CN210637467U - Vehicle dual-clutch automatic transmission system and vehicle - Google Patents
Vehicle dual-clutch automatic transmission system and vehicle Download PDFInfo
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- CN210637467U CN210637467U CN201921684455.4U CN201921684455U CN210637467U CN 210637467 U CN210637467 U CN 210637467U CN 201921684455 U CN201921684455 U CN 201921684455U CN 210637467 U CN210637467 U CN 210637467U
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Abstract
The utility model provides a two separation and reunion automatic gearbox transmission systems of vehicle and vehicle, two separation and reunion automatic gearbox transmission systems of vehicle include: the double-clutch transmission comprises a double clutch, a first input shaft, a second input shaft, a plurality of driving gears, a first output shaft, a second output shaft, a plurality of driven gears, a plurality of synchronizers, a parking ratchet wheel and a differential mechanism. At least one driving gear comprises at least two parts of gear teeth, and the at least two parts of gear teeth are staggered and meshed with at least two corresponding driven gears. The utility model discloses a two separation and reunion automatic gearbox transmission systems of vehicle, through the mode that adopts at least one driving gear staggered meshing design, make every partial gear tooth pair with the different driven gear who corresponds respectively, can effectively reduce the axial length of this driving gear, reduce two separation and reunion automatic gearbox transmission systems of vehicle's space, guarantee that two separation and reunion automatic gearbox transmission systems of vehicle obtain good dynamic nature in less space size within range.
Description
Technical Field
The utility model relates to a vehicle technical field especially relates to a two separation and reunion automatic gearbox transmission systems of vehicle and have this two separation and reunion automatic gearbox transmission systems's vehicle.
Background
In the development of the current automobile industry, energy conservation and emission reduction become the main design direction, and the design requirements of the whole automobile on the transmission become stricter, so that the double-clutch automatic transmission with high efficiency and high comfort gradually becomes the development trend. The drive train structure in the dual clutch automatic transmission is an important component of the whole transmission and is a primary condition for subsequent hardware and software design, so that the dual clutch transmission has higher and higher requirements on the arrangement structure of a transmission scheme. Within a certain space size range, the improvement of the power performance and the economical efficiency of the whole vehicle becomes a development direction of the transmission. Currently, low cost has been an important development direction of the transmission in order to obtain better power performance and economy, wider speed ratio range and more reasonable speed ratio distribution.
SUMMERY OF THE UTILITY MODEL
The utility model discloses an it is big, with high costs problem in solution prior art's derailleur transmission system space.
Particularly, the utility model provides a vehicle double clutch automatic gearbox transmission system, include:
a double clutch;
the double-clutch transmission comprises a first input shaft and a second input shaft which are coaxially arranged, wherein the second input shaft is sleeved on at least one part of the first input shaft and is respectively connected with the double clutches so as to transmit power to the first input shaft and the second input shaft through the double clutches;
a plurality of driving gears arranged on the first input shaft and the second input shaft at intervals, wherein at least one driving gear comprises at least two parts of gear teeth to be staggered and meshed with at least two corresponding driven gears;
the first output shaft and the second output shaft are arranged on two sides of the first input shaft and the second input shaft;
the driven gears are respectively arranged on the first output shaft and the second output shaft and correspond to the driving gears so as to respectively form a plurality of gear gears;
the first output shaft and the second output shaft are respectively provided with a plurality of synchronizers, and each synchronizer is switchable on two adjacent gear gears to output corresponding gear power;
the parking ratchet wheel is arranged on the second output shaft;
a differential coupled with the first output shaft and the second output shaft to receive power transmitted by the first output shaft and the second output shaft.
Furthermore, the first input shaft is provided with three driving gears, one of the driving gears is formed into a triple gear, and the triple gear comprises a first gear tooth and a second gear tooth so as to be staggered and meshed with the two corresponding driven gears.
Further, the driving gear formed as the triple gear is configured as an 3/5-speed driving gear, one of the driven gears on the first output shaft is meshed with the 3/5-speed driving gear to form a 3-speed driven gear, and one of the driven gears on the second output shaft is meshed with the 3/5-speed driving gear to form a 5-speed driven gear.
Further, the 3/5 th gear driving gear is fixedly connected with the first input shaft.
Further, a 7-gear driving gear and a 1-gear driving gear are further formed on the plurality of driving gears on the first input shaft, the 7-gear driving gear, the 1-gear driving gear and the 3/5-gear driving gear are sequentially arranged on the first input shaft at intervals, one driven gear on the second output shaft is meshed with the 7-gear driving gear to form a 7-gear driven gear, and one driven gear on the first output shaft is meshed with the 1-gear driving gear to form a 1-gear driven gear.
