CN102278427A - Dual-clutch transmission gearbox - Google Patents
Dual-clutch transmission gearbox Download PDFInfo
- Publication number
- CN102278427A CN102278427A CN2010102012611A CN201010201261A CN102278427A CN 102278427 A CN102278427 A CN 102278427A CN 2010102012611 A CN2010102012611 A CN 2010102012611A CN 201010201261 A CN201010201261 A CN 201010201261A CN 102278427 A CN102278427 A CN 102278427A
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- gear
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- driving
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
The invention discloses a dual-clutch transmission gearbox, which comprises an inner clutch, an outer clutch, a clutch shell, two input shafts, two intermediate shafts and a reverse gear shaft, wherein the two input shafts are respectively an inner input shaft and an outer input shaft which are coaxially arranged; driving gears of various gears are arranged on the two input shafts; driven gears of various gears, which are meshed with the driving gear, are arranged on the two intermediate shafts; the first-gear driving gear and the second-gear driving gear are respectively arranged at two sides of the driving gears of all other gears; and two ends of the two intermediate shafts are respectively provided with a bearing, wherein the bearing at the front end of the first intermediate shaft is positioned between the main reduction driving gear and the second-gear driven gear. According to the invention, the gears of low-speed gears, namely the first gar and the second gear are respectively arranged at two ends of a shafting, and therefore the dual-clutch transmission gearbox has better support rigidity and can bear the influence of largest load and alternate torque. Meanwhile, according to the dual-clutch transmission gearbox, the damage ratio of the gear, caused by deformation of the shafting, can be reduced, and the service life of the gears of low gears under high load can be prolonged. The bearings on the intermediate shafts are supported between the two gears, the axial length of the transmission gearbox can be shortened.
Description
Technical field
The present invention relates to dual-clutch transmission, be specifically related to the structural configuration of a kind of dual-clutch transmission middle gear and axle.
Background technique
Use at present the general car of traditional speed changer, under the road conditions more than 80%, can only utilize 40% of power potential, and can only utilize 25% of power potential in that the road conditions in urban district is next.Analysis expert shows: AT (traditional hydraulic machine automatic transmission) can carry out functions such as complicated acceleration, deceleration, gearshift automatically, have speed change level and smooth, drive advantages such as light, but its aspect oil consumption than the high 5%-15% of manual transmission; CVT (stepless speed variator) though have soft, the comfortable characteristics of speed ratio, the excessive not fuel-economizing of energy loss in the speed changer, bearing torque also has narrow limitation, the manufacture cost height; AMT (manual-automatic integral speed changer) is more energy-conservation than AT and MT (manual transmission), is the single clutch structure but its adopts, has impassable technology and hinders---the power interruption phenomenon, generally be applied on the large-scale passenger car and commercial car on.
The employing of DCT (dual-clutch transmission) not only can guarantee to improve most effectively toxic emission, improves transmission efficiency, reduces energy consumption, and only energy-conservation just high by 15% than 5 fast AT, if be complementary with mixed power, energy-saving effect can be more obvious.
DCT all has outstanding advantage on transmission efficiency and manufacture cost.DCT is made up of following major component: its body portion is made up of shift gear, main driven shaft, bearing, synchronizer, shift fork, housing etc., and the axle sleeve axle construction technology content that is adopted is very high; The information that electronic control unit is sent to according to each ECU on each sensor and the CAN bus, judge the gearshift demand, and calculate and select best gearshift opportunity according to setting program, send shifting commands, allow the gearshift performance element finish the gearshift action, its control program than traditional automatic transmission complexity many, whole process all automatically performs and finishes; The gearshift performance element is converted into the hydraulic machinery action to the instruction of TCU, promotes the clutch of double clutch and the slippage of selector fork and finally realizes self shifter and speed change.
