CN103912651A - Double-clutch automatic gearbox transmission device - Google Patents
Double-clutch automatic gearbox transmission device Download PDFInfo
- Publication number
- CN103912651A CN103912651A CN201210592119.3A CN201210592119A CN103912651A CN 103912651 A CN103912651 A CN 103912651A CN 201210592119 A CN201210592119 A CN 201210592119A CN 103912651 A CN103912651 A CN 103912651A
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- Prior art keywords
- gear
- input shaft
- double
- clutch
- driven
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Classifications
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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
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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
- F16H3/12—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 with means for synchronisation not incorporated in the clutches
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
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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
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2035—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with two engaging means
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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 double-clutch gearbox transmission device for a vehicle. The double-clutch automatic gearbox transmission device comprises an inner input shaft and an outer input shaft which are arranged coaxially, two auxiliary shafts parallel to the two input shafts, a double-clutch and differential assembly, multiple groups of normally engaged gears arranged on each shaft, and multiple groups of synchronizer devices for selecting gears. The double-clutch gearbox transmission device is capable of providing six forward gears and one reverse gear. A reverse gear driven gear is indirectly driven by a reverse gear driving gear connected with a first gear driven gear, the reverse gear transmission ratio is higher, so that the reverse gear safety is higher. The fourth gear and the sixth gear use the same driving gear so that the axial size of the gearbox is effectively reduced. Low gear groups are arranged at the shaft end of a gearbox shaft system, so that the shaft system has higher rigidity, smaller abrasion and longer service life. The gearbox device is featured with simple structure, small axial size, large transmission ratio freedom and so on.
Description
Technical field
The invention belongs to vehicle (automobile) speed changer technical field, be specifically related to a kind of double-clutch automatic gearbox transmission.
Background technique
Travelling comfort, handling and high-efficiency and economic are all very important vehicle and transmission performance indexs, in the application of conventional manual speed changer and automatic transmission, all just attend to one thing and lose sight of another at above aspect of performance.Select high handling and high-efficiency and economic just to mean low travelling comfort; Selecting high travelling comfort to mean in handling and Economy gives way to some extent.
But the employing of novel dual-clutch transmission (DualClutchTransmission), can farthest meet the integration requirement of people to above performance.Dual-clutch transmission can provide the high efficiency of the manual transmission that matches in excellence or beauty and higher handling, can meet people to vehicle economy and drive the demand of amusement; Dual-clutch transmission also has high-comfort not second to automatic transmission simultaneously, and the power that can realize in running process does not interrupt.
Existing six fast double-clutch automatic gearboxes adopt reverse gear shaft structure mostly, make speed changer structure complexity, and manufacture cost is high; Also have the fast double-clutch automatic gearbox of part six without reverse gear shaft, reverse gear and be directly arranged on output countershaft, so increased the difficulty that on output countershaft, gear is arranged, each gear arranges that improper meeting causes the problems such as speed changer volume is excessive.
Summary of the invention
The invention provides a kind of transmission device of dual-clutch transmission,, the feature such as axial dimension little and gear velocity ratio degrees of freedom larger simple in structure to obtain.
Dual-clutch transmission of the present invention mainly comprises interior input shaft, outer input shaft, the first countershaft, the second countershaft, differential assembly and double clutch.This dual-clutch transmission provides six forward gears and a reverse gear.
Interior input shaft and outer input shaft are coaxially arranged, and interior input shaft has part circumferentially to be surrounded formation empty set by outer input shaft.Outer input shaft is hollow input shaft; Interior input shaft can be solid input shaft, can be also hollow input shaft.Interior input shaft and outer input shaft, by bearings, make interior input shaft and outer input shaft coaxially and keep empty set, guarantee freely to rotate separately.
On interior input shaft, be furnished with the odd number shelves driving gear that can not rotate in contrast, on outer input shaft, be furnished with the even number shelves driving gear that can not rotate in contrast.
The first countershaft and the second countershaft and two input shafts are arranged in parallel.On two countershafts, respectively be provided with one and the not relatively turnable main deceleration driving gear of countershaft, and be set with the each grade of driven gear and the reverse driving gear that are meshed with described each grade of driving gear, on two countershafts, be also furnished with and select multiple synchromesh gears of using of each gear, each grade of driven gear and reverse driving gear are optionally connected with two countershafts by the synchromesh gear being fixedly connected with two countershafts.Wherein the each shifting gear on two countershafts is with empty set arranged in form on countershaft, and two main deceleration driving gears rotate with countershaft to be fixedly connected with form with each synchromesh gear.
