CN101975251B - Gearing of dual clutch transmission - Google Patents
Gearing of dual clutch transmission Download PDFInfo
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- CN101975251B CN101975251B CN2010102993947A CN201010299394A CN101975251B CN 101975251 B CN101975251 B CN 101975251B CN 2010102993947 A CN2010102993947 A CN 2010102993947A CN 201010299394 A CN201010299394 A CN 201010299394A CN 101975251 B CN101975251 B CN 101975251B
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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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- 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
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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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 gearing of dual clutch transmission. The gearing comprises an inner input shaft and an outer input shaft which are coaxially arranged as well as a first output shaft, a second output shaft, gears on each shaft, two clutches and four synchronizers; the inner input shaft is respectively provided with a first gear driving gear, a fifth gear driving gear and a third gear driving gear, a fourth gear driving gear on the outer input shaft is also taken as a sixth gear driving gear, a second gear driving gear is also taken as a reverse gear driving gear; a first synchronizer selectively transmits the torques of a first gear and a fifth gear to the first output shaft; a second synchronizer selectively transmits the torque of a fourth gear and the torque of the reverse gear to the first output shaft; a third synchronizer selectively transmits the torque of a six gear and the torque of a second gear to the second output shaft; and the fourth synchronizer selectively transmits the torque of a third gear to the second output shaft. The invention can reduce the axial length of transmission while torque is equivalent; structure is simple, and the quantity of parts is reduced; and cost is reduced.
Description
Technical field
The invention belongs to the automotive transmission technical field, be specifically related to the double-clutch speed changer transmission device.
Background technique
Typical double-clutch speed changer transmission device refers to through two clutches and is connected with two input shafts respectively, transmits engine power.Double clutch transmissions is by two coaxial nested or clutches of being arranged in parallel; Two input shafts of coaxial, inside and outside nested arrangement; Two output shafts that are arranged in parallel are arranged in a plurality of synchromesh gears on the output shaft, a plurality of selector fork and 1 differential mechanism and form.Speed changer is strange, even number retaining input gear is arranged on two input shafts, and switching and the action of different synchronizer through two clutches realize torque conversion and output via different output shafts.Double-clutch speed changer is mainly used in passenger car, and the problem that existing dual-clutch transmission exists is that axial length is longer, can not adapt to the increasingly high compactedness requirement of passenger car, has reduced car load flexible arrangement property.Existing double-clutch speed changer all adopts independent reverse gear shaft or the idle pulley that reverses gear is realized reversing gear of speed changer, has increased the processing of amount of parts and housing, has detected content, makes assembly process more complicated, has increased cost.In addition, existing double-clutch speed changer transmission device uses 1 retaining driving gear simultaneously as the driving gear that reverses gear, i.e. 1 retaining and the shared same clutch transmits power that reverses gear.Two problems have appearred in this layout: problem one is under the frequent operating mode of switching 1 retaining and reversing gear of needs, for example moves the storehouse, will increase by 1 retaining, the loss of the place clutch that reverses gear, and reduces clutch working life; Problem two is to make the car load starting time increase from 2 retainings to fall 1 retaining process or direct 2 retaining startings, and this has caused the gearshift time for acceleration to prolong and possibly produce sauntered behind the uphill starting dangerous.
Summary of the invention
The axial length that existing double-clutch speed changer exists is long, amount of parts is many in order to solve, assembly process complicated problems more, and the present invention provides a kind of new structure dual-clutch transmission transmission device.
The present invention realizes that the technical solution of above-mentioned purpose is following:
The interior input shaft 1 that the double-clutch speed changer transmission device comprises coaxial setting and outer input shaft 2, first output shaft 3, second output shaft 4; Saidly establish gear respectively on each; Also comprise first clutch C1 and second clutch C2; One end of first clutch C1 and interior input shaft 1 is connected, and an end of second clutch C2 and outer input shaft 2 is connected, and first clutch C1 and second clutch C2 are positioned at same input end.
