CN101975252A - Double-clutch gearbox transmission device - Google Patents

Double-clutch gearbox transmission device Download PDF

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Publication number
CN101975252A
CN101975252A CN 201010299404 CN201010299404A CN101975252A CN 101975252 A CN101975252 A CN 101975252A CN 201010299404 CN201010299404 CN 201010299404 CN 201010299404 A CN201010299404 A CN 201010299404A CN 101975252 A CN101975252 A CN 101975252A
Authority
CN
China
Prior art keywords
retaining
gear
output shaft
gears
clutch
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN 201010299404
Other languages
Chinese (zh)
Inventor
方志勤
尹良杰
祁稳
陈伟
郑海兵
文俊
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Anhui Jianghuai Automobile Group Corp
Original Assignee
Anhui Jianghuai Automobile Group Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Anhui Jianghuai Automobile Group Corp filed Critical Anhui Jianghuai Automobile Group Corp
Priority to CN 201010299404 priority Critical patent/CN101975252A/en
Publication of CN101975252A publication Critical patent/CN101975252A/en
Pending legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006Toothed 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H3/00Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08Toothed 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
    • F16H3/087Toothed 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
    • F16H3/093Toothed 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
    • F16H2003/0931Toothed 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
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H2200/00Transmissions for multiple ratios
    • F16H2200/003Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Abstract

The invention relates to a double-clutch gearbox transmission device, which comprises an internal input shaft and an external input shaft arranged coaxially, a first output shaft, a second output shaft, gears on each shaft, two clutches and four synchronizers, wherein a three-gear drive gear on the internal input shaft simultaneously serves as a five-gear drive gear; a four-gear drive gear on the external input shaft simultaneously serves as a six-gear drive gear, while a two-gear driven gear and a second reverse-gear idle gear are integrated; a first synchronizer selectively transmits first-gear and third-gear torque to the first output shaft; a second synchronizer selectively transmits fourth-gear torque and reverse-gear torque to the first output shaft; a third synchronizer selectively transmits sixth-gear torque and second-gear torque to the second output shaft; and a fourth synchronizer selectively transmits fifth-gear torque to the second output shaft. The double-clutch gearbox transmission device can shorten the axial length of a gearbox under the condition of equivalent torque, has a simple structure and parts in a reduced number, and reduces the cost.