Differential assembly is as the moment of torsion output terminal of this dual-clutch transmission.
Described double clutch comprises two coaxially arranged clutch disks, and two clutch wheel are connected with two input shafts respectively.This double clutch can be dry dual clutch or wet-type dual-clutch.Double clutch is invented described two torque input ends that close speed changer from device for this reason, and is arranged in speed changer near motor end, is fixedly connected with motor output terminal.Can select input torque to be linked into above-mentioned which input shaft by alternately the engaging of two clutch disks of controlling double clutch.
On the whole, the gear driving gear that respectively advances is fixedly connected with and two input shafts, rotates with input shaft; Each gear driven gear and reverse gear driven gear are placed in two countershafts, and countershaft rotates relatively freely.Synchronizer and main deceleration driving gear are fixedly connected on two countershafts, rotate with countershaft; All gears and affiliated axle are at axial restraint, and synchronizer is axial float within limits, realize from different shifting gears and engaging, and complete gear selecting.
The moment of torsion transfer mode of this transmission device of dual-clutch transmission is: first clutch dish and interior input shaft are fixedly connected, and second clutch dish and outer input shaft are fixedly connected, and realizes the moment of torsion transmission of Engine torque from double clutch to driving shaft; Between two input shafts and two countershafts, be optionally connected by each gear main driven gear and synchronizer, realize the transmission of moment of torsion from input shaft to countershaft; Two countershafts and output shaft often engage with differential assembly by main deceleration driving gear, realize the transmission of moment of torsion from countershaft to output shaft.
This transmission device of dual-clutch transmission, can carry out gear according to gearshift demand preselected, realizes in Vehicle Driving Cycle fast, gearshift reposefully.Carry out gear by control synchro and select action, two countershafts are connected from different input shafts respectively.At one time, two clutches only have one in jointing state, thereby, in two input shafts, there is and only have an input shaft to join motor transmitting torque to.That is to say at any time, can have two synchronizers to complete the selection of two gears, but only have a countershaft transmitting Engine torque.When two gears on different input shafts engage simultaneously, the alternately jointing state of two clutch disks by controlling switch dual clutch can be realized crash change of speed, and power does not interrupt.
All gearshift actions of this transmission device of dual-clutch transmission and the bonding state of double clutch are controlled by transmission control unit (TransmissionControlUnit).
Described two input shafts respectively have one end by bearings on mission case, and support mutually with bearing between two input shafts, realize independent rotation separately; The each axle head of two countershafts is furnished with respectively a bearings on mission case.
The present invention, on the basis of above structure, in order to realize the object of the invention, has also further done following special structural configuration:
One grade, intermediate gear are separately positioned on the axial end of gear-box axle system as bottom gear, one grade of driving gear and first speed driven gear be arranged in interior input shaft and the first countershaft away from double clutch end; Second gear driving gear and second gear driven gear are arranged in the close double clutch end of outer input shaft and the second countershaft.Like this bootom gear is separately positioned on to the axle head that axle is each axle, the i.e. bearings point of close each axle, this structure has improved rigidity shaft system, reduces the gear destruction rate under high pulling torque and alternating stress to shifting gear, improves transmission reliability and working life.This layout reduces speed changer overall height in addition, increases axis rigidity, the effect that reduces the distortion of axle system and improve the gear accuracy of mesh.
, engage by reverse gear driven gear with the reverse driving gear of first speed driven gear phase disjunctor meanwhile, driven the larger reverse gear ratio of so easy realization by reverse driving gear; And by by reverse gear driven gear and with first speed driven gear phase disjunctor, can suitably reduce interior input shaft local size, thereby suitably can increase reverse gear driven gear, more easily realize with one grade of reverse gear ratio that speed ratio is suitable, make reverse gear Security higher.
Due to reverse gear driven gear and with first speed driven gear phase disjunctor, and one grade, third gear, fourth gear, second gear driven gear are arranged in same countershaft, make this countershaft axial dimension be greater than another countershaft, this structure makes speed changer top dimension less, is more easily arranged on car load.
