DE112016002706B4 - Dual-clutch transmission and vehicle transmission - Google Patents

Abstract

Double clutch transmission (20 ^IV ) with
an input shaft assembly having a first input shaft (22) and a second input shaft (24);
a first partial transmission (26) associated with the first input shaft (22) and a second partial transmission (28) associated with the second input shaft (24),
- A first output shaft (30) and a second output shaft (32), wherein the output shafts (30, 32) are each associated with a driven gear (56, 58),
- A plurality of wheelsets (40 ', 44', 48 ^IV , 52 ', 84'), each having a loose wheel and thus engaged stationary wheel, wherein a first set of wheels (40 ') of the wheelsets one (28) of Partial gear is assigned and an associated first idler gear (68 ') which is rotatably mounted on one (32) of the output shafts, wherein a second set of wheels (84') of the wheelsets is assigned to the other sub-transmission (26) and an associated further idler gear ( 72 ') which is rotatably mounted on the same output shaft (32),
wherein the first idler gear (68 ') associated with the first gearset (40') and the idler gear (72 ') associated with the second gearset (84') are connectable to each other via a lock-up clutch (64 ', 8) to form a winding gear stage (1). to set up,
wherein on the one output shaft (32) the first gearset associated first idler gear (68 '), the second gearset (84') associated further idler gear (72 ') and a idler gear (86) are mounted, the one reverse gear (R) is assigned, in this order from a transmission input,
wherein on the other output shaft (30) of the gear stage 3 associated idler gear (44 '), one of the gear stage 5 associated idler gear (78'), one of the gear 4 associated idler gear (49 ^IV ) and one of the gear stage 2 associated idler gear (53) are stored, in this order from the transmission input,
characterized in that
the idler gear (78 ') associated with gear ratio 5 is part of the first wheel set (40').

Description

The present invention relates to a dual-clutch transmission having an input shaft assembly having a first input shaft and a second input shaft, with a first sub-transmission associated with the first input shaft and with a second sub-transmission associated with the second input shaft with a first output shaft and a second output shaft, wherein the output shafts are each assigned a driven gear, with a plurality of wheelsets, each having a loose wheel and a stationary wheel engaged therewith, wherein a first set of wheelsets is assigned to one of the partial transmissions and has an associated first idler gear, which is rotatably mounted on one of the output shafts, wherein a second set of wheelsets is associated with the other sub-transmission and having an associated idler gear which is rotatably mounted on the same output shaft, wherein the first gearset associated first idler gear and the second Radsa tz associated idler gear can be connected to each other via a lockup clutch to establish a Windungsgangstufe, as it has become known from the document DE 10 2013 108 455 A1 ,

Dual clutch transmissions are generally known for use in motor vehicles, such as passenger cars. These have two partial transmissions, wherein a partial transmission, for example, the straight gear ratios are assigned, and the other partial transmission, the odd gear ratios. The input shafts can be connected to a dual-clutch arrangement which has two independently operable friction clutches. Drive power is actively guided via a partial transmission. In the respective inactive partial transmission then a gear can be selected. By overlapping operation of the two friction clutches gear changes can be performed without interruption of traction.

Double clutch transmissions of this type are generally designed as a spur gear in countershaft design. It is generally known for installation in the longitudinal direction in a motor vehicle to arrange an input shaft assembly coaxial with an output shaft assembly, wherein the dual-clutch transmission in this case has a countershaft. Such dual clutch transmissions build very long in the axial direction.

In particular, for the front-transverse installation in motor vehicles, it is known to equip such dual-clutch transmission with two countershafts, which are aligned parallel to each other and are each firmly connected to a driven gear. The output gears of the countershafts, which are also referred to as output shafts, are in this case often in engagement with a drive wheel for a differential, by means of which drive power is distributed to driven wheels.

Such a dual-clutch transmission is for example from the document DE 10 2008 050 964 A1 known. This document also discloses a switchable double wheel with a first wheel body and a second wheel body, which are rotationally coupled to each other, wherein a rotatably provided with the first wheel body bearing sleeve is provided which has a first storage area for supporting the second wheel body. A clutch for rotationally fixed coupling of the wheel body is arranged between the two wheel bodies viewed in the axial direction.

Other dual-clutch transmission with three shafts are known from the documents DE 10 2004 043 939 A1 and DE 36 10 269 A1 ,

Generally, the space available for such dual-clutch transmission in an engine compartment is tight. Accordingly, there is generally a need to design such a dual-clutch transmission axially as short as possible and also radially as compact as possible.

By the measure, a first idler gear associated with the first idler gear and a second gear set idler gear via a lockup clutch to each other to set up a Windungsgangstufe, a wheelset or at least one idler gear can be saved, as well as from the document DE 10 2013 104 468 A1 basically known.

By providing a lock-up clutch in the region of one output shaft, it may be that on one output shaft substantially more clutches, such as clutches, are arranged, as on the other output shaft. This increases the overall axial space.

Furthermore, in many cases it is necessary in this case to equip the idler gear associated with the second wheel set on both axial sides with coupling means, such as a coupling body, one of the coupling means being associated with the lock-up clutch and the other coupling means then serving as a rule for a second one Gear set assigned and interpreted gear set. This results in a complicated production and high complexity of the dual-clutch transmission.

Against this background, it is the object of the invention to provide an improved dual-clutch transmission and an improved idler gear.

This object is achieved in the aforementioned dual clutch transmission according to a first aspect, characterized in that the first gearset associated with a first idler gear, the second gearset associated further idler gear and a loose wheel are mounted, which is associated with a reverse gear, in this order from a transmission input.

In this sequence of idler gears on the one output shaft, it is preferred if between the first idler gear assigned to the first idler gear and the output gear of this one output shaft, no further idler gear is arranged. In a preferred embodiment, a parking lock gear is interposed therebetween.

The first idler gear associated with the first gear set is preferably usable exclusively for setting up a winding gear stage. In other words, this first idler gear is preferably rotatably mounted with respect to a further idler gear, in particular the idler gear associated with the second gearset, and is preferably not connectable to the one output shaft.

According to a further preferred embodiment, a first idler gear associated with switching device or synchronization is designed as a one-sided clutch, that is, as a clutch pack having only a single clutch. This clutch is preferably designed to non-rotatably connect the first idler gear to the idler gear associated with the second gearset for establishing the winding gear stage.

The one output shaft to which the first idler gear, the further idler gear and the reverse gear associated idler gear are stored, is preferably the second output shaft. A diameter of a driven gear of the second output shaft is preferably larger than a diameter of the driven gear of the first output shaft. The second output shaft is, in the installed state of the dual clutch transmission in a vehicle, preferably higher than the first output shaft.

