CN202628959U - Automatic speed changer with two clutches - Google Patents
Automatic speed changer with two clutches Download PDFInfo
- Publication number
- CN202628959U CN202628959U CN 201220188711 CN201220188711U CN202628959U CN 202628959 U CN202628959 U CN 202628959U CN 201220188711 CN201220188711 CN 201220188711 CN 201220188711 U CN201220188711 U CN 201220188711U CN 202628959 U CN202628959 U CN 202628959U
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Abstract
The utility model provides an automatic speed changer with two clutches, belongs to the technical field of machinery, and solves the technical problems that the conventional automatic speed changer with the two clutches is low in transmission efficiency and is complicated. The automatic speed changer with the two clutches comprises the clutch I, the clutch II, a differential mechanism and five parallel shafts, namely an input shaft I, an input shaft II, an output shaft I, an output shaft II and a reverse gear shaft, wherein a reverse gear synchronizer, a reverse gear driven gear and a main speed reduction gear III are sequentially arranged on the reverse gear shaft; a reverse gear driving gear is arranged on the output shaft I; the reverse gear driving gear is arranged between a second-gear driven gear and a main speed reduction gear I; and a synchronizing structure for synchronizing the reverse gear driving gear and the second-gear driven gear is arranged between the reverse gear driving gear and the second-gear driven gear. The utility model has the advantages that the overall automatic speed changer is relatively compact; power interruption is avoided during gear shifting; and a vehicle is driven comfortably and steadily.
Description
Technical field
The utility model belongs to technical field of automobile components, relates to a kind of speed changer, particularly a kind of double-clutch automatic transmission.
Background technique
Supply with more and more severelyer along with domestic petroleum, emission regulation demands is more and more stricter, and non-professional driver constantly rises simultaneously, market demand high efficiency, high-comfort, automatic transmission cheaply.The employed automatic transmission of automobile is broadly divided into three types at present: one type of hydraulic automatic speed variator AT that is made up of fluid torque converter, planetary gears and electrohydraulic control system (Automatic Transmission); One type of electric control mechanical type automatic speed variator AMT (Automated Manual Transmission) that forms by conventional fixed shaft type gearbox and dry clutch and corresponding electrohydraulic control system; Another kind of is ST CVT (Continuously Variable Transminssion).
The AT stable starting is quickened rapidly, even, soft, has become the leading products of world today's vehicular automatic transmission, but complex structure, make difficulty, cost is high, its efficient is lower simultaneously, oil consumption is higher, the atrophy day by day of the present market share.Though the AMT price is low than AT,, produce shift impact and gearshift noise because there is power interruption in shift process.Though CVT can realize real stepless change, need very high pressure between belt and the belt wheel and step up power, so big by the loss that hydraulic-pressure pump produced, transmission efficiency is low, and belt cost cost is high simultaneously, and maintenance expenses is big; Bearing torque has narrow limitation etc.
Double-clutch automatic transmission DCT (Double Clutch Transmission) has realized the power gear shifting of shift process, promptly interrupts power at shift process, has overcome the deficiency of AMT, has solved the shortcoming of AMT shift impact.The good advantages of shift quality such as AT, CVT have been kept.This makes vehicle in shift process; The power of motor can be delivered to wheel all the time, and gearshift has rapidly steadily not only guaranteed the acceleration of vehicle; And, also improved the travelling comfort of vehicle operating greatly because vehicle no longer produces the abrupt deceleration situation that causes owing to gearshift.
Two clutch gearboxes have combined the advantage of manual transmission and automatic transmission case, do not use torque-converters, then adopt two cover clutches, through the mutual alternation of two cover clutches, arrive the effect of crack gearshift continuously.Two groups of clutches are controlled odd number retaining and even number retaining respectively, are exactly particularly before gearshift, and self shifter mechanism is in advance with next shift gear engagement; After obtaining shifting commands, self shifter mechanism sends instruction to motor rapidly, and engine speed raises; This moment, previous meshed gears combined rapidly; First group of clutch decontroled fully simultaneously, accomplishes once to rise the retaining action, and the action of back by that analogy.
