 can be made particularly short in the axial direction in order to reduce the space requirement.

As in particular from the 2 , 4th to 9 and 11 to 17th As can be seen, the dual clutch transmission has only seven gear planes I. , II , III , IV , V , VI , VII , with three wheel planes I. , II , III the first partial transmission and three gear planes V , VI , VII are assigned to the second partial transmission. The fourth gear plane between the two sub-transmissions is designed as a driven gear plane and provides the connection between the first countershaft W5 or the second countershaft W8 and the output shaft From are. Thus, with only six wheel planes I. , II , III , V , VI , VII twelve translation levels A. , B. , C. , D. , E. , F. , G , H , I_1 , I_2 , I_3 , K feasible, of which four translation levels H , I_1 , I_2 , I_3 are switchable as winding turns. For switching the gear ratios A. , B. , C. , D. , E. , F. , G , H , I_1 , I_2 , I_3 , K are ten single switching devices S1 , S2 , S3 , S4 , S5 , S6 , S7 , S8 , S9 , S10 provided in the form of five double switching devices. Each double switching device is assigned to two components to be actuated or switched, with only one common actuator preferably being provided for actuating the double switching device. Each double synchronization is only ever assigned to one sub-transmission. This means that there are no restrictions whatsoever with regard to direct shifting of the gears.

In 1 an abstract section from the transmission diagram of the double clutch transmission is shown to illustrate the general principle of the spiral gears I_2 , I_3 to clarify and to claim separately. The section shows only one of the sub-transmissions as an example, since the principle can be applied in the same way to the other sub-transmission if this is designed accordingly. The reference symbols used are selected only as examples. With the principle of the winding path I_2 , I_3 the power flow is via a double-used hollow shaft W3 the transmission input shaft W1 ' out, which, for example, in contrast to the other figures, is designed here as a solid shaft and is therefore designated by W1 '. For example, the transmission input shaft W1 ' assigned idler wheel Z0 is via the corresponding switching device S3 with the transmission input shaft W1 ' connected so over the first wheel plane I. the power flow to that of the first Countershaft W5 associated hollow shaft W6 can be transferred. The power flow is from the hollow shaft W6 over the second wheel plane II on the hollow shaft used for the first time W3 transfer. The hollow shaft W3 is used for the second time to control the power flow either through the second gear plane II or via the third gear plane III on the second countershaft W8 and from there to the output shaft From to be transmitted, either that of the second gear plane II assigned idler wheel Z6 via the switching device S5 or that of the third gear plane III assigned idler wheel Z7 via the switching device S6 with the countershaft W8 is connected. In this way, a hollow shaft is used twice W3 implemented with two possible output levels in order to be able to work with the in 1 illustrated preferred embodiment two turns I_2 , I_3 to be able to realize within a partial transmission.

With this general principle with the double use of a transmission input shaft W1 , W1 ' , W2 associated hollow shaft W3 , W4 winding gears can be implemented within a sub-transmission that require a small number of components for the power flow, so that a gear set arrangement that saves space can be implemented. The in 2 , 4th to 9 and 11 to 17th Each illustrated gear set of the dual clutch transmission according to the invention are such winding turns I _ 2 , I _ 3 with double use of the hollow shaft W3 switchable only in the first partial transmission. However, each of the sub-transmissions is a winding path H , I_1 using only one of the countershafts W5 assigned.

In detail, the schematic views of FIG 2 , 4th to 9 and 11 to 17th a wheelset arrangement in which in the first wheel plane I. the idler wheel Z0 the first transmission input shaft W1 with the fixed gear Z3 the hollow shaft W6 the first countershaft W5 meshes with the first gear plane I. only one switching device S3 assigned. In the second wheel plane II is the fixed gear Z1 the hollow shaft W3 the first transmission input shaft W1 both with the fixed gear Z4 the hollow shaft W6 as well as with the idler wheel Z6 the second countershaft W8 engaged, the second gear plane II three switching device S1 , S4 , S5 assigned. In the third wheel level III is the fixed gear Z2 the hollow shaft W3 both with the idler wheel Z5 the first countershaft W5 as well as with the idler wheel Z7 the second countershaft W8 engaged, the third gear plane III two switching devices S2 , S6 assigned. In the fourth wheel level IV The fixed gear meshes as the output gear plane Z15 the output shaft From both with the fixed gear Z14 the first countershaft W5 as well as with the fixed gear Z16 the second countershaft W8 , being the fourth wheel plane IV no switching device is assigned. In the fifth wheel level V is the idler wheel Z8 the second transmission input shaft W2 with the fixed gear Z11 the hollow shaft W7 the first countershaft W5 engaged, the fifth gear plane V a switching device S9 assigned. In the sixth wheel level VI combs the fixed gear Z9 the hollow shaft W4 with the fixed gear Z12 the hollow shaft W7 , being the sixth wheel plane VI two switching devices S7 and S10 assigned. Finally the fixed gear meshes Z10 in the seventh wheel plane VII with the idler wheel Z 13 the first countershaft W5 , being the seventh wheel plane VII a switching device S8 assigned.

