DE102011089156B4 - 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 loose wheel (Z0, Z10) arranged coaxially to the main shaft axis are assigned, each loose wheel (Z0, Z10) and each hollow shaft (W3, W4) each having at least a shifting device (S1, S10; S2, S9) with the assigned transmission input shaft (W1, W1 ', W2) are connectable, with a first countershaft axis, to which a first countershaft (W5) is arranged coaxially, the at least one coaxial to the first countershaft axis arranged hollow shaft (W6, W7) is assigned, with several gear planes (II, III, IV, V, VI, VII), which transmission stages (B, C, D, E, F, G, H, I ) are assigned, and with at least one output shaft (Ab), which can be connected to the sub-transmissions via an output gear plane (I), characterized in that a second countershaft axis is provided, to which a second countershaft (W8) is arranged coaxially, which at least an idler gear (Z6, Z7) arranged coaxially to the countershaft axis is assigned, which can be connected to the second countershaft (W8) via at least one switching device (S3, S4) so that at least one winding path (A_1, A_2, K_1, K_2) within a the partial transmission is switchable.

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 limit 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 at least one idler gear is assigned which is arranged coaxially to the countershaft axis and which can be connected to the second countershaft via at least one switching device, so that at least one spiral gear can be switched within one of the sub-transmissions. As a result, full power shiftability is achieved in the dual clutch transmission according to the invention, which is also particularly compact due to the additional countershaft and its arrangement.

The second countershaft can preferably be assigned to the partial transmissions in each case via a gear plane, so that the second countershaft, apart from the output gear plane, only has two gear planes and can therefore be made short in the axial direction to save space. If a driven gear plane is provided on the second countershaft, this could preferably be in the area of the two existing gear planes be arranged in order to realize a space-saving 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 preferably be formed from the twelve gear ratios, three of the gear ratios provided as winding gears each being shiftable within the limits of a sub-transmission. The twelve gear ratios are preferably evenly distributed over the sub-transmissions, so that six gear ratios can be shifted in each sub-gear.

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 Transfer wheel plane 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 turns can also be shifted within the limits of each 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. Other exchanges or reflections are also possible in which the assignment is retained.

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 chosen in such a way that both the connection of the electrical machine to the double clutch and the connection of the electrical machine to the output are each through a switching element or Switching device of the wheel set is switchable. In this way, both stationary charging and electric driving are possible without drag losses from the double clutch. For this purpose, the electrical machine can be connected to one of the shafts, to a fixed gear and / or to an idler gear of the gear set arrangement. 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 bevorzugten Ausgestaltung des Doppelkupplungsgetriebes mit zugeordneten Gangstufen;
• 4A eine Zuordnungstabelle zwischen Übersetzungsstufen und Gangstufen;
• 5 eine Zuordnungstabelle zwischen Schaltvorrichtung und Übersetzungsstufe für funktionsgleiche Radsatzvarianten;
• 6 eine schematische Ansicht des Doppelkupplungsgetriebes mit einer Radsatzvariation mit vertauschbaren Teilgetrieben;
• 7 eine schematische Ansicht des Doppelkupplungsgetriebes mit Variationen bezüglich der Abtriebsposition; und
• 8 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 preferred embodiment of the dual clutch transmission with associated gear steps;
• 4A an assignment table between gear ratios and gear ratios;
• 5 an assignment table between switching device and gear ratio for functionally identical gear set variants;
• 6th a schematic view of the dual clutch transmission with a gear set variation with interchangeable partial transmissions;
• 7th a schematic view of the dual clutch transmission with variations with respect to the output position; and
• 8th 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 reference numbers 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 S1 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 S2 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 Z10 assigned, the hollow shaft W4 and the hollow shaft W3 are arranged axially offset from one another. The idler wheel Z10 is via a switching device S10 with the second transmission input shaft W2 connectable. The hollow shaft W4 are the two fixed gears Z8 and Z9 as well as the switching device S9 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 Z11 assigned, the idler wheel Z5 via the switching device S6 and the idler wheel Z11 via the switching device S7 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 S5 associated with the hollow shaft W6 with the first countershaft W5 is connectable. The second hollow shaft W7 are the fixed gears Z12 and Z13 as well as the switching device S8 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 S3 and the idler wheel Z7 via the switching device S4 each with the second countershaft W8 are connectable. This is how the countershaft is W8 via the switching elements S3 and S4 connectable to both the first and the second partial transmission.