DCT can make the length of whole gearbox shorten owing to adopt the double output shaft structure simultaneously, and is compact more; On the basis of MT length, can arrange more gear; Gear number whole adds makes that respectively to keep off speed ratio more reasonable, can obtain better power character and economic index, reduces oil consumption.
Be to promote the technology of DCT, reduce oil consumption, make DCT can be contained on the wider vehicle, this just requires the axial dimension of DCT and radial dimension littler, so that can adaptive different vehicle.Usually all reverse gear shaft can be set on the DCT; Gear completion through being installed on the reverse gear shaft is reversed gear; The disclosed double-clutch automatic transmission of Chinese patent document [notice of authorization CN201502691U] for example; Comprise first input shaft and second input shaft and first clutch and second clutch; First input shaft is provided with first output shaft, second output shaft and the reverse gear shaft parallel with second input shaft with first input shaft with second input shaft is other: be equipped with several even number retaining driving gears that rotate synchronously with first input shaft on first input shaft; Second input shaft protrudes from and is equipped with the odd number retaining driving gear and the driving gear that reverses gear that several and second input shaft rotate synchronously on the position of first input shaft: be provided with first final gear, several driven gears on first output shaft successively: be provided with second final gear and several driven gears and the driven gear that reverses gear on second output shaft successively: main deceleration driven gear and two differential gears are installed on the differential mechanism, main deceleration driven gear respectively with first output shaft on first final gear and the engagement of second final gear on second output shaft.This speed changer needs earlier power to be reached the input gear that reverses gear when reversing gear; Be passed to second output shaft through the driven gear that reverses gear; By second output shaft transmission of power is gone out; Whole transmittance process need could be gone out transmission of power through second input shaft, second output shaft and reverse gear shaft, and not only efficient is low makes that also speed changer is complicated, has increased the volume of speed changer.
Summary of the invention
The purpose of the utility model is to have the problems referred to above to existing technology, and it is high to have proposed a kind of transmission efficiency, the double-clutch automatic transmission of compact structure.
The purpose of the utility model can realize through following technical proposal: a kind of double-clutch automatic transmission; Comprise clutch one, clutch two, differential mechanism and five axles that laterally arrange: input shaft one, input shaft two, output shaft one, output shaft two and reverse gear shaft; One end of described input shaft two is connected with clutch two, and the other end of input shaft two is provided with four retaining driving gears, two retaining driving gears and six retaining driving gears successively; Described input shaft one coaxial being located in the input shaft two, an end of input shaft one is connected with clutch one, and the other end of input shaft one passes described input shaft two and is provided with a retaining driving gear, five retaining driving gears and three retaining driving gears successively; Be provided with a retaining driven gear, one or three retaining synchronizers, three retaining driven gears, two retaining synchronizers, two retaining driven gear and final gears one on the described output shaft one successively; Be provided with five retaining synchronizers, five retaining driven gears, four retaining driven gears, four or six retaining synchronizers, six retaining driven gear and final gears two on the described output shaft two successively; Final gear one can often mesh with the main deceleration driven gear of differential mechanism with final gear two; It is characterized in that; Be provided with the synchronizer that reverses gear on the described reverse gear shaft successively, driven gear and final gear three reverse gear; Also be provided with the driving gear that reverses gear on the described output shaft one, the described driving gear that reverses gear is arranged between two retaining driven gears and the final gear one, and described reversing gear is provided with the synchronization structure that both are rotated synchronously between driving gear and the two retaining driven gears.