Chinese invention patent application 200410070324.9 discloses a kind of double clutch gearbox, it has two coaxial input shafts, two output shafts that are arranged in parallel and a reverse gear shaft, be fixed with a retaining, three retaining driving gears in its input shaft on the axle, be fixed with two retainings, four retaining driving gears on its input shaft outer shaft, be furnished with a retaining, two retainings, three retainings and four retaining driven gears on first output shaft, be furnished with five retainings, six retaining and the driven gears that reverse gear on second output shaft.Wherein a retaining driving gear and a retaining driven gear, the driven gear that reverses gear mesh simultaneously; Two retaining driving gears are meshed with two retaining driven gears; Three retaining driving gears and three retaining driven gears, five retaining driven gears mesh simultaneously; Four retaining driving gears keep off driven gears with four retaining driven gears, six and mesh simultaneously, like this, on the input shaft only four driving gears just can realize that six forward gears and one reverses gear, can reduce the quantity of gear, the length of gearbox is shortened dramatically.But, in this double clutch gearbox, four driving gears are according to three retaining driving gears, one retaining driving gear, the order of two retaining driving gears and four retaining driving gears is arranged successively, that is to say, the driving gear of its high gear is arranged in the two ends of input shaft, and the driving gear of low gear is arranged in the centre of input shaft, the defective that this structure exists is: a retaining (reversing gear) that will bear maximum load, two retaining driving gears are arranged in the neutral position of input shaft, the rigidity of system is relatively poor, axle system distortion causes the damage of low gear gear easily, reduces the working life of low gear gear under high capacity.
In the prior art, for the oil pump of dual-clutch transmission fuel feeding generally is shaft-driven by an independent transmission, this transmission shaft directly is connected with the output shaft of motor, and like this, the transfer route of power is long, complex structure.
Summary of the invention
It is good that the technical problem to be solved in the present invention provides a kind of system rigidity, the dual-clutch transmission that axial length is little.
In order to solve the problems of the technologies described above, the present invention adopts following technological scheme: a kind of dual-clutch transmission, comprise outer clutch, internal clutch, rotatable clutch housing, two input shafts, two jack shafts and a reverse gear shaft, two input shafts are divided into the interior input shaft and the outer input shaft of coaxial arrangement, two input shafts are provided with each gear driving gear, two jack shafts are provided with each the gear driven gear that is meshed with described driving gear, a described retaining driving gear and two retaining driving gears are positioned at the both sides of all other gear driving gears, the two ends of two jack shafts are equipped with bearing, and wherein the bearing of the first jack shaft front end is between main deceleration driving gear and two retaining driven gears.
Preferably, also comprise oil pump, oil pump drive gear and oil pump driven gear, described oil pump drive gear and oil pump driven gear are meshed, and oil pump drive gear is connected with clutch housing, and oil pump driven gear is connected with oil pump.
Preferably, input shaft is provided with a described retaining driving gear and three retaining driving gears in described, described outer input shaft is provided with described two retaining driving gears and four retaining driving gears, described first jack shaft is provided with a retaining, two retainings, three retainings and four retaining driven gears, described second jack shaft is provided with five retainings, six retaining driven gears, described reverse gear shaft is provided with the driven gear that reverses gear, a described retaining driving gear and a retaining driven gear, the driven gear that reverses gear meshes simultaneously, described two retaining driving gears are meshed with two retaining driven gears, described three retaining driving gears and three retaining driven gears, five retaining driven gears mesh simultaneously, described four retaining driving gears and four retaining driven gears, six retaining driven gears mesh simultaneously.
Further, described each gear driving gear is fixedly mounted on the input shaft, and described each gear driven gear is installed in rotation on the jack shaft and can be synchronous by synchronizer and jack shaft.
Further, also be provided with the driving gear that reverses gear on the described reverse gear shaft, be rotatably mounted with second driven gear that reverses gear on described second jack shaft, second driven gear that reverses gear is meshed with the driving gear that reverses gear, and second reverses gear is provided with synchronizer between the driven gear and second jack shaft.
Further, the described driving gear that reverses gear axially is being in concordant position with two retaining driving gears.
Further, main deceleration driving gear on described two jack shafts and the main deceleration driven gear on the differential mechanism mesh simultaneously.
Further, on first jack shaft, described main deceleration driving gear, two retaining driven gears, four retaining driven gears, three retaining driven gears and a retaining driven gear are arranged in order from front to back.