Also have, fourth gear driven gear and six grades of driven gears share four or six grades of driving gears, five grades of driven gears and third gear driven gear share three or five grades of driving gears, this layout advantage is, effectively controlled the axial dimension of double-clutch speed changer, the coupling that is applicable to minicar and compact type vehicle is carried.
And design, the distance between shafts of first speed driven gear place countershaft and input shaft is greater than the distance between shafts of another one countershaft and input shaft.Its design is maximum based on one grade of speed ratio, under normal circumstances, differential mechanism part only realizes transmission of power, therefore mainly carry velocity ratio regulatory function in shaft system arrangement part, and one grade of velocity ratio is greater than second gear, therefore first speed driven gear is large compared with second gear, if distance between shafts is larger, to more be conducive to the design of gear, make speed changer compacter, be conducive to arrangement.
In addition, at first speed driven gear, second gear driven gear is distributed in countershaft two ends, due to reverse gear mechanism and one, second gear velocity ratio is the most approaching, therefore consider reverse gear Ying Yuyi, second gear next-door neighbour arrange, the present invention selects to arrange the reverse gear next-door neighbour first speed driven gear set-up mode of " first speed driven gear and reverse driving gear disjunctor ", for intermediate gear next-door neighbour speed changer part reserves arrangement of gears vacancy, on this basis, be chosen in again the second countershaft, near main deceleration driving gear FD2, parking wheel P be set, make parking wheel P and intermediate gear group coplanar, effectively utilized second gear driven gear coplanar go out another countershaft on space, make this speed changer shaft system arrangement more compact, size reduction, cost, also being easy to locomotive coupling carries.
Or, on differential mechanism, be connected parking wheel P be set.Because parking wheel P size is larger, under same torque, park pawl and other parking subsidiary bodies are stressed less, park pawl and parking subsidiary body design strength are required lower, thereby reduce costs.
Visible, dual-clutch transmission of the present invention is separately positioned on by bootom gear the axle head that axle is each axle owing to having adopted, without reverse gear shaft, many gears share driving gear, adopt the structures such as disjunctor gear, have the following advantages thus: making axle is that rigidity is better, play and reduce the distortion of axle system, raising transmission accuracy, increase transmission reliability and the effect in working life; Make speed changer structure size less, the coupling that is particularly useful for minicar and compact type vehicle is carried; Reduce number of parts, saved speed changer cost, improved system reliability.
Accompanying drawing explanation
By the embodiment shown in reference to the accompanying drawings, the present invention is explained in detail below.Relevant drawings is as follows:
Fig. 1 is embodiment's structural representation;
Fig. 2 is embodiment's axial arrangement sketch;
In accompanying drawing figure:
Embodiment
Below in conjunction with accompanying drawing, by embodiment, the present invention is further described.
This invents described dual-clutch transmission, and interior input shaft 10 and outer input shaft 20 are coaxially arranged, and at least a portion, input shaft 10 is surrounded by outer input shaft 20; The first countershaft 30 and the second countershaft 40 and two input shafts are arranged in parallel.Interior input shaft 10 is connected with first clutch dish 72, and outer input shaft 20 is connected with second clutch dish 74.
Each forward gears driving gear 12,14,16,18,22,24 is fixedly connected on respectively on two input shafts 10,20; Each forward gears driven gear and reverse driving gear 35 are placed in respectively on two countershafts 30,40.
Main deceleration driving gear 39,49 on two countershafts and main deceleration driven gear 82 often engage, and differential assembly 80 is as the output terminal of this dual-clutch transmission.
From away from double clutch 80 ends near double clutch 80 extreme directions, on interior input shaft 10, be fixed with successively gear driving gear 12,35 gear driving gears 16; On described outer input shaft 20, be fixed with successively four or six grades of driving gears 24 and two gear driving gears 22.
On described the first countershaft 30, be furnished with first speed driven gear 32, second gear driven gear 38, third gear driven gear 34, fourth gear driven gear 36 and reverse driving gear 35; On described the second countershaft 40, be furnished with five grades of driven gears 42, six grades of driven gears 46, reverse gear driven gear 34.The first countershaft 30 and the distance between shafts of input shaft at first speed driven gear 32 places is greater than the distance between shafts of other the second secondary 40 axles and input shaft.
