CN101772658A - Twin clutch transmission - Google Patents
Twin clutch transmission Download PDFInfo
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- CN101772658A CN101772658A CN200880101998A CN200880101998A CN101772658A CN 101772658 A CN101772658 A CN 101772658A CN 200880101998 A CN200880101998 A CN 200880101998A CN 200880101998 A CN200880101998 A CN 200880101998A CN 101772658 A CN101772658 A CN 101772658A
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- gear
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- double
- speed changer
- clutch
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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
- F16H2003/0933—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 with coaxial countershafts
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
- F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
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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
- F16H3/097—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 the input and output shafts being aligned on the same axis
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention relates to a twin clutch transmission (100) having seven or eight forward gears (V1 to V8). Nevertheless, the amount of required gearwheel planes (Z1 to ZK, E1, E2), or required gearwheels and sliding collars (S1 to S4), is comparatively low in this twin clutch transmission (100). As a result, the twin clutch transmission (100) is small, particularly in the axial direction, as well as being lightweight and cost-effective. Therefore, the gear set concept allows a high total amount of gears due to a twin utilization of gearwheel pairs without requiring a large amount of gearwheels.
Description
Technical field
The present invention relates to a kind of double-clutch speed changer as described in the preamble according to claim 1.
Background technique
EP 1 013 966 A1 disclose a kind of double-clutch speed changer.This double-clutch speed changer has six forward gearss.Be provided with two countershafts of coaxial arrangement each other.One of them countershaft is designed to hollow shaft for this reason, and is bearing on another countershaft that is designed to interior axle.On hollow shaft, be furnished with a fixed gear and a free gear (Losrad).
In DE 100 37 398 A1, in the embodiment of Fig. 2, stipulate: only have fixed gear coaxially to be arranged on the hollow shaft.DE 199 18 732 A1 disclose a kind of double-clutch speed changer, and wherein two input normal (engagement) levels (Eingangskonstanten) are designed to fixed gear.
Summary of the invention
The purpose of this invention is to provide a kind of compactness, double-clutch speed changer economic, that have more gear.
According to the present invention, this purpose realizes by the characteristic of claim 1.
An advantage of the present invention is to provide more than six forward gearss.Seven or eight forward gearss particularly can be provided.And in double-clutch speed changer according to the present invention, the quantity of required gear plane or required gear and gear-changing component is lower.As a result, particularly very little in the axial direction according to double-clutch speed changer of the present invention.In addition, this double-clutch speed changer is in light weight, cost is low.Therefore since in a plurality of gears to the repeated use (Doppelnutzung) of gear pair, gear train design according to the present invention need not to have realized bigger total gear number under the situation of a large amount of gears.
In a kind of special more favourable design proposal, a midfeather can be set in case of transmission, thereby prevent the transverse bending of long countershaft reliably.
In the more favourable design proposal of another kind, countershaft can be broken away from direct high, thereby avoids churning loss/churning loss (Planschverluste), makes the efficient of double-clutch speed changer in direct high higher.
In another kind of design proposal, provide a kind of particularly advantageous classification (Abstufungen) of speed ratio interval/speed ratio variation (Gangspr ü nge) of double-clutch speed changer.
Other advantage of invention is drawn by claims, specification and accompanying drawing.
Description of drawings
The present invention will be described below by a plurality of embodiments.
In the accompanying drawings,
Fig. 1 schematically shows the gear train of the double-clutch speed changer with seven or eight forward gearss and two reverse gear, and wherein this double-clutch speed changer comprises four sliding sleeves and two clutches,
Fig. 2 illustrates the embodiment according to the double-clutch speed changer of Fig. 1, and it has a short especially guided bearing structure (Pilotlagerung) and a midfeather,
Fig. 3 illustrates the embodiment according to the double-clutch speed changer of Fig. 1, and it comprises that one has the guided bearing structure of longer blind hole,
Fig. 4 at according to the speed changer of Fig. 1 to Fig. 3, by chart be illustrated in the first approximate progressive classification speed ratio at interval,
Fig. 5 at according to the speed changer of Fig. 1 to Fig. 3, by chart be illustrated in the second approximate progressive classification speed ratio at interval,
Fig. 6 at according to the speed changer of Fig. 1 to Fig. 3, by chart be illustrated in how much strict classifications speed ratio at interval,
Fig. 7 at the speed ratio in the 3rd classification that is illustrated in approximate geometry according to the speed changer of Fig. 1 to Fig. 3, by chart at interval,
Fig. 8 illustrates the power circuit of double-clutch speed changer shown in Figure 1 at each gear,
Fig. 9 shown in the chart according to the sliding sleeve of the double-clutch speed changer of Fig. 1 to Fig. 3 and the relevant position of two clutches, and
Figure 10 is in each gearshift shown in the chart of a similar Fig. 9, and described gearshift is optimised aspect the shifting up operation of the sliding sleeve of forefront.