According to a further preferred embodiment, there is a loose wheel and an attached reverse gear (= stepped reverse gear) to the lower in the installed state of the dual clutch transmission output shaft, in particular the first output shaft. In particular, this stepped reverse gear is located on the first output shaft, which preferably has the output gear with the smaller outer diameter or pinion diameter. This can have the advantage that the second output shaft can build axially more compact.

In the dual clutch transmission according to the invention is preferably a loose wheel for forming a forward gear 5 in the same Radsatzebene as the first idler gear of the first set of wheels, which is provided for the establishment of Windungsgangstufe. Consequently, the wheel set formed as a result implements a double use, on the one hand the setting up of a forward gear stage and on the other hand the provision of a loose wheel for setting up a Windungsgangstufe.

According to a second aspect of the invention, which can be combined with the first aspect, the above object is achieved in the aforementioned dual-clutch transmission in that at the one output shaft except the first idler gear associated first idler gear and the second gearset associated further idler gear no further Losrad is stored, which is assigned to a forward gear.

Opposite the dual-clutch gearbox, from the document DE 10 2013 108 455 A1 has become known, thereby an axially more compact design can be realized. Furthermore, in some variants, a radially more compact design can be realized.

In transmissions of the generic type, the so-called "package" plays a major role. In an upper region of a dual-clutch transmission, a so-called "side rail" is frequently provided, which can serve in particular for stiffening. In a lower region of the dual-clutch transmission, a so-called "subframe" is often provided, which also restricts the installation space. The present invention has been particularly realized taking into account these and / or other aspects of the package constraints in the engine compartment of a motor vehicle.

It is preferably provided that the first set of wheels has a second idler gear, which is rotatably mounted on the other output shaft and by means of an associated clutch with this is connectable to insert a gear set associated with the first gear.

By this measure, the first gearset to a fixed gear, which is preferably rigidly connected to one of the input shafts, and a first idler gear, which is rotatably mounted on the one output shaft, and a second idler gear, which is rotatably mounted on the other output shaft. The rotatably mounted on the one output shaft idler gear is provided to establish a bridging between the partial transmissions to a Windungsgangstufe to realize. The second idler gear is provided for engaging and disengaging the gear, which is associated with the first wheel.

As a result, the clutches of the dual-clutch transmission can be distributed more uniformly on the two output shafts, so that a total of an axially shorter space is possible.

The first and second input shafts are preferably arranged coaxially with one another, one of the input shafts being arranged as a hollow shaft around the other input shaft.

The plurality of wheelsets each have a fixed wheel. The fixed wheels are preferably rigidly or non-rotatably coupled to the first or the second input shaft. The loose wheels of the wheelsets are preferably each rotatably mounted on one of the output shafts.

To set up the Windungsgangstufe it is understood that in this case not only the lock-up clutch is to close, which virtually connects the first and the second partial transmission with each other, but in the other sub-gear another gear is to be inserted.

It is understood that by means of the lock-up clutch either a single Windungsgangstufe is feasible, or a plurality of Windungsgangstufen.

It is particularly preferred if a Windungsgangstufe the forward gear 1 is that is commonly used to start the motor vehicle.

With the dual-clutch transmission can be in one embodiment, 10 forward gears and 2 To realize reverse gear stages. Below is essentially based on the fact that a loose wheel, depending on the switching position of the lock-up clutch, the forward gear stage 1 or 2 can set up. However, any other idler gear may also be used to establish two gear ratios, one with, one without, depending on the position of the lock-up clutch. Preferably, six forward gears and one reverse gear are used by these feasible gear ratios.

Of particular preference, it is also when a loose wheel for the reverse gear is associated with a wheelset, by means of which a forward gear is established. This forward gear can, for example, the forward gear 2 be. Here, it is also possible that the reverse gear associated idler gear is rotatably mounted on one of the output shafts, whereas that of the gear stage 2 associated idler gear is rotatably mounted on the other output shaft, wherein the idler gears of the reverse gear and the forward gear stage 2 engaged with each other to be able to realize in this way a reversal of the direction of rotation for the reverse gear, without a separate direction of rotation reversal shaft is provided. Preferably, the idler gear of the reverse gear is engaged with a gear which is rigid with the idler gear of the forward gear 2 is connected, which is thus formed as Doppellosrad. This can contribute to a radial compactness of the dual-clutch transmission.

The clutches used in the dual-clutch transmission may be jaw clutches, but are preferably synchronous clutches, particularly with lock-up synchronization.

The task is thus completely solved.

Preferably, the second wheel set associated with further idler gear is assigned to the highest forward gear.

This first measure allows this a favorable gradation between a regular forward gear and the Windungsgangstufe. Generally speaking, if the language is of a highest gear, this formulation generally refers to the highest forward gear of those forward gears that are actually established during operation. Thus, in the preferred embodiment described above, the highest forward gear is the forward gear 6 , When a dual-clutch transmission having seven forward speed stages is realized based on the invention, the highest forward speed stage is the forward speed stage 7 , This also applies in particular when even higher forward gear ratios could be set up on the basis of the wheelset structure, for example using a winding gear stage.

In a preferred embodiment, the highest forward gear stage, which is set up for the operation of the dual-clutch transmission, is a forward gear stage, which is realized without a lock-up clutch, ie represents no winding gear stage. Since the highest forward gear ratio is set up relatively frequently during operation, the overall efficiency can thereby be optimized.

In an alternative embodiment, the highest forward gear is shown as Windungsgangstufe. For example, in a dual clutch transmission, the highest forward speed without winding the forward gear stage 6 is, the forward gear 7 be arranged as Windungsgangstufe, for example using the Lock-up clutch and wheelset for the forward gear 5 ,

According to a further overall preferred embodiment, a clutch for the highest forward gear and a clutch for the reverse gear between the second gearset associated further idler gear and a loose wheel are arranged, which is associated with a reverse gear.

These two clutches are preferably integrated in a clutch pack. In contrast to the prior art of the document DE 10 2013 108 455 A1 is therefore arranged between the second gearset, the highest forward gear stage, and a clutch pack, no further set of wheels arranged so that an axially compact design can be realized.

Furthermore, it is advantageous if at the other output shaft one of the gear stage 3 associated idler gear, one of the gear stage 5 associated idler gear, one of the gear stage 4 associated idler gear and one of the gear ratio 2 associated idler gear are stored, and preferably seen in this order from a transmission input.

In contrast to the prior art of the document DE 10 2013 108 455 A1 Consequently, four idler gears are arranged on the other output shaft, which are each associated with a forward gear stage.