Description

A kind of dual-clutch transmission transmission device
Technical field
The invention belongs to the automotive transmission technical field, be specifically related to a kind of dual-clutch transmission transmission device.
Background technique
Typical dual-clutch transmission transmission device refers to by 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 by two clutches realize torque conversion and output via different output shafts.Dual-clutch transmission 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 more and more higher compactedness requirement of passenger car, has reduced the car load flexible arrangement.Existing double clutch all adopts the independent reverse gear shaft or the idle pulley that reverses gear to realize reversing gear of speed changer, has increased amount of parts, and increase and housing processing, detection content make assembly process more complicated, have increased cost.In addition, existing dual-clutch transmission 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 the loss of 1 retaining, the place clutch that reverses gear, and reduces clutch working life; Problem two is to make car load increase when starting to walk from 2 retainings to fall 1 retaining process or direct 2 retaining startings that it is dangerous that this has sauntered after having caused the prolongation of gearshift time for acceleration and may having produced uphill starting.
Summary of the invention
The axial length that existing dual-clutch transmission exists is long, amount of parts is many in order to solve, assembly process complicated problems more, the 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 as follows:
A kind of dual-clutch transmission transmission device comprises the interior input shaft 1 and outer input shaft 2, first output shaft 3, second output shaft 4 of coaxial setting, describedly 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, 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 fixed with a retaining driving gear 11 in described on the input shaft 1 successively and three retaining driving gears, 13, three retaining driving gears also are used as five retaining driving gears simultaneously;
Be fixed with four retaining driving gears 24 on the described outer input shaft 2 successively and two retaining driving gears 22, four retaining driving gears also are used as six retaining driving gears simultaneously, two retaining driving gears also are used as the driving gear that reverses gear simultaneously;
Be provided with a retaining driven gear 31, three retaining driven gears 33, four retaining driven gears 34 on described first output shaft 3 successively, the driven gear 37 and first output gear 30 reverse gear; Wherein a retaining driven gear 31, three retaining driven gears 33, 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 fixedlyed 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 three retaining driven gears 33, be fixed with the first synchronizer SC1, optionally the first retaining moment of torsion and the 3rd 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 and the moment of torsion that reverses gear passed to first output shaft 3;
An one retaining driving gear 11 and a retaining driven gear 31 are normal engagement; Three retaining driving gears 13 and three retaining driven gears 33 are normal engagement; Four retaining driving gears 24 and four retaining driven gears 34 are normal engagement;
Be provided with five retaining driven gears 45, six retaining driven gears 46 and the two retaining driven gear 42 and second output gears 40 on described second output shaft 4 successively, wherein two retaining driven gears 42 are for connecting the cluster gear of reverse idle gear 2 47; Described five retaining driven gears 45, 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 fixedlyed 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, the four synchronizer SC4 on second output shaft 4 in five retaining driven gears 45 outsides and optionally the 5th retaining moment of torsion passed to second output shaft 4; Be fixed with second output gear 40 on second output shaft 4 in two retaining driven gears, 42 outsides; 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;
Described two retaining driving gears 22 and two retaining driven gears 42 are normal engagement; Two retaining driven gears, 42 conjuncted reverse idle gears 2 47 are normal engagement with the driven gear 37 that reverses gear;
Three retaining driving gears 13 are normal engagement with three retaining driven gears 33, five retaining driven gears 45 simultaneously, and four retaining driving gears 24 are normal engagement with four retaining driven gears 34, six retaining driven gears 46 simultaneously.
Useful technique effect of the present invention embodies in the following areas:
1, the present invention is shared three, five retaining driving gears 13, shared four, six retaining driving gears 24, also shared two, driving gear 22 reverses gear, make axial length shorter, can shorten more than the axial length 25mm, be under the situation of 270Nm at certain vehicle transmitting torque, and the actual axial length of dual-clutch transmission transmission device reaches 230mm, highly beneficial to preceding horizontal passenger car layout, meet the passenger car demand for development;
2, the present invention is used as two retaining driven gears 42 simultaneously the idle pulley one that reverses gear and uses, and and reverse idle gear 2 47 constitutes together reverse gear the centre duplicate gear, cancelled reverse gear shaft, at least the main parts size of Jian Shaoing comprises 1 tapered roller bearing, 1 combination bearing, 1 reverse gear shaft and 1 gear, reduce gear box casing processing, detected content, reduced double clutch assembly installation step, reduced cost;
3, the present invention is used as reverse idle gear with middle duplicate gear, compares the transmission device that only reverses gear with an intermediate gear realization, more helps the flexibility adjustment of two retainings and the speed ratio that reverses gear, and has optimized Speed Ratio Distribution;
4, the double clutch transmissions that patent of the present invention provided, with a retaining with reverse gear arranged apartly on different clutches, improved the working life of clutch, improved pairing device speed changer Starting Control;
5, 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 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 by embodiment.
Embodiment:
Referring to Fig. 1, the dual-clutch transmission transmission device comprises the interior input shaft 1 and outer input shaft 2, first output shaft 3, second output shaft 4 of coaxial setting, and four are arranged in parallel; Also comprise first clutch C1 and second clutch C2, an 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 installed with a retaining driving gear 11 on the interior input shaft 1 successively and three retaining driving gears 13, three retaining driving gears also are used as five retaining driving gears simultaneously;
Be installed with four retaining driving gears 24 on the outer input shaft 2 successively and two retaining driving gears 22, four retaining driving gears also are used as six retaining driving gears simultaneously, two retaining driving gears also are used as the driving gear that reverses gear simultaneously;
Be provided with a retaining driven gear 31, three retaining driven gears 33, 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, three retaining driven gears 33, 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 fixedlyed 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 three retaining driven gears 33, be fixed with the first synchronizer SC1, optionally the first retaining moment of torsion and the 3rd 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 and the moment of torsion that reverses gear passed to first output shaft 3;
An one retaining driving gear 11 and a retaining driven gear 31 are normal engagement; Three retaining driving gears 13 and three retaining driven gears 33 are normal engagement;
Be provided with five retaining driven gears 45, six retaining driven gears 46, the two retaining driven gear 42 and second output gears 40 on second output shaft 4 successively, wherein two retaining driven gears 42 are for connecting the cluster gear of reverse idle gear 2 47; Described five retaining driven gears 45, 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 fixedlyed connected with first output shaft 3, is used for exporting the moment of torsion of second output shaft 4; Be installed with the 4th synchronizer SC4 and Parking ratchet 49, the four synchronizer SC4 on second output shaft 4 in five retaining driven gears 45 outsides and optionally the 5th retaining moment of torsion passed to second output shaft 4; Be installed with second output gear 40 on second output shaft 4 in two retaining driven gears, 42 outsides; 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;
Two retaining driven gears, 42 conjuncted reverse idle gears 2 47 are normal engagement with the driven gear 37 that reverses gear;
Three retaining driving gears 13 are normal engagement with three retaining driven gears 33, five retaining driven gears 45 simultaneously, and four retaining driving gears 24 are normal engagement with four retaining driven gears 34, six retaining driven gears 46 simultaneously.
The differential mechanism master of differential mechanism 6 subtracts gear 60 and meshes with first output gear 30, second output gear 40 respectively, 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.
The power transmission line explanation:
One retaining power transmission line: the first synchronizer SC1 and a retaining driven gear 31 combinations, first clutch C1 closure, input shaft 1 in Engine torque passes to by first clutch C1, transfer torque to first output shaft 3 via the normal engagement of retaining driving gear 11, driven gear 31 and the first synchronizer SC1, subtract gear 60 by the first defeated gear 30 and 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 42 combinations of two retaining driven gears, second clutch C2 closure, Engine torque passes to outer input shaft 2 by second clutch C2, transfer torque to second output shaft 4 via the normal engagement of two retainings driving gear 22, driven gear 42 and the 3rd synchronizer SC3, subtract gear 60 by the second defeated gear 40 and 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 first synchronizer SC1 and 33 combinations of three retaining driven gears, first clutch C1 closure, input shaft 1 in Engine torque passes to by first clutch C1, via the normal engagement of three retainings driving gear 13, driven gear 33 and the first synchronizer SC1, transfer torque to first output shaft 3, subtract gear 60 by the first defeated gear 30 and 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 34 combinations of four retaining driven gears, second clutch C2 closure, Engine torque passes to outer input shaft 2 by second clutch C2, via the normal engagement of four retainings driving gear 24, driven gear 34 and the second synchronizer SC2, transfer torque to first output shaft 3, subtract gear 60 by the first defeated gear 30 and 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 4th synchronizer SC4 and 45 combinations of five retaining driven gears, first clutch C1 closure, input shaft 1 in Engine torque passes to by first clutch C1, via the normal engagement of five retainings driving gear 13, driven gear 45 and the 4th synchronizer SC4, transfer torque to second output shaft 4, subtract gear 60 by the second defeated gear 40 and 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 46 combinations of six retaining driven gears, second clutch C2 closure, Engine torque passes to outer input shaft 2 by second clutch C2, via the normal engagement of six retainings driving gear 24, driven gear 46 and the 3rd synchronizer SC3, transfer torque to second output shaft 4, subtract gear 60 by the second defeated gear 40 and 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 spatial relation between each gear of realization reverse gear is seen Fig. 3, the second synchronizer SC2 and driven gear 37 combinations of reversing gear, second clutch C2 closure, Engine torque passes to outer input shaft 2 by second clutch C2, through the normal engagement of two retainings driving gear 22, two retaining driven gear 42, reverse idle gears 2 47, the driven gear 37 that reverses gear, the second synchronizer SC2, first output shaft 3, subtract gear 60 by the first defeated gear 30 and differential mechanism master again moment of torsion passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers.
Shift process illustrates:
One keeps off the process that shifts into second: dual-clutch transmission is in a retaining, the first synchronizer SC1 and a retaining driven gear 31 combinations, and first clutch C1 closure, 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 is in advance with the 3rd synchronizer SC3 and 42 combinations of two retaining driven gears, 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 subtracts gear 60, differential mechanism 6 outputs 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, the second defeated gear 40, differential mechanism master.

