CN214146437U - Double-clutch transmission system and automobile - Google Patents
Double-clutch transmission system and automobile Download PDFInfo
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- CN214146437U CN214146437U CN202022720024.8U CN202022720024U CN214146437U CN 214146437 U CN214146437 U CN 214146437U CN 202022720024 U CN202022720024 U CN 202022720024U CN 214146437 U CN214146437 U CN 214146437U
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Abstract
The utility model discloses a double clutch gearbox transmission system and car, this double clutch gearbox transmission system includes internal input shaft and outer input shaft, and the internal and external input shaft is connected with first clutch and second clutch respectively, and the internal input shaft connects gradually third gear driving gear and five seven grades of driving gears, and the outer input shaft connects gradually first second gear driving gear and four six grades of driving gears; the device also comprises a second output shaft and a first output shaft; the second output shaft is sequentially connected with a fourth-gear driven gear, a bridging synchronizer and a third-gear driven gear; the first output shaft is sequentially connected with a two-reverse-gear duplex driven gear assembly, a two-sixth-gear synchronizer, a six-gear driven gear, a five-gear synchronizer and a five-seventh-gear driven gear; the driving gears on the inner input shaft and the outer input shaft are respectively meshed with the corresponding driven gears on the first output shaft and the second output shaft. The utility model provides an effectual axial length who reduces two separation and reunion gearbox transmission systems among the conventional art of two separation and reunion gearbox transmission systems.
Description
Technical Field
The utility model relates to the technical field of automobiles, in particular to two separation and reunion gearbox transmission system and car.
Background
With the development of society, automobiles enter thousands of households, and a gearbox is taken as an important component of the automobile, is mainly a mechanism for changing the rotating speed and the torque from an engine, can change the transmission ratio of an output shaft and an input shaft in a fixed or stepped manner, and is increasingly favored by people due to the advantages of oil saving and quick gear shifting.
The gears of the double-clutch gearbox occupying the main share in the current market mainly comprise six gears and seven gears, and the seven-gear double-clutch gearbox has the advantages of lower oil consumption and quicker gear shifting compared with the six-gear double-clutch gearbox, so most automobiles like to carry the seven-gear double-clutch gearbox, however, the seven-gear double-clutch gearbox has one more gear than the six-gear double-clutch gearbox, the axial installation length of the seven-gear double-clutch gearbox is more than ten millimeters longer than that of the six-gear double-clutch gearbox, the increase of the axial installation length generally can cause the gap between the rear end of the gearbox and the left longitudinal beam of the automobile to be insufficient, and the arrangement of the whole automobile is not facilitated.
SUMMERY OF THE UTILITY MODEL
In view of this, the utility model aims at providing a two separation and reunion gearbox transmission system aims at solving prior art, because of derailleur rear end and the left longeron clearance of vehicle are not enough, are unfavorable for the problem that whole car arranged.
The utility model provides a double-clutch gearbox transmission system includes coaxial nested interior input shaft and outer input shaft, interior input shaft one end is connected with first clutch, outer input shaft one end is connected with the second clutch, interior input shaft is close to first clutch one end and has connected gradually third gear driving gear and five seven grades of driving gears, outer input shaft is close to second clutch one end has connected gradually first second gear driving gear and four six grades of driving gears;
the double-clutch gearbox transmission system also comprises a first output shaft and a second output shaft;
one end of the second output shaft, which is close to the first clutch, is sequentially connected with a fourth-gear driven gear, a bridging synchronizer and a third-gear driven gear;
one end of the first output shaft, which is close to the first clutch, is sequentially connected with a two-reverse-gear duplex driven gear assembly, a two-sixth-gear synchronizer, a six-gear driven gear, a five-gear synchronizer and a five-seventh-gear driven gear;
the third-gear driving gear is meshed with the third-gear driven gear, the fifth-seventh-gear driving gear is meshed with the fifth-seventh-gear driven gear, the fourth-sixth-gear driving gear is respectively meshed with the fourth-gear driven gear and the sixth-gear driven gear, and the second-gear driving gear is meshed with the second-reverse-gear duplex driven gear assembly.