Be fixed with a retaining driving gear 11, five in said on the input shaft 1 successively and keep off driving gears 15 and three retaining driving gears 13;
Be fixed with four retaining driving gears 24 on the said outer input shaft 2 successively and also be used as six retaining driving gears simultaneously with two retaining driving gears 22, four retaining driving gears, two keep off driving gears also is used as the driving gear that reverses gear simultaneously;
Be provided with a retaining driven gear 31, five retaining driven gears 35, four retaining driven gears 34 on said first output shaft 3 successively, the driven gear 37 and first output gear 30 reverse gear; Wherein a retaining driven gear 31, five retaining driven gears 35, four retaining driven gears 34, driven gear 37 skies that reverse gear are enclosed within on first output shaft 3, and can rotate around first output shaft 3; First output gear 30 is fixedly connected with first output shaft 3, is used for exporting the moment of torsion of first output shaft 3; On first output shaft 3 between a retaining driven gear 31 and the five retaining driven gears 35, be fixed with the first synchronizer SC1, optionally the first retaining moment of torsion and the 5th retaining moment of torsion passed to first output shaft 3; On four retaining driven gears 34 and first output shaft 3 between the driven gear 37 of reversing gear, be fixed with the second synchronizer SC2, optionally the 4th retaining moment of torsion passed to first output shaft 3 with the moment of torsion that reverses gear;
An one retaining driving gear 11 and a retaining driven gear 31 are normal engagement; Five retaining driving gears 15 and five retaining driven gears 35 are normal engagement;
Be provided with three retaining driven gears 43, six on said second output shaft 4 successively and keep off driven gears 46, the two retaining driven gear 42 and second output gears 40; Wherein three retaining driven gears 43, six retaining driven gears 46 and two retaining driven gears, 42 skies are enclosed within on second output shaft 4, and can rotate around second output shaft 4; Second output gear 40 is fixedly connected with second output shaft 4, is used for exporting the moment of torsion of second output shaft 4; Being fixed with the 4th synchronizer SC4 on second output shaft 4 in three retaining driven gears 43 outsides optionally keeps off moment of torsion with the 3rd with Parking ratchet 49, the four synchronizer SC4 and passes to second output shaft 4; Be fixed with the 3rd synchronizer SC3 on second output shaft 4 between six retaining driven gears 46 and the two retaining driven gears 42, optionally the 6th retaining moment of torsion and the second retaining moment of torsion passed to second output shaft 4;
Second gear driving gear 22 and two retaining driven gears 42 are normal engagement; Three retaining driving gears 13 and three retaining driven gears 43 are engagement often, and it is normal engagement that four retaining driving gears 24 keep off driven gears 46 with four retaining driven gears 34, six simultaneously.
Useful technique effect of the present invention embodies in the following areas:
1, the present invention is shared four, six retaining driving gears; Also shared two, the driving gear that reverses gear make axial length shorter, can shorten more than the axial length 20mm; At certain vehicle transmitting torque is under the situation of 270Nm; The actual axial length of dual-clutch transmission transmission device reaches 235mm, and is highly beneficial to preceding horizontal passenger car layout, meets the passenger car demand for development.
2, the double clutch transmissions that patent of the present invention provided; Two retaining driven gears 42 are used as the intermediate idler gear of reversing gear simultaneously; Cancelled reverse gear shaft and extra reverse idle gear, reduced amount of parts, the main parts size that reduces at least comprises 1 tapered roller bearing, 1 combination bearing, 1 reverse gear shaft and 2 gears; Reduce gear box casing processing, detected content, reduced double clutch assembly installation step, reduced cost.
3, the double clutch transmissions that patent of the present invention provided with a retaining with reverse gear arranged apartly on different clutch, in the working life of having improved clutch, has improved pairing device speed changer starting performance and safety.
4, Parking ratchet 49 is arranged on second output shaft 4 near the high order end position of bearings, compares the Parking ratchet is arranged in the structure on the differential mechanism, has reduced the requirement of strength and the boundary dimension of halting mechanism.
Description of drawings
Fig. 1 is a structural representation of the present invention,
Fig. 2 is the side view of Fig. 1,
Fig. 3 is the spatial relation schematic representation between each gear of realizing reversing gear.
Embodiment
Below in conjunction with accompanying drawing, the present invention is done to describe further through embodiment.
Embodiment:
Referring to Fig. 1; The interior input shaft 1 that the double-clutch speed changer transmission device comprises coaxial setting and outer input shaft 2, first output shaft 3, second output shaft 4; Saidly establish gear respectively on each, also comprise first clutch C1 and second clutch C2, an end of first clutch C1 and interior input shaft 1 is connected; One end of second clutch C2 and outer input shaft 2 is connected, and first clutch C1 and second clutch C2 are positioned at same input end;
Be installed with a retaining driving gear 11, five on the interior input shaft 1 successively and keep off driving gears 15 and three retaining driving gears 13.
Be installed with four retaining driving gears 24 on the outer input shaft 2 successively and also be used as six retaining driving gears simultaneously with two retaining driving gears 22, four retaining driving gears, two keep off driving gears also is used as the driving gear that reverses gear simultaneously.