This double-clutch automatic transmission also comprises the self shifter mechanism by ECU control; When vehicle was in the Parking state, clutch one was in separated state with clutch two, not transferring power; When vehicle was started to walk with a retaining, self shifter mechanism engaged one or three retaining synchronizers and a retaining driven gear, and gear switches to a retaining, and clutch one combines, and clutch two keeps off state, and vehicle begins to keep off operation with one; Vehicle is in when operation retaining, because this moment, clutch two was in separated state, and transferring power not; When vehicle quickens, when reaching the shifting points near two retainings, self shifter mechanism can change to two retainings in advance with gear; Be about to two or four retaining synchronizers and engage with two retaining driven gears, when hanging two retainings, clutch one separates; Clutch two engages, and whole shift process finishes, and vehicle changes to two retainings; After vehicle got into two retaining operations, ECU can be according to the current running state of relevant sensor signals perception vehicle, and then judges that vehicle is about to get into the gear of operation; If vehicle quickens; Then next gear is three retainings, if vehicle deceleration, then next gear is a retaining; And a retaining and three retainings are by clutch one control; Because clutch one is in separated state, transferring power not is so can instruct self shifter mechanism to change to the gear that is about to the work of getting in advance; When vehicle operating reaches shifting points; Clutch two separation that only need will work, clutch one engages simultaneously, and vehicle just can be hung and corresponding gear; During reversing, gear is hung into the gear that reverses gear, and clutch two engages; Clutch one separates, and power passes to input shaft two through clutch two, passes to the retaining of two on the output shaft one driven gear through two retaining driving gears on the input shaft two; Give the driving gear that reverses gear through synchronization structure with transmission of power, pass to the driven gear that reverses gear, synchronizer passes to reverse gear shaft through reversing gear; Pass to main deceleration driven gear through final gear three, send out power through differential mechanism.Making two retaining driving gears can drive the driving gear that reverses gear through synchronization structure rotates; The process of reversing gear so just can directly be gone out power transmission through reverse gear shaft; Reduced the process of the transmission of power of reversing gear; Reduced the loss of power, it is compact more to make that the more smoothness of reversing gear, while make that also complete machine becomes.
In the double-clutch automatic transmission of the above; Described synchronization structure is a synchronous bearing; The inner ring of described synchronous bearing is fixed on the output shaft one, and described two retaining driven gears are fixed on the synchronizing shaft bearing outer-ring, and can be meshed with two above-mentioned retaining driving gears; The described driving gear that reverses gear also is fixed on the synchronizing shaft bearing outer-ring, and can be meshed with the driven gear that reverses gear.During two retainings, two retaining driving gears drive two retaining driven gears rotations, and with transmission of power to output shaft one, the outer ring of bearing drives the driving gear rotation of reversing gear synchronously simultaneously through two retaining synchronizers, and the driving gear that reverses gear rotates and drives the driven gear idle running of reversing gear; When reversing gear, two retaining driving gears drive two retaining driven gears and rotate idle running, and the outer ring of bearing drives the driving gear that reverses gear and rotates synchronously simultaneously, and the driving gear that reverses gear rotates and drives the driven gear that reverses gear and rotate, through the synchronizer that reverses gear with transmission of power to reverse gear shaft.
In the double-clutch automatic transmission of the above, described final gear three often meshes with the main deceleration driven gear of differential mechanism.
In the double-clutch automatic transmission of the above; A described retaining driving gear and a retaining driven gear often mesh; Described five retaining driving gears and five retaining driven gears often mesh; Described three retaining driving gears and three retaining driven gears often mesh, and described four retaining driving gears and four retaining driven gears often mesh, and described six retaining driving gears and six retaining driven gears often mesh.
Compared with prior art, this double-clutch automatic transmission has following advantage:
1, through two retaining driven gears and the driving gears that reverse gear being fixed on the outer ring of synchronous bearing, the driving gear that will reverse gear is arranged on the output shaft one, has reduced the reverse gear shaft number that cogs, and it is shorter to make that reverse gear shaft can design, and makes complete machine compacter.
2, the final gear through reverse gear shaft three is gone out transmission of power, has reduced the path that the process medium power that reverses gear transmits, and reduces the loss of power in transmittance process, make automobile fuel consumption still less.
3, through the switching between clutch one and the clutch two and shift to an earlier date change to corresponding gear, make power failure-free when gearshift to make driving more comfortable steadily.
Description of drawings
Fig. 1 is the structural representation of these six speed double-clutch formula automatic transmission.