Overall, the gear set of the dual clutch transmission according to the invention thus comprises only 18 gears including an intermediate gear provided for reversing the direction of rotation ZW , which is exemplified in the 4th to 9 is shown.

From the in 3 The switching matrix shown results in the following general gear ratios. The translation level I_2 is as a winding path within the first partial transmission starting from the first clutch K1 via the first transmission input shaft W1 switchable, with the power flow at activated switching device S3 over the first wheel level I. with the translation level A. on the hollow shaft W6 and over the second wheel plane II with the translation level C. on the hollow shaft W3 as well as via the third wheel level III with the translation level K with activated switching device S6 on the second countershaft W8 and about the fourth wheel plane IV on the output shaft From is transferable. The translation level I_3 is as a winding path within the first partial transmission starting from the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S3 over the first wheel level I. with the translation level A. on the hollow shaft W6 and over the second wheel plane II with the translation level C. on the hollow shaft W3 as well as when the switching device is activated S5 over the second wheel plane II on the second countershaft W8 and about the fourth wheel plane IV on the output shaft From is transferable. The translation level H is as a winding path within the second partial transmission starting from the second clutch K2 via the second transmission input shaft W2 switchable, the power flow when the switching device is activated S9 about the fifth wheel plane V with the translation level B. on the hollow shaft W7 and about the sixth wheel plane VI with the translation level D. on the hollow shaft W4 as well as the seventh wheel level VII with the translation level F. with activated switching device S8 on the first countershaft W5 and via the fourth gear plane to the output shaft From is transferable. The translation level I_1 is as a winding path within the first partial transmission starting from the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S3 over the first wheel level I. with the translation level A. on the hollow shaft W6 and over the second wheel plane II with the translation level C. on the hollow shaft W3 as well as via the third wheel level III with the translation level G with activated switching device S2 on the first countershaft W5 and about the fourth wheel plane IV on the output shaft From is transferable.

Furthermore, the translation level is A. starting from the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S3 over the first wheel level I. on the hollow shaft W6 and with the switching device activated S1 on the first countershaft W5 as well as via the fourth wheel plane IV on the output shaft From is transferable. The translation level B. is based on the second clutch K2 via the second transmission input shaft W2 switchable, the power flow when the switching device is activated S9 about the fifth wheel plane V on the hollow shaft W7 and with the switching device activated S7 on the first countershaft W5 as well as via the fourth wheel plane IV on the output shaft From is transferable. The translation level C. is based on the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S4 over the second wheel plane II on the hollow shaft W6 and with the switching device activated S1 on the first countershaft W5 as well as via the fourth wheel plane IV on the output shaft From is transferable. The translation level D. is based on the second clutch K2 via the second transmission input shaft W2 switchable, the power flow when the switching device is activated S10 about the sixth wheel plane VI on the hollow shaft W7 and with the switching device activated S7 on the first countershaft W5 as well as via the fourth wheel plane IV on the output shaft From is transferable. The translation level E. is based on the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S4 over the second wheel plane II and with the switching device activated S5 on the second countershaft W8 as well as via the fourth wheel plane IV on the output shaft From is transferable. The translation level F. is based on the second clutch K2 via the second transmission input shaft W2 switchable, the power flow when the switching device is activated S10 about the seventh wheel level VII with activated switching device S8 on the first countershaft W5 as well as via the fourth wheel plane IV on the output shaft From is transferable. The translation level G is based on the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S4 via the hollow shaft W3 and over the third wheel plane III with activated switching device S2 on the first countershaft W5 as well as via the fourth wheel plane IV on the output shaft From is transferable. The translation level K is based on the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S4 via the hollow shaft W3 and over the third wheel plane III with activated switching device S6 on the second countershaft W8 as well as via the fourth wheel plane IV on the output shaft From is transferable.

The ones in the 4th to 9 The six configurations of the gear sets of the dual clutch transmission shown differ from that in 2 wheelset shown in that each to implement reverse gear ratios R1 and R2 an intermediate gear ZW one of the wheel planes is assigned and the gear ratios are assigned specific gear steps. For example in 4th and 5 is the intermediate gear ZW the third wheel plane III assigned. Thus meshes in the third gear plane III the fixed gear Z2 the hollow shaft W3 both with the intermediate gear ZW for reversing the direction of rotation as well as with the idler gear Z5 the first countershaft W5 , with the idler ZW with the idler wheel Z7 the second countershaft W8 is engaged. In the 6th and 7th is the intermediate gear ZW also the third wheel plane III assigned, with the fixed gear there Z2 the hollow shaft W3 with the idler ZW and with the idler wheel Z7 the second countershaft W8 combs, the intermediate gear ZW with the idler wheel Z5 the first countershaft W5 combs. In the 8th and 9 is the intermediate gear ZW the second wheel plane II assigned. In the second wheel plane II combs the fixed gear Z1 the hollow shaft W3 both with the intermediate gear ZW as well as with the fixed gear Z4 the hollow shaft W6 , the intermediate gear with the idler gear Z6 the second countershaft W8 combs.