Further, on second jack shaft, main deceleration driving gear, second reverses gear, and driven gear, six keeps off driven gears and five retaining driven gears are arranged in order from front to back, and reversing gear at main deceleration driving gear and second is provided with bearing between the driven gear.
The invention has the beneficial effects as follows: the two ends that a retaining of bottom gear, second gear are arranged in axle system, the benefit of this layout are that axle is that the rigidity of support at two ends is better, can bear the maximum load and the influence of alternate torque.The shared retaining driving gear of a driven gear and a retaining driven gear that reverses gear equally drives heavy load and alternate torque are born in opposing when reversing gear influence.This structure can reduce the damage ratio that the distortion of axle system causes gear, improves the working life of low gear gear under high capacity.Bearings location arrangements on the jack shaft is in the inboard of main deceleration driving gear, can shorten the length of jack shaft in the speed changer, and the axial length of speed changer is reduced, thereby satisfies the car load arrangement requirement easilier.
Another advantage of the present invention be adopted many to shared gear, wherein one the retaining driven gear with reverse gear driven gear shared one the retaining driving gear; The shared three retaining driving gears of three retaining driven gears and five retaining driven gears; The shared four retaining driving gears of four retaining driven gears and six retaining driven gears; Two shared main deceleration driven gears of main deceleration driving gear, such structure has been saved axial space greatly, for the horizontal speed changer of compact type, improve the flexibility of engine compartment layout, reduced part simultaneously, greatly reduced the cost of speed changer.The shortening of speed changer axial length has also improved the rigidity of axle system, and the minimizing axle ties up to the distortion under the big load, improves the transmission accuracy of gear.
Particularly in the present invention, gear box oil pump is directly to be driven by clutch housing, and is simple in structure, and the transfer route of power is short, can full out receive the power of motor, is the timely fuel feeding of gearbox, guarantees the normal operation of gearbox.
Description of drawings
Below in conjunction with the drawings and specific embodiments the present invention is described in further detail.
Fig. 1 is the structural representation of dual-clutch transmission of the present invention.
Fig. 2 shows a retaining driving gear, a retaining driven gear, the driven gear that reverses gear, the driving gear that reverses gear, main deceleration driving gear and main deceleration driven gear, and the correlation of each.
Fig. 3 is the sectional structure chart of a kind of dual-clutch transmission of the present invention.
Among the figure:
1, outer clutch 2, internal clutch 3, clutch driving shaft 4, interior input shaft
5, outer input shaft 6, a retaining driving gear 7, a retaining driven gear 8, two retaining driving gears
9, two retaining driven gears 10, three retaining driving gears 11, three retaining driven gears 12, four retaining driving gears
13, four retaining driven gears 14, five retaining driven gears 15, six keep off driven gears 16, driven gear reverses gear
17, reverse gear driving gear 18, second reverse gear driven gear 19, main deceleration driving gear
20, main deceleration driving gear 21, main deceleration driven gear 22, differential mechanism 23-26, synchronizer
27, first jack shaft 28, second jack shaft 29, reverse gear shaft 30, clutch housing
33, bearing 35, bearing 36, oil pump driven gear 37, oil pump drive gear
38, oil pump G1-G6, one the retaining---six the retaining RG, reverse gear
Embodiment
As Fig. 1, shown in Figure 3, a kind of dual-clutch transmission of the present invention, the input shaft 4,5 of its two coaxial arrangement is connected with two clutches 1,2 respectively, the output shaft of motor is connected with clutch driving shaft 3, input shaft 4 or outer input shaft 5 in the moment of torsion of motor can optionally be delivered to by two clutches 1,2.Wherein, be installed with the rear end (away from an end of motor) that a retaining driving gear 6 and three retaining driving gears, 10, one retaining driving gears 6 are positioned at input shaft 4 on the interior input shaft 4; Be installed with two retaining driving gears 8 and four retaining driving gears 12 on the outer input shaft 5, two retaining driving gears 8 are positioned at the front end (near an end of motor) of outer input shaft 5, like this, from whole input shaft 4,5, two retaining driving gears 8 and a retaining driving gear 6 are positioned at forward and backward both sides, and three gear driving gears 10 and four retaining driving gears 12 are between them.Clutch driving shaft 3 can drive clutch housing 30 and rotate, and the rear end of clutch housing 30 is provided with axis hole, and bearing is installed in the axis hole, is used to support outer input shaft 5.The outer ring of above-mentioned axis hole is provided with oil pump drive gear 37, and oil pump drive gear 37 is one-body molded on clutch housing 30, and oil pump drive gear 37 is meshed with oil pump driven gear 36, and oil pump driven gear 36 can drive oil pump 38 and rotate.