As in particular from the 2 , 4th , 6th , 7th and 8th As can be seen, the dual clutch transmission has only seven gear planes I. , II , III , IV , V , VI , VII , with three wheel planes II , III , IV the first partial transmission and three gear planes V , VI , VII are assigned to the second partial transmission. The first wheel plane I. 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 II , III , IV , V , VI , VII twelve translation levels A _ 1 , A_ 2 , B. , C. , D. , E. , F. , G , H , I. , K_ 1 , K _ 2 realizable, of which four gear ratios can be switched as spiral gears. For switching the gear ratios A _ 1 , A _ 2, B. , C. , D. , E. , F. , G , H , I. , K_ 1 , K_ 2 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.

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 A_2 , K_2 to clarify and to claim separately. The excerpt shows only one of the sub-transmissions as an example, since the principle can also be applied to the other sub-transmission in the same way. The reference symbols used are therefore only chosen as examples. With the principle of the winding path A_2 , K_2 the power flow is via a double-used hollow shaft W3 the first transmission input shaft W1 ' led, the z. B. in contrast to the other figures here is an example of a solid shaft and therefore with W1 ' is designated. The Z. B. the transmission input shaft W1 ' assigned idler wheel Z0 is via the corresponding switching device S1 with the transmission input shaft W1 ' connected so over the second wheel plane II 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 third wheel level III 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 over the fourth wheel plane IV on the second countershaft W8 and from there to the output shaft From to be transmitted, the fourth gear plane IV assigned idler wheel Z6 via the switching device S3 with the countershaft W8 is connected.

With this general principle with double use of the hollow shaft assigned to a transmission input shaft, winding turns can be implemented within a partial transmission that require a small number of components for the power flow, so that a space-saving gear set arrangement can be implemented. In the in 2 The illustrated gear set of the dual clutch transmission according to the invention is such a winding path in each partial transmission A_2 , K_2 with double use of the hollow shaft W3 or. W4 of the respective sub-transmission switchable.

In detail, the schematic views of FIG 2 , 6th , 7th and 8th a wheelset arrangement in which in the first wheel plane I. the fixed gear 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 combs. The first wheel plane I. no switching device is assigned. In the second wheel plane II is the idler wheel Z0 the first transmission input shaft W1 with the fixed gear Z3 the hollow shaft W6 engaged, the second gear plane II only one switching device S1 is assigned with which the idler wheel Z0 with the first transmission input shaft W1 is connectable. In the third wheel level III is the fixed gear Z1 the hollow shaft W3 with the fixed gear Z4 the hollow shaft W6 engaged, the third gear plane III two switching devices S2 and S5 assigned. In the fourth wheel level IV 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 Z6 the second countershaft W8 engaged, the fourth gear plane IV two switching devices S6 and S3 assigned. In the fifth wheel level V combs the fixed gear Z8 the hollow shaft W4 both with the idler wheel Z11 the first countershaft W5 as well as with the idler wheel Z7 the second countershaft W8 , being the fifth wheel plane V two switching devices S4 and S7 assigned. The fixed gear is in the sixth gear plane Z9 the hollow shaft W4 with the fixed gear Z12 the hollow shaft W7 engaged, being the sixth gear plane VI two switching devices S8 and S9 assigned. The idler gear meshes in the seventh gear level Z10 the second transmission input shaft W2 with the fixed gear Z13 the hollow shaft W7 , being the seventh wheel plane VII a switching device S10 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 in 4th is shown.