Further, the second input shaft includes two driving gears, the two driving gears are 4/6 th driving gear and 2 nd driving gear respectively, the 4/6 th driving gear is adjacent to the 3/5 th driving gear, one driven gear on the first output shaft is meshed with the 4/6 th driving gear to form a 4 th driven gear, one driven gear on the second output shaft is meshed with the 4/6 th driving gear to form a 6 th driven gear, and one driven gear on the second output shaft is meshed with the 2 nd driving gear to form a 2 nd driven gear.
Further, one of the driven gears on the first output shaft is an R-stage driven gear, and the R-stage driven gear is meshed with the 2-stage driven gear.
Furthermore, the number of the synchronizers is 4, the four synchronizers are respectively a first synchronizer, a second synchronizer, a third synchronizer and a fourth synchronizer, the first synchronizer and the second synchronizer are arranged on the first output shaft, the first synchronizer is positioned between the 1-gear driven gear and the 3-gear driven gear, and the second synchronizer is positioned between the 4-gear driven gear and the R-gear driven gear; the third synchronizer and the fourth synchronizer are arranged on the second output shaft, the third synchronizer is positioned between the 7-gear driven gear and the 5-gear driven gear, and the fourth synchronizer is positioned between the 6-gear driven gear and the 2-gear driven gear.
Furthermore, a first output gear and a second output gear are respectively arranged on the first output shaft and the second output shaft, and the first output gear and the second output gear are respectively meshed with the differential.
The utility model also provides a vehicle, including the vehicle two separation and reunion automatic gearbox transmission system in above-mentioned embodiment.
The utility model discloses a have a plurality of driving gears among the vehicle double clutch automatic gearbox transmission system, wherein at least one driving gear includes two at least parts gear teeth to and rather than two at least driven gear meshing of staggering that corresponds. Through adopting the mode of stagger meshing design with at least one driving gear, make every partial gear tooth pair with the different driven gear who corresponds respectively, can effectively reduce the axial length of this driving gear, reduce vehicle dual clutch automatic gearbox transmission system's space, guarantee vehicle dual clutch automatic gearbox transmission system in littleer space size scope, obtain good dynamic property. And adopt the driving gear of stagger meshing design, can effectively improve gear strength, increase of service life.
Further, the utility model discloses a vehicle double clutch automatic gearbox transmission system, 3/5 shelves driving gear and first input shaft fixed connection. That is to say, the 3/5 th gear driving gear and the first input shaft are integrally processed and formed, so that the processing cost is greatly reduced, and the processing cost of the transmission system of the vehicle dual-clutch automatic transmission is reduced.
The above and other objects, advantages and features of the present invention will become more apparent to those skilled in the art from the following detailed description of specific embodiments thereof, taken in conjunction with the accompanying drawings.
Drawings
Some specific embodiments of the present invention will be described in detail hereinafter, by way of illustration and not by way of limitation, with reference to the accompanying drawings. The same reference numbers in the drawings identify the same or similar elements or components. Those skilled in the art will appreciate that the drawings are not necessarily drawn to scale. In the drawings:
fig. 1 is a schematic structural diagram of a vehicle dual clutch automatic transmission system according to an embodiment of the present invention.
Reference numerals:
a vehicle dual clutch automatic transmission driveline 100;
a double clutch 10;
a first input shaft 21; a second input shaft 22;
a 1 st gear drive gear 31; a 2-gear driving gear 32; 3/5 gear drive gear 33; a first gear tooth 331; the second gear tooth 332; 4/6 gear drive gear 34; a 7-gear driving gear 35;
a first output shaft 41; a second output shaft 42;
a 1-speed driven gear 51; a 2-speed driven gear 52; a 3-speed driven gear 53; a 4-speed driven gear 54; a 5-speed driven gear 55; a 6-th driven gear 56; a 7-speed driven gear 57; an R-range driven gear 58;
a first synchronizer 61; a second synchronizer 62; a third synchronizer 63; a fourth synchronizer 64;
a first output gear 71; a second output gear 72;
a parking ratchet 80;
a differential 90.