Two jack shafts 27,28 and reverse gear shaft 29 all parallel with input shaft 4,5, and wherein first jack shaft 27 is provided with one to four retaining driven gear, they respectively with input shaft on the driving gear of corresponding gear be meshed, constituted different gears.Therefore two retaining driven gears 9, four retaining driven gears 13, three retaining driven gears 11 and a retaining driven gear 7 are arranged in order from front to back on first jack shaft 27.These four driven gears all by bearings on first jack shaft 27, therefore can rotate with respect to first jack shaft 27.Between two retaining driven gears 9 and four retaining driven gears 13, be provided with synchronizer 24, between three retaining driven gears 11 and a retaining driven gear 7, be provided with synchronizer 23, by synchronizer 23,24, each driven gear can optionally rotate with first jack shaft 27 synchronously.First jack shaft 27 also fixedly mount a main deceleration driving gear 19 foremost, to export the moment of torsion of first jack shaft 27.The two ends of first jack shaft 27 are equipped with bearing, and wherein the bearing 33 of front end is between main deceleration driving gear 19 and two retaining driven gears 9.
Be installed with the driven gear 16 that reverses gear on the reverse gear shaft 29, reverse gear driven gear 16 also with one the retaining driving gear 6 be meshed, see shown in Figure 2, promptly reverse gear and one the retaining a shared driving gear 6.At the front end of reverse gear shaft 29, in axially concordant fixed-site the driving gear 17 that reverses gear is installed with two retaining driving gears 8.
Because bearing 33,35 Support Positions on two jack shafts 27,28 all are arranged in the inboard (rather than shaft end) of main deceleration driving gear, can shorten the length of jack shaft in the speed changer like this, the axial length of speed changer is reduced, thereby satisfy the car load arrangement requirement easilier.
The moment of torsion of two jack shafts 27,28 all outputs to differential mechanism 22, connect a main deceleration driven gear 21 on the differential mechanism 22, two main deceleration driving gears 19,20 on main deceleration driven gear 21 and two jack shafts 27,28 mesh simultaneously, as shown in Figure 2, like this, main deceleration driving gear 19,20 and main deceleration driven gear 21 just constitute a main gear down device, and this main gear down device couples together two jack shafts 27,28 and differential mechanism 22.
Synchronizer is in company with the jack shaft rotation and utilize free-sliding spline to move axially on axle.When shifting gears, by the shift fork in the gearshift actuator synchronizer is dialled vertically to the gear driven gear, tooth cover in the synchronizer carries out combination with the tooth that combines on the gear driven gear, make gear driven gear and jack shaft be combined as a whole, because driving gear and gear driven gear fixing on the input shaft are in normal engagement, and driving gear driven gear, thereby input shaft will drive jack shaft according to this speed ratio to the active/driven shift gear of engagement, finish the driving between the disalignment, the process of transmission power.Owing to adopted double clutch, dual input shaft structure in the dual-clutch transmission, have two power transfer path, therefore when carrying out the gear switching, a pair of gear on next gear (being positioned on another root input shaft) can be meshed in advance by synchronizer, carry out the clutch exchange then, finish gearshift, can avoid the power interruption phenomenon in the shift process like this.