The assignment tables in the 4A to 9A Particularly preferred assignments of the general gear ratios with regard to the forward gear and reverse gear ratios can be found, this assignment being exemplary and other assignments conceivable.

In 10 a further assignment table is given, from which the assignment with regard to shifting device and gear ratio or gear step can be taken so that the same shifting matrix or the same shifting pattern can be used for transmission variants that result from rearrangement of the spur gear steps and the shifting devices.

According to 11 a first gear set variation is shown as a transmission variant of the dual clutch transmission according to the invention, in which the assignment of the partial transmissions to the two input clutches K1 and K2 can be swapped, without changing the circuit diagram. For this purpose, a mirror plane running perpendicular to the plane of the drawing is between the two sub-gears SP1 provided, on each of which the sub-transmissions arranged in the boxes are folded or mirrored. The mirror plane SP1 runs through the fourth wheel plane IV and separates the two partial transmissions from each other.

In 12 a second gear set variation is shown in which the first countershaft W5 associated components with those of the second transmission input shaft W2 assigned components are swapped. For this purpose, there is a mirror plane SP2 provided between the first countershaft W5 and the second transmission input shaft W2 runs, on which the components assigned to the first countershaft axis and the components assigned to the main shaft axis are mirrored or folded. Thus, those of the hollow shaft W7 the first countershaft W5 assigned fixed gears Z11 and Z12 as well as the idler wheel Z13 the first countershaft W5 with the associated switching devices S7 and S8 the second transmission input shaft W2 or the hollow shaft W4 assigned, the hollow shaft W4 assigned fixed gears Z9 and Z10 as well as the idler wheel Z8 the second transmission input shaft W2 and the associated switching devices S9 and S10 the first countershaft W5 or the hollow shaft W7 be assigned. The winding (BDF) in the context of the winding path H is run through in the opposite direction in the case of swapping (FDB). However, the translation of the gear thus shifted remains identical, as do the shifting devices to be shifted.

According to 13 a third wheel set variation is shown in which a reflection on a mirror plane SP3 takes place, which runs through the middle gear plane of a three gear planes comprehensive sub-transmission. The mirror plane SP3 through the sixth wheel plane VI of the second partial transmission so that the hollow shaft W7 with the fixed gear Z11 and the idler wheel Z8 the second transmission input shaft W2 as well as the associated switching devices S9 and S10 with the hollow shaft W4 and the fixed gear Z10 as well as the idler wheel Z13 the first countershaft W5 and the associated switching devices S7 and S8 swapped or at the mirror plane SP3 be mirrored or folded.

In 14th a fourth gear set variation is shown in which that of the first countershaft W5 assigned components of a partial transmission of the second countershaft W8 be assigned. A mirror plane is used for this SP4 between the first countershaft W5 and the second countershaft W8 provided in the area of the second partial transmission, the mirror plane SP4 runs through the main shaft axis. At the mirror plane SP4 the components of the second partial transmission assigned to the first countershaft axis are mirrored or folded, so that the fixed gears Z11 and Z12 the hollow shaft W7 as well as the idler wheel Z13 the first countershaft W5 and the associated switching devices S7 and S8 the second countershaft axis or the second countershaft W8 be assigned.

According to 15th a fifth gear set variation is shown in which a mirror is provided on a central gear plane of a sub-transmission comprising three gear planes. A mirror plane is used for this SP5 provided by the second wheel plane II of the first sub-transmission and on which the first gear plane I. and the associated components and the third wheel plane with the associated components is mirrored or folded. This will be the first wheel plane I. assigned fixed gear Z3 including the hollow shaft W6 and the idler wheel Z0 the first transmission input shaft W1 as well as the associated switching devices S3 and S4 with those of the third gear plane III assigned idler gears Z5 and Z7 the translation levels G and K as well as the associated switching devices S1 , S2 , S5 and S6 interchanged, in which a reflection on the mirror plane SP5 he follows.

In 16 is the in 2 The illustrated wheelset of the dual clutch transmission is shown with output variants. As the first countershaft W5 and the second countershaft W8 via the fourth wheel level IV are coupled to one another as the output gear plane, it is possible that several output positions adapted to the existing installation space and the gear requirements are possible in order to connect one or more drive axles of the vehicle to the transmission output. Out 16 it can be seen that six different output options Ab1, Ab2, Ab3, Ab4, Ab5, and Ab6 are provided, either on the output shaft From or on one of the countershafts W5 , W8 are provided.

