CN101713448B - Double clutch type automatic gearbox - Google Patents
Double clutch type automatic gearbox Download PDFInfo
- Publication number
- CN101713448B CN101713448B CN2009103008470A CN200910300847A CN101713448B CN 101713448 B CN101713448 B CN 101713448B CN 2009103008470 A CN2009103008470 A CN 2009103008470A CN 200910300847 A CN200910300847 A CN 200910300847A CN 101713448 B CN101713448 B CN 101713448B
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- input shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
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- General Engineering & Computer Science (AREA)
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Abstract
The invention relates to a double clutch type automatic gearbox for a transversely front-wheel driving sedan, which comprises a first input shaft, a second input shaft, a first clutch and a second clutch; a first output shaft, a second output shaft and a reverse gear shaft parallel to the first and second input shafts beside the first and second input shafts; the first input shaft is assembled with a plurality of even-gear driving gears synchronously rotating with the first input shaft; a position of the second input shaft protruding the first input shaft is assembled with a plurality of odd-gear driven gears and reverse driving gears, which synchronously rotate with the second input shaft; the first output shaft is provided with a first main reduction gear and a plurality of driven gears orderly; the second output shaft is provided with second main reduction gear and a plurality of driven gears and reverse driven gears orderly; a differential is provided with a main reduction driven gear and two half axle gears; and the main reduction driven gear is respectively meshed with the first main reduction gear on the first output shaft and the second main reduction gear on the second output shaft.
Description
Technical field
The present invention relates to a kind of transmission for vehicle, particularly a kind of before the double-clutch automatic transmission of horizontal forerunner's car.
Technical background
Supply with more and more severelyer along with domestic petroleum, emission regulation demands is more and more stricter, and non-professional driver constantly rises simultaneously, market demand high efficiency, high-comfort, automatic transmission cheaply.The employed automatic transmission of automobile is broadly divided into three types at present: one type of hydraulic automatic speed variator AT that is made up of fluid torque converter, planetary gears and electrohydraulic control system (Automatic Transmission); One type of electric control mechanical type automatic speed variator AMT (Automated Manual Transmission) that forms by conventional fixed shaft type gearbox and dry clutch and corresponding electrohydraulic control system; Another kind of is ST CVT (Continuously Variable Transmission).
The AT stable starting is quickened rapidly, even, soft, has become the leading products of world today's vehicular automatic transmission, but complex structure, make difficulty, cost is high, its efficient is lower simultaneously, oil consumption is higher, the atrophy day by day of the present market share.Though the AMT price is low than AT,, produce shifting shock and gear shift noise because there is power interruption in gearshift procedure.Though CVT can realize real stepless change, need very high pressure between belt and the belt wheel and step up power, so big by the loss that hydraulic-pressure pump produced, transmission efficiency is low, and belt cost cost is high simultaneously, and maintenance expenses is big; Bearing torque has narrow limitation etc.
Double-clutch automatic transmission DCT (Double Clutch Transmission) has realized the power shfit of gearshift procedure promptly interrupting power at gearshift procedure, has overcome the deficiency of AMT, has solved the shortcoming of AMT shifting shock.The good advantages of property of automatic shft such as AT, CVT have been kept.This makes vehicle in gearshift procedure; The power of motor can be delivered to wheel all the time, and gear shift is steady rapidly, has not only guaranteed the acceleration of vehicle; And, also improved the travelling comfort of vehicle operating greatly because vehicle no longer produces the abrupt deceleration situation that causes owing to gear shift.
(publication number: CN1842664A), this gearbox comprises first input shaft and second input shaft, and engine rotation is selectively imported on these input shafts through independent clutch like a kind of twin-clutch manual gearbox that is used for motor.First gear train that is associated with the first gearbox speed group is between the rear end and countershaft of the first outstanding input shaft.Second gear train that is associated with the second gearbox speed group is between second input shaft and countershaft.Second gear train be located such that can between first input shaft and second input shaft, provide bearing keep the space, with the second gearbox speed group in the gear train that is associated of lowest gearbox speed locate farthest apart from motor, and locate near motor with the gear train of the highest gearbox velocity correlation couplet in the residue gearbox speed of the second gearbox speed group.Above-mentioned gearbox is only realized the gearing down between input shaft and the output shaft through a countershaft, and the entire length of speed reducer is longer, the speed change needs of horizontal forerunner's vehicle before being difficult to be applied to, and structure is comparatively huge.