In the present invention, double clutch is coaxial wet-type dual-clutch, and internal clutch 2 is even number gear clutches, combines with the outer input shaft 5 of speed changer by spline, and outer clutch 1 is an odd number gear clutch, combines with the interior input shaft 4 of speed changer by spline.When gear switches, the target gear can be under the state of current shift combination, carry out combination in advance, in conjunction with principle be that the odd number gear replaces with the even number gear and combines, two odd number gears or two even number gear combinations simultaneously, be current shift when being the odd number gear, the target gear of pre-combination can only be the even number gear, can not be odd number gear (control of this function is controlled by the TCU of speed changer).Early stage in shift process, under the situation of current shift and target gear combination simultaneously, one on the odd number clutch of double clutch and even number clutch are the states of combination, another is the state that separates, continuation along with shift process, the clutch that separates carries out combination, the clutch of combination simultaneously separates, in conjunction with separating process in, between the active friction plate of clutch inside and the driven friction owing to the decline of combination force, the sliding phenomenon of rubbing can appear, like this, though the combination simultaneously of current shift and target gear can be because of the different phenomenon that interference occurs of rotating speed between the axle system in shift process yet.
Because oil pump 38 is driven by clutch housing 30, and clutch housing 30 is directly to be connected with the output shaft of motor by clutch driving shaft 3, so oil pump 38 can full out receive the power of motor, in time is the speed changer fuel feeding.Compared with prior art, the transfer route of oil pump power is short among the present invention, and is simple in structure.
Claims (9)
1. dual-clutch transmission, comprise outer clutch (1), internal clutch (2), rotatable clutch housing (30), two input shafts (4,5), two jack shafts (27,28) and a reverse gear shaft (29), two input shafts are divided into the interior input shaft (4) and the outer input shaft (5) of coaxial arrangement, two input shafts are provided with each gear driving gear (6,8,10,12), two each gear driven gears (7,9 that jack shaft is provided with main deceleration driving gear (19,20) and is meshed with described driving gear, 11,13,14,15), it is characterized in that: a described retaining driving gear (6) and two retaining driving gears (8) are positioned at all other gear driving gears (10,12) both sides, the two ends of two jack shafts are equipped with bearing, and wherein the bearing (33) of first jack shaft (27) front end is positioned between main deceleration driving gear (19) and the two retaining driven gears (9).
2. double clutch gearbox according to claim 1, it is characterized in that: also comprise oil pump (38), oil pump drive gear (37) and oil pump driven gear (36), described oil pump drive gear (37) and oil pump driven gear (36) are meshed, oil pump drive gear (37) is connected with clutch housing (30), and oil pump driven gear (36) is connected with oil pump (38).
3. dual-clutch transmission according to claim 1 and 2, it is characterized in that: input shaft (4) is provided with a described retaining driving gear (6) and three retaining driving gears (10) in described, described outer input shaft (5) is provided with described two retaining driving gears (8) and four retaining driving gears (12), described first jack shaft (27) is provided with a retaining, two retainings, three retainings and four retaining driven gears (7,9,11,13), described second jack shaft (28) is provided with five retainings, six retaining driven gears (14,15), described reverse gear shaft (29) is provided with the driven gear that reverses gear (16), a described retaining driving gear (6) and a retaining driven gear (7), the driven gear (16) that reverses gear meshes simultaneously, described two retaining driving gears (8) are meshed with two retaining driven gears (9), described three retaining driving gears (10) and three retaining driven gears (11), five retaining driven gears (14) mesh simultaneously, described four retaining driving gears (12) and four retaining driven gears (13), six retaining driven gears (15) mesh simultaneously.
4. dual-clutch transmission according to claim 3 is characterized in that: described each gear driving gear (6,8,10,12) be fixedly mounted on the input shaft (4,5), described each gear driven gear (7,9,11,13,14,15) be installed in rotation on jack shaft (27,28) go up and can pass through synchronizer (23,24,25,26) synchronous with jack shaft.
5. dual-clutch transmission according to claim 3, it is characterized in that: also be provided with the driving gear that reverses gear (17) on the described reverse gear shaft (29), be rotatably mounted with second driven gear (18) that reverses gear on described second jack shaft (28), second driven gear (18) that reverses gear is meshed with the driving gear that reverses gear (17), and second reverses gear is provided with synchronizer (26) between the driven gear (18) and second jack shaft.
6. dual-clutch transmission according to claim 5 is characterized in that: the described driving gear that reverses gear (17) axially is being in concordant position with two retaining driving gears (8).
7. dual-clutch transmission according to claim 3 is characterized in that: the main deceleration driven gear (21) on main deceleration driving gear (19,20) on described two jack shafts (27,28) and the differential mechanism (22) meshes simultaneously.
