CN201851606U - Transmission device for dual-clutch speed changer - Google Patents

Transmission device for dual-clutch speed changer Download PDF

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Publication number
CN201851606U
CN201851606U CN2010205517844U CN201020551784U CN201851606U CN 201851606 U CN201851606 U CN 201851606U CN 2010205517844 U CN2010205517844 U CN 2010205517844U CN 201020551784 U CN201020551784 U CN 201020551784U CN 201851606 U CN201851606 U CN 201851606U
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.)
Expired - Lifetime
Application number
CN2010205517844U
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 CN2010205517844U priority Critical patent/CN201851606U/en
Application granted granted Critical
Publication of CN201851606U publication Critical patent/CN201851606U/en
Anticipated expiration legal-status Critical
Expired - Lifetime 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 utility model relates to a transmission device for a dual-clutch speed changer, which comprises an inner input shaft and an outer input shaft which are arranged coaxially, as well as a first output shaft, a second output shaft, gears on each shaft, two clutches and four synchronizers, wherein a third-gear driving gear on the inner input shaft is simultaneously served as a fifth-gear driving gear; a fourth-gear driving gear on the outer input shaft is simultaneously served as a six-gear driving gear and a second-gear driving gear is simultaneously served as a reverse-gear driving gear; a first synchronizer can selectively transmit the first-gear torque and the third-gear torque to the first output shaft; a second synchronizer can selectively transmit the third-gear torque and the reverse-gear torque to the first output shaft; a third synchronizer can selectively transmit the sixth-gear torque and the second-gear torque to the second output shaft; and a fourth synchronizer can selectively transmit the fifth-gear torque to the second output shaft. As for the transmission device, the axial length of the speed changer can be shortened under the condition of equivalent torque; and the structure is simple, the quantity of parts is reduced, and the cost is lowered.

Description

The dual-clutch transmission transmission device
Technical field
The utility model belongs to the automotive transmission technical field, is specifically related to the 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 groups of 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 synchronizers 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 dual-clutch transmission all adopts independent reverse gear shaft and the idle pulley that reverses gear is realized reversing gear of speed changer, increased amount of parts, according to different structure, the part of Zeng Jiaing comprises 1 tapered roller bearing, 1 combination bearing, 1 reverse gear shaft and 2 gears at least.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 have increased when making the car load starting from 2 retainings to fall 1 retaining process or directly keep off starting with 2, and this has caused gearshift time for acceleration to prolong and may produce the insecurity of sauntering behind the uphill starting.
The model utility content
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, and the utility model provides a kind of new structure dual-clutch transmission transmission device.
The utility model realizes that the technical solution of above-mentioned purpose is as follows:
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, 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 3rd 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; Two retaining driving gears 22 and two retaining driven gears 42 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 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;
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 utility model embodies in the following areas:
1, the utility model is shared as three retainings and five retainings with three retaining driving gears 13, four retaining driving gears 24 are shared as four retainings and six retainings, also two retaining driving gears 22 are kept off and the shared gears that reverse gear as two, make axial length shorter, under the suitable situation of moment of torsion, can shorten more than the axial length 30mm, at certain vehicle transmitting torque is under the situation of 270Nm, the actual axial length of dual-clutch transmission transmission device reaches 223mm, meets the passenger car demand for development, helps arranging;
2, the utility model makes work as idle wheel in the middle of reversing gear simultaneously with two retaining driven gears 42, reverse gear shaft and the extra idle pulley that reverses gear have been cancelled, reduced amount of parts, according to different structure, at least the main parts size of Jian Shaoing 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 utility model with a retaining with reverse gear arranged apartly on different clutches, improved the working life of clutch, improved pairing device speed changer Starting Control;
4, Parking ratchet 49 of the present utility model 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 the utility model structural representation,
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 utility model 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, 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.
Being installed with a retaining driving gear 11 and three retaining driving gears 13, three retaining driving gears 13 on the interior input shaft 1 is taken as five retaining driving gears simultaneously and uses.
Be installed with four retaining driving gears 24 and two retaining driving gears 22 on the outer input shaft 2; Four retaining driving gears 24 are simultaneously as six retaining driving gears, and two retaining driving gears 22 are simultaneously as reversing gear driving gear.
Sky is set with a retaining driven gear 31 successively on first output shaft 3, three retaining driven gears 33, four keep off driven gears 34, the driven gear 37 that reverses gear, and is installed with first output gear 30; On first output shaft 3 between a retaining driven gear 31 and the three retaining driven gears 33, be installed 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 installed with the second synchronizer SC2, optionally the 3rd 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; Two retaining driving gears 22 and two retaining driven gears 42 are normal engagement.
On second output shaft 4 successively sky be set with five retaining driven gears 45, six retaining driven gears 46 and two retaining driven gears, 42, two retaining driven gears 42 be taken as simultaneously reverse gear in the middle of idle pulley use; 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;
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 the utility model double clutch transmissions first and second input shafts, first and second output shafts and the differential mechanism.
Six forward gears and a power transmission line that reverses gear of this device are as follows:
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, retaining driving gear 11 and via normal engagement keeps off driven gear 31, the first synchronizer SC1, transfer torque to first output shaft 3, subtract gear 60 by first output 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, two retaining driving gears 22 and two via normal engagement keep off driven gears 42, the 3rd synchronizer SC3, transfer torque to second output shaft 4, subtract gear 60 by second output 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, three retaining driving gears 13 and three via normal engagement keep off driven gears 33, the first synchronizer SC1, transfer torque to first output shaft 3, subtract gear 60 by first output 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, four retaining driving gears 24 and four retaining driven gears, 34 second synchronizer SC2 via normal engagement, transfer torque to first output shaft 3, subtract gear 60 by first output 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, five retaining driving gears 13 and five via normal engagement keep off driven gears 45, the 4th synchronizer SC4, transfer torque to second output shaft 4, subtract gear 60 by second output 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, six retaining driving gears 24 and six via normal engagement keep off driven gears 46, the 3rd synchronizer SC3, transfer torque to second output shaft 4, subtract gear 60 by second output 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 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 gears 42 (changing the gear sense of rotation as idle pulley in the middle of reversing gear simultaneously), driven gear 37 reverses gear, the second synchronizer SC2, first output shaft 3, subtract gear 60 by first output gear 30 and differential mechanism master again moment of torsion is passed to differential mechanism 6, and finally by differential mechanism 6 outputting powers, see Fig. 3, 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, the first synchronizer SC1 and a retaining driven gear 31 combinations, and first clutch C1 closure, second clutch C2 opens; Dual-clutch transmission control system (showing in the accompanying drawing 1) 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, is finally exported by differential mechanism 6 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.