Among the figure, 1, final gear two; 2, six retaining driven gears; 3, four or six retaining synchronizers; 4, four retaining driven gears; 5, six retaining driving gears; 6, two retaining driving gears; 7, four retaining driving gears; 8, five retaining driven gears; 9, three retaining driving gears; 10, five retaining synchronizers; 11, output shaft two; 12, five retaining driving gears; 13, a retaining driving gear; 14, input shaft one; 15, input shaft two; 16, output shaft one; 17, a retaining driven gear; 18, one or three retaining synchronizers; 19, three retaining driven gears; 20, two retaining synchronizers; 21, two retaining driven gears; 22, the synchronizer that reverses gear; 23, the driving gear that reverses gear; 24, the driven gear that reverses gear; 25, final gear one; 26, final gear three; 27, reverse gear shaft; 28, synchronous bearing; 29a, clutch one; 29b, clutch two; 30, differential mechanism; 31, main deceleration driven gear.
Embodiment
Below be the specific embodiment of the utility model and combine accompanying drawing, the technological scheme of the utility model is done further to describe, but the utility model is not limited to these embodiments.
As shown in Figure 1; A kind of double-clutch automatic transmission; Comprise clutch one 29a, clutch two 29b, differential mechanism 30 and five axles that laterally arrange: input shaft 1, input shaft 2 15, output shaft 1, output shaft 2 11 and reverse gear shaft 27; One end of input shaft 2 15 is connected with clutch two 29b, and the other end of input shaft 2 15 is provided with four retaining driving gears 7, two successively and keeps off driving gears 6 and six retaining driving gears 5; Input shaft one 14 coaxial being located in the input shaft 2 15; One end of input shaft 1 is connected with clutch one 29a, and the other end of input shaft 1 passes described input shaft 2 15 and is provided with a retaining driving gear 13, five successively and keeps off driving gears 12 and three retaining driving gears 9; Be provided with retaining driven gear 17,1 retaining synchronizers 18, three retaining driven gears 19, two retaining synchronizers 20, two retaining driven gear 21 and final gears 1 on the output shaft 1 successively; Be provided with five retaining synchronizers 10, five retaining driven gears 8, four retaining driven gears, 4,46 retaining synchronizers 3, six retaining driven gear 2 and final gears 21 on the output shaft 2 11 successively, final gear 1 can often mesh with the main deceleration driven gear 31 of differential mechanism 30 with final gear 21; An one retaining driving gear 13 and a retaining driven gear 17 often mesh; Described five retaining driving gears 12 and five retaining driven gears 8 often mesh; Three retaining driving gears 9 and three retaining driven gears 19 often mesh; Four retaining driving gears 7 and four retaining driven gears 4 often mesh, and six retaining driving gears 5 and six retaining driven gears 2 often mesh.
Be provided with the synchronizer 22 that reverses gear on the reverse gear shaft 27 successively, reverse gear driven gear 24 and final gear 3 26, final gear 3 26 often meshes with the main deceleration driven gear 31 of differential mechanism 30.Also be provided with the driving gear 23 that reverses gear on the output shaft 1, the driving gear 23 that reverses gear is arranged between two retaining driven gears 21 and the final gear 1, reverses gear to be provided with the synchronization structure that both are rotated synchronously between driving gear 23 and the two retaining driven gears 21.
Synchronization structure is a synchronous bearing 28, and the inner ring of bearing 28 is fixed on the output shaft 1 synchronously, and two retaining driven gears 21 are fixed on synchronous bearing 28 outer rings, and can be meshed with two above-mentioned retaining driving gears 6; The driving gear 23 that reverses gear also is fixed on synchronous bearing 28 outer rings, and can be meshed with the driven gear 24 that reverses gear.During two retainings; Two retaining driving gears 6 drive two retaining driven gears 21 and rotate; With transmission of power to output shaft 1, the outer ring of bearing 28 drives driving gear 23 rotations of reversing gear synchronously simultaneously through two retaining synchronizers 20, and the driving gear 23 that reverses gear rotates and drives driven gear 24 idle running of reversing gear; When reversing gear; Two retaining driving gears 6 drive two retaining driven gears 21 and rotate idle running; Simultaneously synchronously the outer ring of bearing 28 drives the driving gear 23 that reverses gear and rotates, and the driving gear 23 that reverses gear rotates and drives the driven gear 24 that reverses gear and rotate, through the synchronizer 22 that reverses gear with on transmission of power to the reverse gear shaft 27.