Embodiment
Double-clutch speed changer 100 shown in Figure 1 has seven or eight forward gears V1～V8 and two reverse gear R1, R2.All forward gears V1～V8 can both by successively, continuous power shfit.Two reverse gear R1, R2 also can be at mutual power shfits.Be provided with respectively four gear-changing components with a sliding sleeve S1～S4.Therefore, input shaft 10 is connected to main shaft 20 by parallel first fen gear 22 and second fen gear 24 that is arranged in the power circuit.Divide gear 22,24 to have
-each frictional engagement power shift clutch K1, K2, and
-each jack shaft 12,14.
First jack shaft 14 is concentric with second jack shaft 12.It is coaxial that two jack shafts 12,14 are arranged to input shaft 10, and can be connected to input shaft 10 by power shift clutch K1, K2 effect respectively.Second jack shaft 12 that belongs to first fen gear 22 can be connected to main shaft 20 to form direct the 5th forward gears V5 by the sliding sleeve S1 effect that can engage and can be disengaged on the one hand, is parallel to countershaft effect main shaft 20, that be designed to hollow shaft 18 with one of the normal level of second input E2 with the fixed gear 51 and of these free gear 41 engagements via an input free gear 41 by this sliding sleeve S1 on the other hand and is connected.Hollow shaft 18 belongs to first fen gear 22 thus, and can be by the first gear plane Z1 ingoing power stream to form the highest forward gears V7 or two the highest forward gears V7, V8 with main shaft 20.At this, gear pair Z1 comprises a coaxial free gear 1 and coaxial, an anti-fixed gear 2 that is arranged in rotationally on the hollow shaft 18 that is arranged on the main shaft 20.The the 7th or the 8th forward gears V7 or V8 form respectively in the following manner: will be arranged in the second sliding sleeve S2 behind the free gear 1 and move forward to form being connected of anti-rotation between free gear 1 and the main shaft 20.Before the normal level of second input E2, be provided with the normal level of first input E1, the normal level of this first input comprise one with respect to hollow jack shaft 14 coaxial, the anti-input fixed gears of arranging rotationally 50 and with respect to interior axle 19 coaxial, the anti-fixed gears of arranging rotationally 52.According to which among input normal level E1 and the E2 driving torque to be imported gear pair Z1, re-spective engagement the 7th or the 8th forward gears V7 or V8 through.
Behind the first gear pair Z1, be furnished with the second gear pair Z2.The second gear pair Z2 also comprises coaxial free gear 3 and one coaxial, anti-fixed gears 4 that are arranged in rotationally on the hollow shaft 18 that are arranged on the main shaft 20.If the second sliding sleeve S2 that is arranged between two free gears 1,3 is moved backward, then the second sliding sleeve S2 sets up anti-being rotationally connected between main shaft 20 and free gear 3.
Another countershaft of axle 19 is arranged in the hollow shaft 18 in being designed to.Should have first input fixed gear 52 of level E1 often at front end by interior axle 19.Hollow shaft 18 is stretched out in the zone that has this fixed gear 52 of interior axle 19 thus forward.Hollow shaft 18 is stretched out in another zone of interior axle 19 backward.This zone is supported with one the 3rd sliding sleeve S3, a free gear 5, one fixed gears 6 and a fixed gear 7 by the past order that is arranged in order backward.Can select hollow shaft 18 or free gear 5 are engaged with interior axle 19 by the 3rd sliding sleeve S3.In these these free gear 5 and one coaxial, anti-fixed gear 8 engagements that are arranged in rotationally on the main shaft 20.Free gear 5 and the fixed gear 8 that is engaged with belong to the 3rd gear plane Z3 thus.The 3rd gear plane Z3 belongs to the 6th forward gears V6.