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), 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) 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 3rd 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); Two retaining driving gears (22) and two retaining driven gears (42) are normal engagement;
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 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); Five retaining driven gears
(45) be fixed with the 4th synchronizer (SC4) and Parking ratchet (49) on Wai Ce second output shaft (4), 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);
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.
CN2010205517844U 2010-09-28 2010-09-28 Transmission device for dual-clutch speed changer Expired - Lifetime CN201851606U (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN2010205517844U CN201851606U (en) 2010-09-28 2010-09-28 Transmission device for dual-clutch speed changer

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN2010205517844U CN201851606U (en) 2010-09-28 2010-09-28 Transmission device for dual-clutch speed changer

Publications (1)

Publication Number Publication Date
CN201851606U true CN201851606U (en) 2011-06-01

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Family Applications (1)

Application Number Title Priority Date Filing Date
CN2010205517844U Expired - Lifetime CN201851606U (en) 2010-09-28 2010-09-28 Transmission device for dual-clutch speed changer

Country Status (1)

Country Link
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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101968104A (en) * 2010-09-28 2011-02-09 安徽江淮汽车股份有限公司 Driving device of double-clutch transmission
CN102927235A (en) * 2012-10-31 2013-02-13 奇瑞汽车股份有限公司 Dual-clutch transmission
CN104918813A (en) * 2013-01-28 2015-09-16 丰田自动车株式会社 Hybrid vehicle

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101968104A (en) * 2010-09-28 2011-02-09 安徽江淮汽车股份有限公司 Driving device of double-clutch transmission
CN101968104B (en) * 2010-09-28 2012-10-10 安徽江淮汽车股份有限公司 Driving device of double-clutch transmission
CN102927235A (en) * 2012-10-31 2013-02-13 奇瑞汽车股份有限公司 Dual-clutch transmission
CN102927235B (en) * 2012-10-31 2015-04-29 奇瑞汽车股份有限公司 Dual-clutch transmission
CN104918813A (en) * 2013-01-28 2015-09-16 丰田自动车株式会社 Hybrid vehicle
CN104918813B (en) * 2013-01-28 2017-09-26 丰田自动车株式会社 Motor vehicle driven by mixed power

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C14 Grant of patent or utility model
GR01 Patent grant
AV01 Patent right actively abandoned

Granted publication date: 20110601

Effective date of abandoning: 20121010