WO2009018969A1 - Boîte de vitesses à double embrayage - Google Patents

Boîte de vitesses à double embrayage Download PDF

Info

Publication number
WO2009018969A1
WO2009018969A1 PCT/EP2008/006353 EP2008006353W WO2009018969A1 WO 2009018969 A1 WO2009018969 A1 WO 2009018969A1 EP 2008006353 W EP2008006353 W EP 2008006353W WO 2009018969 A1 WO2009018969 A1 WO 2009018969A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
dual
clutch transmission
transmission according
gears
Prior art date
Application number
PCT/EP2008/006353
Other languages
German (de)
English (en)
Inventor
Carsten Gitt
Original Assignee
Daimler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Daimler Ag filed Critical Daimler Ag
Priority to JP2010519367A priority Critical patent/JP5228046B2/ja
Priority to CN200880101998.7A priority patent/CN101772658B/zh
Publication of WO2009018969A1 publication Critical patent/WO2009018969A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H3/097—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts the input and output shafts being aligned on the same axis

Definitions

  • the invention relates to a dual-clutch transmission according to the one-part patent claim 1.
  • DE 100 37 398 Al embodiment Fig. 2 is provided coaxially on the hollow shaft to provide only fixed wheels.
  • DE 199 18 732 A1 shows a dual-clutch transmission in which two input constants are designed as fixed wheels.
  • the object of the invention is to provide a compact and inexpensive dual-clutch transmission with ' a high number of gears.
  • an intermediate wall may be provided in the gear housing, so that a lateral buckling of a long countershaft is excluded with certainty.
  • the countershafts sine in a direct gear decoupled, so that churning losses are avoided and the dual-clutch transmission in direct gear has a high efficiency.
  • Fig. 1 shows schematically the wheelset of a
  • this dual-clutch transmission comprises four sliding sleeves and two clutches
  • Fig. 2 shows an embodiment of the dual-clutch transmission according to FIG. 1 with a particularly short
  • FIG. 3 shows an embodiment of the dual-clutch transmission according to FIG. 1 with a pilot bearing, which comprises a long blind bore
  • FIG. 4 for a transmission according to FIGS. 1 to 3, with the aid of a diagram, the gear jumps at a first quasi-rotary transmission. 5 for a transmission according to FIGS. 1 to 3 on the basis of a diagram, the gear jumps in a second quasi-progressive gradation
  • FIG. 6 for a transmission according to FIGS. 1 to 3
  • FIG. 8 for a transmission according to FIGS. 1 to 3 on the basis of a diagram the gear steps in a third quasi-geometric gradation
  • FIG. 8 for the individual gears the power flow of the dual clutch transmission also shown in FIG. Fig. 9 in a table, the corresponding positions of the sliding sleeves and the two clutches of the
  • the dual-clutch transmission 100 shown in FIG. 1 has seven or eight forward gears Vl to V8 and two reverse gears Rl, R2. All forward gears Vl to V8 are sequentially continuously load-switchable. Likewise, the two reverse gears Rl, R2 are power shiftable with each other.
  • an input shaft 10 is connected to a main shaft 20 through a first partial transmission 22 and a second partial transmission 24, which are arranged parallel to one another in the force flow.
  • the partial transmissions 22, 24 have
  • an intermediate shaft 12, 14 is concentric with the second intermediate shaft 12. Both intermediate shafts 12, 14 are arranged coaxially with the input shaft 10 and can each be operatively connected via the load clutch Kl, K2 with the input shaft 10.
  • the first intermediate gear 22 associated second intermediate shaft 12 is on the one hand with the main ⁇ shaft 20 through the sliding and disengaging sliding sleeve Sl to form a direct fifth forward gear V5 and on the other hand through this sliding sleeve Sl via a mattersslosrad 41 and with this intermeshing fixed wheel 51 a second input constant E2 operatively connected to a main shaft 20 parallel, designed as a hollow shaft countershaft 18.
  • the hollow shaft 18 is thus associated with the first partial transmission 22 and can be brought into power flow with the main shaft 20 by a first gear pair Z1 to form the highest forward gear V7 or the two highest forward gears V7, V8.
  • the gear pair Zl comprises a coaxially arranged on the main shaft 20 idler gear 1 and a coaxial rotatably mounted on the hollow shaft 18 fixed gear 2.