The 4th gear pair Z4 is set behind the 3rd gear pair Z3, and the first and second forward gears V1, V2 are via the 4th gear pair Z4 transmission.The 4th sliding sleeve S4 and main shaft 20 coaxially are arranged in the 4th gear pair Z4 and between the 5th gear pair Z5 at the 4th gear pair rear.If move forward this sliding sleeve S4, then this sliding sleeve S4 sets up anti-being rotationally connected between the free gear 30 of the 4th gear pair Z4 and main shaft 20.And if moving sliding sleeve S4 backward, then this sliding sleeve S4 sets up anti-being rotationally connected between the free gear 31 of train of gearings ZK and main shaft 20.Except that free gear 31 with the fixed gear 7 after leaning on most, train of gearings ZK also comprises intermediate gear 32, intermediate gear 32 on the one hand with free gear 31 engagements on the other hand with lean on most after fixed gear 7 engagements.For the purpose of simplifying view, this intermediate gear 32 illustrates in the mode of putting into view plane.According to train of gearings ZK being introduced in torque, the re-spective engagement first reverse gear R1 or the second reverse gear R2 through the normal level of which input.
Two gear pair Z2 utilize a free gear 3,30 on main shaft 20 to realize two different forward gears V1～V4 respectively with Z4.The first gear pair Z1 can only be used for forward gears V7, perhaps can be used for two forward gears V7 and V8.Because this dual or triple repeated uses make double-clutch speed changer be shorter than corresponding known transmission design vertically.
Interior 19 longer.High torque (HT) drives motor or design has the gear size that is used for transfer high torque if double-clutch speed changer is connected to, and then can avoid the transverse bending of interior axle 19 reliably for additional bearing position uses midfeather 40 according to Fig. 2.This midfeather 40 can be arranged to, and makes its supporting spindle 20 in the end regions of speed changer input side.In the unshowned embodiment of an accompanying drawing, coaxial and be bearing in that hollow shaft 18 on axle also can additionally support by this midfeather 40 in this with interior axle.
In the embodiment according to Fig. 2, main shaft 20 is bearing among the blind hole 42a of interior jack shaft 12 in the mode of so-called guided bearing.Among unshowned in an accompanying drawing, the particularly advantageous embodiment, this blind hole 42a arrives the axial installing space of the input free gear 41 of the normal level of second input E2.
According to Fig. 3, blind hole 42b also can further go deep in the interior jack shaft 12.The bearing of the more approaching outer jack shaft 14 of guided bearing structure makes the unbraced length of interior jack shaft 12 shorter like this.Can save midfeather 40 thus according to Fig. 2.The guided bearing structure optimization is designed to rolling bearing.Because the radially installing space among the described embodiment is very little, so the input free gear 41 of the normal level of second input E2 is preferably designed to sliding bearing with respect to the bearing of interior jack shaft 12.
Because gear pair Z2, Z4 and optionally dual or triple repeated use of Z1 can not fully freely select speed ratio at interval.Each speed ratio at interval
Meet the following conditions:
Boundary conditions is a):
Boundary conditions b):
Because boundary conditions b), double-clutch speed changer can not have progressive classification in the classification with eight forward gearss.Particularly can select how much classifications or the approximate geometry classification of forward gears at this.In how much desirable classifications, all be chosen to all speed ratios identical at interval.And in concrete enforcement, for example can be at interval with speed ratio
Be chosen at interval greater than other speed ratio.
In passenger vehicle double-clutch speed changer commonly used designs, only use seven forward gears V1～V7.Approximate progressive classification is still and may is, wherein boundary conditions a) has unique deviation with theoretical ideal situation.In following design:
Desirable progressive classification is possible between forward gears V2 and V7.According to Fig. 4, only speed ratio at interval
Can depart from it.Thus, Fig. 4 with the chart among Fig. 4 show in approximate progressive first classification speed ratio at interval.Wherein also show the 8th forward gears V8, although in a lot of transmission design, do not use the 8th forward gears.
Fig. 5 is illustrated in the speed ratio interval that is similar in the second progressive gear classification by chart.At this 8th forward gears V8 is shown equally also, although in a lot of transmission design, do not use the 8th forward gears.With following speed ratio at interval
Carry out transmission design
The progressive classification of in this transmission design, can between the 4th forward gears V4 and the 7th forward gears V7, realizing ideal.At this speed ratio at interval
May be selected to and make first three speed ratio interval---being approx at least---identical.