Summary of the invention
The object of the invention is to provide a kind of transmission efficiency height, installing space is compact, manufacture cost is lower; The double-clutch automatic transmission that gear is more; The transmission efficiency that has solved existing gearbox existence is lower, and required installing space is bigger, and manufacture cost is than problems such as height.
Above-mentioned technical purpose of the present invention mainly solves through following technological scheme: it comprises first input shaft and second input shaft and optionally the rotation of motor is passed to the first clutch and the second clutch of first input shaft or second input shaft; First input shaft is coaxial rotationally to be assemblied in outside second input shaft; Second input shaft, one end protrudes from first input shaft, and said first input shaft is provided with first output shaft, second output shaft and the reverse gear shaft parallel with second input shaft with first input shaft with second input shaft side; Be equipped with on first input shaft and several even number shelves driving gears that first input shaft rotates synchronously, second input shaft protrudes from and is equipped with several and second input shaft odd number shelves driving gear and the reverse driving gear of rotation synchronously on the position of first input shaft; Be provided with first final gear, several driven gears on first output shaft successively, wherein first final gear and first output shaft rotate synchronously, and per two driven gears optionally rotate with first output shaft through a synchronizer synchronously; Be provided with second final gear and several driven gears and reverse gear driven gear on second output shaft successively, per two driven gears and driven gear and reverse gear driven gear respectively optionally rotate with second output shaft through a synchronizer synchronously; Be provided with reverse gear output gear, reverse gear input gear on the reverse gear shaft successively, the reverse gear driven gear engagement on the reverse gear output gear and second output shaft; Main deceleration driven gear and two differential gears are installed on the differential mechanism, main deceleration driven gear respectively with first output shaft on the engagement of first final gear and second final gear on second output shaft.The present invention adopts the parallel-axis type structure, and the transmission efficiency height has overcome the inefficient shortcoming of traditional AT, installing space is compact, manufacture cost is lower, has kept the processing technology of MT, the working ability of the MT that can continue to have built up.Simultaneously because the present invention has adopted the double output shaft structure; The length of whole gearbox is shortened; Compact more, on the basis of MT length, can arrange more gear, whole the adding of gear number, make that each grade speed ratio is more reasonable; Can obtain better power character and economic index, reduce oil consumption.
As preferably; Be provided with first final gear, second gear driven gear, two fourth gear synchronizers, fourth gear driven gear, third gear driven gear, a third gear synchronizer, one grade of driven gear on said first output shaft successively; Wherein first final gear and first output shaft rotate synchronously; Second gear driven gear, fourth gear driven gear, third gear driven gear, one grade of driven gear are rotationally connected with first output shaft respectively; Second gear driven gear and fourth gear driven gear optionally rotate with first output shaft through two fourth gear synchronizers synchronously, and third gear driven gear and one grade of driven gear optionally rotate with first output shaft through a third gear synchronizer synchronously;
Be provided with second final gear, reverse gear driven gear, six reverse gear synchronizers, six grades of driven gears, five grades of driven gears, five or seven grades of synchronizers, seven grades of driven gears on said second output shaft successively; Wherein, Second final gear and second output shaft rotate synchronously; Reverse gear driven gear and six grades of driven gears optionally rotate with second output shaft through six reverse gear synchronizers synchronously, and five grades of driven gears and seven grades of driven gears optionally rotate with second output shaft through five or seven grades of synchronizers synchronously;
Second gear driving gear on said first input shaft and the engagement of the second gear driven gear on first output shaft; Four or six grades of driving gears on first input shaft respectively with first output shaft on fourth gear driven gear and second output shaft on six grades of driven gears engagements; Three or five grades of driving gears on second input shaft respectively with first output shaft on third gear driven gear and second output shaft on five grades of driven gears engagements, the reverse driving gear on second input shaft respectively with first output shaft on one grade of driven gear import gear engagement with the reverse gear on the reverse gear shaft.