Detailed Description
The utility model discloses a two separation and reunion automatic transmission system 100 of vehicle mainly comprises double clutch 10, first input shaft 21, second input shaft 22, a plurality of driving gear, first output shaft 41, second output shaft 42, a plurality of driven gear, a plurality of synchronous ware, parking ratchet 80 and differential mechanism 90. The first input shaft 21 and the second input shaft 22 are coaxially arranged, the second input shaft 22 is sleeved on at least one part of the first input shaft 21 through a bearing, the first input shaft 21 and the second input shaft 22 are respectively connected with the double clutch 10 through splines, and the double clutch 10 can transmit power to the first input shaft 21 and the second input shaft 22.
A plurality of drive gears are arranged on the first input shaft 21 and the second input shaft 22 at intervals. Wherein, at least one driving gear comprises at least two parts of gear teeth to be staggered and meshed with at least two driven gears corresponding to the driving gear. By adopting the staggered meshing design mode for at least one driving gear, each part of gear teeth are respectively matched with different corresponding driven gears, the axial length of the driving gear can be effectively reduced, the space of the vehicle dual-clutch automatic transmission system 100 is reduced, and the vehicle dual-clutch automatic transmission system 100 is ensured to obtain good dynamic performance within a smaller space size range. And adopt the driving gear of stagger meshing design, can effectively improve gear strength, increase of service life.
The first and second output shafts 41 and 42 are disposed on both sides of the first and second input shafts 21 and 22, a plurality of driven gears are mounted on the first and second output shafts 41 and 42, respectively, and the driven gears on the first and second input shafts 21 and 22 correspond to a plurality of driving gears, respectively, to form a plurality of gear stages, respectively. A plurality of synchronizers are respectively installed on the first output shaft 41 and the second output shaft 42, each synchronizer is switchable on two adjacent gear gears, corresponding gear power can be output through switching of the synchronizers between the two adjacent gear gears, and automatic speed changing of the vehicle dual-clutch automatic transmission system 100 is achieved. A parking ratchet 80 is mounted on the second output shaft 42, and the parking ratchet 80 may perform a parking function. A differential 90 is connected to the first output shaft 41 and the second output shaft 42, the differential 90 can receive power transmitted by the first output shaft 41 and the second output shaft 42, and the power can be transmitted to the left and right wheels of the vehicle through the differential 90. Of course, the specific structure and operation of the synchronizer, the parking ratchet 80, and the differential 90 are understood and can be implemented by those skilled in the art, and will not be described in detail herein.
Therefore, the utility model discloses a two separation and reunion automatic gearbox transmission systems 100 of vehicle, through the mode that adopts at least one driving gear staggered meshing design, make every partial gear tooth pair with the different driven gear who corresponds respectively, can effectively reduce the axial length of this driving gear, reduce two separation and reunion automatic gearbox transmission systems 100's of vehicle space, guarantee that two separation and reunion automatic gearbox transmission systems 100 of vehicle obtain good dynamic nature in littleer space size within range. And adopt the driving gear of stagger meshing design, can effectively improve gear strength, increase of service life.
According to the utility model discloses an embodiment, install three driving gear on the first input shaft 21, one of them driving gear adopts the trigeminy gear, and the trigeminy gear includes first gear tooth 331 and second gear tooth 332 to stagger the meshing with two driven gear rather than corresponding. At present, the common gear of current gear mainly adopts similar tooth width design, and the triple gear of this application adopts the design of staggering meshing common tooth, falls into first gear tooth 331 and second gear tooth 332's two parts with triple gear, pairs with two driven gear respectively through first gear tooth 331 and second gear tooth 332, when reducing gear axial length, can also improve the intensity of gear, guarantees that vehicle double clutch automatic gearbox transmission 100 is in littleer space size within range, obtains good dynamic property.
In some embodiments of the present invention, the driving gear formed as the triple gear is configured as the 3/5-gear driving gear 33, one driven gear on the first output shaft 41 is engaged with the first gear tooth 331 of the 3/5-gear driving gear 33 to form the 3-gear driven gear 53, and one driven gear on the second output shaft 42 is engaged with the second gear tooth 332 of the 3/5-gear driving gear 33 to form the 5-gear driven gear 55. The 3/5 gear driving gear 33 and the first input shaft 21 are fixedly connected, that is, the 3/5 gear driving gear 33 and the first input shaft 21 can be integrally formed, so that the processing cost is greatly reduced, and the processing cost of the vehicle dual clutch automatic transmission system 100 is reduced.