According to the double-clutch transmission system, the bridging synchronizer is arranged between the third-gear driven gear and the fourth-gear driven gear, so that torque transmission between the third-gear driven gear and the fourth-gear driven gear is realized, the third-gear driving gear drives the third-gear driven gear to rotate, and then power is transmitted to an output end from the bridging synchronizer, the fourth-gear driven gear, the fourth-sixth-gear driving gear, the outer input shaft, the first-second driving gear, the first-second reverse-gear duplex driven gear assembly, the second-sixth-gear synchronizer and the first output shaft, so that torque output of a first gear is realized; the four-gear driven gear is driven to rotate through the four-sixth-gear driving gear, and power is transmitted to the output end from the bridging synchronizer, the third-gear driven gear, the third-gear driving gear, the inner input shaft, the fifth-seventh-gear driving gear, the fifth-seventh-gear driven gear, the fifth-gear synchronizer and the first output shaft, so that torque output of seven gears is realized. The utility model provides a two separation and reunion gearbox transmission system need not to set up the gear of solitary first grade and seven grades and can realize the moment of torsion output of first grade and seven grades, for two separation and reunion seven grades of gearboxes in the conventional art, has reduced axial installation length, has guaranteed the clearance between derailleur rear end and the vehicle left side longeron, also is favorable to arranging of whole car simultaneously.
Additionally, according to the utility model provides a two separation and reunion gearbox transmission system can also have following additional technical characterstic:
furthermore, a fourth reverse gear synchronizer, a reverse gear driven gear and a third gear synchronizer are further connected to the second output shaft, the fourth reverse gear synchronizer and the reverse gear driven gear are sequentially connected along one end, close to the first clutch, of the fourth gear driven gear, and the third gear synchronizer is arranged at one end, far away from the first clutch, of the third gear driven gear.
Further, the power of the first gear is transmitted to the output end sequentially through the first clutch, the inner input shaft, the third-gear driving gear, the third-gear driven gear, the bridging synchronizer, the fourth-gear driven gear, the fourth-sixth-gear driving gear, the outer input shaft, the second-gear driving gear, the second-reverse-gear duplex driven gear assembly, the second-sixth-gear synchronizer and the first output shaft.
Furthermore, the power of the seventh gear is transmitted to the output end sequentially through the second clutch, the outer input shaft, the fourth and sixth gear driving gears, the fourth gear driven gear, the bridging synchronizer, the third gear driven gear, the third gear driving gear, the inner input shaft, the fifth and seventh gear driving gear, the fifth and seventh gear driven gear, the fifth gear synchronizer and the first output shaft.
Further, the power of the first reverse gear is sequentially transmitted to an output end through the first clutch, the inner input shaft, the third-gear driving gear, the third-gear driven gear, the bridging synchronizer, the fourth-gear driven gear, the fourth-sixth-gear driving gear, the outer input shaft, the second-gear driving gear, the second-gear reverse duplex driven gear assembly, the reverse driven gear, the fourth-gear reverse synchronizer and the second output shaft.
Furthermore, one end, close to the first clutch, of the reverse driven gear is provided with a parking gear, and the parking gear is fixedly connected to the second output shaft.
Further, the bridge synchronizer is fixedly connected with the fourth-gear driven gear.
Furthermore, the power of the second gear is transmitted to the output end sequentially through the second clutch, the outer input shaft, the first and second gear driving gears, the first and second reverse gear duplex driven gear assembly, the reverse gear driven gear, the fourth reverse gear synchronizer and the second output shaft.
Further, the transmission system of the double-clutch gearbox further comprises a differential mechanism arranged at the output end.
The utility model also provides an automobile, including foretell two separation and reunion gearbox transmission system.
Drawings
Fig. 1 is a schematic structural diagram of a transmission system of a dual clutch transmission according to an embodiment of the present invention;
description of the main element symbols:
the following detailed description of the invention will be further described in conjunction with the above-identified drawings.
Detailed Description
In order to facilitate understanding of the present invention, the present invention will be described more fully hereinafter with reference to the accompanying drawings. Several embodiments of the invention are given in the accompanying drawings. The invention may, however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete.
It will be understood that when an element is referred to as being "secured to" another element, it can be directly on the other element or intervening elements may also be present. When an element is referred to as being "connected" to another element, it can be directly connected to the other element or intervening elements may also be present. The terms "vertical," "horizontal," "left," "right," and the like as used herein are for illustrative purposes only.
Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. The terminology used in the description of the invention herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
Referring to fig. 1, the dual clutch transmission system of the present invention includes an inner input shaft 2 and an outer input shaft 3 that are coaxially nested, one end of the inner input shaft 2 is connected to a first clutch 1, one end of the outer input shaft 3 is connected to a second clutch 1a, one end of the inner input shaft 2 near the first clutch 1 is sequentially connected to a third gear driving gear 20 and a fifth-seventh gear driving gear 19, and one end of the outer input shaft 3 near the second clutch 1a is sequentially connected to a second gear driving gear 21 and a fourth-sixth gear driving gear 22;
the double-clutch gearbox transmission system also comprises a first output shaft 4 and a second output shaft 10;
one end of the second output shaft 10, which is close to the first clutch 1, is sequentially connected with a fourth-gear driven gear 14, a bridging synchronizer 13 and a third-gear driven gear 12;
one end of the first output shaft 4, which is close to the first clutch 1, is sequentially connected with a two-reverse-gear duplex driven gear assembly 9, a two-sixth-gear synchronizer 8, a six-gear driven gear 7, a five-gear synchronizer 6 and a five-seventh-gear driven gear 5;
the third-gear driving gear 20 is meshed with the third-gear driven gear 12, the fifth-seventh-gear driving gear 19 is meshed with the fifth-seventh-gear driven gear 5, the fourth-sixth-gear driving gear 22 is respectively meshed with the fourth-gear driven gear 14 and the sixth-gear driven gear 7, and the second-gear driving gear 21 is meshed with the second-reverse-gear duplex driven gear assembly 9.
The utility model provides a double clutch gearbox transmission system is through setting up bridging synchronizer 13 between third gear driven gear 12 and fourth gear driven gear 14, realize the torque transmission between third gear driven gear 12 and the fourth gear driven gear 14, and drive third gear driven gear 12 through third gear driving gear 20 and rotate, then power is transmitted to the output from bridging synchronizer 13, fourth gear driven gear 14, four six shelves of driving gears 22, outer input shaft 3, second gear driving gear 21, second gear and third gear pair driven gear subassembly 9, second gear and sixth gear synchronizer 8, and first output shaft 4, realize the torque output of first gear; the four-gear driven gear 14 is driven to rotate by the four-sixth-gear driving gear 22, and power is transmitted to the output end from the bridging synchronizer 13, the third-gear driven gear 12, the third-gear driving gear 20, the inner input shaft 2, the fifth-seventh-gear driving gear 19, the fifth-seventh-gear driven gear 5, the fifth-gear synchronizer 6 and the first output shaft 4, so that torque output of the seventh gear is realized. The utility model provides a two separation and reunion gearbox transmission system need not to set up the gear of solitary first grade and seven grades and can realize the moment of torsion output of first grade and seven grades, for two separation and reunion seven grades of gearboxes in the conventional art, has reduced axial installation length, has guaranteed the clearance between derailleur rear end and the vehicle left side longeron, also is favorable to arranging of whole car simultaneously.
In the present embodiment, the bridge synchronizer 13 is fixedly connected with the fourth-gear driven gear 14. In the specific implementation of the embodiment, one end of the bridging synchronizer 13 is fixedly connected with the fourth-gear driven gear 14 by welding, and a joint gear ring is fixed on the right side of the third-gear driven gear 12, so that the other end of the bridging synchronizer 13 can be hooked into the third-gear driven gear 12, and torque transmission can be realized between the third-gear driven gear 12 and the fourth-gear driven gear 14; in other embodiments, the bridging synchronizer 13 may also be fixedly connected with the fourth-gear driven gear 14 through spline fitting, and the selection can be made according to actual conditions.
In this embodiment, the dual clutch transmission drive system further includes a differential 18 at the output. Specifically, the differential 18 is disposed between the first output shaft 4, the second output shaft 10 and the output, and it will be appreciated that providing a differential 18 at the output may facilitate greater torque power to the output and achieve a differential function.