Be provided with a retaining driven gear 31, five retaining driven gears 35, four retaining driven gears 34 on first output shaft 3 successively, the driven gear 37 and first output gear 30 reverse gear; Wherein a retaining driven gear 31, five retaining driven gears 35, four retaining driven gears 34, driven gear 37 skies that reverse gear are enclosed within on first output shaft 3, and can rotate around first output shaft 3; First output gear 30 is fixedly connected with first output shaft 3, is used for exporting the moment of torsion of first output shaft 3; On first output shaft 3 between a retaining driven gear 31 and the five retaining driven gears 35, be installed with the first synchronizer SC1, optionally the first retaining moment of torsion and the 5th retaining moment of torsion passed to first output shaft 3; On four retaining driven gears 34 and first output shaft 3 between the driven gear 37 of reversing gear, be installed with the second synchronizer SC2, optionally the 4th retaining moment of torsion passed to first output shaft 3 with the moment of torsion that reverses gear;
An one retaining driving gear 11 and a retaining driven gear 31 are normal engagement; Five retaining driving gears 15 and five retaining driven gears 35 are normal engagement.
Be provided with three retaining driven gears 43, six on second output shaft 4 successively and keep off driven gears 46, the two retaining driven gear 42 and second output gears 40; Wherein three retaining driven gears 43, six retaining driven gears 46 and two retaining driven gears, 42 skies are enclosed within on first output shaft 3, and can rotate around second output shaft 4; Second output gear 40 is fixedly connected with second output shaft 4, is used for exporting the moment of torsion of second output shaft 4; Being installed with the 4th synchronizer SC4 on second output shaft 4 in three retaining driven gears 43 outsides optionally keeps off moment of torsion with the 3rd with Parking ratchet 49, the four synchronizer SC4 and passes to second output shaft 4; Be installed with the 3rd synchronizer SC3 on second output shaft 4 between six retaining driven gears 46 and the two retaining driven gears 42, optionally the 6th retaining moment of torsion and the second retaining moment of torsion passed to second output shaft 4;
Three retaining driving gears 13 and three retaining driven gears 43 are engagement often, and it is normal engagement that four retaining driving gears 24 keep off driven gears 46 with four retaining driven gears 34, six simultaneously.
The differential mechanism master of differential mechanism 6 subtract gear 60 respectively with first output gear 30,40 engagements of second output gear; See Fig. 2, Fig. 2 has shown the spatial relation between double clutch transmissions first and second input shafts of the present invention, first and second output shafts and the differential mechanism.
Six forward gears and a power transmission line that reverses gear of this device are following:
One retaining power transmission line: the first synchronizer SC1 and a retaining driven gear 31 combine; First clutch C1 is closed; Input shaft 1 in Engine torque passes to through first clutch C1 keeps off driving gear 11 and via one of normal engagement and keeps off driven gear 31, the first synchronizer SC1, transfers torque to first output shaft 3; Subtract gear 60 through first output gear 30 with the differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Two retaining power transmission lines: the 3rd synchronizer SC3 and two retaining driven gears 42 combine; Second clutch C2 is closed; Engine torque passes to outer input shaft 2 through second clutch C2, keeps off driving gears 22 and two via two of normal engagement and keeps off driven gears 42, the 3rd synchronizer SC3, transfers torque to second output shaft 4; Subtract gear 60 through second output gear 40 with the differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Three retaining power transmission lines: the 4th synchronizer SC4 and three retaining driven gears 43 combine; First clutch C1 is closed; Input shaft 1 in Engine torque passes to through first clutch C1 keeps off driving gears 13 and three via three of normal engagement and keeps off driven gears 43, the 4th synchronizer SC4, transfers torque to second output shaft 4; Subtract gear 60 through second output gear 40 with the differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Four retaining power transmission lines: the second synchronizer SC2 and four retaining driven gears 34 combine; Second clutch C2 is closed; Engine torque passes to outer input shaft 2 through second clutch C2, keeps off driving gears 24 and four via four of normal engagement and keeps off driven gears 34, the second synchronizer SC2, transfers torque to first output shaft 3; Subtract gear 60 through first output gear 30 with the differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Five retaining power transmission lines: the first synchronizer SC1 and five retaining driven gears 35 combine; First clutch C1 is closed; Input shaft 1 in Engine torque passes to through first clutch C1 keeps off driving gears 15 and five via five of normal engagement and keeps off driven gears 35, the first synchronizer SC1, transfers torque to first output shaft 3; Subtract gear 60 through first output gear 30 with the differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Six retaining power transmission lines: the 3rd synchronizer SC3 and six retaining driven gears 46 combine; Second clutch C2 is closed; Engine torque passes to outer input shaft 2 through second clutch C2, keeps off driving gears 24 and six via six of normal engagement and keeps off driven gears 46, the 3rd synchronizer SC3, transfers torque to second output shaft 4; Subtract gear 60 through second output gear 40 with the differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Transfer route reverses gear: the second synchronizer SC2 combines with the driven gear 37 that reverses gear; Second clutch C2 is closed; Engine torque passes to outer input shaft 2 through second clutch C2, through two retaining driving gears 22 (simultaneously as reversing gear driving gear), two retaining driven gears 42 (changing the gear sense of rotation as the intermediate idler gear of reversing gear simultaneously), reverse gear driven gear 37, the second synchronizer SC2, transfers torque to first output shaft 3; Subtract gear 60 through first output gear 30 with the differential mechanism master again moment of torsion is passed to differential mechanism 6; And, seeing Fig. 3 finally by differential mechanism 6 outputting powers, Fig. 3 stresses the spatial relation between each gear of realizing reversing gear.