Finally shows 17th a possible embodiment of a hybridization of the dual clutch transmission according to the invention. For this purpose, at least one electrical machine EM is provided on the dual clutch transmission. The connection of the electrical machine EM and the idler wheel is an example of a possible connection location Z0 the first wheel plane I. intended. In this way, there is both a connection between the electrical machine EM and the double clutch and a connection between the electrical machine EM and the output shaft From by a switching device S3 or S1 switchable. This enables purely electric driving without drag losses from the double clutch, as well as starting the internal combustion engine. In addition, recuperation can also be carried out when the vehicle is stationary. Starting the Internal combustion engine is about the winding of the gear ratios A. and C. , pure electric driving is about the gear ratio A. or via the winding of the gear ratios A. , C. , and E. or A. , C. and G or A. , C. , and K possible.

Another preferred connection point of the electrical machine EM can also be the idler wheel Z8 his. In this case, the internal combustion engine would be started by winding the gear ratios B. and D. possible while purely electric driving via the gear ratio B. or via the winding of the translation steps B. , D. and F. is possible.

An

Antriebswelle

Ab

Abtriebswelle

K1

erste Kupplung

K2

zweite Kupplung

A

Übersetzungsstufe

B

Übersetzungsstufe

C

Übersetzungsstufe

D

Übersetzungsstufe

E

Übersetzungsstufe

F

Übersetzungsstufe

G

Übersetzungsstufe

H

Übersetzungsstufe als Windungsgang im zweiten Teilgetriebe

I_1

Übersetzungsstufe als Windungsgang im ersten Teilgetriebe

I_2

Übersetzungsstufe als Windungsgang im ersten Teilgetriebe

I_3

Übersetzungsstufe als Windungsgang im ersten Teilgetriebe

K

Übersetzungsstufe

S1

Schaltvorrichtung

S2

Schaltvorrichtung

S3

Schaltvorrichtung

S4

Schaltvorrichtung

S5

Schaltvorrichtung

S6

Schaltvorrichtung

S7

Schaltvorrichtung

S8

Schaltvorrichtung

S9

Schaltvorrichtung

S10

Schaltvorrichtung

I

erste Radebene

II

zweite Radebene

III

dritte Radebene

IV

vierte Radebene bzw. Abtriebsradebene

V

fünfte Radebene

VI

sechste Radebene

VII

siebente Radebene

Z0

Losrad der ersten Getriebeeingangswelle

Z1

Festrad der Hohlwelle der ersten Getriebeeingangswelle

Z2

Festrad der Hohlwelle der ersten Getriebeeingangswelle

Z3

Festrad der ersten Hohlwelle der ersten Vorgelegewelle

Z4

Festrad der ersten Hohlwelle der ersten Vorgelegewelle

Z5

Losrad der ersten Vorgelegewelle

Z6

Losrad der zweiten Vorgelegewelle

Z7

Losrad der zweiten Vorgelegewelle

Z8

Losrad der zweiten Getriebeeingangswelle

Z9

Festrad der Hohlwelle der zweiten Getriebeeingangswelle

Z10

Festrad der Hohlwelle der zweiten Getriebeeingangswelle

Z11

Festrad der zweiten Hohlwelle der ersten Vorgelegewelle

Z12

Festrad der zweiten Hohlwelle der ersten Vorgelegewelle

Z13

Losrad der ersten Vorgelegewelle

Z14

Festrad der ersten Vorgelegewelle

Z15

Festrad der Abtriebswelle

Z16

Festrad der zweiten Vorgelegewelle

ZW

Zwischenrad zur Drehrichtungsumkehr

W1

erste Getriebeeingangswelle als Hohlwelle

W1'

erste Getriebeeingangswelle als Vollwelle

W2

zweite Getriebeeingangswelle

W3

Hohlwelle der ersten Getriebeeingangswelle

W4

Hohlwelle der zweiten Getriebeeingangswelle

W5

erste Vorgelegewelle

W6

erste Hohlwelle der ersten Vorgelegewelle

W7

zweite Hohlwelle der ersten Vorgelegewelle

W8

zweite Vorgelegewelle

SP1

Spiegelebene

SP2

Spiegelebene

SP3

Spiegelebene

SP4

Spiegelebene

SP5

Spiegelebene

Reference number

At

drive shaft

From

Output shaft

K1

first clutch

K2

second clutch

A.

Translation stage

B.

Translation stage

C.

Translation stage

D.

Translation stage

E.

Translation stage

F.