From the in 3 The switching matrix shown results in the following general gear ratios. The translation level A_2 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 S10 about the seventh wheel level VII with the translation level I. on the hollow shaft W7 and about the sixth wheel plane VI with the translation level G on the hollow shaft W4 as well as the fifth wheel level V with the translation level E. with activated switching device S4 on the second countershaft W8 and over the first wheel plane I. on the output shaft From is transferable. The translation level K_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, the power flow when the switching device is activated S1 over the second wheel plane II with the translation level B. on the hollow shaft W6 and over the third wheel plane III with the translation level D. on the hollow shaft W3 as well as via the fourth wheel plane IV with the translation level H with activated switching device S3 on the second countershaft W8 and over the first wheel plane I. on the output shaft From is transferable. The translation level A_1 is as a winding path within the second partial transmission starting from the second clutch K2 via the second transmission input shaft W2 is switchable, the power flow when the switching device is activated S10 about the seventh wheel level VII with the translation level I. on the hollow shaft W7 and about the sixth wheel plane VI with the translation level G on the hollow shaft W4 as well as the fifth wheel level V with the translation level C. with activated switching device S7 on the first countershaft W5 and over the first wheel plane I. on the output shaft From is transferable. The translation level K_1 is as a winding path within the first partial transmission starting from the first clutch K1 via the first transmission input shaft W1 is switchable, the power flow when the switching device is activated S1 over the second wheel plane II with the translation level B. on the hollow shaft W6 and over the third wheel plane III with the translation level D. on the hollow shaft W3 as well as via the fourth wheel plane IV with the translation level F. with activated switching device S6 on the first countershaft W5 and over the first wheel plane I. on the output shaft From is transferable.

Furthermore, the translation level is B. starting from the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S1 over the second wheel plane II on the hollow shaft W6 and with the switching device activated S5 on the first countershaft and on the first gear plane I. on the output shaft From is transferable. The translation level C. 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 via the hollow shaft W4 and about the fifth wheel plane V with activated switching device S7 on the first countershaft W5 as well as over the first wheel plane I. on the output shaft From is transferable. The translation level D. is based on the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S2 over the third wheel level III with activated switching device S5 on the first countershaft W5 and over the first wheel plane I. on the output shaft From is transferable. The translation level E. 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 on the hollow shaft W4 and about fifth wheel plane V with activated switching device S4 on the second countershaft W8 and over the first wheel plane I. on the output shaft From is transferable. The translation level F. is based on the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S2 on the hollow shaft W3 and about the fourth wheel plane IV with activated switching device S6 on the first countershaft W5 and over the first wheel plane I. on the output shaft From is transferable. The translation level G 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 on the hollow shaft W4 and about the sixth wheel plane VI on the hollow shaft W7 as well as when the switching device is activated S8 on the first countershaft W5 and over the first wheel plane I. on the output shaft From is transferable. The translation level H is starting from the first clutch K1 via the first transmission input shaft W1 switchable, the power flow when the switching device is activated S2 on the hollow shaft W3 and about the fourth wheel plane IV with activated switching device S3 on the second countershaft W8 and over the first wheel plane I. on the output shaft From is transferable. Finally, there is the translation stage I. starting from 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 on the hollow shaft W7 and with the switching device activated S8 on the first countershaft W5 and over the first wheel plane I. on the output shaft From is transferable.

The in 4th The illustrated wheelset of the dual clutch transmission differs from that in 2 wheelset shown in that to realize reverse gear ratios R1 and R2 in the fourth gear plane IV an intermediate gear ZW is provided on an intermediate shaft. Thus mesh in the fourth gear plane IV the fixed gear of the hollow shaft W3 both with the idler wheel Z5 the first countershaft W5 as well as with the intermediate gear ZW for reversing the direction of rotation, the intermediate gear with the idler gear Z6 the second countershaft W8 is engaged.