Three or five grades of shared three or five grades of driving gears; Four or six grades of shared four or six grades of driving gears; Shared one one reverse driving gear of one reverse gear; First final gear and second final gear mesh with main deceleration driven gear simultaneously, can make structure of the present invention more compact, and manufacture cost is lower.First clutch control odd number shelves: one, three, five, seven grades, two, four, six grades of second clutch control even number shelves and reverse gear are controlled the control that first clutch and second clutch just can be realized 7 forward gearss and a reverse gear respectively.
As preferably, the length of said first input shaft is 1/3-/3 of the length of second input shaft.Wherein, the length of first input shaft is set reasonably, can driving gear be set reasonably, make on the structural entity of the present invention more compact.
Therefore, the present invention has characteristics such as transmission efficiency height, installing space is compact, manufacture cost is lower, and gear is more.Good effect of the present invention is:
Because double-clutch automatic transmission be to handle according to the principle of power shfit, it between AT automatic transmission and two kinds of automatic gearboxes of AMT, the advantage of both.There is not power interruption in double-clutch automatic gearbox in gear shift work, do not produce so significantly slow down during gear shift.And it has shortened shift time, has improved the gear shift travelling comfort greatly, has guaranteed that vehicle has good power character and property of automatic shft.The inside transmission of double-clutch automatic transmission is the pure mechanical transmission of gear type, and the transmission efficiency during its operation is equal to electric control mechanical type automatic speed variator AMT.And because the improvement of control mode, the shortening of shift time also makes moderate progress to aspects such as vehicle consumption oil and dischargings.
2. because double-clutch automatic transmission is on former traditional manual transmission basis, to carry out automation; Thereby reached the effect of baroque running shaft planetary gear type automatic transmission with parallel-axis type structure simple in structure; Structure is compact more, because maximally utilised the resource of MT, so reduction manufacture cost that can be by a relatively large margin; Make its cost be lower than AT, automatic transmission such as CVT.
3. double-clutch automatic transmission of the present invention is simple in structure, is easy to processing.
4. double-clutch automatic transmission of the present invention has 7 gears that advance; Its ratio coverage is bigger; Its Speed Ratio Distribution is more reasonable with respect to 5,6 gear gearboxes, can make motor have more probability to be operated in its best region, improves power character, Economy.
Description of drawings
Fig. 1 is a kind of block diagram of the present invention.
Embodiment
Pass through embodiment below, and combine accompanying drawing, do further bright specifically technological scheme of the present invention.
Embodiment 1: as shown in Figure 1; A kind of seven speed dual clutch formula automatic transmission; This speed changer comprises two clutches and five axles, is respectively: first clutch K1, second clutch K2, first input shaft 1, second input shaft 2, first output shaft 17, second output shaft 3 and 6, five axles of reverse gear shaft are parallel to each other and horizontal arrangement; First input shaft 1 is connected with first clutch K1 simultaneously, and second input shaft 2 is connected with second clutch K2.First input shaft 1 is coaxial rotationally to be assemblied in outside second input shaft 2, and second input shaft, 2 one ends protrude from first input shaft 1.
Be arranged in order 26,46 grades of driving gears 20 of second gear driving gear on first input shaft 1.
Be arranged in order first final gear 25, second gear driven gear 24, two fourth gear synchronizers 23, fourth gear driven gear 22, third gear driven gear 21, a third gear synchronizer 19, one grade of driven gear 18 on first output shaft 17.
Be arranged in order second final gear 4, reverse gear driven gear 5, six reverse gear synchronizers 8, six grades of driven gears 9, five grades of 10,57 grades of synchronizers of driven gear 12, seven grades of driven gears 12 on second output shaft 3.
Main deceleration driven gear 27, differential gear 29, differential gear 30 are installed on the differential mechanism 28.
Each passes through bearings on case of transmission; Gear on first input shaft and second input shaft is generating on axle on the axle or directly through spline or interference press-fit; All gears on first output shaft and second input shaft all are enclosed within on the axle through the bearing sky, and the tooth hub of all synchronizers is fixed on the axle through spline.