In this embodiment, the power of the first gear is sequentially transmitted to the output end through the first clutch 1, the inner input shaft 2, the third-gear driving gear 20, the third-gear driven gear 12, the bridging synchronizer 13, the fourth-gear driven gear 14, the fourth-sixth-gear driving gear 22, the outer input shaft 3, the first-second-gear driving gear 21, the first-second-reverse-gear duplex driven gear assembly 9, the second-sixth-gear synchronizer 8, and the first output shaft 4. When the implementation is concretely implemented, the second-sixth gear synchronizer 8 is connected into the first-second reverse gear duplex driven gear assembly 9, the bridging synchronizer 13 is connected into the third-gear driven gear 12, the first clutch 1 is closed, power is transmitted from the first clutch 1 to the inner input shaft 2, the third-gear driving gear 20, the third-gear driven gear 12, the bridging synchronizer 13, the fourth-gear driven gear 14, the fourth-sixth gear driving gear 22, the outer input shaft 3, the first-second gear driving gear 21, the first-second reverse gear duplex driven gear assembly 9, the second-sixth gear synchronizer 8, the first output shaft 4, the differential mechanism 18 and the differential mechanism 18 in sequence, and then the power is transmitted to a half shaft of a vehicle, so that the vehicle wheel is driven, and the torque output of the first gear is realized; in practice, the first gear ratio is equal to the second gear ratio multiplied by the third gear ratio divided by the fourth gear ratio.
In this embodiment, the power of the seventh gear is sequentially transmitted to the output end via the second clutch 1a, the outer input shaft 3, the fourth sixth gear driving gear 22, the fourth gear driven gear 14, the bridging synchronizer 13, the third gear driven gear 12, the third gear driving gear 20, the inner input shaft 2, the fifth seventh gear driving gear 19, the fifth seventh gear driven gear 5, the fifth gear synchronizer 6, and the first output shaft 4. In specific implementation, the fifth-gear synchronizer 6 is engaged with the fifth-seventh-gear driven gear 5, the bridging synchronizer 13 is engaged with the third-gear driven gear 12, the second clutch 1a is closed, power is transmitted to the outer input shaft 3, the fourth-sixth-gear driving gear 22, the fourth-gear driven gear 14, the bridging synchronizer 13, the third-gear driven gear 12, the third-gear driving gear 20, the inner input shaft 2, the fifth-seventh-gear driving gear 19, the fifth-seventh-gear driven gear 5, the fifth-gear synchronizer 6, the first output shaft 4 and the differential mechanism 18 from the second clutch 1a in sequence, and the differential mechanism 18 transmits the power to a half shaft of a vehicle, so that the vehicle is driven to realize torque output of the seventh gear; in practice, the seven speed ratio is equal to the five speed ratio multiplied by the four speed ratio divided by the three speed ratio.
In this embodiment, the second output shaft 10 is further connected to a fourth reverse synchronizer 15, a reverse driven gear 16 and a third reverse synchronizer 11, the fourth reverse synchronizer 15 and the reverse driven gear 16 are sequentially connected along one end of the fourth reverse driven gear 14 close to the first clutch 1, and the third reverse synchronizer 11 is disposed at one end of the third reverse driven gear 12 far from the first clutch 1. The power of the first reverse gear is transmitted to the output end sequentially through the first clutch 1, the inner input shaft 2, the third-gear driving gear 20, the third-gear driven gear 12, the bridging synchronizer 13, the fourth-gear driven gear 14, the fourth-sixth-gear driving gear 22, the outer input shaft 3, the first-second-gear driving gear 21, the first-second-reverse duplex driven gear assembly 9, the reverse gear driven gear 16, the fourth-reverse synchronizer 15 and the second output shaft 10. In specific implementation, the four-reverse synchronizer 15 is engaged with the reverse driven gear 16 assembly, the bridging synchronizer 13 and the third driven gear 12 are engaged, and the first clutch 1 is closed, so that power can be transmitted from the first clutch 1 to the inner input shaft 2, the third driving gear 20, the third driven gear 12, the bridging synchronizer 13, the fourth driven gear 14, the fourth six driving gear 22, the outer input shaft 3, the second driving gear 21, the second-reverse duplex driven gear assembly 9, the reverse driven gear 16, the fourth reverse synchronizer 15, the second output shaft 10 and the differential 18 in sequence, the differential 18 transmits power to a half shaft of a vehicle, so as to drive the vehicle wheels and realize torque output of reverse first gear.