  • the seventh or eighth forward gear V7 and V8 is respectively formed by the arranged behind the idler gear 1 second Sliding sleeve S2 is moved forward, so that a rotationally fixed connection between this idler gear 1 and the main shaft 20 is made.
  • a first input constant E1 is provided, which comprises an input fixed wheel 50 arranged coaxially in rotation with respect to the hollow intermediate shaft 14 and a fixed wheel 52 arranged coaxially with respect to rotation with respect to an inner shaft 19.
  • the drive torque is passed to the gear pair Zl, the seventh and the eighth forward gear V7 or V8 is inserted.
  • a second gear pair Z2 is arranged. This also includes a coaxially arranged on the main shaft 20 idler gear 3 and a coaxial rotation on the hollow shaft 18 arranged fixed gear 4. If the arranged between the two idler gears 1, 3 second sliding sleeve S2 moved backwards, so this provides a rotationally fixed connection between the main shaft 20 and the idler gear 3 ago.
  • This inner shaft 19 has at its front end a fixed wheel 52 of the first input constant El.
  • the region of the inner shaft 19 with this fixed wheel 52 thus projects out of the hollow shaft 18 at the front.
  • another area of the inner shaft 19 projects out of the hollow shaft 18.
  • This area carries in the successive from front to back succession the third sliding sleeve S3, a loose wheel 5, a fixed gear 6 and a fixed gear 7.
  • the third sliding sleeve S3 either the hollow shaft 18 or the idler gear 5 with the inner shaft 19 can be coupled.
  • this idler gear 5 meshes with a coaxial rotation on the main shaft 20 arranged fixed wheel 8.
  • the idler gear 5 and the meshing with this fixed wheel 8 are thus the third Gear level Z3 assigned.
  • This third gear level Z3 is assigned to the sixth forward gear V6.
  • a fourth gear pair Z4 is provided, via which the first and the second forward gear Vl, V2 extends.
  • the fourth sliding sleeve S4 is arranged coaxially with the main shaft 20. If this sliding sleeve S4 is displaced forward, it establishes a rotationally fixed connection between a loose wheel 30 of the fourth gear pair Z4 and the main shaft 20. On the other hand, if the sliding sleeve S4 is displaced to the rear, it establishes a rotationally fixed connection between a loose wheel 31 of a toothed wheel chain ZK and the main shaft 20.
  • the gearwheel chain ZK also comprises an intermediate gear 32 which, on the one hand, meshes with the idler gear 31 and, on the other hand, with the rearmost fixed gear 7.
  • this intermediate wheel 32 is shown folded into the plane of the drawing.
  • the two gear pairs Z2 and Z4 are each used with a loose wheel 3, 30 on the main shaft 20 for the realization of two different forward gears Vl to V4.
  • the first gear pair Z1 can be used both for only one forward gear V7 and alternatively for two forward gears V7 and V8.
  • the dual-clutch transmission builds axially shorter than comparable known transmission concepts.
  • the inner shaft 19 is comparatively long. If the dual-clutch transmission is connected to a high-torque drive motor or is designed by the gear sizes such that high torques are transmitted, then a lateral buckling of the inner shaft 19 can be excluded with certainty that, as shown in FIG. 2, an intermediate wall 40 used for an additional bearing becomes.
  • This intermediate wall 40 may be arranged such that it supports the main shaft 20 in the region of its transmission input end.
  • the coaxial with the inner shaft arranged - and mounted on this - hollow shaft 18 are also stored on this intermediate wall 40 in addition.
  • the main shaft 20 is mounted in the manner of a so-called pilot bearing in a blind bore 42a of the inner intermediate shaft 12.
  • the blind bore extends up to an axial installation space of the input idler gear 41 of the second input constant E2.
  • the blind bore 42b can be pulled even deeper into the inner intermediate shaft 12.
  • the pilot bearing is relatively close to the storage of the outer intermediate shaft 14, so that the free support length of the inner intermediate shaft 12 is shorter.
  • the intermediate wall 40 according to FIG. 2 can be dispensed with.
  • the pilot bearing is preferably designed as a rolling bearing. Since in the described embodiment, the radial space is very tight, the storage of the matterslosrades 41 of the two ⁇ th input constant E2 relative to the inner intermediate shaft 12 is preferably designed as a sliding bearing. Due to the double or triple double use of the gear pairs Z2, Z4 and optionally also Zl the gear jumps are not completely free selectable. The following restrictions apply to the step jumps ⁇ :