Translation stage

G

Translation stage

H

Gear ratio as a winding gear in the second partial transmission

I_1

Gear ratio as a winding gear in the first partial transmission

I_2

Gear ratio as a winding gear in the first partial transmission

I_3

Gear ratio as a winding gear in the first partial transmission

K

Translation stage

S1

Switching device

S2

Switching device

S3

Switching device

S4

Switching device

S5

Switching device

S6

Switching device

S7

Switching device

S8

Switching device

S9

Switching device

S10

Switching device

I.

first wheel plane

II

second wheel plane

III

third wheel plane

IV

fourth gear plane or output gear plane

V

fifth wheel plane

VI

sixth wheel plane

VII

seventh wheel plane

Z0

Idler gear of the first transmission input shaft

Z1

Fixed gear of the hollow shaft of the first transmission input shaft

Z2

Fixed gear of the hollow shaft of the first transmission input shaft

Z3

Fixed gear of the first hollow shaft of the first countershaft

Z4

Fixed gear of the first hollow shaft of the first countershaft

Z5

Idler gear of the first countershaft

Z6

Idler gear of the second countershaft

Z7

Idler gear of the second countershaft

Z8

Idler gear of the second transmission input shaft

Z9

Fixed gear of the hollow shaft of the second transmission input shaft

Z10

Fixed gear of the hollow shaft of the second transmission input shaft

Z11

Fixed gear of the second hollow shaft of the first countershaft

Z12

Fixed gear of the second hollow shaft of the first countershaft

Z13

Idler gear of the first countershaft

Z14

Fixed gear of the first countershaft

Z15

Fixed gear of the output shaft

Z16

Fixed gear of the second countershaft

ZW

Intermediate wheel for reversing the direction of rotation

W1

first transmission input shaft as a hollow shaft

W1 '

first transmission input shaft as a solid shaft

W2

second transmission input shaft

W3

Hollow shaft of the first transmission input shaft

W4

Hollow shaft of the second transmission input shaft

W5

first countershaft

W6

first hollow shaft of the first countershaft

W7

second hollow shaft of the first countershaft

W8

second countershaft

SP1

Mirror plane

SP2

Mirror plane

SP3

Mirror plane

SP4

Mirror plane

SP5

Mirror plane

Claims (26)