This double-clutch automatic transmission also comprises the self shifter mechanism by ECU control; When vehicle was in the Parking state, clutch one 29a and clutch two 29b were in separated state, not transferring power; When vehicle was started to walk with a retaining, self shifter mechanism engaged one or three retaining synchronizers 18 and a retaining driven gear 17, and gear switches to a retaining, and clutch one 29a combines, and clutch two 29b keep off state, and vehicle begins to move with a retaining; Vehicle is in when operation retaining, because this moment, clutch two 29b were in separated state, and transferring power not; When vehicle quickens, when reaching the shifting points near two retainings, self shifter mechanism can change to two retainings in advance with gear; Be about to two or four retaining synchronizers and engage with two retaining driven gears 21, when hanging two retainings, clutch one 29a separates; Clutch two 29b engage, and whole shift process finishes, and vehicle changes to two retainings; After vehicle got into two retaining operations, ECU can be according to the current running state of relevant sensor signals perception vehicle, and then judges that vehicle is about to get into the gear of operation; If vehicle quickens; Then next gear is three retainings, if vehicle deceleration, then next gear is a retaining; And a retaining and three retainings are controlled by clutch one 29a; Because clutch one 29a is in separated state, transferring power not is so can instruct self shifter mechanism to change to the gear that is about to the work of getting in advance; When vehicle operating reaches shifting points; Only need clutch two 29b that will work to separate, clutch one 29a engages simultaneously, and vehicle just can be hung and corresponding gear.
Concrete power transmission line is following:
One retaining power transmission line: power passes to input shaft 1 through clutch one 29a; Pass to a retaining driven gear 17 through a retaining driving gear 13 on the input shaft 1; Pass to output shaft 1 through one or three retaining synchronizers 18; Pass to main deceleration driven gear 31 through final gear 1, send out power through differential mechanism 30.
Two retaining power transmission lines: power passes to input shaft 2 15 through clutch two 29b; Pass to two retaining driven gears 21 through two retaining driving gears 6 on the input shaft 2 15; Pass to output shaft 1 through two retaining synchronizers 20; Pass to main deceleration driven gear 31 through final gear 1, send out power through differential mechanism 30.
Three retaining power transmission lines: power passes to input shaft 1 through clutch one 29a; Pass to three retaining driven gears 19 through three retaining driving gears 9 on the input shaft 1; Pass to output shaft 1 through one or three retaining synchronizers 18; Pass to main deceleration driven gear 31 through final gear 1, send out power through differential mechanism 30.
Four retaining power transmission lines: power passes to input shaft 2 15 through clutch two 29b; Pass to four retaining driven gears 4 through four retaining driving gears 7 on the input shaft 1; Pass to output shaft 2 11 through four or six retaining synchronizers 3; Pass to main deceleration driven gear 31 through final gear 21, send out power through differential mechanism 30.
Five retaining power transmission lines: power passes to input shaft 1 through clutch one 29a; Pass to five retaining driven gears 8 through five retaining driving gears 12 on the input shaft 1; Pass to output shaft 2 11 through five retaining synchronizers 10; Pass to main deceleration driven gear 31 through final gear 21, send out power through differential mechanism 30.
Six retaining power transmission lines: power passes to input shaft 2 15 through clutch two 29b; Pass to six retaining driven gears 2 through six retaining driving gears 5 on the input shaft 2 15; Pass to output shaft 2 11 through four or six retaining synchronizers 3; Pass to main deceleration driven gear 31 through final gear 21, send out power through differential mechanism 30.
During reversing, gear is hung into the gear that reverses gear, and clutch two 29b engage; Clutch one 29a separates; Power passes to input shaft 2 15 through clutch two 29b, passes to the retaining of two on the output shaft 1 driven gear 21 through two retaining driving gears 6 on the input shaft 2 15, gives the driving gear 23 that reverses gear through synchronization structure with transmission of power; Pass to the driven gear 24 that reverses gear; Pass to reverse gear shaft 27 through the synchronizer 22 that reverses gear, pass to main deceleration driven gear 31, send out power through differential mechanism 30 through final gear 3 26.