The power transmission line explanation:
When vehicle was in vehicle stop state, first clutch K1, second clutch K2 often opened, and promptly were in separated state at two clutches at ordinary times, and transferring power not has only when needing to hang corresponding gear, and corresponding clutch just engages transferring power.
When vehicle was started to walk with one grade, self-clanging gear-shift engaged a third gear synchronizer with one grade of driven gear 18, and gear switch is one grade, and second clutch K2 combines, and first clutch K1 keeps off state, and vehicle begins with one grade of operation.
One grade of power transmission line: power passes to second input shaft 2 through second clutch K2; Pass to one grade of driven gear 18 through a reverse driving gear 15 on second input shaft 2; Pass to first output shaft 17 through a third gear synchronizer 19; Pass to main deceleration driven gear 27 through final gear 25, give two differential gears 29,30 transmission of power, finally go out transmission of power through differential mechanism 28.
Vehicle is one grade of when operation, because this moment, clutch K1 was in separated state, transferring power not is when vehicle quickens; When reaching the shift point near second gear, self-clanging gear-shift can change to second gear in advance with gear, is about to two fourth gear synchronizers 23 and engages with second gear driven gear 24, and clutch K2 unclamps then; Clutch K1 engages, and two clutches alternately switch, and K2 separates fully up to clutch; Clutch K1 combines fully, and whole gearshift procedure finishes, and vehicle changes to second gear.
The second gear power transmission line: power passes to first input shaft 1 through first clutch K1; Pass to second gear driven gear 24 through second gear driving gear 26 on first input shaft 1; Pass to first output shaft 17 through two fourth gear synchronizers 23; Pass to main deceleration driven gear 27 through first final gear 25, give two differential gears 29,30 transmission of power, finally go out transmission of power through differential mechanism 28.
After vehicle gets into the second gear operation; The vehicular automatic transmission ECU can be known the current running state of vehicle according to relevant sensor signals; And then judge that vehicle is about to get into the gear of operation, if vehicle quickens, then next gear is a third gear; If vehicle deceleration, then next gear is one grade.And one grade with third gear by second clutch K2 control because this clutch is in separated state, transferring power not; Be about to the gear of the work of getting into so can instruct self-clanging gear-shift to substitute in advance very easily; When vehicle operating reaches shift point, only need the first clutch K1 that will work to separate, second clutch K2 engages simultaneously; The work good switching sequence of two clutches, whole gear shift action is all accomplished.The handoff procedure of other gear that advances also is like this.
Introduce the detailed power transmission line of all the other gears below respectively.
The third gear power transmission line: power passes to second input shaft 2 through second clutch K2; Pass to third gear driven gear 21 through three or five grades of driving gears 14 on second input shaft 2; Pass to first output shaft 17 through a third gear synchronizer 19; Pass to main deceleration driven gear 27 through first final gear 25, give two differential gears 29,30 transmission of power, finally go out transmission of power through differential mechanism 28.
The fourth gear power transmission line: power passes to first input shaft 1 through first clutch K1; Pass to fourth gear driven gear 22 through four or six grades of driving gears 20 on first input shaft 1; Pass to first output shaft 17 through two fourth gear synchronizers 23; Pass to main deceleration driven gear 27 through first final gear 25, give two differential gears 29,30 transmission of power, finally go out transmission of power through differential mechanism 28.
Five grades of power transmission lines: power passes to second input shaft 2 through second clutch K2; Three or five grades of driving gears 14 through on second input shaft 2 pass to five grades of driven gears 10; Pass to second output shaft 3 through five or seven grades of synchronizers 11; Pass to main deceleration driven gear 27 through second final gear 4, give two differential gears 29,30 transmission of power, finally go out transmission of power through differential mechanism 28.
Six grades of power transmission lines: power passes to first input shaft 1 through clutch K1; Four or six grades of driving gears 20 through on first input shaft 1 pass to six grades of driven gears 9; Pass to second output shaft 3 through six reverse gear synchronizers 8; Pass to main deceleration driven gear 27 through second final gear 4, give two differential gears 29,30 transmission of power, finally go out transmission of power through differential mechanism 28.