Shift process illustrates:
One keeps off the process that shifts into second: dual-clutch transmission is in a retaining, and the first synchronizer SC1 and a retaining driven gear 31 combine, and first clutch C1 is closed, and second clutch C2 opens; The dual-clutch transmission control system is sent one and is kept off the instruction that shifts into second; Gearshift actuator combines the 3rd synchronizer SC3 and two retaining driven gears 42 in advance; This moment, second clutch C2 still was in open mode, i.e. the second clutch C2 and second output shaft 4 transferring power not; Along with shift process continues, first clutch C1 opens gradually, and meanwhile, second clutch C2 is closed gradually, and this process torque break can not occur; First clutch C1 opens fully, after the complete closure of second clutch C2; First synchronizer SC1 disengagement combines with a retaining driven gear 31; Finish shift process, Engine torque via second clutch C2, outer input shaft 2, two retaining driving gears 22, two retaining driven gears 42, the 3rd synchronizer SC3, second output shaft 4, second output gear 40, differential mechanism master subtract gear 60, finally by differential mechanism 6 outputs.
Claims (1)
1. double-clutch speed changer transmission device; Interior input shaft (1) and the outer input shaft (2), first output shaft (3), second output shaft (4) that comprise coaxial setting are saidly established gear respectively on each, also comprise first clutch (C1) and second clutch (C2); First clutch (C1) is connected with an end of interior input shaft (1); Second clutch (C2) is connected with an end of outer input shaft (2), and first clutch (C1) and second clutch (C2) are positioned at same input end, it is characterized in that:
Be fixed with a retaining driving gear (11), five retaining driving gears (15) and three retaining driving gears (13) in said on the input shaft (1) successively;
Be fixed with four retaining driving gears (24) and two retaining driving gears (22) on the said outer input shaft (2) successively, four retaining driving gears also are used as six retaining driving gears simultaneously, and two retaining driving gears also are used as the driving gear that reverses gear simultaneously;
Be provided with a retaining driven gear (31), five retaining driven gears (35), four retaining driven gear (34), the driven gear that reverses gear (37) and first output gears (30) on said first output shaft (3) successively; Wherein a retaining driven gear (31), five retaining driven gears (35), four retaining driven gears (34), the driven gear that reverses gear (37) sky are enclosed within on first output shaft (3), and can rotate around first output shaft (3); First output gear (30) is fixedly connected with first output shaft (3), is used for exporting the moment of torsion of first output shaft (3); On first output shaft (3) between a retaining driven gear (31) and the five retaining driven gears (35), be fixed with first synchronizer (SC1), optionally the first retaining moment of torsion and the 5th retaining moment of torsion passed to first output shaft (3); On first output shaft (3) between four retaining driven gears (34) and the driven gear that reverses gear (37), be fixed with second synchronizer (SC2), optionally the 4th retaining moment of torsion passed to first output shaft (3) with the moment of torsion that reverses gear;
One retaining driving gear (11) is normal engagement with a retaining driven gear (31); Five retaining driving gears (15) and five retaining driven gears (35) are normal engagement;