Fourth gear driven gear 46 and six grades of driving gears 36 share 24, five grades of driven gears of fourth gear driving gear 42 and share three or five grades of driving gears 16 with third gear driven gear 34.Effectively to control the axial dimension of double-clutch speed changer, the coupling that is applicable to minicar and compact type vehicle is carried.
Reverse gear driven gear 44, by indirectly driving with the reverse driving gear 35 of first speed driven gear phase disjunctor, is easily realized larger reverse gear ratio, makes reverse gear Security higher.
Near main deceleration driving gear FD249, parking wheel P60a is set at the second countershaft, parking wheel P60a and intermediate gear group 22,38 are coplanar.In addition, also can on differential mechanism, be connected and be provided with parking wheel P60b.
Each shifting gear master slave relation is: one grade of driving gear 12 often engages with first speed driven gear 32, second gear driving gear 22 often engages with second gear driven gear 38, three or five grades of driving gears 16 often engage with third gear driven gear 34, four or six grades of driving gears 24 often engage with fourth gear driven gear 36 and six grades of driven gears 46 simultaneously, seven grades of driving gears 18 often engage with seven grades of driven gears 44, three or five grades of driving gears 16 often engage with five grades of driven gears 42, and reverse driving gear 35 often engages with reverse gear driven gear 44.
The gear choice relation of synchronizer is: described first speed driven gear 32 is optionally connected with the first countershaft 30 by the first synchromesh gear SC162 with third gear driven gear 34; Fourth gear driven gear 36 is optionally connected with the first countershaft 30 by the second synchromesh gear SC264 with second gear driven gear 38; Reverse gear driven gear 44 is optionally connected with the second countershaft 40 by the 3rd synchromesh gear SC366 with five grades of driven gears 42; Six grades of driven gears 46 are optionally connected with the second countershaft 40 by the 4th synchromesh gear SC468;
The gear of each synchromesh gear 62,64,66,68 selects action to drive each gear shift fork to realize by hydraulic pressure or motor.
Take one grade and reverse gear as example, the forward gear of this dual-clutch transmission device and the power transmission line of reverse gear are as follows:
One grade of power transmission line: the first synchronizer SC162 engages with first speed driven gear 32, first clutch dish 72 closures.Engine torque passes to interior input shaft 10 by first clutch dish 72, one grade of driving gear 12, first speed driven gear 32 and the first synchronizer SC162 via normal engagement are delivered to the first countershaft 30, arrive differential assembly 80 through the first main deceleration driving gear 39 again, finally by differential assembly 80 outputting powers.
Reverse gear power transmission line: the second synchronizer SC366 engages with reverse gear driven gear 44, first clutch dish 72 closures.Engine torque passes to interior input shaft 10 by first clutch dish 72, via one grade of driving gear 12 and the first speed driven gear 32 of normal engagement, because of first speed driven gear 32 and reverse driving gear 35 disjunctors, often reverse driving gear 35, reverse gear driven gear 44 and the 3rd synchronizer SC366 of engagement are delivered to the second countershaft 40 again, again through the second main deceleration driving gear FD249 to differential assembly 80, finally by differential assembly 80 outputting powers.
Claims (7)
1. a double-clutch automatic gearbox transmission device, comprising: coaxially arranged interior input shaft (10) and outer input shaft (20), and at least a portion, input shaft (10) is surrounded by outer input shaft (20); Be parallel to two countershafts that inside and outside input shaft (10,20) is arranged; With inside and outside input shaft (10,20) connected double clutch (70) respectively;
On described interior input shaft (10), be furnished with the odd number shelves driving gear that can not rotate in contrast, on outer input shaft (20), be furnished with the even number shelves driving gear that can not rotate in contrast;
On two countershafts, respectively be provided with one and the not relatively turnable main deceleration driving gear of countershaft, and being set with the each grade of driven gear and the reverse driving gear that are meshed with described odd number shelves and even number shelves driving gear, each grade of driven gear and reverse driving gear are optionally connected with two countershafts by the synchromesh gear being fixedly connected with two countershafts;
Two clutch disks of described double clutch (70) are coaxially arranged, are connected respectively with inside and outside input shaft (10,20);
Main deceleration driving gear on described two countershafts and the main deceleration driven gear (82) being connected with differential mechanism are meshed, and differential assembly (80) is as the output terminal of this double-clutch speed changer;
It is characterized in that: one grade, intermediate gear are separately positioned on the axial end of gear-box axle system as bottom gear, one grade of driving gear (12) and first speed driven gear (32) be arranged in interior input shaft (10) and the first countershaft (30) away from double clutch end; Second gear driving gear (22) and second gear driven gear (38) are arranged in the close double clutch end of outer input shaft (20) and the first countershaft (30);
Reverse gear driven gear (44) and engaging with the reverse driving gear (35) of first speed driven gear (32) phase disjunctor, is driven by reverse driving gear (35);
Fourth gear driven gear (36) and six grades of driven gears (46) share four or six grades of driving gears (24), and third gear driven gear (34) and five grades of driven gears (42) share four or six grades of driving gears (16).