According to the allocation table 4A a particularly preferred assignment 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 being conceivable.

In 5 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 6th a possible transmission variant of the dual clutch transmission according to the invention is shown, in which the assignment of the subtransmissions 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 SP provided on which the sub-transmissions arranged in the boxes are folded or mirrored. The mirror plane SP runs through the middle of the double switching device S3 and S4 and separates the two partial transmissions from each other.

In 7th 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 over the first wheel level I. 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 7th 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 8th 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 second wheel plane II 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 S1 or S5 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. The internal combustion engine is started by winding the gear ratios B. and D. , pure electric driving is about the gear ratio B. or via the winding of the gear ratios B. , D. , and F. or. B. , D. and H possible.

Another preferred connection point of the electrical machine EM can also be the idler wheel Z10 his. In this case, the internal combustion engine would be started by winding the gear ratios I. and G possible while purely electric driving via the gear ratio I. or via the winding of the translation steps I. , G and C. or. I. , G and E. is possible.

List of reference symbols

At

drive shaft

From

Output shaft

K1

first clutch

K2

second clutch

A_1

Gear ratio as a winding gear in the second partial transmission

A_2

Gear ratio as a winding gear in the second partial transmission

B.

Translation stage

C.

Translation stage

D.

Translation stage

E.

Translation stage

F.

Translation stage

G

Translation stage

H

Translation stage

I.

Translation stage

K_1

Gear ratio as a winding gear in the first partial transmission

K_2

Gear ratio as a winding gear in the first partial transmission

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 gear plane or output gear plane

II

second wheel plane

III

third wheel plane

IV

fourth wheel 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

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

Z9

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

Z10

Idler gear of the second transmission input shaft

Z11

Idler gear of the first countershaft

Z12

Fixed gear of the second hollow shaft of the first countershaft

Z13

Fixed gear of the second hollow shaft 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

SP

Mirror plane

Claims (16)