Double clutch transmission in countershaft design, with two clutches (K1, K2), whose input sides are connected to a drive shaft (An) and whose output sides are each connected to one of two transmission input shafts (W1, W1 ', W2) arranged coaxially to a main shaft axis, each of which has a partial transmission and at least one hollow shaft (W3, W4) arranged coaxially to the main shaft axis and at least one idler gear (Z0, Z8) arranged coaxially to the main shaft axis are assigned, each idler gear (Z0, Z8) and each hollow shaft (W3, W4) each having at least a switching device (S3, S9, S4, S10) can be connected to the assigned transmission input shaft (W1, W1 ', W2), with a first countershaft axis, to which a first countershaft (W5) is arranged coaxially, the at least one being coaxial to the first countershaft axis arranged hollow shaft (W6, W7) is assigned, with several gear planes (I, II, III, V, VI, VII), which gear ratios (A, B, C, D, E, F, G, K) z are arranged, and with at least one output shaft (Ab), which can be connected to the sub-transmissions via an output gear plane (IV), characterized in that a second countershaft axis is provided, to which a second countershaft (W8) is arranged coaxially, the at least two Loose gears (Z6, Z7) arranged coaxially to the countershaft axis are assigned which can each be connected to the second countershaft (W8) via a switching device (S5, S6) and which mesh with fixed gears of the hollow shaft (W3) of the transmission input shaft (W1), so that at least one winding gear (I_2, I_3) can be shifted within the assigned sub-transmission via each idler gear (Z6, Z7) of the second countershaft (W8). Dual clutch transmission according to Claim 1 , characterized in that within the first sub-transmission, starting from the first clutch (K1) via the idler gear (Z0) which can be connected to the first transmission input shaft (W1, W1 '), the first gear plane (I) and via the one assigned to the first countershaft (W5) Hollow shaft (W6) and via the second gear plane (II) and via the hollow shaft (W3) assigned to the transmission input shaft (W1, W1 ') via the idler gear (Z6) assigned to the second gear plane (II) and the second countershaft (W8) of the spiral gear (I_3) and / or via which the idler gear (Z7) assigned to the third gear plane (III) and the second countershaft (W8) can be used to switch the winding gear (I_2). Dual clutch transmission according to Claim 1 or 2 , characterized in that, within a partial transmission, starting from the clutch (K1, K2) via the idler gear (Z0, Z8) of the gear plane (I, V) that can be connected to the transmission input shaft (W1, W1 ', W2) and via that of the first countershaft (W5) assigned hollow shaft (W6, W7) as well as via the gear plane (II, VI) and via the hollow shaft (W3, W4) assigned to the transmission input shaft (W1, W1 ', W2) as well as via the gear plane (III, VII) and above the idler gear (Z5, Z13) which can be connected to the first countershaft (W5), the winding path (I_1) and / or the winding path (H) can be switched. Double clutch transmission according to one of the preceding claims, characterized in that only six gear planes (I, II, III) are required to implement twelve gear ratios (A, B, C, D, E, F, G, H, I_1, I_2, I_3, K) , V, VI, VII) in the two sub-transmissions as well as a driven gear level (IV) and ten shifting devices (S1, S2, S3, S4, S5, S6, S7, S8, S9, S10) are provided as five double shifting devices are trained. Double clutch transmission according to one of the preceding claims, characterized in that the first transmission input shaft (W1) is designed as a hollow shaft, the hollow shaft (W3) arranged coaxially to the main shaft axis with two fixed gears (Z1, Z2) and the idler gear arranged coaxially to the main shaft axis (Z0) are assigned, the hollow shaft (W3) being connectable to the first transmission input shaft (W1) via the switching device (S4) and the idler gear (Z0) via the switching device (S3), and the second transmission input shaft (W2) being designed as a solid shaft , to which the hollow shaft (W4) arranged coaxially to the main shaft axis with two fixed gears (Z9, Z10) and the idler gear (Z8) arranged coaxially to the main shaft axis are assigned, the hollow shaft (W4) via the switching device (S10) and the idler wheel (Z8) can each be connected to the second transmission input shaft (W2) via the switching device (S9). Double clutch transmission according to one of the preceding claims, characterized in that the first countershaft (W5) is designed as a solid shaft, the first hollow shaft (W6) arranged coaxially with the first countershaft axis with two fixed gears (Z3, Z4) and one idler gear arranged coaxially with the first countershaft axis (Z5) are assigned, the hollow shaft (W6) via the switching device (S1) and the idler gear (Z5) via the switching device (S2) each with the first Countershaft (W5) can be connected, and a second hollow shaft (W7) with two fixed gears (Z11, Z12) arranged coaxially to the first countershaft axis and an idler gear (Z13) arranged coaxially to the first countershaft axis are assigned, the hollow shaft (W7) via the Switching device (S7) and the idler gear (Z13) can each be connected to the first countershaft (W5) via the switching device (S8), and the first hollow shaft (W6) and the second hollow shaft (W7) are arranged axially offset from one another. Double clutch transmission according to one of the preceding claims, characterized in that the second countershaft (W8) is arranged axially parallel to the first countershaft axis, the second countershaft (W8) being assigned two idler gears (Z6, Z7) arranged coaxially to the second countershaft axis, the idler gear (Z6) via the switching device (S5) and the idler gear (Z7) via the switching device (S6) can each be connected to the second countershaft (W8). Double clutch transmission according to one of the preceding claims, characterized in that in a first gear plane (I) the idler gear (Z0) of the first transmission input shaft (W1) meshes with the fixed gear (Z3) of the first hollow shaft (W6) of the first countershaft (W5) that in a second gear plane (II) the fixed gear (Z1) of the hollow shaft (W3) of the first transmission input shaft (W1) both with the fixed gear (Z4) of the first hollow shaft (W6) of the first countershaft (W5) and with the idler gear ( Z6) of the second countershaft (W8) is engaged so that in a third gear plane (III) the fixed