  • a progressive gradation of the dual-clutch transmission in the execution with eight forward gears is not possible.
  • a geometric or approximately geometric gradation of the forward gears can be selected. In an ideal geometric gradation all gear jumps would be identical. In practical implementation, for example, the gear jump ⁇ v 2 / v 3 can be selected to be greater than the remaining gear jumps.
  • FIG. 4 shows, based on a diagram in FIG. 4, the gear steps in a first quasi-progressive gradation.
  • the eighth forward gear V8 is shown with, although this remains unused in many transmission designs.
  • Fig. 5 shows by way of a diagram the gear jumps in a second quasi-progressive gear gradation.
  • the eighth forward speed V8 is also shown here, although this remains unused in many transmission designs. The transmission design takes place with the gear jumps ⁇
  • the gear jump ⁇ 2/3 can be chosen such that the first three gear jumps - at least approximately - identical.
  • the eighth forward gear can not be used in practice in many cases, since the gear jump ⁇ v7 / vs would be too large, in particular compared to the gear jumps ⁇ V 6 / v7 and ⁇ vs / v ⁇ .
  • the dual-clutch transmission can be designed with a geometric gear pitch according to FIG. 6. In this case, all gear jumps are approximately the same size, so that the gear jump (pv7 / vs does not stand out unpleasantly ⁇ .
  • Fig. 6 shows by means of a diagram the gear jumps in a strictly geometric gear gradation.
  • one or more gear jumps greater than the remaining gear jumps can be selected, deviating from a purely geometric gradation.
  • Fig. 7 shows a design in which the gear jump ⁇ V 2 / v3 is slightly larger.
  • Fig. 7 shows a diagram of the Gear jumps in a third quasi-geometric gear gradation.
  • this direct gear the two countershafts can be rotationally decoupled by the sliding sleeves S2, S3 and S4 are each brought into their neutral position and the first clutch Kl is kept open. As a result, splashing and ventilation losses in the dual-clutch transmission can be kept low.
  • FIG. 8 shows the power flow of the dual-clutch transmission also shown in FIG. 1 for the individual gears.
  • Fig. 9 shows in a table, the corresponding positions of the sliding sleeves Sl to S4 and the two clutches Kl, K2. Accordingly, the switching logic for realizing the respective gears is shown in Fig. 9.
  • the sliding sleeves Sl to S4 in a forward position v, a rear position h and a central neutral position N are located.
  • the switching logic can also be designed such that the number of required adjusting movements on the sliding sleeves S1 to S4 is reduced compared to FIG. This results in each deviating shift strategies, depending on whether an upshift or downshift is expected as the next gear change.
  • a switching table is shown by way of example, in which the number of setting movements on the sliding sleeve S1 are respectively reduced with regard to the next upshifting operation.
  • switching strategy can be applied, which additionally reduces the actuating movements of the remaining sliding sleeves S2 to S4.
  • a strategy also not shown here can be used, which reduces the number of actuating movements in terms of downshifts.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne une boîte de vitesses à double embrayage (100), comportant sept ou huit rapports de marche avant (V1 à V8). Dans cette boîte de vitesses à double embrayage (100), le nombre des plans d'engrenage nécessaires (Z1 à ZK, E1, E2) ou des roues dentées et des manchons coulissants (S1 à S4) nécessaires est cependant relativement petit. Par conséquent, la boîte de vitesses à double embrayage (100) est petite, en particulier en direction axiale. En outre, elle est légère et économique. Par conséquent, le concept du jeu de roues permet, grâce à une double utilisation des paires de roues dentées dans plusieurs rapports, un nombre total élevé de rapports, sans qu'un nombre élevé de roues dentées soit nécessaire à cet effet.
PCT/EP2008/006353 2007-08-09 2008-08-01 Boîte de vitesses à double embrayage WO2009018969A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
JP2010519367A JP5228046B2 (ja) 2007-08-09 2008-08-01 ダブルクラッチトランスミッション
CN200880101998.7A CN101772658B (zh) 2007-08-09 2008-08-01 双离合变速器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007037568.0A DE102007037568B4 (de) 2007-08-09 2007-08-09 Doppelkupplungsgetriebe
DE102007037568.0 2007-08-09