At interval in the design proposal, the 8th forward gears can not use under a lot of practice situation at above-mentioned two kinds of speed ratios, reason be particularly with speed ratio at interval
With
Compare, speed ratio at interval
Excessive.Perhaps, double-clutch speed changer also can be designed to have how much speed ratios intervals according to Fig. 6.In this case, all speed ratios all have approximately uniform size at interval, make speed ratio at interval
The people is not outstanding discontentedly in addition.
Fig. 6 by chart be illustrated in how much strict classifications speed ratio at interval.
In order slightly to enlarge total variator ratio range of double-clutch speed changer, can depart from pure how much classifications, one or more speed ratios are chosen to greater than other speed ratio at interval at interval.
Fig. 7 illustrates a kind of speed ratio at interval
Bigger () design in other speed ratio at interval.Thus Fig. 7 be illustrated in chart in the third gear classification of approximate geometry speed ratio at interval.
The 5th forward gears V5 is designed to the direct transmission of gear ratio i=1, therefore is called direct high.In direct high,, can make two countershafts break away from rotation by making sliding sleeve S2, S3 and S4 enter its non-working position respectively and making first clutch K1 keep separating.Therefore can in double-clutch speed changer, keep divergence loss and gas exchange loss very low.
Fig. 8 illustrates the power circuit of the double-clutch speed changer of Fig. 1 at each gear.Power circuit during single gear---is forward gears V1～V8 and two reverse gear R1, R2---illustrates by solid line below double-clutch speed changer.Fig. 9 is to scheme to express the relevant position of sliding sleeve S1～S4 and two clutch K1, K2.As a result, Fig. 9 illustrates the shift logic that is used to realize each gear.At this, therefore sliding sleeve S1～S4 can be placed in front position v, back position h and middle non-working position N.
Shift logic also can be designed to be different from Fig. 9, makes the quantity of the adjustment movement that sliding sleeve S1～S4 needs less than Fig. 9.Upgrade or lower category according to next transforming gear and obtain corresponding different shift strategy.For example list the conversion form in according to the chart of Figure 10, wherein the quantity of the adjustment movement of sliding sleeve S1 in next shifting up operation reduces.Similarly, also can use the shift strategy that is not shown specifically in the accompanying drawing, it reduces the adjustment movement of all the other sliding sleeve S2～S4 in addition.Also can use unshowned strategy in the accompanying drawing similarly, it reduces the quantity of the adjustment movement of the process that lowers category in addition.
Described each embodiment only is the exemplary designs scheme.The feature that illustrates in different embodiments can make up mutually.Of the present invention other, particularly unshowned feature can by in the accompanying drawing each the device geometrical construction draw.
Claims (15)
1. a double-clutch speed changer (100), have and to carry out at least seven forward gearss of power shfit (V1 to V8) each other and can carry out two reverse gear (R1 of power shfit each other, R2), wherein first clutch (K1) is connected with a hollow jack shaft (14), the jack shaft (12) that second clutch (K2) and is arranged in the described hollow jack shaft is connected, this jack shaft that is arranged in the described hollow jack shaft is connected with input free gear (41) is anti-rotationally at first end position of a sliding sleeve (S1), and be connected rotationally with coaxial main shaft (20) is anti-at second end position, on this main shaft, coaxially arrange two free gears (3,30), described two free gears respectively with countershaft (18; 19) fixed gear (4; 6) be meshed with set up totally four different forward gearss (V1, V2, V3, V4).
2. according to the double-clutch speed changer of claim 1, it is characterized in that,
Be provided with another gear pair (Z1) with set up two different forward gearss (V7, V8).
3. each double-clutch speed changer is characterized in that in requiring according to aforesaid right,
Coaxial with hollow jack shaft (14), the anti-input fixed gear (50) that is provided with rotationally, the first output fixed gear (52) of this an input fixed gear and a countershaft (19) forms the first normal level of input (E1), and coaxially being provided with an input free gear (41) with interior jack shaft (12), the second output fixed gear (51) of this input free gear and another countershaft (18) forms the second normal level of input (E2).
4. according to the double-clutch speed changer of claim 3, it is characterized in that,
With main shaft (20) coaxially be provided with an input free gear (31) be used for reverse gear (R1, R2), this input free gear and intermediate gear (32) mesh, this intermediate gear and is with respect to two countershafts (18; 19) one of the fixed gear (7) of coaxial arrangement engagement, thus the train of gearings of Xing Chenging (ZK) can be with the first normal level of input (E1) combination, also can make up with the second normal level of input (E2), thereby obtain the different reverse gear of two gear ratio (R1, R2).