gear (Z2) of the hollow shaft (W3) of the first transmission input shaft (W1) both with the idler gear (Z5) of the first countershaft (W5) is also in engagement with the idler gear (Z7) of the second countershaft (W8) so that in a fourth gear plane (IV) as the output gear plane the fixed gear (Z15) of the output shaft (Ab) and the fixed gear (Z14) of the first countershaft (W5) as well as with the fixed gear (Z 16) of the second Countershaft (W8) engages that in a fifth gear plane (V) the idler gear (Z8) of the second transmission input shaft (W2) engages with the fixed gear (Z11) of the second hollow shaft (W7) of the first countershaft (W5) that in a sixth gear plane (VI) the fixed gear (Z9) of the hollow shaft (W4) of the second transmission input shaft (W2) with the fixed gear (Z12) of the second hollow shaft (W7) of the first countershaft (W5) is in engagement, and that in a seventh Gear plane (VII) the fixed gear (Z10) of the hollow shaft (W4) of the second transmission input shaft (W2) meshes with the idler gear (Z13) of the first countershaft (W5). Dual clutch transmission according to Claim 8 , characterized in that the transmission stage (H) can be shifted as a winding gear within the second partial transmission starting from the second clutch (K2) via the second transmission input shaft (W2), the power flow when the switching device (S9) is activated via the fifth gear plane (V) with the transmission stage (B) on the hollow shaft (W7) and via the sixth gear plane (VI) with the transmission stage (D) on the hollow shaft (W4) and over the seventh gear plane (VII) with the transmission stage (F) with the switching device ( S8) can be transmitted to the first countershaft (W5) and via the fourth gear plane (IV) to the output shaft (Ab). Dual clutch transmission according to Claim 8 or 9 , characterized in that the transmission stage (I_1) can be shifted as a winding gear within the first partial transmission starting from the first clutch (K1) via the first transmission input shaft (W1), the power flow when the switching device (S3) is activated via the first gear plane (I) with the transmission stage (A) on the hollow shaft (W6) and via the second gear plane (II) with the transmission stage (C) on the hollow shaft (W3) and over the third gear plane (III) with the transmission stage (G) with the switching device activated ( S2) can be transmitted to the first countershaft (W5) and via the fourth gear plane (IV) to the output shaft (Ab). Dual clutch transmission according to one of the Claims 8 to 10 , characterized in that the transmission stage (I_2) can be shifted as a winding gear within the first sub-transmission starting from the first clutch (K1) via the first transmission input shaft (W1), the power flow when the switching device (S3) is activated via the first gear plane (I) with the transmission stage (A) on the hollow shaft (W6) and via the second gear plane (II) with the transmission stage (C) on the hollow shaft (W3) and over the third gear plane (III) with the transmission stage (K) with the switching device activated ( S6) can be transmitted to the second countershaft (W8) and via the fourth gear plane (IV) to the output shaft (Ab). Dual clutch transmission according to one of the Claims 8 to 11 , characterized in that the transmission stage (I_3) can be shifted as a winding gear within the first sub-transmission starting from the first clutch (K1) via the first transmission input shaft (W1), the power flow when the switching device (S3) is activated via the first gear plane (I) with the transmission stage (A) on the hollow shaft (W6) and via the second gear plane (II) with the transmission stage (C) and with the transmission stage (E) with the switching device (S5) activated on the second countershaft (W8) and via the fourth Wheel plane (IV) can be transferred to the output shaft (Ab). Dual clutch transmission according to one of the Claims 8 to 12 , characterized in that the transmission stage (A) via the first clutch (K1) and via the activated switching device (S3) and via the activated switching device (S1) it is switchable that the transmission stage (B) can be switched via the second clutch (K2) and via the activated switching device (S9) and via the activated switching device (S7), that the transmission stage (C) via the first clutch (K1) and via the activated switching device (S4) as well as via the activated switching device (S1) can be switched, that the transmission stage (D) can be switched via the second clutch (K2) and via the activated switching device (S10) as well as via the activated switching device (S7), that Ratio stage (E) can be switched via the first clutch (K1) and via the activated switching device (S4) as well as via the activated switching device (S5) that the ratio stage (F) via the second clutch (K2) and via the activated switching device (S10 ) as well as via the activated switching device (S8) is shiftable that the transmission stage (G) via the first clutch (K1) and via the activated switching device (S4) as well as via the activated rth shifting device (S2) can be shifted so that the gear ratio (H) can be shifted via the second clutch (K2) and the activated shifting device (S9) as well as via the activated shifting device (S8) as a winding gear, that the gear ratio (I _ 1) Via the first clutch (K1) and via the activated switching device (S3) as well as via the activated switching device (S2) it is possible to switch as a winding path gear that the gear ratio (I _ 2) is via the first clutch (K1) and via the activated switching device (S3 ) as well as via the activated switching device (S6) can be shifted as a winding gear so that the gear ratio (I _ 3) can be switched via the first clutch (K1) and via the activated switching device (S3) as well as via the activated switching device (S5) as a winding gear, and that the transmission stage (K) can be switched via the first clutch (K1) and via the activated switching device (S4) and via the activated switching device (S6). Double clutch transmission according to one of the preceding claims, characterized in that, in order to realize reverse gear ratios in the third gear plane (III), the fixed gear (Z2) of the hollow shaft (W3) of the first transmission input shaft (W1) and the idler gear (Z5) of the first countershaft (W5 ) as well as with an intermediate gear (ZW) for reversing the direction of rotation, the intermediate gear (ZW) meshing with the