According to an embodiment of the present invention, the plurality of driving gears on the first input shaft 21 are further formed with a 7-gear driving gear 35 and a 1-gear driving gear 31. Wherein, the 7 th driving gear 35, the 1 st driving gear 31 and the 3/5 th driving gear 33 are sequentially spaced apart on the first input shaft 21, one driven gear on the second output shaft 42 is meshed with the 7 th driving gear 35 to form the 7 th driven gear 57, and one driven gear on the first output shaft 41 is meshed with the 1 st driving gear 31 to form the 1 st driven gear 51. The second input shaft 22 includes two driving gears, which are an 4/6-th driving gear 34 and a 2-th driving gear 32, respectively, the 4/6-th driving gear 34 is adjacent to the 3/5-th driving gear 33, a driven gear on the first output shaft 41 is meshed with the 4/6-th driving gear 34 to form a 4-th driven gear 54, a driven gear on the second output shaft 42 is meshed with the 4/6-th driving gear 34 to form a 6-th driven gear 56, and a driven gear on the second output shaft 42 is meshed with the 2-th driving gear 32 to form a 2-th driven gear 52. One driven gear on the first output shaft 41 may be formed as an R-speed driven gear 58, and the R-speed driven gear 58 is meshed with the 2-speed driven gear 52.
According to the utility model discloses an embodiment, the synchronous ware is 4, and four synchronous wares are first synchronous ware 61, second synchronous ware 62, third synchronous ware 63 and fourth synchronous ware 64 respectively, and first synchronous ware 61 and second synchronous ware 62 are installed on first output shaft 41 through the spline respectively. The first synchronizer 61 is located between the 1 st and 3 rd driven gears 51, 53, forming an 1/3 th gear synchronizer. The second synchronizer 62 is located between the 4 th and R-th driven gears 54, 58, forming a 4/R synchronizer. The third synchronizer 63 and the fourth synchronizer 64 are spline-mounted on the second output shaft 42, and the third synchronizer 63 is located between the 7 th driven gear 57 and the 5 th driven gear 55, forming an 5/7 th synchronizer. The fourth synchronizer 64 is located between the 6 th and 2 nd driven gears 56, 52, forming 2/6 synchronizers.
In some embodiments of the present invention, the first output gear 71 and the second output gear 72 are further mounted on the first output shaft 41 and the second output shaft 42, respectively, and the first output gear 71 and the second output gear 72 are engaged with the differential 90, respectively, so as to transmit the power transmitted by the dual clutch 10 to the differential 90 through the first output gear 71 or the second output gear 72, and the differential 90 transmits the power to the left and right wheels of the vehicle.
To sum up, the utility model discloses a vehicle double clutch automatic gearbox transmission system 100 is through adopting the mode of staggering meshing design with 3/5 shelves driving gear 33, pairs with two 3 grades of driven gear 53 and 5 grades of driven gear 55 respectively through two half-teeth, effectively reduces the axial length of this driving gear, reduces vehicle double clutch automatic gearbox transmission system 100's space, guarantees vehicle double clutch automatic gearbox transmission system 100 in littleer space size within range, obtains good dynamic nature. And the 3/5 gear driving gear 33 and the first input shaft 21 are integrally processed and molded, so that the processing cost is greatly reduced, and the processing cost of the vehicle dual-clutch automatic transmission system 100 is reduced.
The operation of the dual clutch automatic transmission 100 of the present invention will be described with reference to the accompanying drawings.
When the vehicle is in the 1-speed condition, the double clutch 10 is engaged with the first input shaft 21, and the 1/3-speed synchronizer is engaged with the 1-speed driven gear 51. Power is input through the dual clutch 10 and transmitted to the first input shaft 21, the first input shaft 21 transmits power to the 1 st driven gear 51 and the 1/3 th synchronizer through the 1 st driving gear 31, and finally, the 1/3 th synchronizer transmits power to the differential 90 through the first output shaft 41 and outputs power.
When the vehicle is in the 2 nd gear condition, the dual clutch 10 is engaged with the second input shaft 22 and the 2/6 th gear synchronizer is engaged with the 2 nd driven gear 52. Power is input through the dual clutch 10 and transmitted to the second input shaft 22, the second input shaft 22 transmits power to the 2 nd driven gear 52 and the 2/6 th synchronizer through the 2 nd driving gear 32, and finally is transmitted to the differential 90 through the second output shaft 42 by the 2/6 th synchronizer and outputs power.
When the vehicle is in the 3-speed condition, the dual clutch 10 is engaged with the first input shaft 21, and the 1/3-speed synchronizer is engaged with the 3-speed driven gear 53. Power is input through the dual clutch 10 and transmitted to the first input shaft 21, the first input shaft 21 transmits the power to the 3 rd gear driven gear 53 and the 1/3 gear synchronizer through the first gear tooth 331 of the-3/5 gear driving gear 33, and finally the power is transmitted to the differential 90 through the first output shaft 41 by the 1/3 gear synchronizer and is output.