The gear ratio 5 assigned idler gear is preferably part of the first set of wheels, so that a dual use is realized for this set of wheels, namely on the one hand the ability to use the provided on the one output shaft idler gear to establish a Windungsgangstufe and on the other hand the use of the other output shaft associated idler gear Setting up the gear ratio 5 ,

According to further overall preferred embodiments, each representing its own invention in connection with the preamble of claim 1, a housing of the dual-clutch transmission to a bearing plate on which the input shaft assembly and / or at least one of the output shafts is rotatably mounted, wherein the bearing plate in the axial Direction between the driven gears and a wheel set is arranged, and / or wherein a rotary basket is rotatably supported by a housed in the housing differential for distributing drive power to the bearing plate.

The housing preferably has a gear housing in the manner of a housing pot, whose closed axial end is opposite to the transmission input. In the region of this closed end, the input shaft arrangement and preferably also the output shafts are rotatably mounted.

For rotatable mounting in the region of the transmission input, the bearing plate is preferably provided. The bearing plate is preferably produced as a separate component and firmly connected to the transmission housing, preferably via a plurality of circumferentially distributed fastening elements. The bearing plate is arranged between the driven gears (ie the Final Drive wheelset) and a wheelset and / or a parking lock gear of the dual clutch transmission. In this way, the storage can be improved, in particular with respect to the wheelset, which is adjacent to the bearing plate. Overall, if necessary, an axially shorter design can be realized. In other words, in this embodiment, the output gears are cantilevered.

The housing is preferably constructed in three parts, including the gear housing, a clutch housing which closes the gear housing pot and receives a dual clutch assembly, and the bearing plate. A differential that is drivable by the output gears and serves to distribute drive power to driven wheels is also preferably received in the transmission housing.

The bearing plate also serves in the preferred embodiment to rotatably support an axial side of a rotating cage (differential cage) of the differential. A second axial side of the rotating basket is preferably rotatably supported by the clutch housing in this case. A disc spring assembly can axially bias the differential and differential cage bearing assembly.

The bearing plate extends in the radial direction preferably from an upper side of the transmission housing to a lower side of the differential. The bearing plate is, as mentioned, preferably fixed by means of a plurality of fasteners such as screws on the transmission housing, and preferably only on the transmission housing (ie not on the clutch housing). At least one of the fasteners is disposed below the mounting of the differential rotary basket.

Furthermore, it is preferred if the bearing plate has recesses or axial passage openings which allow an exchange of fluid between the axial sides of the bearing plate. As a result, lubrication of the output gears can be ensured in particular.

The rotary bearings on the bearing plate are preferably realized by rolling bearings, which in corresponding bearing points of the bearing plate are added.

In these aspects of the invention, it is preferred that the output gears are disposed between the bearing plate and the clutch housing of the housing.

The clutch housing is preferably provided in the region of the transmission input and can close the transmission housing in the axial direction in a fluid-tight manner. However, in some cases, the clutch housing and the transmission housing may also share a fluid sump. The clutch housing can also be advantageously used in some cases to support a clutch hub on which a dual clutch assembly is rotatably mounted.

Further, in this aspect of the invention, it is preferable that a bearing of the input shaft assembly and at least one bearing of one of the output shafts are fixed to the bearing plate such that these bearings are axially aligned with each other.

Here, the bearings are preferably overlapping in the axial direction in a radial plane. As a result, an axially compact design can be realized. In addition, the bearing plate itself can be realized structurally favorable, since the bearing plate preferably has to transmit substantially no oblique forces, but essentially radial forces.

In the dual-clutch transmission according to the invention, it is altogether advantageous if a idler gear for a reverse gear stage supported on the one output shaft engages with a direction of rotation reversing gear, which in turn is fixed on a loose wheel, which is rotatably mounted on the other output shaft.

The idler gear on which the direction of rotation reversing gear is fixed rigidly, is preferably that idler gear on which the forward gear stages 1 and 2 will be realized. The forward gear 1 is hereby preferably realized as the Windungsgangstufe, so that the power flow is passed from an input shaft to the other input shaft and then to this idler gear. The gear ratio 2 is realized in this embodiment, preferably in a conventional manner by this idler gear is rotatably connected to the associated output shaft.

By the measure that the reverse stage idler gear is engaged with a reverse rotation gear set at a idler gear, the gear ratio for the reverse gear stage can be freely selected to a large extent. In other words, the ratio of the reverse gear is not fixed to the gear ratio 2 coupled, such as in the prior art of the document DE 10 2013 108 455 A1 ,

Furthermore, it is altogether advantageous if a parking lock gear is fixed to the one output shaft, wherein the parking lock gear is preferably arranged axially adjacent to the lockup clutch.

The lock-up clutch in this embodiment is part of a unidirectional clutch pack. As a result, the clutch pack can build more compact in the axial direction and the parking lock gear can be directly adjacent to the lock-up clutch. In contrast to the prior art of the document DE 10 2013 108 455 A1 This allows a more compact design can be achieved because the lock-up clutch must not be combined with another clutch for setting up a forward gear and the parking lock gear can thus be arranged in the axial direction closer to the first idler gear of the first set of wheels to realize an axially compact design.

Furthermore, it is altogether advantageous if an axial distance between the input shaft arrangement and the one output shaft is greater than an axial distance between the input shaft arrangement and the other output shaft. In this case, especially in the case of the above-described distributions of gear stages to the output shafts, particularly favorable gear increments can be realized.

Furthermore, it is advantageous if the diameter and / or the number of teeth of one output gear is greater than the diameter and / or the number of teeth of the other output gear. The one output gear is preferably that on which the lock-up clutch is arranged.

According to a preferred embodiment, the second idler gear of the first gearset associated shift clutch and a clutch for a loose wheel of a wheelset, which is associated with a further gear stage of a sub-transmission, integrated into a clutch pack.

As a result of this measure, a space available in the area of the other output shaft can be utilized well, so that an axially compact design can be realized.

According to a further embodiment of the present invention, the idler gear associated with the second wheel set is connected to a hollow shaft section, on the outer circumference of which the first Wheel set associated with first idler gear is rotatably mounted.

According to another preferred embodiment associated with the first and second aspects of the present invention, a clutch pack for the lock-up clutch and a clutch pack for two idler gears on the other output shaft (preferably, gear ratios 3 and 5 ) are aligned with each other in the axial direction.

As a result, the operation of the clutch packs can be simplified, and it can optionally be achieved an axially compact design.

Overall, it is advantageous in the dual-clutch transmission according to the invention if the first idler gear assigned to the first gearset and the idler gear associated with the second gearset are arranged directly adjacent to one another in the axial direction.