Claims (1)

1. dual-clutch transmission transmission device, comprise the interior input shaft (1) of coaxial setting and outer input shaft (2), first output shaft (3), second output shaft (4), describedly establish 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), 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) and three retaining driving gears (13) in described on the input shaft (1) successively, three retaining driving gears also are used as five retaining driving gears simultaneously;
Be fixed with four retaining driving gears (24) and two retaining driving gears (22) on the described 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), three retaining driven gears (33), four retaining driven gear (34), the driven gear that reverses gear (37) and first output gears (30) on described first output shaft (3) successively; Wherein a retaining driven gear (31), three retaining driven gears (33), 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 fixedlyed 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 three retaining driven gears (33), be fixed with first synchronizer (SC1), optionally the first retaining moment of torsion and the 3rd 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 and the moment of torsion that reverses gear passed to first output shaft (3);
One retaining driving gear (11) is normal engagement with a retaining driven gear (31); Three retaining driving gears (13) are normal engagement with three retaining driven gears (33); Four retaining driving gears (24) are normal engagement with four retaining driven gears (34);
Be provided with five retaining driven gears (45), six retaining driven gears (46) and two retaining driven gear (42) and second output gears (40) on described second output shaft (4) successively, wherein two retaining driven gears (42) are for connecting the cluster gear of reverse idle gear two (47); Described five retaining driven gears (45), 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 fixedlyed 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 five retaining driven gear (45) outsides, the 4th synchronizer (SC4) optionally passes to second output shaft (4) with the 5th retaining moment of torsion; Be fixed with second output gear (40) on second output shaft (4) in two retaining driven gear (42) outsides; 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);
Described two retaining driving gears (22) are normal engagement with two retaining driven gears (42); The conjuncted reverse idle gear two (47) of two retaining driven gears (42) is normal engagement with the driven gear (37) that reverses gear;
Three retaining driving gears (13) are normal engagement with three retaining driven gears (33), five retaining driven gears (45) simultaneously, and four retaining driving gears (24) are normal engagement with four retaining driven gears (34), six retaining driven gears (46) simultaneously.
CN 201010299404 2010-09-28 2010-09-28 Double-clutch gearbox transmission device Pending CN101975252A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN 201010299404 CN101975252A (en) 2010-09-28 2010-09-28 Double-clutch gearbox transmission device

