CN202152833U - Transmission device of double clutch transmission - Google Patents
Transmission device of double clutch transmission Download PDFInfo
- Publication number
- CN202152833U CN202152833U CN2011202587106U CN201120258710U CN202152833U CN 202152833 U CN202152833 U CN 202152833U CN 2011202587106 U CN2011202587106 U CN 2011202587106U CN 201120258710 U CN201120258710 U CN 201120258710U CN 202152833 U CN202152833 U CN 202152833U
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- Prior art keywords
- retaining
- gear
- output shaft
- gears
- driven gears
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Classifications
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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
Abstract
The utility model relates to a transmission device of a double clutch transmission, which comprises an inner input shaft and an outer input shaft which are coaxially arranged and further comprises a first output shaft, a second output shaft, gears on each shaft, two clutches and four synchronizers. A three-gear driving gear arranged on the inner input shaft serves as a five-gear driving gear simultaneously, a four-gear driving gear arranged on the outer input shaft serves as a six-gear driving gear simultaneously, and a two-gear driving gear serves as a reverse gear driving gear simultaneously. A first synchronizer selectively enables torsion of a first gear and a third gear to be transmitted to the first output shaft, a second synchronizer selectively enables torsion of a fourth gear and a reverse gear to be transmitted to the first output shaft, a third synchronizer selectively enables torsion of a sixth gear and a second gear to be transmitted to the second output shaft, and a fourth synchronizer selectively enables torsion of a fifth gear and a seventh gear to be transmitted to the second output shaft. The transmission device can shorten the axial length of the transmission under a condition with equal torsion, is simple in structure, decreases the number of parts and reduces cost.
Description
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 through two clutches and is connected with two input shafts respectively, transmits engine power.Double clutch transmissions comprises two groups of coaxial nested or clutches of being arranged in parallel, two input shafts of coaxial, inside and outside nested arrangement, and two output shafts that are arranged in parallel are arranged in a plurality of synchronizers on the output shaft, a plurality of selector fork.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.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 increasingly high compactedness requirement of passenger car, has reduced car load flexible arrangement property.Existing dual-clutch transmission all adopts the independent reverse gear shaft and the idle pulley that reverses gear to realize reversing gear of speed changer; Increased amount of parts; According to different structure, the part that increases at least comprises 1 tapered roller bearing, 1 combination bearing, 1 reverse gear shaft and 2 gears.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 by 1 retaining, the loss of 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 the gearshift time for acceleration to prolong and possibly produce the insecurity of sauntering behind the uphill starting.
The model utility content
In order to solve frequent switching 1 retaining that has the dual-clutch transmission existence now and to reverse gear; Increase clutch loss, the prolongation of gearshift time for acceleration possibly produce the unsafe problems of sauntering behind the uphill starting, and the utility model provides a kind of dual-clutch transmission transmission device of new structure.
The interior input shaft 1 that the dual-clutch transmission transmission device comprises coaxial setting and outer input shaft 2, first output shaft 3, second output shaft 4; Outer input shaft 2 is a tubular axis; One end of interior input shaft 1 is plugged in the outer input shaft 2, and the input end of interior input shaft 1 is corresponding with the input end of outer input shaft 2; Saidly establish gear respectively on each, also comprise first clutch C1 and second clutch C2, the input end of input shaft 1 in first clutch C1 is located at, second clutch C2 is located at the input end of outer input shaft 2;
Be fixed with seven retaining driving gears 17, a retaining driving gear 11 and three retaining driving gears, 13, three retaining driving gears 13 in said on the other end of input shaft 1 successively simultaneously as five retaining driving gears;
Be fixed with four retaining driving gears 24 and two retaining driving gears, 22, four retaining driving gears 24 on the other end of said outer input shaft 2 successively simultaneously as six retaining driving gears, two retaining driving gears 22 are simultaneously as reversing gear driving gear;
Be provided with Parking ratchet 39, a retaining driven gear 31, three retaining driven gears 33, four retaining driven gears 34 on said first output shaft 3 successively, the driven gear 38 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 38 skies that reverse gear are enclosed within on first output shaft 3, and can rotate around first output shaft 3; Parking ratchet 39 is fixedly connected with 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; Be fixed with the first synchronizer SC1 on first output shaft 3 between a said retaining driven gear 31 and the three retaining driven gears 33, optionally the first retaining moment of torsion and the 3rd retaining moment of torsion passed to first output shaft 3; Be fixed with the second synchronizer SC2 on said four retaining driven gears 34 and first output shaft 3 between the driven gear 38 of reversing gear, optionally the 3rd retaining moment of torsion passed to first output shaft 3 with the moment of torsion that reverses gear;
Be provided with seven retaining driven gears 47, five retaining driven gears 45, six retaining driven gears 46, the two retaining driven gear 42 and second output gears 40 on said second output shaft 4 successively; Wherein seven retaining driven gears 47, five keep off driven gears 45, six retaining driven gears 46 and two keep off driven gears 42 skies and 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; Seven retaining driven gears 47 are fixedly connected with second output shaft 4; Be fixed with the 4th synchronizer SC4 on second output shaft 4 between seven retaining driven gears 47 and the five retaining driven gears 45, the 4th synchronizer SC4 optionally passes to second output shaft 4 with the 7th retaining moment of torsion and the 5th 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;
An one retaining driving gear 11 and a retaining driven gear 31 are normal engagement; Seven retaining driving gears 17 and seven retaining driven gears 47 are normal engagement; It is normal engagement that three retaining driving gears 13 keep off driven gears 45 with three retaining driven gears 33, five simultaneously; It is normal engagement that four retaining driving gears 24 keep off driven gears 46 with four retaining driven gears 34, six simultaneously, and two retaining driving gears 22 and two retaining driven gears 42 are engagement often, and two retaining driven gears 42 are engagement often with the driven gear 38 that reverses gear.