idler gear (Z7) of the second countershaft (W8). Dual clutch transmission according to Claim 14 , characterized in that the translation stage (E) the first forward gear (1), the translation stage (D) the second forward gear (2), the translation stage (I_1) as a winding gear of the third forward gear (3), the translation stage (F) the fourth Forward gear (4), the gear stage (A) the fifth forward gear (5), the gear stage (B) the sixth forward gear (6), the gear stage (G) the seventh forward gear (7), the gear stage (H) as the spiral gear of the eighth Forward gear (8), the gear stage (C) of the ninth forward gear (9), the gear stage (I_2) as a winding gear of the reverse gear (R1) and the gear stage (K) of the reverse gear (R2). Dual clutch transmission according to Claim 14 , characterized in that the gear stage (E) the first forward gear (1), the gear stage (F) the second forward gear (2), the gear stage (I_1) as a spiral gear, the third forward gear (3), the translation stage (H) as a spiral gear the fourth forward gear (4), the gear stage (A), the fifth forward gear (5), the gear stage (D) the sixth forward gear (6), the gear stage (G) the seventh forward gear (7), the gear stage (B) the eighth Forward gear (8), the gear stage (C) of the ninth forward gear (9), the gear stage (I_2) as a winding gear of the reverse gear (R1) and the gear stage (K) of the reverse gear (R2). Dual clutch transmission according to one of the Claims 1 to 13 , characterized in that to realize reverse gear ratios in the third gear plane (III) the fixed gear (Z2) of the hollow shaft (W3) of the first transmission input shaft (W1) both with the idler gear (Z7) of the second countershaft (W8) and with an intermediate gear (ZW) is engaged to reverse the direction of rotation, the intermediate gear (ZW) meshing with the idler gear (Z5) of the first countershaft (W5). Dual clutch transmission according to Claim 17 , characterized in that the translation stage (K) the first forward gear (1), the translation stage (F) the second forward gear (2), the translation stage (I_2) as a spiral gear, the third forward gear (3), the translation stage (H) as a spiral gear the fourth forward gear (4), the Gear step (C) the fifth forward gear (5), the gear step (D) the sixth forward gear (6), the gear step (E) the seventh forward gear (7), the gear step (B) the eighth forward gear (8), the gear step ( A) the ninth forward gear (9), the gear stage (G), the reverse gear (R1) and the gear stage (I_1) are assigned as a winding gear of the reverse gear (R2). Dual clutch transmission according to Claim 17 , characterized in that the translation stage (K) the first forward gear (1), the translation stage (H) as a winding gear, the second forward gear (2), the translation stage (I_2) as a winding gear, the third forward gear (3), the translation stage (F) the fourth forward gear (4), the gear stage (C) the fifth forward gear (5), the gear stage (B) the sixth forward gear (6), the gear stage (E) the seventh forward gear (7), the gear stage (D) the eighth Forward gear (8), the gear stage (A) the ninth forward gear (9), the gear stage (G) the reverse gear (R1) and the gear stage (I_1) as a winding gear of the reverse gear (R2) are assigned. Dual clutch transmission according to one of the Claims 1 to 13 , characterized in that to realize reverse gear ratios in the second gear plane (II) the fixed gear (Z1) of the hollow shaft (W3) of the first transmission input shaft (W1) both with the fixed gear (Z4) of the hollow shaft (W6) of the first countershaft (W5) as well as with an intermediate gear (ZW) for reversing the direction of rotation, the intermediate gear (ZW) meshing with the idler gear (Z6) of the second countershaft (W8). Dual clutch transmission according to Claim 20 , characterized in that the translation stage (K) the first forward gear (1), the translation stage (F) the second forward gear (2), the translation stage (C) the third forward gear (3), the translation stage (H) as a spiral gear of the fourth Forward gear (4), the gear ratio (G) the fifth forward gear (5), the gear ratio (D) the sixth forward gear (6), the gear ratio (A) the seventh forward gear (7), the gear ratio (B) the eighth forward gear ( 8), the translation stage (I_1) as a spiral gear of the ninth forward gear (9), the translation stage (E) of the reverse gear (R1) and the translation stage (I_3) as a spiral gear of the reverse gear (R2). Dual clutch transmission according to Claim 20 , characterized in that the translation stage (K) the first forward gear (1), the translation stage (H) as a winding gear the second forward gear (2), the translation stage (C) the third forward gear (3), the translation stage (F) the fourth Forward gear (4), the gear stage (G) the fifth forward gear (5), the gear stage (B) the sixth forward gear (6), the gear stage (A) the seventh forward gear (7), the gear stage (D) the eighth forward gear ( 8), the translation stage (I_1) as a spiral gear of the ninth forward gear (9), the translation stage (E) of the reverse gear (R1) and the translation stage (I_3) as a spiral gear of the reverse gear (R2). Double clutch transmission according to one of the preceding claims, characterized in that the assignment of the partial transmissions to the first clutch (K1) and to the second clutch (K2) can be interchanged in that the partial transmissions can be mirrored on a mirror plane (SP1) between the two partial transmissions. Double clutch transmission according to one of the preceding claims, characterized in that the components assigned to the first countershaft axis are interchangeable with the components assigned to the main shaft axis, in that the components can each be mirrored on a mirror plane (SP2), the mirror plane (SP2) between the first countershaft W5 and the second transmission input shaft W2 runs. Double clutch transmission according to one of the preceding claims, characterized in that the components of a sub-transmission can each be mirrored on a mirror plane (SP3, SP5), the mirror plane (SP3, SP5) running through a central gear plane (II, VI) of the sub-transmission. Double clutch transmission according to one of the preceding claims, characterized in that the components of a sub-transmission assigned to the first countershaft (W5) can be assigned to the second countershaft (W8) in that the components can be mirrored on a mirror plane (SP4) which runs through the main shaft axis.

Images