Making two retaining driving gears 6 can drive the driving gear 23 that reverses gear through the outer ring that the two retaining driven gears 21 and the driving gear 23 that reverses gear is fixed on synchronous bearing 28 rotates; The process of reversing gear so just can directly be gone out power transmission through reverse gear shaft 27; Reduced the process of the transmission of power of reversing gear; Reduced the loss of power, it is compact more to make that the more smoothness of reversing gear, while make that also complete machine becomes.
Specific embodiment described herein only is that the utility model spirit is illustrated.The utility model person of ordinary skill in the field can make various modifications or replenishes or adopt similar mode to substitute described specific embodiment, but can't depart from the spirit of the utility model or surmount the defined scope of appended claims.
Although this paper has used final gear 21 morely; Six retaining driven gears 2; Four or six retaining synchronizers 3; Four retaining driven gears 4; Six retaining driving gears 5; Two retaining driving gears 6; Four retaining driving gears 7; Five retaining driven gears 8; Three retaining driving gears 9; Five retaining synchronizers 10; Output shaft 2 11; Five retaining driving gears 12; One retaining driving gear 13; Input shaft 1; Input shaft 2 15; Output shaft 1; One retaining driven gear 17; One or three retaining synchronizers 18; Three retaining driven gears 19; Two retaining synchronizers 20; Two retaining driven gears 21; Synchronizer 22 reverses gear; Driving gear 23 reverses gear; Driven gear 24 reverses gear; Final gear 1; Final gear 3 26; Reverse gear shaft 27; Synchronous bearing 28; Clutch one 29a; Clutch two 29b; Differential mechanism 30; Main deceleration driven gear 31 terms such as grade, but do not get rid of the possibility of using other term.Using these terms only is in order to describe and explain the essence of the utility model more easily; It all is contrary with the utility model spirit being construed to any additional restriction to them.
Claims (4)
1. double-clutch automatic transmission; Comprise clutch one (29a), clutch (29b), differential mechanism (30) and five axles that laterally arrange: input shaft one (14), input shaft two (15), output shaft one (16), output shaft two (11) and reverse gear shaft (27); One end of described input shaft two (15) is connected with clutch (29b), and the other end of input shaft two (15) is provided with four retaining driving gears (7), two retaining driving gears (6) and six retaining driving gears (5) successively; Described input shaft one (14) coaxial being located in the input shaft two (15); One end of input shaft one (14) is connected with clutch one (29a), and the other end of input shaft one (14) passes described input shaft two (15) and is provided with a retaining driving gear (13), five retaining driving gears (12) and three retaining driving gears (9) successively; Be provided with a retaining driven gear (17), one or three retaining synchronizers (18), three retaining driven gears (19), two retaining synchronizers (20), two retaining driven gear (21) and final gears one (25) on the described output shaft one (16) successively; Be provided with five retaining synchronizers (10), five retaining driven gears (8), four retaining driven gears (4), four or six retaining synchronizers (3), six retaining driven gear (2) and final gears two (1) on the described output shaft two (11) successively; Final gear one (25) and final gear two (1) can mesh with the main deceleration driven gear (31) of differential mechanism (30) is normal; It is characterized in that; Be provided with the synchronizer that reverses gear (22), the driven gear that reverses gear (24) and final gear three (26) on the described reverse gear shaft (27) successively; Also be provided with the driving gear that reverses gear (23) on the described output shaft one (16); The described driving gear that reverses gear (23) is arranged between two retaining driven gears (21) and the final gear one (25), is provided with the synchronization structure that both are rotated synchronously between described driving gear that reverses gear (23) and the two retaining driven gears (21).
2. double-clutch automatic transmission according to claim 1; It is characterized in that; Described synchronization structure is a synchronous bearing (28); The inner ring of described synchronous bearing (28) is fixed on the output shaft one (16), and described two retaining driven gears (21) are fixed on synchronous bearing (28) outer ring, and can be meshed with two above-mentioned retaining driving gears (6); The described driving gear that reverses gear (23) also is fixed on synchronous bearing (28) outer ring, and can be meshed with the driven gear that reverses gear (24).