Publications (1)

Publication Number Publication Date
WO2009018969A1 true WO2009018969A1 (fr) 2009-02-12

Family

ID=40112456

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/006353 WO2009018969A1 (fr) 2007-08-09 2008-08-01 Boîte de vitesses à double embrayage

Country Status (4)

Country Link
JP (1) JP5228046B2 (fr)
CN (1) CN101772658B (fr)
DE (1) DE102007037568B4 (fr)
WO (1) WO2009018969A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102678840A (zh) * 2012-04-25 2012-09-19 长城汽车股份有限公司 一种七挡变速器
US9297441B2 (en) 2011-08-08 2016-03-29 Zf Friedrichshafen Ag Motor vehicle transmission

Families Citing this family (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010041410A1 (de) * 2010-09-27 2012-03-29 Zf Friedrichshafen Ag Doppelkupplungsgetriebe
JP5890098B2 (ja) * 2011-01-07 2016-03-22 いすゞ自動車株式会社 デュアルクラッチ式変速機
CN102182800A (zh) * 2011-03-29 2011-09-14 浙江万里扬变速器股份有限公司 双离合器变速器
CN102678841A (zh) * 2012-05-08 2012-09-19 安徽江淮汽车股份有限公司 具备直接挡的纵置双离合自动变速器传动装置
GB2514995A (en) * 2013-04-08 2014-12-17 Paratus Developments Ltd A Gear Box
JP6221485B2 (ja) * 2013-08-08 2017-11-01 いすゞ自動車株式会社 ツインクラッチ式変速機
JP6343925B2 (ja) * 2013-12-19 2018-06-20 いすゞ自動車株式会社 デュアルクラッチ式変速機
DE102014214856B4 (de) * 2014-07-29 2020-07-23 Zf Friedrichshafen Ag Doppelkupplungsgetriebe
JP6575313B2 (ja) * 2015-11-12 2019-09-18 いすゞ自動車株式会社 デュアルクラッチ式変速機
JP6772742B2 (ja) * 2016-10-07 2020-10-21 いすゞ自動車株式会社 デュアルクラッチ式変速機
JP6729319B2 (ja) * 2016-11-18 2020-07-22 いすゞ自動車株式会社 デュアルクラッチ式変速機
FR3059965B1 (fr) * 2016-12-13 2019-01-25 Peugeot Citroen Automobiles Sa Procede de calcul de positions pour la synchronisation d'une boite de vitesses a double embrayage
CN110864087B (zh) * 2018-08-28 2022-02-25 长城汽车股份有限公司 变速器及具有其的车辆

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1013966A1 (fr) * 1998-12-24 2000-06-28 DaimlerChrysler AG Boite de vitesses à engrenages avec division de puissance
DE102004022413A1 (de) * 2004-05-06 2005-12-15 Zf Friedrichshafen Ag Doppelkupplungsgetriebe
DE102005033027A1 (de) * 2005-07-15 2007-01-25 Daimlerchrysler Ag Automatisiertes Lastschaltgetriebe