Furthermore, the power of the second gear is transmitted to the output end sequentially through the second clutch, the outer input shaft, the first and second gear driving gears, the first and second reverse gear duplex driven gear assembly, the reverse gear driven gear, the fourth reverse gear synchronizer and the second output shaft. In this embodiment, the four-reverse synchronizer 15 is engaged with the reverse driven gear 16, the second clutch 1a is closed, power is sequentially transmitted from the second clutch 1a to the outer input shaft 3, the first and second reverse driving gears 21, the first and second reverse duplex driven gear assembly 9, the reverse driven gear 16, the four-reverse synchronizer 15, the second output shaft 10 and the differential 18, and the differential 18 transmits power to the half shaft of the vehicle, so that the vehicle wheel is driven, and torque output of the reverse second gear is realized. In practice, the vehicle can select the reverse first gear and the reverse second gear according to actual needs, or only select one reverse gear of the reverse first gear and the reverse second gear.
In the present embodiment, a parking gear 17 is disposed at one end of the reverse driven gear 16 close to the first clutch 1, and the parking gear 17 is fixedly connected to the second output shaft 10. It will be appreciated that the provision of the parking gear 17 on the second output shaft 10 may be advantageous to improve the safety of the vehicle when parked.
In this embodiment, it should be further described that the two-reverse-gear dual driven gear assembly 9, the six-gear driven gear 7, and the five-seventh-gear driven gear 5 are sleeved on the first output shaft 4 in a hollow manner, and the second six-gear synchronizer 8 and the fifth-gear synchronizer 6 are fixedly connected to the first output shaft 4; the reverse gear driven gear 16, the fourth gear driven gear 14 and the third gear driven gear 12 are sleeved on the second output shaft 10 in an empty mode, the fourth reverse gear synchronizer 15 and the third gear synchronizer 11 are fixedly connected to the second output shaft 10, and the bridging synchronizer 13 is fixedly connected to the fourth gear driven gear 14.
In this embodiment, it should be further described that the modes of the second gear, the third gear, the fourth gear, the fifth gear, and the sixth gear implemented by the transmission system of the dual clutch transmission are consistent with the power transmission path and the transmission system of the conventional six-gear dual clutch transmission, and are not described herein again.
To sum up, the utility model discloses two separation and reunion gearbox transmission systems among the above-mentioned embodiment, through set up bridging synchronizer 13 between third gear driven gear 12 and fourth gear driven gear 14, realize the torque transmission between third gear driven gear 12 and fourth gear driven gear 14, and drive third gear driven gear 12 through third gear driving gear 20 and rotate, then power from bridging synchronizer 13, fourth gear driven gear 14, fourth sixth gear driving gear 22, outer input shaft 3, second gear driving gear 21, second gear pair driven gear subassembly 9, second sixth gear synchronizer 8, and first output shaft 4 transmission to the output, realize the torque output of first gear; the four-gear driven gear 14 is driven to rotate by the four-sixth-gear driving gear 22, and power is transmitted to the output end from the bridging synchronizer 13, the third-gear driven gear 12, the third-gear driving gear 20, the inner input shaft 2, the fifth-seventh-gear driving gear 19, the fifth-seventh-gear driven gear 5, the fifth-gear synchronizer 6 and the first output shaft 4, so that torque output of the seventh gear is realized.
The utility model provides a two separation and reunion gearbox transmission system need not to set up the gear of solitary first grade and seven grades and can realize the moment of torsion output of first grade and seven grades, for two separation and reunion seven grades of gearboxes in the conventional art, has reduced axial installation length, has guaranteed the clearance between derailleur rear end and the vehicle left side longeron, also is favorable to arranging of whole car simultaneously.
Furthermore, the utility model also provides an automobile, including the two separation and reunion gearbox transmission systems in above-mentioned embodiment.
The above-mentioned embodiments only represent some embodiments of the present invention, and the description thereof is specific and detailed, but not to be construed as limiting the scope of the present invention. It should be noted that, for those skilled in the art, without departing from the spirit of the present invention, several variations and modifications can be made, which are within the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the appended claims.