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN 201010299404 CN101975252A (en) 2010-09-28 2010-09-28 Double-clutch gearbox transmission device

Publications (1)

Publication Number Publication Date
CN101975252A true CN101975252A (en) 2011-02-16

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN 201010299404 Pending CN101975252A (en) 2010-09-28 2010-09-28 Double-clutch gearbox transmission device

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103557322A (en) * 2013-10-16 2014-02-05 浙江吉利控股集团有限公司 Double-clutch automatic transmission
CN103671760A (en) * 2013-12-31 2014-03-26 重庆长安汽车股份有限公司 Double-clutch automatic transmission device
CN103758969A (en) * 2011-12-31 2014-04-30 绵阳新晨动力机械有限公司 Driving device for dual-clutch transmission
CN103758944A (en) * 2011-12-31 2014-04-30 绵阳新晨动力机械有限公司 Driving device for dual-clutch transmission
CN104797853A (en) * 2012-10-31 2015-07-22 现代派沃泰有限公司 Structure for double clutch transmission

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Publication number Priority date Publication date Assignee Title
US20050000307A1 (en) * 2003-02-08 2005-01-06 Gerhard Gumpoltsberger Six-gear or seven-gear dual-clutch transmission
CN1621715A (en) * 2003-11-27 2005-06-01 现代自动车株式会社 Double clutch transmission
CN1734131A (en) * 2004-08-13 2006-02-15 现代自动车株式会社 Double clutch transmission
KR20090019116A (en) * 2007-08-20 2009-02-25 현대자동차주식회사 Manual transmission
CN201802823U (en) * 2010-09-28 2011-04-20 安徽江淮汽车股份有限公司 Driving device for dual clutch transmission

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20050000307A1 (en) * 2003-02-08 2005-01-06 Gerhard Gumpoltsberger Six-gear or seven-gear dual-clutch transmission
CN1621715A (en) * 2003-11-27 2005-06-01 现代自动车株式会社 Double clutch transmission
CN1734131A (en) * 2004-08-13 2006-02-15 现代自动车株式会社 Double clutch transmission
KR20090019116A (en) * 2007-08-20 2009-02-25 현대자동차주식회사 Manual transmission
CN201802823U (en) * 2010-09-28 2011-04-20 安徽江淮汽车股份有限公司 Driving device for dual clutch transmission

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103758969A (en) * 2011-12-31 2014-04-30 绵阳新晨动力机械有限公司 Driving device for dual-clutch transmission
CN103758944A (en) * 2011-12-31 2014-04-30 绵阳新晨动力机械有限公司 Driving device for dual-clutch transmission
DE112013005196B4 (en) * 2012-10-31 2017-09-28 Hyundai Powertech Co., Ltd. Double clutch
CN104797853A (en) * 2012-10-31 2015-07-22 现代派沃泰有限公司 Structure for double clutch transmission
US9772006B2 (en) 2012-10-31 2017-09-26 Hyundai Powertech Co., Ltd. Double clutch transmission
US10520064B2 (en) 2013-10-16 2019-12-31 Zhejiang Geely Holding Group Co., Ltd Dual-clutch automatic transmission
CN103557322A (en) * 2013-10-16 2014-02-05 浙江吉利控股集团有限公司 Double-clutch automatic transmission
CN103671760A (en) * 2013-12-31 2014-03-26 重庆长安汽车股份有限公司 Double-clutch automatic transmission device

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Application publication date: 20110216

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