8. dual-clutch transmission according to claim 2, it is characterized in that: on first jack shaft (27), described main deceleration driving gear (19), two retaining driven gears (9), four retaining driven gears (13), three retaining driven gears (11) and a retaining driven gear (7) are arranged in order from front to back.
9. dual-clutch transmission according to claim 3, it is characterized in that: on second jack shaft (28), described main deceleration driving gear (20), second reverses gear, and driven gear (18), six keeps off driven gears (15) and five retaining driven gears (14) are arranged in order from front to back, and reversing gear at main deceleration driving gear (20) and second is provided with bearing (35) between the driven gear (18).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010102012611A CN102278427A (en) | 2010-06-13 | 2010-06-13 | Dual-clutch transmission gearbox |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2010102012611A CN102278427A (en) | 2010-06-13 | 2010-06-13 | Dual-clutch transmission gearbox |
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| Publication Number | Publication Date |
|---|---|
| CN102278427A true CN102278427A (en) | 2011-12-14 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2010102012611A Pending CN102278427A (en) | 2010-06-13 | 2010-06-13 | Dual-clutch transmission gearbox |
Country Status (1)
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| CN (1) | CN102278427A (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105221676A (en) * | 2014-06-30 | 2016-01-06 | 广州汽车集团股份有限公司 | A kind of speed changer |
| CN107867169A (en) * | 2016-09-28 | 2018-04-03 | 比亚迪股份有限公司 | Power-driven system and vehicle for vehicle |
| CN108006204A (en) * | 2018-01-03 | 2018-05-08 | 杭州萧山江南通用机械厂 | A kind of hydraulic multi-head exports transfer case |
| CN108105342A (en) * | 2016-11-24 | 2018-06-01 | 格特拉克·福特传动***有限公司 | Manual transmission with oil pump |
| CN108426015A (en) * | 2017-02-13 | 2018-08-21 | 南通英拓力控汽车传动***有限公司 | The electronic automobile-used 3 gear double-clutch automatic gearbox of load-carrying |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101451594A (en) * | 2007-12-05 | 2009-06-10 | 日产自动车株式会社 | Shifting control system |
| CN101576145A (en) * | 2009-06-15 | 2009-11-11 | 上海汽车集团股份有限公司 | Double-clutch speed changer |
| CN201502668U (en) * | 2009-07-21 | 2010-06-09 | 上海汽车集团股份有限公司 | Double-clutch variable-speed device |
-
2010
- 2010-06-13 CN CN2010102012611A patent/CN102278427A/en active Pending
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101451594A (en) * | 2007-12-05 | 2009-06-10 | 日产自动车株式会社 | Shifting control system |
| CN101576145A (en) * | 2009-06-15 | 2009-11-11 | 上海汽车集团股份有限公司 | Double-clutch speed changer |
| CN201502668U (en) * | 2009-07-21 | 2010-06-09 | 上海汽车集团股份有限公司 | Double-clutch variable-speed device |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN105221676A (en) * | 2014-06-30 | 2016-01-06 | 广州汽车集团股份有限公司 | A kind of speed changer |
| CN107867169A (en) * | 2016-09-28 | 2018-04-03 | 比亚迪股份有限公司 | Power-driven system and vehicle for vehicle |
| CN108105342A (en) * | 2016-11-24 | 2018-06-01 | 格特拉克·福特传动***有限公司 | Manual transmission with oil pump |
| CN108105342B (en) * | 2016-11-24 | 2019-06-14 | 格特拉克·福特传动***有限公司 | Gear shift transmission with oil pump |
| CN108426015A (en) * | 2017-02-13 | 2018-08-21 | 南通英拓力控汽车传动***有限公司 | The electronic automobile-used 3 gear double-clutch automatic gearbox of load-carrying |
| CN108006204A (en) * | 2018-01-03 | 2018-05-08 | 杭州萧山江南通用机械厂 | A kind of hydraulic multi-head exports transfer case |
| CN108006204B (en) * | 2018-01-03 | 2024-04-16 | 杭州萧山江南通用机械厂 | Hydraulic multi-head output transfer case |
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Application publication date: 20111214 |