Claims (10)
1. A transmission system of a double-clutch gearbox is characterized by comprising an inner input shaft and an outer input shaft which are coaxially nested, wherein one end of the inner input shaft is connected with a first clutch, one end of the outer input shaft is connected with a second clutch, one end of the inner input shaft, which is close to the first clutch, is sequentially connected with a third-gear driving gear and a fifth-seventh-gear driving gear, and one end of the outer input shaft, which is close to the second clutch, is sequentially connected with a second-gear driving gear and a fourth-sixth-gear driving gear;
the double-clutch gearbox transmission system also comprises a first output shaft and a second output shaft;
one end of the first output shaft, which is close to the first clutch, is sequentially connected with a two-reverse-gear duplex driven gear assembly, a two-sixth-gear synchronizer, a six-gear driven gear, a five-gear synchronizer and a five-seventh-gear driven gear;
one end of the second output shaft, which is close to the first clutch, is sequentially connected with a fourth-gear driven gear, a bridging synchronizer and a third-gear driven gear;
the third-gear driving gear is meshed with the third-gear driven gear, the fifth-seventh-gear driving gear is meshed with the fifth-seventh-gear driven gear, the fourth-sixth-gear driving gear is respectively meshed with the fourth-gear driven gear and the sixth-gear driven gear, and the second-gear driving gear is meshed with the second-reverse-gear duplex driven gear assembly.
2. The dual-clutch transmission system according to claim 1, wherein a fourth reverse synchronizer, a reverse driven gear and a third reverse synchronizer are further connected to the second output shaft, the fourth reverse synchronizer and the reverse driven gear are sequentially connected along one end, close to the first clutch, of the fourth reverse driven gear, and the third reverse synchronizer is arranged at one end, far away from the first clutch, of the third reverse driven gear.
3. The dual-clutch transmission system as claimed in claim 1, wherein the power of the first gear is transmitted to the output end sequentially through the first clutch, the inner input shaft, the third gear driving gear, the third gear driven gear, the bridging synchronizer, the fourth gear driven gear, the fourth sixth gear driving gear, the outer input shaft, the second gear driving gear, the second-reverse double driven gear assembly, the second-sixth gear synchronizer, and the first output shaft.
4. The dual-clutch transmission system of claim 1, wherein seven-speed power is transmitted to an output end sequentially via the second clutch, the outer input shaft, the fourth-sixth-speed driving gear, the fourth-speed driven gear, the bridging synchronizer, the third-speed driven gear, the third-speed driving gear, the inner input shaft, the fifth-seventh-speed driving gear, the fifth-seventh-speed driven gear, the fifth-speed synchronizer, and the first output shaft.
5. The dual-clutch transmission system of claim 2, wherein power of a reverse first gear is transmitted to an output end sequentially through the first clutch, the inner input shaft, the third-gear driving gear, the third-gear driven gear, the bridging synchronizer, the fourth-gear driven gear, the fourth-sixth-gear driving gear, the outer input shaft, the second-gear driving gear, the second-gear duplex driven gear assembly, the reverse driven gear, the fourth-gear synchronizer, and the second output shaft.
6. A dual clutch transmission according to claim 2 wherein the reverse driven gear is provided with a parking gear adjacent one end of the first clutch, the parking gear being fixedly connected to the second output shaft.
7. The dual-clutch transmission system as claimed in claim 2, wherein the power of reverse second gear is transmitted to the output end sequentially through the second clutch, the outer input shaft, the first and second gear driving gears, the first and second reverse dual driven gear assembly, the reverse driven gear, the fourth reverse synchronizer, and the second output shaft.
8. A dual-clutch gearbox transmission system as recited in claim 1, wherein said bridging synchronizer is fixedly connected with said fourth gear driven gear.
9. The dual clutch transmission drive system of claim 3, further comprising a differential disposed at the output.
10. A motor vehicle comprising a dual clutch transmission system as claimed in any one of claims 1 to 9.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022720024.8U CN214146437U (en) | 2020-11-20 | 2020-11-20 | Double-clutch transmission system and automobile |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202022720024.8U CN214146437U (en) | 2020-11-20 | 2020-11-20 | Double-clutch transmission system and automobile |
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| Publication Number | Publication Date |
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| CN214146437U true CN214146437U (en) | 2021-09-07 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202022720024.8U Active CN214146437U (en) | 2020-11-20 | 2020-11-20 | Double-clutch transmission system and automobile |
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| CN (1) | CN214146437U (en) |
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- 2020-11-20 CN CN202022720024.8U patent/CN214146437U/en active Active
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