5. according to the double-clutch speed changer of claim 4, it is characterized in that,
By under the situation of the end position that keeps all sliding sleeves (S1 to S4), separating a clutch (K1; K2) engage another clutch (K2; K1), (R1 carries out conversion between R2) two reverse gear.
6. according to the double-clutch speed changer of claim 3, it is characterized in that,
The input free gear (41) of the second normal level of input (E2) coaxially sliding bearing on interior jack shaft (12).
7. according to the double-clutch speed changer of claim 3, it is characterized in that,
Interior jack shaft (12) passes through a guided bearing structure rolling bearing on main shaft (20).
8. according to the double-clutch speed changer of claim 7, it is characterized in that,
Described guided bearing structural configuration is in the axial region of the input free gear (41) of the second normal level of input (E2).
9. according to the double-clutch speed changer of claim 7, it is characterized in that,
Described guided bearing structure stretches in the axial region between the input fixed gear (50) of the input free gear (41) of the second normal level of input (E2) and first input normal grade (E1) always.
10. according to the double-clutch speed changer of claim 7, it is characterized in that,
Described guided bearing structure stretches in the axial region of input fixed gear (50) of the first normal level of input (E1) always.
11. each double-clutch speed changer is characterized in that in requiring according to aforesaid right,
Two countershafts (18,19) can both be broken away from direct high.
12. each double-clutch speed changer is characterized in that in requiring according to aforesaid right,
Double-clutch speed changer (100) from second forward gears (V2) to the 7th forward gears (V7) by ideal classification progressively, and the speed ratio from first forward gears (V1) to second forward gears (V2) is at interval
Equal speed ratio interval from the 3rd forward gears (V3) to the 4th forward gears (V4)
13. according to each double-clutch speed changer among the claim 1-11, it is characterized in that,
Double-clutch speed changer (1) from the 3rd forward gears (V3) to the 7th forward gears (V7) by ideal classification progressively, and all the other speed ratios at interval (
With
) identical.
14. according to each double-clutch speed changer among the claim 1-11, it is characterized in that,
All speed ratios at interval
Arrive
Or
By several where classifications strictly.
15. according to each double-clutch speed changer among the claim 1-11, it is characterized in that,
From second forward gears (V2) to the 3rd forward gears (V3) speed ratio at interval
Greater than all the other speed ratios at interval
, described all the other speed ratios are all identical at interval.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102007037568.0 | 2007-08-09 | ||
| DE102007037568.0A DE102007037568B4 (en) | 2007-08-09 | 2007-08-09 | Double clutch |
| PCT/EP2008/006353 WO2009018969A1 (en) | 2007-08-09 | 2008-08-01 | Twin clutch transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101772658A true CN101772658A (en) | 2010-07-07 |
| CN101772658B CN101772658B (en) | 2013-03-06 |
Family
ID=40112456
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN200880101998.7A Expired - Fee Related CN101772658B (en) | 2007-08-09 | 2008-08-01 | Twin clutch transmission |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JP5228046B2 (en) |
| CN (1) | CN101772658B (en) |
| DE (1) | DE102007037568B4 (en) |
| WO (1) | WO2009018969A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102182800A (en) * | 2011-03-29 | 2011-09-14 | 浙江万里扬变速器股份有限公司 | Double-clutch transmission |
| CN102678841A (en) * | 2012-05-08 | 2012-09-19 | 安徽江淮汽车股份有限公司 | Longitudinal dual clutch automatic transmission device with direct gear |
| CN110073130A (en) * | 2016-12-13 | 2019-07-30 | 标致雪铁龙汽车股份有限公司 | Position calculating method for keeping double clutch gearbox synchronous |