When the vehicle is in the 4-speed condition, the dual clutch 10 is engaged with the second input shaft 22 and the 4/R speed synchronizer is engaged with the 4-speed driven gear 54. Power is input through the dual clutch 10 and transmitted to the second input shaft 22, and the second input shaft 22 transmits the power to the 4 th driven gear 54 and the 4/R speed synchronizer through the 4/6 th driving gear 34, and finally transmits the power to the differential 90 through the first output shaft 41 and outputs the power through the 4/R speed synchronizer.
When the vehicle is in the 5-speed condition, the dual clutch 10 is engaged with the first input shaft 21, and the 5/7-speed synchronizer is engaged with the 5-speed driven gear 55. Power is input through the dual clutch 10 and transmitted to the first input shaft 21, the first input shaft 21 transmits power to the 5 th driven gear 55 and the 5/7 th synchronizer through the second gear tooth 332 of the 3/5 th driving gear 33, and finally, the 5/7 th synchronizer transmits power to the differential 90 through the second output shaft 42 and outputs power.
When the vehicle is in the 6 th gear condition, the dual clutch 10 is engaged with the second input shaft 22, and the 2/6 th synchronizer and the 6 th driven gear 56 are engaged. Power is input through the dual clutch 10 and transmitted to the second input shaft 22, the second input shaft 22 transmits power to the 6 th driven gear 56 and the 2/6 th synchronizer through the 4/6 th driving gear 34, and finally is transmitted to the differential 90 through the second output shaft 42 by the 2/6 th synchronizer and outputs power.
When the vehicle is in the 7-speed condition, the dual clutch 10 is engaged with the first input shaft 21, and the 5/7-speed synchronizer is engaged with the 7-speed driven gear 57. Power is input through the dual clutch 10 and transmitted to the first input shaft 21, the first input shaft 21 transmits the power to the 7 th driven gear 57 and 5/7 th synchronizer through the 7 th driving gear 35, and finally is transmitted to the differential 90 through the second output shaft 42 by the 5/7 th synchronizer and outputs the power.
When the vehicle is in a reverse (R) range condition, the dual clutch 10 is engaged with the second input shaft 22 and the 4/R range synchronizer is engaged with the R range driven gear 58. Power is input through the dual clutch 10 and transmitted to the second input shaft 22, the second input shaft 22 transmits power to the 2 nd gear driven gear 52 through the 2 nd gear driving gear 32, the 2 nd gear driven gear 52 transmits power to the R gear driven gear 58 and the 4/R gear synchronizer, and finally the 4/R gear synchronizer transmits power to the differential 90 through the first output shaft 41 and outputs power.
The utility model also provides a vehicle, including the vehicle dual clutch automatic gearbox transmission system 100 in the above-mentioned embodiment. Because according to the utility model discloses a two separation and reunion automatic gearbox transmission systems 100 of vehicle have above-mentioned technological effect, consequently, according to the utility model discloses a vehicle also has corresponding technological effect, promptly the utility model discloses a vehicle can reduce the space and the processing cost of two separation and reunion automatic gearbox transmission systems 100 of vehicle through adopting two separation and reunion automatic gearbox transmission systems 100 of vehicle, guarantees that two separation and reunion automatic gearbox transmission systems 100 of vehicle obtain good dynamic property and economic nature in littleer space size within range.
Other structures and operations of the vehicle according to the embodiments of the present invention will be understood and readily implemented by those skilled in the art, and thus will not be described in detail.
Thus, it should be appreciated by those skilled in the art that while a number of exemplary embodiments of the invention have been shown and described in detail herein, many other variations and modifications can be made, consistent with the principles of the invention, which are directly determined or derived from the disclosure herein, without departing from the spirit and scope of the invention. Accordingly, the scope of the present invention should be understood and interpreted to cover all such other variations or modifications.