The useful technique effect of the utility model embodies in the following areas:
1, the utility model is shared as three retainings and five retainings with three retaining driving gears; Four retaining driving gears are shared as four retainings and six retainings, also two retaining driving gears 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;
2, the utility model makes work as idle wheel in the middle of reversing gear simultaneously with two retaining driven gears; Reverse gear shaft and the extra idle pulley that reverses gear have been cancelled; Reduced amount of parts, according to different structure, 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 utility model in the working life of having improved clutch, has improved pairing device speed changer Starting Control with a retaining with reverse gear arranged apartly on different clutch;
4, the Parking ratchet 39 of the utility model is arranged on first output shaft 3 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 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.
Sequence number among the last figure: interior input shaft 1; Outer input shaft 2; First output shaft 3; Second output shaft 4; Differential mechanism 6; One retaining driving gear 11; Three retaining driving gears 13; Seven retaining driving gears 17; Two retaining driving gears 22; Four retaining driving gears 24; First output gear 30; One retaining driven gear 31; Three retaining driven gears 33; Four retaining driven gears 34; Driven gear 38 reverses gear; Parking ratchet 39; Second output gear 40; Two retaining driven gears 42; Five retaining driven gears 45; Six retaining driven gears 46; Seven retaining driven gears 47; The differential mechanism master subtracts gear 60; First clutch C1; Second clutch C2; The first synchronizer SC1; The second synchronizer SC2; The 3rd synchronizer SC3; The 4th synchronizer SC4.
Embodiment
Below in conjunction with accompanying drawing, the utility model is done explanation further through embodiment.
Embodiment: referring to Fig. 1 and Fig. 2, the interior input shaft 1 that the dual-clutch transmission transmission device comprises coaxial setting and outer input shaft 2, first output shaft 3, second output shaft 4, first clutch C1 and second clutch C2; Outer input shaft 2 is a tubular axis, and an end of interior input shaft 1 is inserted in the outer input shaft 2, and the input end of interior input shaft 1 is corresponding with the input end of outer input shaft 2; The input end of input shaft 1 in first clutch C1 is fixedly installed in, second clutch C2 is fixedly installed in the input end of outer input shaft 2.
Be installed with seven retaining driving gears 17, a retaining driving gear 11 and three retaining driving gears, 13, three retaining driving gears 13 on the other end of interior input shaft 1 successively simultaneously as five retaining driving gears.
Be installed with four retaining driving gears 24 and two retaining driving gears, 22, four retaining driving gears 24 on the other end of outer input shaft 2 successively simultaneously as six retaining driving gears, two retaining driving gears 22 are simultaneously as reversing gear driving gear.
Be provided with Parking ratchet 39, a retaining driven gear 31, three retaining driven gears 33, four retaining driven gears 34 on first output shaft 3 successively, the driven gear 38 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 38 skies that reverse gear are enclosed within on first output shaft 3, and can rotate around first output shaft 3; Parking ratchet 39 is fixedly connected with 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; Be fixed with the first synchronizer SC1 on first output shaft 3 between a said retaining driven gear 31 and the three retaining driven gears 33, optionally the first retaining moment of torsion and the 3rd retaining moment of torsion passed to first output shaft 3; Be fixed with the second synchronizer SC2 on said four retaining driven gears 34 and first output shaft 3 between the driven gear 38 of reversing gear, optionally the 3rd retaining moment of torsion passed to first output shaft 3 with the moment of torsion that reverses gear.