| CN110864087A (en) * | 2018-08-28 | 2020-03-06 | 长城汽车股份有限公司 | Transmission and vehicle with same |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102010041410A1 (en) | 2010-09-27 | 2012-03-29 | Zf Friedrichshafen Ag | Double clutch |
| JP5890098B2 (en) * | 2011-01-07 | 2016-03-22 | いすゞ自動車株式会社 | Dual clutch transmission |
| DE102011080560A1 (en) | 2011-08-08 | 2013-02-14 | Zf Friedrichshafen Ag | Motor vehicle transmission |
| CN102678840B (en) * | 2012-04-25 | 2015-06-17 | 长城汽车股份有限公司 | Seven-gear transmission |
| GB2514995A (en) * | 2013-04-08 | 2014-12-17 | Paratus Developments Ltd | A Gear Box |
| JP6221485B2 (en) * | 2013-08-08 | 2017-11-01 | いすゞ自動車株式会社 | Twin clutch transmission |
| JP6343925B2 (en) * | 2013-12-19 | 2018-06-20 | いすゞ自動車株式会社 | Dual clutch transmission |
| DE102014214856B4 (en) * | 2014-07-29 | 2020-07-23 | Zf Friedrichshafen Ag | Double clutch |
| JP6575313B2 (en) * | 2015-11-12 | 2019-09-18 | いすゞ自動車株式会社 | Dual clutch transmission |
| JP6772742B2 (en) * | 2016-10-07 | 2020-10-21 | いすゞ自動車株式会社 | Dual clutch transmission |
| JP6729319B2 (en) | 2016-11-18 | 2020-07-22 | いすゞ自動車株式会社 | Dual clutch transmission |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE59902830D1 (en) | 1998-12-24 | 2002-10-31 | Daimler Chrysler Ag | Gear change transmission with two partial transmissions arranged parallel to each other in the power flow |
| DE19918732A1 (en) | 1999-04-24 | 2000-11-16 | Daimler Chrysler Ag | Variable ratio automatic gearbox for automobile has 2 parallel drive trains each with intermediate shaft coupled to input shaft via switched clutch coupled to head gear for driving output shaft |
| EP1141580B1 (en) * | 1998-12-24 | 2003-08-13 | DaimlerChrysler AG | Gear wheel variable transmission with two sub-gears arranged parallel to each other in the power flow |
| DE10037398A1 (en) | 2000-08-01 | 2002-02-14 | Daimler Chrysler Ag | Gearbox with parallel clutches in load train provides fourth and fifth speeds sharing common clutch, with optional sixth speed |
| CN2587699Y (en) * | 2002-12-06 | 2003-11-26 | 吉林大学 | Double-clutch type automatic speed variator mechanism |
| DE102004022413B4 (en) * | 2004-05-06 | 2010-04-15 | Zf Friedrichshafen Ag | Double clutch |
| DE102004043386B4 (en) * | 2004-09-08 | 2013-02-21 | Zf Friedrichshafen Ag | Transmission device in countershaft design |
| DE102005033027A1 (en) * | 2005-07-15 | 2007-01-25 | Daimlerchrysler Ag | Automated powershift transmission |
| JP2007057041A (en) * | 2005-08-25 | 2007-03-08 | Toyota Motor Corp | Transmission control device |
-
2007
- 2007-08-09 DE DE102007037568.0A patent/DE102007037568B4/en not_active Expired - Fee Related
-
2008
- 2008-08-01 JP JP2010519367A patent/JP5228046B2/en not_active Expired - Fee Related
- 2008-08-01 CN CN200880101998.7A patent/CN101772658B/en not_active Expired - Fee Related
- 2008-08-01 WO PCT/EP2008/006353 patent/WO2009018969A1/en active Application Filing
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102182800A (en) * | 2011-03-29 | 2011-09-14 | 浙江万里扬变速器股份有限公司 | Double-clutch transmission |
| CN102678841A (en) * | 2012-05-08 | 2012-09-19 | 安徽江淮汽车股份有限公司 | Longitudinal dual clutch automatic transmission device with direct gear |
| CN110073130A (en) * | 2016-12-13 | 2019-07-30 | 标致雪铁龙汽车股份有限公司 | Position calculating method for keeping double clutch gearbox synchronous |
| CN110073130B (en) * | 2016-12-13 | 2021-06-15 | 标致雪铁龙汽车股份有限公司 | Position calculation method for synchronizing a dual clutch transmission |
| CN110864087A (en) * | 2018-08-28 | 2020-03-06 | 长城汽车股份有限公司 | Transmission and vehicle with same |
| CN110864087B (en) * | 2018-08-28 | 2022-02-25 | 长城汽车股份有限公司 | Transmission and vehicle with same |
Also Published As
| Publication number | Publication date |
|---|---|
| CN101772658B (en) | 2013-03-06 |
| DE102007037568B4 (en) | 2016-09-29 |
| JP5228046B2 (en) | 2013-07-03 |
| DE102007037568A1 (en) | 2009-02-12 |
| WO2009018969A1 (en) | 2009-02-12 |
| JP2010535990A (en) | 2010-11-25 |
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