This also makes the dual-clutch transmission can be realized axially compact.

In the present case, a directly adjacent arrangement is intended to mean that, in particular, no clutch is arranged between idler gears. It is understood that for relative rotatability optionally thrust bearings, thrust washers or the like are arranged between the idler gears, which should be encompassed by the term of direct neighborhood.

According to a further overall preferred embodiment, a parking lock gear is fixed to the one drive shaft.

The one drive shaft is preferably arranged closer to an actuator than the other drive shaft, so that the parking lock of the dual-clutch transmission is easier to operate by this measure. On the other hand, the existing in the field of a drive shaft space in this way can be better utilized, so that there is an axially compact design.

It is particularly advantageous if the parking lock gear is arranged in the axial direction between the first idler gear of the first gearset and the output gear of the one drive shaft.

According to a further aspect of the present invention, the above object is achieved by a vehicle transmission, in particular in the form of a dual-clutch transmission of the type described above, with an input shaft assembly having at least one input shaft, with an output shaft assembly having at least one output shaft, wherein the output shaft Output gear is associated with a plurality of sets of wheels, each having a loose wheel and a stationary engagement therewith, and having a housing in which the input shaft assembly, the output shaft assembly and the wheel sets are accommodated, said housing having a gear housing and a bearing plate which is fixed to the transmission housing, wherein the input shaft assembly and / or the output shaft assembly is rotatably mounted on the bearing plate, and wherein the bearing plate is arranged in the axial direction between the output gear and a wheel of the wheelsets and / or a differential for distributing drive power to the bearing plate is rotatably mounted.

According to this aspect of the invention includes a housing of a vehicle transmission, which is formed in Vorgelegebauweise, a bearing plate, which is preferably made separately from the transmission housing and fixed to the transmission housing. The housing may, as in the above embodiment of a dual-clutch transmission, be constructed as a three-part housing. In general, the vehicle transmission may be implemented in terms of the structure of the bearing plate and the structure of the housing, as described above in relation to preferred embodiments of the dual clutch transmission. However, the vehicle transmission may be formed as a manual transmission in countershaft design with an input shaft and an output shaft may be formed as an automated transmission with such a layout, or may be formed as a manual transmission with an input shaft and two output shafts, etc.

In the embodiment in which the bearing plate is arranged in the axial direction between the output gear and a wheel, in turn results in a flying bearing of the output gear. The output gear is preferably arranged at an axial end of the output shaft, which faces a clutch assembly which is connected to the input shaft assembly. The clutch assembly may be a simple starting and separating clutch, but may also be a double clutch.

The differential is preferably mounted rotatably on the bearing plate by means of a radial bearing. The radial bearing for mounting the differential, in particular a rotating basket of the differential, may be axially biased, wherein an axial biasing device is preferably supported on the transmission housing. The bearing plate is preferably arranged in the region of the differential immediately adjacent to the transmission housing in this embodiment, and preferably in this area with bolted to the gearbox or attached in any other way. The radial bearing for supporting the differential may be a tapered roller bearing, which is axially supported on the transmission housing, for example via the axial biasing means.

In this embodiment, it is further preferred if another axial end of the differential or differential cage is rotatably supported by a radial bearing on a coupling housing of the housing. The radial bearing, by means of which the differential is mounted on the coupling housing, may preferably be supported in the axial direction of the coupling housing, so that the bearing is preferably designed as a radial / thrust bearing (for example, tapered roller bearing), which is preferably also biased by the axial biasing means ,

In a flying mounting of a driven gear, the bearing plate preferably has axial openings in order to ensure a fluid exchange for lubrication of the wheelsets and the driven gear.

As with the embodiment of a dual-clutch transmission described above, in this aspect of the invention, preferably, a bearing for supporting the input shaft assembly, a bearing for supporting the output shaft assembly and / or a bearing for supporting the differential in the axial direction, so that they supported on the bearing plate Bearings are axially aligned with each other. It may be preferred if at least two of these three bearings are aligned axially with each other.

As mentioned above, the bearing plate may be used to support the input shaft assembly and / or the output shaft assembly. If the output shaft arrangement has two output shafts, it is conceivable that only one of the output shafts is rotatably mounted on the bearing plate.

Overall, it is preferred if the bearing plate is fixed to the transmission housing and / or on the coupling housing. In a further preferred variant, the coupling housing can be used to axially support a bearing, by means of which the input shaft arrangement is rotatably mounted on the bearing plate.

The bearing plate may extend perpendicular to the transmission shafts so that at least one shaft is supported thereon, preferably a plurality of transmission shafts. The bearing plate may extend across the cross-section of the transmission housing, but extends in a preferred embodiment, in the radial direction beyond, so that the bearing plate is also usable for supporting the differential.

It is understood that the features mentioned above and those yet to be explained below can be used not only in the particular combination given, but also in other combinations or in isolation, without departing from the scope of the present invention.

• 1 eine schematische Längsschnittansicht eines Antriebsstranges eines Kraftfahrzeuges mit einer ersten Ausführungsform eines Doppelkupplungsgetriebes des Standes der Technik ( DE 10 2013 108 455 A1 );
• 2 eine schematische Längsschnittansicht durch eine weitere Ausführungsform eines Doppelkupplungsgetriebes des Standes der Technik ( DE 10 2013 108 455 A1 );
• 3 eine schematische Längsschnittansicht durch eine weitere Ausführungsform eines Doppelkupplungsgetriebes des Standes der Technik ( DE 10 2013 108 455 A1 ); und
• 4 eine schematische Längsschnittansicht durch eine weitere Ausführungsform eines Doppelkupplungsgetriebes des Standes der Technik ( DE 10 2013 108 455 A1 );
• 5 eine Längsschnittansicht durch eine Ausführungsform eines erfindungsgemäßen Doppelkupplungsgetriebes; und
• 6 eine Tabelle mit einer Darstellung der bei bestimmten Gangstufen geschalteten Schaltkupplungen.

Embodiments of the invention are illustrated in the drawings and are explained in more detail in the following description. Show it:

• 1 2 is a schematic longitudinal sectional view of a drive train of a motor vehicle with a first embodiment of a dual-clutch transmission of the prior art ( DE 10 2013 108 455 A1 );
• 2 a schematic longitudinal sectional view through a further embodiment of a dual-clutch transmission of the prior art ( DE 10 2013 108 455 A1 );
• 3 a schematic longitudinal sectional view through a further embodiment of a dual-clutch transmission of the prior art ( DE 10 2013 108 455 A1 ); and
• 4 a schematic longitudinal sectional view through a further embodiment of a dual-clutch transmission of the prior art ( DE 10 2013 108 455 A1 );
• 5 a longitudinal sectional view through an embodiment of a dual-clutch transmission according to the invention; and
• 6 a table with a representation of the switched at certain grades clutches.