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19918732A1 (de) * 1999-04-24 2000-11-16 Daimler Chrysler Ag Zahnräderwechselgetriebe mit zwei im Kraftfluß parallel zueinander angeordneten Teilgetrieben
WO2000039484A1 (fr) * 1998-12-24 2000-07-06 Daimlerchrysler Ag Boite a pignons interchangeables comportant deux engrenages partiels places parallelement l'un a l'autre dans la chaine cinematique
DE10037398A1 (de) * 2000-08-01 2002-02-14 Daimler Chrysler Ag Zahnräderwechselgetriebe
CN2587699Y (zh) * 2002-12-06 2003-11-26 吉林大学 双离合器式自动变速机构
DE102004043386B4 (de) * 2004-09-08 2013-02-21 Zf Friedrichshafen Ag Getriebevorrichtung in Vorgelegebauweise
JP2007057041A (ja) * 2005-08-25 2007-03-08 Toyota Motor Corp 変速機の制御装置

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1013966A1 (fr) * 1998-12-24 2000-06-28 DaimlerChrysler AG Boite de vitesses à engrenages avec division de puissance
DE102004022413A1 (de) * 2004-05-06 2005-12-15 Zf Friedrichshafen Ag Doppelkupplungsgetriebe
DE102005033027A1 (de) * 2005-07-15 2007-01-25 Daimlerchrysler Ag Automatisiertes Lastschaltgetriebe

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9297441B2 (en) 2011-08-08 2016-03-29 Zf Friedrichshafen Ag Motor vehicle transmission
CN102678840A (zh) * 2012-04-25 2012-09-19 长城汽车股份有限公司 一种七挡变速器

Also Published As

Publication number Publication date
JP5228046B2 (ja) 2013-07-03
DE102007037568A1 (de) 2009-02-12
CN101772658A (zh) 2010-07-07
CN101772658B (zh) 2013-03-06
JP2010535990A (ja) 2010-11-25
DE102007037568B4 (de) 2016-09-29

Similar Documents

Publication Publication Date Title
DE102007037568B4 (de) Doppelkupplungsgetriebe
EP1658452B1 (fr) Boite de vitesses a double embrayage a disposition enroulee
DE102004022413B4 (de) Doppelkupplungsgetriebe
DE102008009728B4 (de) Mehrganggetriebe mit Vorgelegewellen-Zahnradanordnung
EP2558745B1 (fr) Train d'engrenages à double embrayage et procédé pour actionner un train d'engrenages à double embrayage
DE102005045005B4 (de) Doppelkupplungsgetriebe
EP1841984B1 (fr) Boite de vitesses a double embrayage
DE102006016059B4 (de) Kurzbauendes Mehrgang-Schaltgetriebe
WO2005093289A1 (fr) Boite de vitesses a double embrayage
DE102010023824B4 (de) Siebengang-Doppelkupplungsgetriebe mit vier Drehachsen
WO2008019848A2 (fr) Boîte de sélection de gamme pour un véhicule automobile
EP2162635B1 (fr) Boite de vitesses a engrenages
WO2011157479A1 (fr) Transmission à embrayage double
EP1740848A1 (fr) Boite de vitesses a arbre de renvoi
DE102007043432A1 (de) Mehrstufengetriebe
WO2010040436A1 (fr) Roue double embrayable destinée à une transmission à double engrenage et transmission à double engrenage
WO2003025431A1 (fr) Boites de vitesses automatique a plusieurs vitesses
EP2655924B1 (fr) Transmission à contournement à double embrayage
DE102009018450B4 (de) Doppelkupplungsgetriebe
EP2739878B1 (fr) Boîte de vitesses pour un véhicule automobile
DE102012100536B4 (de) Schaltgetriebe mit Zusatzgang
DE112011105576B4 (de) Mehrkupplungsgetriebe für ein Kraftfahrzeug
DE102010052746B4 (de) Kompaktes Schaltgetriebe
DE102020005168B3 (de) Doppelkupplungsgetriebe
EP0595059B1 (fr) Boîte de vitesses pour véhicule automobile

Legal Events

Date Code Title Description
WWE Wipo information: entry into national phase

Ref document number: 200880101998.7

Country of ref document: CN

121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 08785294

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 2010519367

Country of ref document: JP

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 08785294

Country of ref document: EP

Kind code of ref document: A1