Be provided with three retaining driven gears (43), six retaining driven gears (46), two retaining driven gear (42) and second output gears (40) on said second output shaft (4) successively; Wherein three retaining driven gears (43), six retaining driven gears (46) and two retaining driven gear (42) skies are enclosed within on second output shaft (4), and can rotate around second output shaft (4); Second output gear (40) is fixedly connected with second output shaft (4), is used for exporting the moment of torsion of second output shaft (4); Be fixed with the 4th synchronizer (SC4) and Parking ratchet (49) on second output shaft (4) in three retaining driven gear (43) outsides, the 4th synchronizer (SC4) optionally passes to second output shaft (4) with the 3rd retaining moment of torsion; Be fixed with the 3rd synchronizer (SC3) on second output shaft (4) between six retaining driven gears (46) and the two retaining driven gears (42), optionally the 6th retaining moment of torsion and the second retaining moment of torsion passed to second output shaft (4);
Second gear driving gear (22) is normal engagement with two retaining driven gears (42); Three retaining driving gears (13) are normal engagement with three retaining driven gears (43), and four retaining driving gears (24) are normal engagement with four retaining driven gears (34), six retaining driven gears (46) simultaneously.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010102993947A CN101975251B (en) | 2010-09-28 | 2010-09-28 | Gearing of dual clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010102993947A CN101975251B (en) | 2010-09-28 | 2010-09-28 | Gearing of dual clutch transmission |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN101975251A CN101975251A (en) | 2011-02-16 |
| CN101975251B true CN101975251B (en) | 2012-05-23 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010102993947A Active CN101975251B (en) | 2010-09-28 | 2010-09-28 | Gearing of dual clutch transmission |
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| CN (1) | CN101975251B (en) |
Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102678839B (en) * | 2011-12-08 | 2015-05-13 | 河南科技大学 | Double-clutch transmission used in tractor |
| DE102012001948A1 (en) * | 2012-02-02 | 2013-08-08 | Daimler Ag | Double clutch |
| CN103557322B (en) * | 2013-10-16 | 2016-06-29 | 浙江吉利控股集团有限公司 | A kind of double-clutch automatic gearbox |
| CN105276100B (en) * | 2014-06-30 | 2018-06-05 | 广州汽车集团股份有限公司 | A kind of speed changer |
| CN113685497B (en) * | 2020-05-18 | 2024-03-22 | 广州汽车集团股份有限公司 | Ten-gear double-clutch transmission and vehicle |
| CN113685503B (en) * | 2020-05-18 | 2024-03-22 | 广州汽车集团股份有限公司 | Ten-gear double-clutch transmission and vehicle |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1734131A (en) * | 2004-08-13 | 2006-02-15 | 现代自动车株式会社 | Double clutch transmission |
| CN101082363A (en) * | 2006-05-30 | 2007-12-05 | 三菱自动车工业株式会社 | Double clutch transmission |
| CN101131198A (en) * | 2006-08-23 | 2008-02-27 | 通用汽车环球科技运作公司 | Powertrain with torque converter and axially compact seven speed dual clutch transmission |
| CN101260919A (en) * | 2007-02-20 | 2008-09-10 | 通用汽车环球科技运作公司 | Multi speed transmission having a countershaft gearing arrangement |
| CN201851608U (en) * | 2010-09-28 | 2011-06-01 | 安徽江淮汽车股份有限公司 | Transmission device of dual-clutch transmission |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE10305241A1 (en) * | 2003-02-08 | 2004-09-23 | Zf Friedrichshafen Ag | Double clutching transmission for six-speed or seven-speed motor vehicle has two fixed gears arranged on first transmission input shaft, and at least one fixed gear arranged on second transmission shaft |
-
2010
- 2010-09-28 CN CN2010102993947A patent/CN101975251B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN1734131A (en) * | 2004-08-13 | 2006-02-15 | 现代自动车株式会社 | Double clutch transmission |
| CN101082363A (en) * | 2006-05-30 | 2007-12-05 | 三菱自动车工业株式会社 | Double clutch transmission |
| CN101131198A (en) * | 2006-08-23 | 2008-02-27 | 通用汽车环球科技运作公司 | Powertrain with torque converter and axially compact seven speed dual clutch transmission |
| CN101260919A (en) * | 2007-02-20 | 2008-09-10 | 通用汽车环球科技运作公司 | Multi speed transmission having a countershaft gearing arrangement |
| CN201851608U (en) * | 2010-09-28 | 2011-06-01 | 安徽江淮汽车股份有限公司 | Transmission device of dual-clutch transmission |
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| CN101975251A (en) | 2011-02-16 |
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