In 1 is a drive train for a motor vehicle shown schematically in longitudinal section and generally with 10 designated. The powertrain 10 includes a drive motor 12 like a combustion engine. Furthermore, the drive train 10 a dual clutch arrangement 14 on, which is a first friction clutch 16 and a second friction clutch 18 includes. Input members of the two friction clutches 16 . 18 are with a drive shaft of the drive motor 12 connected.

Furthermore, the drive train 10 a dual-clutch transmission 20 which has an input shaft arrangement with a first input shaft 22 and a second input shaft 24 having. The first input shaft 22 is with an output member of the first friction clutch 16 connected. The second input shaft 24 is with an output member of the second friction clutch 18 connected. The first input shaft 22 is designed as an inner shaft. The second input shaft 24 is designed as concentric thereto arranged hollow shaft.

The dual-clutch transmission 20 has a first partial transmission 26 on, which is assigned to the even gears, and a second partial transmission 28 assigned to the odd gears.

Furthermore, the dual-clutch transmission 20 a first countershaft in the form of a first output shaft 30 and a second countershaft in the form of a second output shaft 32 on. The output shafts 30 . 32 are each aligned parallel to the input shaft assembly.

The output shafts 30 . 32 are about a wheelset 34 with a differential 36 of the drive train 10 connected by means of which drive power to two driven wheels 38L . 38R is distributable.

The dual-clutch transmission 20 has a plurality of wheelsets, each having at least one fixed gear and at least one idler gear. Preferably, the fixed wheels of all wheelsets are rotationally fixed to the first input shaft 22 or with the second input shaft 24 connected. The idler gears are then each rotatable on the first output shaft 30 or the second output shaft 32 arranged.

The wheelsets may have a fixed gear and a loose wheel. In some cases, a wheel also a fixed gear and a loose wheel on the first output shaft 30 and a loose wheel on the second output shaft 32 have, so that there is a so-called dual use, so a fixed gear is associated with two gear ratios. This is in 1 but not shown in detail.

1 shows some sets of wheels of the dual clutch transmission, for reasons of clarity, only a few sets of wheels are shown. In particular shows 1 no wheelset for a reverse gear.

Starting from an input of the dual-clutch transmission 20 , the double clutch assembly 14 facing, has the dual clutch transmission 20 a wheelset 40 on, the gear 5 assigned. The wheelset 40 includes a fixed gear that connects to the second input shaft 24 is connected, as well as one on the second output shaft 32 stored idler gear, by means of a clutch 42 with the second output shaft 32 is connectable.

Furthermore, the dual-clutch transmission includes 20 a wheelset 44 , the gear step 3 assigned. Seen in the axial direction from the input of the dual clutch transmission 20 from behind the wheelset for the gear ratio 3 is a wheelset 48 for the gear ratio 4 provided having a fixed wheel, which is connected to the first input shaft 22 is connected, and a loose wheel, the second output shaft 32 is rotatably mounted and that by means of a clutch 50 with the second output shaft 32 is connectable.

Furthermore, the dual-clutch transmission includes 20 a wheelset 52 for the gear ratio 2 , one with the first input shaft 22 connected fixed gear and one on the first output shaft 30 having rotatably mounted idler gear, by means of a clutch 54 with the first output shaft 30 is connectable. The order of the above-mentioned elements of the dual-clutch transmission 20 in the axial direction of the input of the dual clutch transmission 20 seen from is the following: wheelset 40 , Clutch 42 , Wheelset 44 , Wheelset 48 , Clutch 50 , Wheelset 52 , Clutch 54 ,

At the ends of the output shafts 30 . 32 facing the entrance of the dual-clutch transmission 20 are turned away, is the first output shaft 30 with a first output gear 56 of the wheelset 34 connected, and the second output shaft 32 is with a second output gear 58 of the wheelset 34 connected. The differential 36 has a differential input element 60 in the form of a differential wheel (for example, crown wheel or the like) on both the output gear 56 as well as with the output gear 58 is engaged as it is in 1 is indicated schematically.

The dual-clutch transmission 20 also has a lock-up clutch 64 , B on, attached to the second output shaft 32 is provided and is adapted to the first partial transmission 26 and the second partial transmission 28 connect to each other so that a Windungsgangstufe to set up the forward gear 1 is feasible, as it is in 1 is shown schematically at 66.

More specifically, the lock-up clutch serves 64 to, a first idler gear 68 of the wheelset for the forward gear 3 with a loose wheel 72 of the wheelset 48 for the forward gear 4 connect to. As shown, the idler gear is 68 for the forward gear 3 with a fixed bike 70 of the wheelset 44 engaged, on the second input shaft 24 is fixed. In a similar way is the idler gear 72 of the wheelset 48 with a fixed bike 74 engaged, at the first input shaft 22 is rotationally fixed.

The power flow to set up the Windungsgangstufe (forward gear 1 ) thus goes from the second friction clutch 18 over the second input shaft 24 , the wheelset 44 , the lock-up clutch 64 , the wheelset 48 towards the first one input shaft 22 , and from there on the wheelset 52 for the forward gear 2 with closed clutch 54 towards the wheel set 34 ,

In the dual-clutch transmission 20 of the 1 is further provided that the wheelset 44 for the forward gear 3 a second idler gear 78 comprising, rotatably on the first output shaft 30 is stored. Furthermore, one of the forward gear stage 3 assigned clutch 80 for connecting the second idler gear 78 of the wheelset 44 at the first output shaft 30 arranged.

By this measure, it is possible to represent the gear ratios of the dual clutch transmission 20 required clutches better on the two output shafts 30 . 32 to distribute. Because if the second idler 78 would not be provided, the clutch would have 80 for engaging the forward gear 3 also on the second output shaft 32 be arranged.

In the 2 to 4 Further embodiments of powertrains with dual clutch transmissions are shown, which in terms of design and operation generally the dual clutch transmission of 1 correspond. The same elements are therefore provided with the same reference numerals. The following section essentially explains the differences.

The in 2 shown powertrain 10 ' has a dual-clutch transmission 20 ' which has six forward gears and one reverse gear.