Seven grades of power transmission lines: power passes to second input shaft 2 through second clutch K2; Seven grades of driving gears 16 through on second input shaft 2 pass to seven grades of driven gears 12; Pass to second output shaft 3 through five or seven grades of synchronizers 11; Pass to main deceleration driven gear 27 through second final gear 4, give two differential gears 29,30 transmission of power, finally go out transmission of power through differential mechanism 28.
The reverse gear power transmission line: power passes to second input shaft 2 through second clutch K2; Pass to reverse gear input gear 13 through the reverse driving gear 15 on second input shaft 2; Pass to reverse gear driven gear 5 through reverse gear output gear 7, pass to second output shaft 3, pass to main deceleration driven gear 27 through second final gear 4 through six reverse gear synchronizers 8; Give two differential gears 29,30 transmission of power through differential mechanism 28, finally go out transmission of power.
Below only enumerated wherein a kind of 7 speed double-clutch formula speed changers, it is apparent to one skilled in the art that the present invention can change into multiple mode, and such change is not thought and departed from the scope of the present invention.What all were such will be included within the scope of this claim the conspicuous modification of said those skilled in the art.
Claims (2)
1. double-clutch automatic transmission; Comprise that first input shaft and second input shaft reach first clutch and the second clutch that optionally rotation of motor is passed to first input shaft or second input shaft; First input shaft is coaxial rotationally to be assemblied in outside second input shaft; Second input shaft, one end protrudes from first input shaft, it is characterized in that: said first input shaft is provided with first output shaft, second output shaft and the reverse gear shaft parallel with second input shaft with first input shaft with second input shaft side; Be equipped with on first input shaft and several even number shelves driving gears that first input shaft rotates synchronously, second input shaft protrudes from and is equipped with several and second input shaft odd number shelves driving gear and the reverse driving gear of rotation synchronously on the position of first input shaft; Be provided with first final gear, several driven gears on first output shaft successively, wherein first final gear and first output shaft rotate synchronously, and per two driven gears optionally rotate with first output shaft through a synchronizer synchronously; Be provided with second final gear and several driven gears and reverse gear driven gear on second output shaft successively, per two driven gears and driven gear and reverse gear driven gear respectively optionally rotate with second output shaft through a synchronizer synchronously; Be provided with reverse gear output gear, reverse gear input gear on the reverse gear shaft successively, the reverse gear driven gear engagement on the reverse gear output gear and second output shaft; Main deceleration driven gear and two differential gears are installed on the differential mechanism, main deceleration driven gear respectively with first output shaft on the engagement of first final gear and second final gear on second output shaft.
2. a kind of double-clutch automatic transmission according to claim 1 is characterized in that:
Be provided with first final gear, second gear driven gear, two fourth gear synchronizers, fourth gear driven gear, third gear driven gear, a third gear synchronizer, one grade of driven gear on said first output shaft successively; Wherein first final gear and first output shaft rotate synchronously; Second gear driven gear, fourth gear driven gear, third gear driven gear, one grade of driven gear are rotationally connected with first output shaft respectively; Second gear driven gear and fourth gear driven gear optionally rotate with first output shaft through two fourth gear synchronizers synchronously, and third gear driven gear and one grade of driven gear optionally rotate with first output shaft through a third gear synchronizer synchronously;
Be provided with second final gear, reverse gear driven gear, six reverse gear synchronizers, six grades of driven gears, five grades of driven gears, five or seven grades of synchronizers, seven grades of driven gears on said second output shaft successively; Wherein, Second final gear and second output shaft rotate synchronously; Reverse gear driven gear and six grades of driven gears optionally rotate with second output shaft through six reverse gear synchronizers synchronously, and five grades of driven gears and seven grades of driven gears optionally rotate with second output shaft through five or seven grades of synchronizers synchronously;