Claims (10)
1. A vehicular dual clutch automatic transmission driveline, comprising:
a double clutch;
the double-clutch transmission comprises a first input shaft and a second input shaft which are coaxially arranged, wherein the second input shaft is sleeved on at least one part of the first input shaft and is respectively connected with the double clutches so as to transmit power to the first input shaft and the second input shaft through the double clutches;
a plurality of driving gears arranged on the first input shaft and the second input shaft at intervals, wherein at least one driving gear comprises at least two parts of gear teeth to be staggered and meshed with at least two corresponding driven gears;
the first output shaft and the second output shaft are arranged on two sides of the first input shaft and the second input shaft;
the driven gears are respectively arranged on the first output shaft and the second output shaft and correspond to the driving gears so as to respectively form a plurality of gear gears;
the first output shaft and the second output shaft are respectively provided with a plurality of synchronizers, and each synchronizer is switchable on two adjacent gear gears to output corresponding gear power;
the parking ratchet wheel is arranged on the second output shaft;
a differential coupled with the first output shaft and the second output shaft to receive power transmitted by the first output shaft and the second output shaft.
2. The vehicular dual clutch automatic transmission driveline according to claim 1,
the first input shaft is provided with three driving gears, one of the driving gears is formed into a triple gear, and the triple gear comprises a first gear tooth and a second gear tooth so as to be staggered and meshed with the two corresponding driven gears.
3. The vehicular dual clutch automatic transmission driveline according to claim 2,
the driving gear formed as the triple gear is configured as an 3/5-speed driving gear, one of the driven gears on the first output shaft is meshed with the 3/5-speed driving gear to form a 3-speed driven gear, and one of the driven gears on the second output shaft is meshed with the 3/5-speed driving gear to form a 5-speed driven gear.
4. The vehicular dual clutch automatic transmission driveline of claim 3, wherein the 3/5 speed drive gear is fixedly connected to the first input shaft.
5. The vehicular dual clutch automatic transmission driveline according to claim 3,
the driving gears on the first input shaft are also provided with a 7-gear driving gear and a 1-gear driving gear, the 7-gear driving gear, the 1-gear driving gear and the 3/5-gear driving gear are sequentially arranged on the first input shaft at intervals, one driven gear on the second output shaft is meshed with the 7-gear driving gear to form a 7-gear driven gear, and one driven gear on the first output shaft is meshed with the 1-gear driving gear to form a 1-gear driven gear.
6. The vehicular dual clutch automatic transmission driveline according to claim 5,
the second input shaft comprises two driving gears, the two driving gears are an 4/6-gear driving gear and a 2-gear driving gear respectively, the 4/6-gear driving gear is adjacent to the 3/5-gear driving gear, one driven gear on the first output shaft is meshed with the 4/6-gear driving gear to form a 4-gear driven gear, one driven gear on the second output shaft is meshed with the 4/6-gear driving gear to form a 6-gear driven gear, and one driven gear on the second output shaft is meshed with the 2-gear driving gear to form a 2-gear driven gear.
7. The vehicular dual clutch automatic transmission driveline according to claim 6,
one driven gear on the first output shaft is an R-gear driven gear, and the R-gear driven gear is meshed with the 2-gear driven gear.
8. The vehicular dual clutch automatic transmission system according to claim 7, characterized in that the number of the synchronizers is 4, four of the synchronizers are a first synchronizer, a second synchronizer, a third synchronizer and a fourth synchronizer, respectively, the first synchronizer and the second synchronizer are provided on the first output shaft, and the first synchronizer is located between the 1 st-gear driven gear and the 3 rd-gear driven gear, and the second synchronizer is located between the 4 th-gear driven gear and the R-gear driven gear; the third synchronizer and the fourth synchronizer are arranged on the second output shaft, the third synchronizer is positioned between the 7-gear driven gear and the 5-gear driven gear, and the fourth synchronizer is positioned between the 6-gear driven gear and the 2-gear driven gear.
9. The vehicular dual clutch automatic transmission driveline according to claim 1,
and the first output shaft and the second output shaft are respectively provided with a first output gear and a second output gear, and the first output gear and the second output gear are respectively meshed with the differential.
10. A vehicle comprising a vehicular dual clutch automatic transmission driveline as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921684455.4U CN210637467U (en) | 2019-10-09 | 2019-10-09 | Vehicle dual-clutch automatic transmission system and vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201921684455.4U CN210637467U (en) | 2019-10-09 | 2019-10-09 | Vehicle dual-clutch automatic transmission system and vehicle |
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| Publication Number | Publication Date |
|---|---|
| CN210637467U true CN210637467U (en) | 2020-05-29 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201921684455.4U Active CN210637467U (en) | 2019-10-09 | 2019-10-09 | Vehicle dual-clutch automatic transmission system and vehicle |
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| Country | Link |
|---|---|
| CN (1) | CN210637467U (en) |
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2019
- 2019-10-09 CN CN201921684455.4U patent/CN210637467U/en active Active
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