Starting from one of the dual clutch arrangement 14 opposite end of the dual clutch transmission 20 this includes a wheelset 52 ' , the forward gear 2 and the reverse gear R is assigned. Towards the entrance of the dual-clutch transmission 20 ' this also includes a wheelset 48 ' for the forward gear 4 , a wheelset 84 for the forward gear 6 , a wheelset 40 ' for the forward gear 5 as well as a wheelset 44 ' for the forward gear 3 ,

A clutch for engaging and disengaging the forward gear 6 is at 85 shown.

The wheelset 52 ' includes a loose wheel 86 at the second output shaft 32 is rotatably mounted and by means of a clutch 88 is connectable with this. Furthermore, the wheelset includes 52 ' a loose wheel, the first output shaft 30 rotatably mounted and by means of a clutch 54 ' With this is connectable to the forward gear 2 to set up. The idler wheel 86 and the other loose wheel of the wheelset 52 ' can engage with each other to realize a reversal of direction for setting up the reverse gear R without having to provide a reversing direction.

The wheelset 48 ' for the forward gear 4 has a loose wheel 49 on, rotatably on the second output shaft 32 is mounted and by means of a clutch 50 ' is connectable with this. The clutches 88 . 50 ' are integrated in a common clutch pack.

Between the output gear 58 the second output shaft 32 and the wheelset 40 ' (Seen in the axial direction) is a parking lock gear 90 non-rotatably with the second output shaft 32 connected.

In the present case are a loose wheel 68 ' of the wheelset 40 ' (assigned to the gear ratio 5 ) and a loose wheel 72 ' of the wheelset 84 by means of the lock-up clutch 64 ' B connectable to each other to a Windungsgangstufe to set up the forward gear 1 to set up.

In this case, a Losradanordnung invention is provided which is a primary idler gear in the form of the idler gear 72 ' of the wheelset 84 having. The idler wheel 72 ' is rigid with a hollow shaft section 96 connected coaxially about the second output shaft 32 is arranged around. The idler wheel 68 ' of the wheelset 40 ' is rotatable as a secondary idler gear on the hollow shaft portion 96 stored.

The lockup clutch 64 ' , B is on the idler wheel 72 ' of the wheelset 84 opposite axial side of the idler gear 68 ' of the wheelset 40 ' arranged. As a result, the idler gear 68 ' and the idler gear 72 ' arranged directly adjacent to each other.

Furthermore, the idler gear are also 49 of the wheelset 48 ' and the idler gear 72 ' of the wheelset 84 arranged directly adjacent to each other. In other words, the idler gear is 72 ' directly between the loose wheels 49 . 68 ' on the second output shaft 32 rotatably mounted.

The clutch 85 for connecting the loose wheel 72 ' of the wheelset 84 for the forward gear 6 is with the lock-up clutch 64 ' , B integrated into a clutch pack, on the idler gear 72 ' opposite axial side of the idler gear 68 ' of the wheelset 40 ' ,

The parking lock gear is between the clutch pack thus formed 64 ' , B, 85, which is actuated by means of a single actuator (shift sleeve), and the output gear 58 arranged.

The wheelset 40 ' for the forward gear 5 includes next to the fixed wheel 70 ' that with the second input shaft 24 connected, and the idler gear 68 ' that is rotatable on the second output shaft 32 (or on the outer circumference of the hollow shaft portion 96 ) is rotatably mounted, another idler gear 78 ' that with the fixed wheel 70 ' is engaged and rotatable on the first output shaft 30 is stored. Between the idler gear 78 ' of the wheelset 40 ' and a loose wheel of the wheelset 44 ' for the forward gear 3 is a clutch pack 42 ' . 80 ' for engaging and disengaging the forward gears 5 . 3 arranged. The clutch pack 42 ' . 80 ' is seen in the axial direction with the clutch pack 64 ' , B, 85 aligned.

A clutch 54 ' that of the forward gear 2 is assigned, is on the transmission input side facing the idler gear of the wheelset 52 ' arranged. That part of the wheelset 52 ' that with the first input shaft 22 connected fixed wheel and that at the first output shaft 30 rotatably mounted idler gear may possibly be offset further in the axial direction to the transmission input, where appropriate, appropriate measures are to be taken to an engagement between this idler gear and the other idler gear 86 of the wheelset 52 ' to ensure.

The dual-clutch transmission 20 ' is therefore feasible with only five Radsatzebenen and two clutch levels, and therefore can build very compact in the axial direction.

The 3 and 4 show modifications of in 2 The dual-clutch transmission shown, the structure and operation generally the dual-clutch transmission 20 ' of the 2 correspond. The same elements are therefore designated by the same reference numerals. The following section essentially explains the differences.

In the dual-clutch transmission 20 " of the 3 are the wheelsets 52 " and 48 " swapped in the axial direction, so that the idler gear 86 of the wheelset 52 " directly axially adjacent to the idler gear 72 ' of the wheelset 84 , The clutch 54 " for engaging the forward gear 2 is on the side facing away from the transmission input axial side of the wheelset 52 " arranged.

The idler wheel 49 " of the wheelset 48 " is rotatable on the second output shaft 32 stored.

As a result, the clutches are also 50 " . 88 " , which are integrated in a clutch pack, on the second output shaft 32 arranged.

4 shows a modification of the dual-clutch transmission of 3 , This in 4 shown dual-clutch transmission 20 '' differs from the dual-clutch transmission 20 " of the 3 in that the idler wheel 49 '' of the wheelset 48 '' at the first output shaft 30 is arranged so that its associated clutch 50 '"with the clutch 54 " of the wheelset 52 " forms a clutch pack. The clutch 88 for engaging and disengaging the reverse gear R is designed as a simple clutch and still at the second output shaft 32 arranged.

Overall, a reduction of the axial length depending on the embodiment result in that the idler gear for the forward gear 2 is shifted to the transmission input. Furthermore, it is present in the embodiments of the 2 to 4 possible, the idler gears for the forward gears 3 and 5 on the first output shaft 30 to lay, with a parking lock wheel 90 with the second output shaft 32 is connected.

Overall, shorter shafts and an axially shorter housing result. All this can lead to a reduced shaft deflection. Overall, if necessary, also results in a reduced use of materials. Preferably results in a better Packagesitutation in the engine compartment.

Furthermore, it is not necessary to equip a loose wheel with two coupling bodies, so that overall, the complexity can be reduced.

By the arrangement of the parking lock wheel 90 on the second output shaft 32 An actuating arrangement for a parking lock arrangement can be realized in a structurally simpler manner.

In 5 is a powertrain 10 ^IV with a dual-clutch transmission 20 ^IV shown, wherein the dual-clutch transmission 20 ^IV in terms of design and operation generally the dual clutch transmission 20 ' of the 2 equivalent. The same elements are therefore designated by the same reference numerals. In the following, the differences are explained essentially.