Second gear driving gear on said first input shaft and the engagement of the second gear driven gear on first output shaft; Four or six grades of driving gears on first input shaft respectively with first output shaft on fourth gear driven gear and second output shaft on six grades of driven gears engagements; Three or five grades of driving gears on second input shaft respectively with first output shaft on third gear driven gear and second output shaft on five grades of driven gears engagements, the reverse driving gear on second input shaft respectively with first output shaft on one grade of driven gear import gear engagement with the reverse gear on the reverse gear shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009103008470A CN101713448B (en) | 2009-03-13 | 2009-03-13 | Double clutch type automatic gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2009103008470A CN101713448B (en) | 2009-03-13 | 2009-03-13 | Double clutch type automatic gearbox |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101713448A CN101713448A (en) | 2010-05-26 |
| CN101713448B true CN101713448B (en) | 2012-07-04 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2009103008470A Active CN101713448B (en) | 2009-03-13 | 2009-03-13 | Double clutch type automatic gearbox |
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| CN (1) | CN101713448B (en) |
Families Citing this family (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101806337B (en) * | 2010-03-19 | 2012-07-04 | 浙江吉利汽车研究院有限公司 | Automatic transmission |
| EP2746086B1 (en) * | 2012-12-18 | 2016-04-27 | C.R.F. Società Consortile per Azioni | Gear-change device for a motor vehicle |
| CN103557276A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Double-clutch transmission |
| DE102013216385A1 (en) * | 2013-08-19 | 2015-02-19 | Volkswagen Aktiengesellschaft | Double clutch transmission for a motor vehicle |
| CN103557282A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Double-clutch transmission with dual gears and short idler shaft |
| CN103557279A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Dual-clutch transmission adopting specific reverse gear structure |
| CN103453082A (en) * | 2013-08-19 | 2013-12-18 | 吉孚动力技术(中国)有限公司 | Hybrid double-clutch gearbox with dual gear |
| CN103557281A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Short-wheelbase dual-clutch transmission adopting specific reverse gear structure |
| CN103453080A (en) * | 2013-08-19 | 2013-12-18 | 吉孚动力技术(中国)有限公司 | Hybrid double clutch transmission |
| CN103557285A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Short-idler-shaft double-clutch transmission with dual gear |
| CN103557275A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Dual-clutch transmission with special reverse structure and duplex gear |
| CN103557283A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Short-wheelbase hybrid-power double-clutch gearbox |
| CN103557277A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Short-wheelbase dual-clutch transmission adopting specific teeth-connected reverse gear structure |
| CN103557287A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Short-wheelbase dual-clutch transmission adopting short idler shaft |
| CN103557280A (en) * | 2013-08-19 | 2014-02-05 | 吉孚动力技术(中国)有限公司 | Double-clutch transmission with dual gears and long idler shaft |
| US10598256B2 (en) * | 2015-02-19 | 2020-03-24 | Audi Ag | Dual clutch transmission for a motor vehicle |
| EP3403002B1 (en) * | 2016-01-12 | 2021-10-13 | Dana Belgium N.V. | Dual clutch transmission with a reverse countershaft |
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|---|---|---|---|---|
| CN1616853A (en) * | 2004-08-24 | 2005-05-18 | 吉林大学 | Dual Clutch Automatic Transmission |
| DE102006007010A1 (en) * | 2006-02-15 | 2007-08-23 | Zf Friedrichshafen Ag | Double clutch gear assembly, for a vehicle drive transmission, has sets of gear wheels for fast and slow driving speeds each with loose cogwheels and switched clutches |
| CN201502691U (en) * | 2009-03-13 | 2010-06-09 | 浙江吉利汽车研究院有限公司 | Double-clutch type automatic variable-speed device |
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2009
- 2009-03-13 CN CN2009103008470A patent/CN101713448B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1616853A (en) * | 2004-08-24 | 2005-05-18 | 吉林大学 | Dual Clutch Automatic Transmission |
| DE102006007010A1 (en) * | 2006-02-15 | 2007-08-23 | Zf Friedrichshafen Ag | Double clutch gear assembly, for a vehicle drive transmission, has sets of gear wheels for fast and slow driving speeds each with loose cogwheels and switched clutches |
| CN201502691U (en) * | 2009-03-13 | 2010-06-09 | 浙江吉利汽车研究院有限公司 | Double-clutch type automatic variable-speed device |
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| Publication number | Publication date |
|---|---|
| CN101713448A (en) | 2010-05-26 |
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