Be provided with seven retaining driven gears 47, 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 seven retaining driven gears 47, five keep off driven gears 45, six retaining driven gears 46 and two keep off driven gears 42 skies and 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; Seven retaining driven gears 47 are fixedly connected with second output shaft 4; Be installed with the 4th synchronizer SC4 on second output shaft 4 between seven retaining driven gears 47 and the five retaining driven gears 45, the 4th synchronizer SC4 optionally passes to second output shaft 4 with the 7th retaining moment of torsion and the 5th retaining moment of torsion; 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.
An one retaining driving gear 11 and a retaining driven gear 31 are normal engagement; Seven retaining driving gears 17 and seven retaining driven gears 47 are normal engagement; It is normal engagement that three retaining driving gears 13 keep off driven gears 45 with three retaining driven gears 33, five simultaneously; It is normal engagement that four retaining driving gears 24 keep off driven gears 46 with four retaining driven gears 34, six simultaneously, and two retaining driving gears 22 and two retaining driven gears 42 are engagement often, and two retaining driven gears 42 are engagement often with the driven gear 38 that reverses gear.
Seven 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; Through first output gear 30 and the engagement that the differential mechanism master subtracts gear 60 moment of torsion is passed to differential mechanism 6 again, 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; Through second output gear 40 and the engagement that the differential mechanism master subtracts gear 60 moment of torsion is passed to differential mechanism 6 again, and finally by differential mechanism 6 outputting powers.
Three retaining power transmission lines: the first synchronizer SC1 and three retaining driven gears 33 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 33, the first synchronizer SC1, transfers torque to first output shaft 3; Through first output gear 30 and the engagement that the differential mechanism master subtracts gear 60 moment of torsion is passed to differential mechanism 6 again, 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, and four retaining driving gears 24 and four retaining driven gears, 34 second synchronizer SC2 via normal engagement transfer torque to first output shaft 3; Through first output gear 30 and the engagement that the differential mechanism master subtracts gear 60 moment of torsion is passed to differential mechanism 6 again, and finally by differential mechanism 6 outputting powers.
Five retaining power transmission lines: the 4th synchronizer SC4 and five retaining driven gears 45 combine; First clutch C1 is closed; Input shaft 1 in Engine torque passes to through first clutch C1 keeps off driving gears 13 and five via five of normal engagement and keeps off driven gears 45, the 4th synchronizer SC4, transfers torque to second output shaft 4; Through second output gear 40 and the engagement that the differential mechanism master subtracts gear 60 moment of torsion is passed to differential mechanism 6 again, 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 and six via six of normal engagement and keeps off driven gears 46, the 3rd synchronizer SC3, transfers torque to second output shaft 4; Through second output gear 40 and the engagement that the differential mechanism master subtracts gear 60 moment of torsion is passed to differential mechanism 6 again, and finally by differential mechanism 6 outputting powers.
Seven retaining power transmission lines: the 4th synchronizer SC4 and seven retaining driven gears 47 combine; First clutch C1 is closed; Input shaft 1 in Engine torque passes to through first clutch C1 keeps off driving gears 17 and seven via seven of normal engagement and keeps off driven gears 47, the 4th synchronizer SC4, transfers torque to second output shaft 4; Through second output gear 40 and the engagement that the differential mechanism master subtracts gear 60 moment of torsion is passed to differential mechanism 6 again, and finally by differential mechanism 6 outputting powers.
Transfer route reverses gear: the second synchronizer SC2 combines with the driven gear 38 that reverses gear; Second clutch C2 is closed; Engine torque passes to outer input shaft 2 through second clutch C2, keeps off driven gears 42 (changing the gear sense of rotation as idle pulley in the middle of reversing gear simultaneously), reverse gear driven gear 38, the second synchronizer SC2 through two retaining driving gears 22, two, transfers torque to first output shaft 3; Through first output gear 30 and the engagement that the differential mechanism master subtracts gear 60 moment of torsion is passed to differential mechanism 6 again; 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; 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 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. dual-clutch transmission transmission device; Interior input shaft (1) and the outer input shaft (2), first output shaft (3), second output shaft (4) that comprise coaxial setting; Outer input shaft (2) is a tubular axis; One end of interior input shaft (1) is plugged in the outer input shaft (2), and the input end of interior input shaft (1) is corresponding with the input end of outer input shaft (2); Saidly establish gear respectively on each, also comprise first clutch (C1) and second clutch (C2), first clutch (C1) is located at the input end of interior input shaft (1), and second clutch (C2) is located at the input end of outer input shaft (2), it is characterized in that:
Be fixed with seven retaining driving gears (17), a retaining driving gear (11) and three retaining driving gears (13) in said on the other end of input shaft (1) successively, three retaining driving gears (13) are simultaneously as five retaining driving gears;
Be fixed with four retaining driving gears (24) and two retaining driving gears (22) on the other end of said outer input shaft (2) successively, 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;
Be provided with Parking ratchet (39), a retaining driven gear (31), three retaining driven gears (33), four retaining driven gear (34), the driven gear that reverses gear (38) and first output gears (30) on said 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 (38) sky are enclosed within on first output shaft (3), and can rotate around first output shaft (3); Parking ratchet (39) is fixedly connected with 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); Be fixed with first synchronizer (SC1) on first output shaft (3) between a said retaining driven gear (31) and the three retaining driven gears (33), optionally the first retaining moment of torsion and the 3rd retaining moment of torsion passed to first output shaft (3); Be fixed with second synchronizer (SC2) on first output shaft (3) between said four retaining driven gears (34) and the driven gear that reverses gear (38), optionally the 3rd retaining moment of torsion passed to first output shaft (3) with the moment of torsion that reverses gear;
Be provided with seven retaining driven gears (47), five retaining driven gears (45), six retaining driven gears (46), two retaining driven gear (42) and second output gears (40) on said second output shaft (4) successively; Wherein seven retaining driven gears (47), 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 fixedly connected with second output shaft (4), is used for exporting the moment of torsion of second output shaft (4); Seven retaining driven gears (47) are fixedly connected with second output shaft (4); Be fixed with the 4th synchronizer (SC4) on second output shaft (4) between seven retaining driven gears (47) and the five retaining driven gears (45), the 4th synchronizer (SC4) optionally passes to second output shaft (4) with the 7th retaining moment of torsion and the 5th 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);
One retaining driving gear (11) is normal engagement with a retaining driven gear (31); Seven retaining driving gears (17) are normal engagement with seven retaining driven gears (47); Three retaining driving gears (13) are normal engagement with three retaining driven gears (33), five retaining driven gears (45) simultaneously; Four retaining driving gears (24) are normal engagement with four retaining driven gears (34), six retaining driven gears (46) simultaneously; Two retaining driving gears (22) and two retaining driven gears (42) are normal engagement, and two retaining driven gears (42) and the driven gear that reverses gear (38) are normal engagement.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011202587106U CN202152833U (en) | 2011-07-21 | 2011-07-21 | Transmission device of double clutch transmission |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2011202587106U CN202152833U (en) | 2011-07-21 | 2011-07-21 | Transmission device of double clutch transmission |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202152833U true CN202152833U (en) | 2012-02-29 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2011202587106U Expired - Fee Related CN202152833U (en) | 2011-07-21 | 2011-07-21 | Transmission device of double clutch transmission |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN202152833U (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102242796A (en) * | 2011-07-21 | 2011-11-16 | 安徽江淮汽车股份有限公司 | Double-clutch transmission actuating device for |
| CN103438159A (en) * | 2013-08-09 | 2013-12-11 | 浙江吉利汽车研究院有限公司 | Double-clutch automatic gearbox |
| CN103438161A (en) * | 2013-08-09 | 2013-12-11 | 浙江吉利汽车研究院有限公司 | Double-clutch automatic gearbox |
| 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 |
| WO2014067309A1 (en) * | 2012-10-31 | 2014-05-08 | 奇瑞汽车股份有限公司 | Dual clutch transmission |
| CN104747664A (en) * | 2013-12-30 | 2015-07-01 | 现代岱摩斯股份有限公司 | Vehicle hybrid transmission and control method thereof |
-
2011
- 2011-07-21 CN CN2011202587106U patent/CN202152833U/en not_active Expired - Fee Related
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102242796A (en) * | 2011-07-21 | 2011-11-16 | 安徽江淮汽车股份有限公司 | Double-clutch transmission actuating device for |
| WO2014067309A1 (en) * | 2012-10-31 | 2014-05-08 | 奇瑞汽车股份有限公司 | Dual clutch transmission |
| US9618086B2 (en) | 2012-10-31 | 2017-04-11 | Chery Automobile Co., Ltd. | Dual-clutch transmission |
| CN103438159A (en) * | 2013-08-09 | 2013-12-11 | 浙江吉利汽车研究院有限公司 | Double-clutch automatic gearbox |
| CN103438161A (en) * | 2013-08-09 | 2013-12-11 | 浙江吉利汽车研究院有限公司 | Double-clutch automatic gearbox |
| CN104747664A (en) * | 2013-12-30 | 2015-07-01 | 现代岱摩斯股份有限公司 | Vehicle hybrid transmission and control method thereof |
| 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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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C56 | Change in the name or address of the patentee | ||
| CP01 | Change in the name or title of a patent holder |
Address after: The East Road in Baohe District of Hefei city of Anhui Province, No. 176 230022 Patentee after: Anhui Jianghuai Automobile Group Limited by Share Ltd Address before: The East Road in Baohe District of Hefei city of Anhui Province, No. 176 230022 Patentee before: Anhui Jianghuai Automobile Co., Ltd. |
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| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20120229 Termination date: 20190721 |
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| CF01 | Termination of patent right due to non-payment of annual fee |