At the second output shaft 32 , which is preferably higher within the transmission than the first output shaft 30 and over a larger axial distance d ₁ from the input shaft assembly 22 . 24 spaced as the first output shaft 30 (There is the distance d ₂ ) are from the transmission input (that is, from the Doppelkupplungsanordung 14 from) the following elements are arranged axially in succession in the following order: the second output gear 58 , the parking lock wheel 90 , the lock-up clutch 64 ' , the first idler 68 ' of the wheelset 40 ' , the more idler wheel 72 ' of the wheelset 84 ' for the highest forward gear (in this case, the forward gear 6 ), the clutch 85 ^IV for the forward gear 6 , the clutch 88 for the reverse gear and the idler gear 86 for the reverse gear. In contrast to the embodiment of the 2 becomes the loose wheel 72 ' thus by means of a clutch 85 ^IV with the second output shaft 32 connected to the clutch 88 is integrated in a clutch pack, not with the lock-up clutch 64 ' ,

At the first output shaft 30 are, viewed from the transmission input from the following elements arranged: the first output gear 56 , a loose wheel of the wheelset 44 ' for the forward gear 3 , a clutch 80 ' for the forward gear 3 , a clutch 42 ' for the gear ratio 5 , the idler wheel 78 ' for the forward gear 5 , where the idler wheel 78 ' Part of the wheelset 40 ' is, the idler gear 49 ^IV for the forward gear 4 , a clutch 50 ^IV for the forward gear 4 , a clutch 54 ' for the forward gears 2 and 1 , And a Losradanordnung consisting of a loose wheel 53 for the forward gears 1 and 2 and a reverse gear 98 consists. The reverse gear 98 is rigid on the idler gear 53 of the wheelset 52 ' set, preferably on the clutch 54 ' facing axial side.

The clutches 80 ' . 42 ' are, as in the embodiment of 2 , integrated in a clutch pack, that axially with the lock-up clutch 64 ' is aligned. The clutches 54 ' and 50 ^IV are also integrated into a clutch pack aligned in the axial direction with the clutch pack that controls the clutches 88 and 85 ^IV integrated with each other.

In the dual-clutch transmission 20 ^IV are therefore on the second output shaft 32 the first loose wheel 68 ' , the idler wheel 72 ' and a loose wheel 86 stored, which is assigned to the reverse gear, in this order as seen from the transmission input. It is envisaged that at the second output shaft 32 except the first idler gear associated first idler gear 68 ' and the second gear set associated further idler gear 72 ' no further idler gear is stored, which is assigned to a forward gear.

The dual-clutch transmission 20 ^IV has a housing 100 on. The housing 100 includes a gearbox 102 in that it is formed by a housing pot which has an axial end facing the transmission input and a closed second axial end facing away from the transmission input. Furthermore, the housing includes 100 a clutch housing 104 at the first axial end of the transmission housing 102 flanged to this, the clutch housing 104 the dual clutch arrangement 14 receives.

The housing 100 also includes a bearing plate 106 ,

The input shaft arrangement 22 . 24 is by means of a first input shaft bearing 108 and a second input shaft bearing 110 rotatable with respect to the housing 100 stored. The first camp 108 relies on the transmission input facing away from the closed end of the transmission housing 102 from. The second camp 110 rests on the bearing plate 106 from.

In a corresponding way, the first output shaft 30 by means of a first bearing 112 and a second camp 114 stored. The second output shaft 32 is by means of a first camp 116 and a second camp 118 rotatable with respect to the housing 100 stored. The first camps 112 . 116 the output shafts 30 . 32 are supported on the closed end of the cup-shaped gear housing 102 from. The second camp 114 . 118 are based on the bearing plate 106 from.

The bearing plate 106 is in the axial direction between the drive wheels 34 and the wheelset 44 ' arranged. At least two of them on the bearing plate 106 fixed bearings 110 . 114 . 118 overlap in the axial direction, so that these bearings are axially aligned with each other. The bearing plate 106 is preferably rigid with the transmission housing 102 is substantially in a radial plane which is immediately adjacent and parallel to the drive wheel set 34 ,

As it is in 5 shown is a turning basket of the differential 36 also at least in the radial direction of the bearing plate 106 support. The coupling housing 104 can be used for axial support of the second input shaft bearing 110 be used. Furthermore, the clutch housing 104 also to the pivot bearing of the rotating basket of the differential 36 serve, on the bearing plate 106 opposite axial side of the differential 36 , The storage of the rotating basket of the differential 36 may be axially biased, as by a plate spring assembly 130 is shown between the gear housing and the rolling bearing, which is supported radially on the bearing plate and serves for pivotal mounting of the rotating basket.

The bearing plate 106 may have axial passage openings to allow fluid exchange, as indicated schematically at 132.

The above-described construction of a bearing plate of a three-part housing of the dual clutch transmission 20 ^IV can be applied in a similar manner to other types of vehicle transmissions, such as manual Manual transmission in countershaft design, automated manual transmission, etc. Furthermore, this embodiment of the three-piece housing with the bearing plate can be applied both to vehicle transmission in countershaft design with an output shaft, as well as vehicle transmission with two offset parallel output shafts. Further, such a vehicle transmission may include an input shaft assembly having two input shafts, or an input shaft assembly consisting of only a single input shaft. Similarly, the dual clutch transmission may include a simple clutch assembly, or a dual clutch assembly.

As mentioned above, can be compared with with respect to 5 theoretically set up a plurality of up to ten forward gears and two reverse gears. In a preferred variant, the dual-clutch transmission is designed so that it realizes exactly six forward gear ratios and one reverse gear stage so that a driver of a vehicle equipped with this dual-clutch transmission has exactly these six forward gear ratios and one reverse gear stage. The wheelsets and tooth numbers are coordinated so that a good spread is realized, as well as a good gear ratio.

6 shows a shift table of such a transmission with six forward gear ratios and one reverse gear stage, the table shows which clutches for engaging certain gear ratios 1 to 6 and a reverse gear R are insert. By way of example, it should be mentioned that to engage the forward gear 1 the lock-up clutch B and the clutch 54 ' to close. At the forward gears 2 to 6 in each case only one clutch is closed, and the lock-up clutch is not closed in each case. To set up the reverse gear, the lock-up clutch B and the reverse gear associated clutch 88 closed. In the transmission, therefore, the first gear and the reverse gear are realized as Windungsgangstufen. In a variant of an actually implemented dual-clutch transmission, it is possible to use both realizable reverse gear stages as needed. For example, a reverse gear can be heavily stocked, so that a start on gradients in the reverse direction is possible. Gear changes between the two reverse speeds may preferably be under load so that a user does not experience a traction force intrusion during reverse gear step changes. In 6 Consequently, the table could be one line at a time R2 be supplemented, in which the lock-up clutch B is not engaged and only the reverse clutch 88 is switched.