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 loose wheel (Z0, Z10) arranged coaxially to the main shaft axis are assigned, each loose wheel (Z0, Z10) and each hollow shaft (W3, W4) each having at least a shifting device (S1, S10; S2, S9) with the assigned transmission input shaft (W1, W1 ', W2) are connectable, with a first countershaft axis, to which a first countershaft (W5) is arranged coaxially, the at least one coaxial to the first countershaft axis arranged hollow shaft (W6, W7) is assigned, with several gear planes (II, III, IV, V, VI, VII) to which gear ratios (B, C, D, E, F, G, H, I ) are assigned, and with at least one output shaft (Ab), which can be connected to the sub-transmissions via an output gear plane (I), characterized in that a second countershaft axis is provided, to which a second countershaft (W8) is arranged coaxially, which at least an idler gear (Z6, Z7) arranged coaxially to the countershaft axis is assigned, which can be connected to the second countershaft (W8) via at least one switching device (S3, S4) so that at least one winding path (A_1, A_2, K_1, K_2) within a the partial transmission is switchable. Dual clutch transmission according to Claim 1 , characterized in that, within a partial transmission, starting from the clutch (K1, K2) via the idler gear (Z0, Z10) of the gear plane (II, VII) 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 (III, VI) and via the hollow shaft (W3, W4) assigned to the transmission input shaft (W1, W1 ', W2) as well as via the gear plane (IV, V) and via the second countershaft (W8) connectable idler gear (Z6, Z7) the winding path (A_2) and / or the winding path (K_2) is switchable. 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, Z10) of the gear plane (II, VII) 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 (III, VI) and via the hollow shaft (W3, W4) assigned to the transmission input shaft (W1, W1 ', W2) as well as via the gear plane (IV, V) and above the idler gear (Z5, Z11) that can be connected to the first countershaft (W5), the winding path (A_1) and / or the winding path (K_1) can be switched. Double clutch transmission according to one of the preceding claims, characterized in that only six gear planes (II, III, IV) are used to implement twelve gear ratios (A_1, A_2, B, C, D, E, F, G, H, I, K_1, K_2) , V, VI, VII) in the two sub-transmissions as well as a driven gear level (I) and ten switching devices (S1, S2, S3, S4, S5, S6, S7, S8, S9, S10) are provided, which as five double switching 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, wherein the hollow shaft (W3) via the switching device (S2) and the idler gear (Z0) via the switching device (S1) can each be connected to the first transmission input shaft (W1), and that the second transmission input shaft (W2) is designed as a solid shaft , to which the hollow shaft (W4) arranged coaxially to the main shaft axis with two fixed gears (Z8, Z9) and the idler gear (Z10) arranged coaxially to the main shaft axis are assigned, the hollow shaft (W4) via the switching device (S9) and the idler wheel (Z10) can be connected to the second transmission input shaft (W2) via the switching device (S10). 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, wherein the hollow shaft (W6) can be connected to the first countershaft (W5) via the switching device (S5) and the idler gear (Z5) via the switching device (S6), and the second one is arranged coaxially to the first countershaft axis Hollow shaft (W7) with two fixed gears (Z12, Z13) and an idler gear (Z11) arranged coaxially to the first countershaft axis are assigned, the hollow shaft (W7) via the switching device (S8) and the idler gear (Z11) via the switching device (S7) can each be connected to the first countershaft (W5), and wherein the first hollow shaft (W6) and the second hollow shaft (W7) are axially offset from one another dnet are. 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 (S3) and the idler gear (Z7) can each be connected to the second countershaft (W8) via the switching device (S4). Double clutch transmission according to one of the preceding claims, characterized in that in a first gear plane (I) as the output gear plane a fixed gear (Z15) of the output shaft (Ab) with both a fixed gear (Z14) of the first countershaft (W5) and with a fixed gear (Z16 ) the second countershaft (W8) is engaged so that in a second gear plane (II) the idler gear (Z0) of the first transmission input shaft (W1) engages with the fixed gear (Z3) of the first hollow shaft (W6) of the first countershaft (W5) stands that in a third gear plane (III) the fixed gear (Z1) of the hollow shaft (W3) of the first transmission input shaft (W1) with the fixed gear (Z4) of the first hollow shaft (W6) of the first countershaft (W5) meshes that in a fourth gear plane (IV) 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) and with the idler gear (Z6) of the second countershaft (W8) in That engagement stands in a fifth wheel level (V) the fixed gear (Z8) of the hollow shaft (W4) of the second transmission input shaft (W2) meshes with both the idler gear (Z11) of the first countershaft (W5) and the idler gear (Z7) of the second countershaft (W8) that in a sixth gear plane (VI) the fixed gear (Z9) of the hollow shaft (W4) of the second transmission input shaft (W2) meshes with the fixed gear (Z12) of the second hollow shaft (W7) of the first countershaft (W5), and that in a seventh gear plane (VII) the idler gear (Z10) of the second transmission input shaft (W2) is in engagement with the fixed gear (Z13) of the second hollow shaft (W7) of the first countershaft (W5). Dual clutch transmission according to Claim 8 , characterized in that the translation stage (A_2) can be shifted as a winding gear within the second sub-transmission starting from the second clutch (K2) via the second transmission input shaft (W2), the power flow when the switching device (S10) is activated via the seventh gear plane (VII) with the gear ratio (I) the hollow shaft (W7) and via the sixth gear plane (VI) with the transmission stage (G) to the hollow shaft (W4) and via the fifth gear plane (V) with the transmission stage (E) with the switching device (S4) activated on the second countershaft ( W8) and via the first gear plane (I) to the output shaft (Ab). Dual clutch transmission according to Claim 8 or 9 , characterized in that the transmission stage (K_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 (S1) is activated via the second gear plane (II) with the transmission stage (B) on the hollow shaft (W6) and via the third gear plane (III) with the transmission stage (D) on the hollow shaft (W3) and over the fourth gear plane (IV) with the transmission stage (H) with the switching device activated ( S3) can be transmitted to the second countershaft (W8) and via the first gear plane (I) to the output shaft (Ab). Dual clutch transmission according to one of the Claims 8 to 10 , characterized in that the transmission stage (A_1) can be shifted as a winding gear within the second sub-transmission starting from the second clutch (K2) via the second transmission input shaft (W2), the power flow when the switching device (S10) is activated via the seventh gear plane (VII) with the transmission stage (I) on the hollow shaft (W7) and via the sixth gear plane (VI) with the transmission stage (G) on the hollow shaft (W4) and over the fifth gear plane (V) with the transmission stage (C) with the switching device activated ( S7) can be transmitted to the first countershaft (W5) and via the first gear plane (I) to the output shaft (Ab). Dual clutch transmission according to one of the Claims 8 to 11 , characterized in that the transmission stage (K_1) 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 (S1) is activated via the second gear plane (II) with the transmission stage (B) on the hollow shaft (W6) and via the third gear plane (III) with the transmission stage (D) on the hollow shaft (W3) and over the fourth gear plane (IV) with the transmission stage (F) with the switching device activated ( S6) can be transmitted to the first countershaft (W5) and via the first gear plane (I) to the output shaft (Ab). Dual clutch transmission according to one of the Claims 8 to 12 , characterized in that the transmission stage (A_1) via the second clutch (K2) and via the activated switching device (S10) as well as via the activated switching device (S7) can be shifted as a winding gear, that the transmission stage (A_ 2) via the second clutch (K2) and via the activated switching device (S10) as well as via the activated switching device (S4) as a winding path gear that the transmission stage (B) via the first clutch (K1) and via the activated switching device (S1) and via the activated switching device (S5) is shiftable, that the transmission stage (C) can be shifted via the second clutch (K2) and via the activated switching device (S9) as well as via the activated switching device (S7), that the transmission stage (D) via the first clutch (K1 ) and via the activated switching device (S2) and via the activated switching device (S5) it is possible to switch the transmission stage (E) via the second clutch (K2) and via the activated switching device (S9) as well as via the activated switching device (S4) is shiftable that the gear ratio (F) via the first clutch (K1) and via the activated switching device (S2) as well as via the activated switching device (S6) can be switched that the gear ratio (G) via the second clutch (K2) and via the activated switching device (S9) as well as via the activated switching device (S8) it is possible to switch the gear stage (H) via the first clutch (K1) and via the activated switching device (S2) as well as via the activated switching device (S3) that the transmission stage (I) via the second clutch (K2) and via the activated switching device (S10) as well as via the activated switching device (S8), which the transmission stage (K _ 1) over the first clutch (K1) and via the activated switching device (S1) and via the activated switching device (S6) can be switched as a winding path, and the gear ratio (K_2) via the first clutch (K1) and via the activated switching device (S1) and via the activated switching device (S3) as a winding path gear. Double clutch transmission according to one of the preceding claims, characterized in that, in order to implement reverse gear ratios in the fourth gear plane (IV), 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 (Z6) 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 Gear ratio (A_2) as a winding gear, the third forward gear (3), the gear ratio (F), the fourth forward gear (4), the gear ratio (G), the fifth forward gear (5), the gear ratio (B), the sixth forward gear (6), the Transmission stage (C) the seventh forward gear (7), the transmission stage (K_1) as a winding gear of the eighth forward gear (8), the transmission stage (I) the ninth forward gear (9), the transmission stage (H), the reverse gear (R1) and the transmission stage (K_2) are assigned to the reverse gear (R2) as a winding gear. 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 (SP) between the two partial transmissions.

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