3. double-clutch automatic transmission according to claim 1 and 2 is characterized in that, described final gear three (26) and the normal engagement of the main deceleration driven gear (31) of differential mechanism (30).
4. double-clutch automatic transmission according to claim 1 and 2; It is characterized in that; A described retaining driving gear (13) and the normal engagement of a retaining driven gear (17), described five retaining driving gears (12) and the normal engagement of five retaining driven gears (8), described three retaining driving gears (9) and the normal engagement of three retaining driven gears (19); Described four retaining driving gears (7) and the normal engagement of four retaining driven gears (4), described six retaining driving gears (5) and the normal engagement of six retaining driven gears (2).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201220188711 CN202628959U (en) | 2012-04-27 | 2012-04-27 | Automatic speed changer with two clutches |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 201220188711 CN202628959U (en) | 2012-04-27 | 2012-04-27 | Automatic speed changer with two clutches |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202628959U true CN202628959U (en) | 2012-12-26 |
Family
ID=47382164
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 201220188711 Expired - Fee Related CN202628959U (en) | 2012-04-27 | 2012-04-27 | Automatic speed changer with two clutches |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN202628959U (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101470203B1 (en) * | 2013-08-05 | 2014-12-05 | 현대 파워텍 주식회사 | Eight speed transmission applyed double clutch |
| CN107165988A (en) * | 2017-06-23 | 2017-09-15 | 上海粒沣传动技术有限公司 | One kind two keeps off fixed axle gearbox |
| CN108180261A (en) * | 2018-02-01 | 2018-06-19 | 淮阴工学院 | A kind of automatic mechanical transmission speed change system |
| CN113417976A (en) * | 2021-07-20 | 2021-09-21 | 山东农富传动科技有限公司 | Novel automatic gear shifting speed change assembly |
| CN113685506A (en) * | 2020-05-18 | 2021-11-23 | 广州汽车集团股份有限公司 | Ten keep off two separation and reunion derailleurs and vehicle |
| CN113685503A (en) * | 2020-05-18 | 2021-11-23 | 广州汽车集团股份有限公司 | Ten keep off two separation and reunion derailleurs and vehicle |
-
2012
- 2012-04-27 CN CN 201220188711 patent/CN202628959U/en not_active Expired - Fee Related
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101470203B1 (en) * | 2013-08-05 | 2014-12-05 | 현대 파워텍 주식회사 | Eight speed transmission applyed double clutch |
| CN107165988A (en) * | 2017-06-23 | 2017-09-15 | 上海粒沣传动技术有限公司 | One kind two keeps off fixed axle gearbox |
| CN107165988B (en) * | 2017-06-23 | 2024-01-30 | 上海粒沣传动技术有限公司 | Two keep off dead axle formula gearbox |
| CN108180261A (en) * | 2018-02-01 | 2018-06-19 | 淮阴工学院 | A kind of automatic mechanical transmission speed change system |
| CN108180261B (en) * | 2018-02-01 | 2023-12-22 | 淮阴工学院 | Speed changing system of mechanical automatic transmission |
| CN113685506A (en) * | 2020-05-18 | 2021-11-23 | 广州汽车集团股份有限公司 | Ten keep off two separation and reunion derailleurs and vehicle |
| CN113685503A (en) * | 2020-05-18 | 2021-11-23 | 广州汽车集团股份有限公司 | Ten keep off two separation and reunion derailleurs and vehicle |
| CN113685506B (en) * | 2020-05-18 | 2024-03-22 | 广州汽车集团股份有限公司 | Ten-gear double-clutch transmission and vehicle |
| CN113685503B (en) * | 2020-05-18 | 2024-03-22 | 广州汽车集团股份有限公司 | Ten-gear double-clutch transmission and vehicle |
| CN113417976A (en) * | 2021-07-20 | 2021-09-21 | 山东农富传动科技有限公司 | Novel automatic gear shifting speed change assembly |
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