In a further preferred embodiment, the dual-clutch transmission is designed so that it realizes exactly seven forward gear ratios and one reverse gear stage. The seventh, that is the highest forward gear is preferably realized as Windungsgangstufe.

This can be done in the 5 gear shown so that the power flow when setting up the gear 7 from the first input shaft 22 via the second idler associated with further idler gear 72 ' to the Festrad 70 ' the second input shaft 24 leads, and from there to the idler gear 78 ' , which is otherwise part of the wheelset for the forward gear 5 is.

In the transmission of 5 is further provided that the first idler gear 68 ' preferably exclusively for the establishment of a Windungsgangstufe is usable. The first idler 68 ' associated clutch in the form of the lock-up clutch, which is designed in particular as a synchronous clutch, is formed by a one-sided clutch pack, so a clutch pack, which has only a single clutch. This clutch, which is the Überrückungskupplung 64 ' is designed to be the first loose wheel 68 ' with the idler gear associated with the second wheel set 72 ' to couple to the establishment of Windungsgangstufe (s).

The outer diameter of the output gear 58 the second output shaft 32 is preferably larger than the outer diameter of the output gear 56 the first output shaft 30 , In the installed state of the dual-clutch transmission 10 ^IV in a vehicle is the second output shaft 32 preferably higher than the first output shaft 30 ,

The idler gear assembly from the idler gear 53 and the reverse gear set thereon 98 , which forms a stepped reverse gear, is on the first output shaft 30 rotatably mounted, so preferably on the lower output shaft in the installed state. Further, this stepped reverse gear is 53 . 98 preferably that output shaft 30 assigned, the output gear 56 having the smaller outer diameter, which preferably results in that the second output shaft 32 can build axially compact.

If the highest gear is the gear 7 is provided and this is designed as Windungsgangstufe, the power flow when setting up the gear 7 from the first input shaft 22 via the second idler associated with further idler gear 72 ' to the Festrad 70 ' the second input shaft 24 ' , and from there to the idler gear 78 ' run. The highest forward gear set up as a winding step uses the idler gear 78 ' , in the suppression of possible Windungsgangstufen the wheelset for the forward gear 5 assigned.

The idler wheel 78 ' for the formation of the gear stage 5 (and possibly the gear ratio 7 ) is preferably in the same Radsatzebene as the first idler gear 68 ' ,

Claims (10)

A dual clutch transmission (20 ^IV ) having - an input shaft assembly having a first input shaft (22) and a second input shaft (24); a first partial transmission (26) associated with the first input shaft (22) and a second partial transmission (28) associated with the second input shaft (24), a first output shaft (30) and a second output shaft (32) , wherein the output shafts (30, 32) each have a driven gear (56, 58) is associated, - a plurality of wheelsets (40 ', 44', 48 ^IV , 52 ', 84'), each having a loose wheel and thus in Have engaging fixed wheel, wherein a first set of wheels (40 ') of the wheelsets one (28) is associated with the partial transmission and an associated first idler gear (68') which is rotatably mounted on one (32) of the output shafts, wherein a second set of wheels (84 ') of the wheelsets is assigned to the other partial transmission (26) and has an associated further idler gear (72') which is rotatably mounted on the same output shaft (32), wherein the first gearset (40 ') associated first idler gear ( 68 ') and the second wheel set (84') associated idler gear (72 ') Via a lock-up clutch (64 ', 8) are connectable to each other to establish a Windungsgangstufe (1), wherein at one output shaft (32) the first gear set associated first idler gear (68'), the second gear set (84 ') associated further idler gear (72 ') and a loose wheel (86) are mounted, which is associated with a reverse gear (R), in this order seen from a transmission input, wherein at the other output shaft (30) of the gear stage 3 associated idler gear ( 44 '), one of the gear stage 5 associated idler gear (78'), one of the gear 4 associated idler gear (49 ^IV ) and one of the gear 2 associated idler gear (53) are mounted, in this order from the transmission input from, characterized in that the idler gear (78 ') assigned to the gear stage 5 is part of the first wheel set (40'). Double clutch transmission to Claim 1 , characterized in that at the one output shaft (32) eaußer the first idler gear (68 ') associated with the first gearset (40') and the other idler gear (72 ') associated with the second gearset (84'), no further idler gear is supported, which is assigned to a forward gear stage. Double clutch transmission to Claim 1 or 2 , characterized in that the second gear set (84 ') associated further idler gear (72') is associated with the highest forward gear. Double clutch transmission according to one of the Claims 1 - 3 , characterized in that a switching clutch (85 ^IV ) for the highest forward gear and a clutch (88) for the reverse gear between the second gear set (84 ') associated further idler gear (72') and a loose wheel (86) is arranged, the a reverse gear (R) is assigned. Double clutch transmission according to one of the Claims 1 - 4 , characterized in that the first idler gear (40 ') associated first idler gear (68') and the second gearset (84) associated idler gear (72 ') are arranged in the axial direction directly adjacent to each other. Double clutch transmission according to one of the Claims 1 - 5 , characterized in that a housing (100) of the dual-clutch transmission (20 ^IV ) has a bearing plate (106) on which the input shaft assembly and / or at least one of the output shafts (30, 32) is rotatably mounted, wherein the bearing plate (106) in axial direction between the driven gears (56, 58) and a wheel set (44 ') is arranged and / or wherein a rotary basket is rotatably supported by a housed in the housing differential (36) for distributing drive power to the bearing plate (106). Double clutch transmission to Claim 6 , characterized in that the driven gears (56, 58) between the bearing plate (106) and a coupling housing (104) of the housing (100) are arranged. Double clutch transmission to Claim 6 or 7 characterized in that a bearing (110) of the input shaft assembly and at least one bearing (114, 118) of one of the output shafts (30, 32) is fixed to the bearing plate (106) such that the bearings are axially aligned with each other. Double clutch transmission according to one of the Claims 1 - 8th characterized in that a reverse gear (86) mounted on one output shaft (32) is engaged with a reverse rotation gear (98) fixed to a loose wheel (53) mounted on the other output shaft (86). 30) is rotatably mounted. Double clutch transmission according to one of the Claims 1 - 9 , characterized in that a Park lock gear (90) is fixed to the one output shaft (32) and preferably axially adjacent to the lock-up clutch (64 ', B) is arranged.

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