2. double-clutch automatic gearbox transmission device according to claim 1, is characterized in that: on described the first countershaft (30), be furnished with first speed driven gear (32), second gear driven gear (38), third gear driven gear (34), fourth gear driven gear (36) and reverse driving gear (35); On described the second countershaft (40), be furnished with five grades of driven gears (42), six grades of driven gears (46) and reverse gear driven gear (34).
3. double-clutch automatic gearbox transmission device according to claim 2, it is characterized in that: from holding near double clutch (70) extreme direction away from double clutch (70), on interior input shaft (10), be provided with successively a gear driving gear (12), three or five gear driving gears (16); On described outer input shaft (20), be fixed with successively four or six grades of driving gears (14) and two gear driving gears (22).
4. double-clutch automatic gearbox transmission device according to claim 3, it is characterized in that: first speed driven gear (32) place countershaft and inside and outside input shaft (10,20) centre distance is greater than the centre distance of another one countershaft and inside and outside (10,20) input shaft.
5. double-clutch automatic gearbox transmission device according to claim 4, is characterized in that: be connected and be provided with parking wheel P(60b with differential mechanism).
6. according to the double-clutch automatic gearbox transmission device described in any one of claim 1-5, it is characterized in that: described first speed driven gear (32) with third gear driven gear (34) by the first synchromesh gear SC1(62) be optionally connected with the first countershaft (30); Fourth gear driven gear (36) with second gear driven gear (38) by the second synchromesh gear SC2(64) be optionally connected with the first countershaft (30); Reverse gear driven gear (44) with five grades of driven gears (42) by the 3rd synchromesh gear SC3(66) be optionally connected with the second countershaft (40); Six grades of driven gears (46) are by the 4th synchromesh gear SC4(68) be optionally connected with the second countershaft (40).
7. double-clutch automatic gearbox transmission device according to claim 7, is characterized in that: inside and outside input shaft (10,20) at least respectively have a place by bearings on mission case; Between two input shafts, be at least furnished with a bearing; The axle head of each countershaft (30,40) is respectively furnished with a bearings on mission case.
8, according to the double-clutch automatic gearbox transmission device described in claim 1 or 2 or 3, it is characterized in that: described the second countershaft is near main deceleration driving gear FD2(49) parking wheel P (60a) is set, parking wheel P (60a) is coplanar with intermediate gear group (22,38).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210592119.3A CN103912651A (en) | 2012-12-31 | 2012-12-31 | Double-clutch automatic gearbox transmission device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201210592119.3A CN103912651A (en) | 2012-12-31 | 2012-12-31 | Double-clutch automatic gearbox transmission device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN103912651A true CN103912651A (en) | 2014-07-09 |
Family
ID=51038554
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201210592119.3A Pending CN103912651A (en) | 2012-12-31 | 2012-12-31 | Double-clutch automatic gearbox transmission device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN103912651A (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106838188A (en) * | 2016-12-30 | 2017-06-13 | 重庆长安汽车股份有限公司 | A kind of double-clutch automatic gearbox transmission device |
| GB2547650A (en) * | 2016-02-23 | 2017-08-30 | Chongqing Changan Automobile Co Ltd | A dual clutch transmission |
| CN110332294A (en) * | 2019-08-07 | 2019-10-15 | 海马汽车有限公司 | A kind of transmission assembly and vehicle |
| CN110985613A (en) * | 2019-12-31 | 2020-04-10 | 中国第一汽车股份有限公司 | Multi-gear double-clutch transmission |
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| US20080202266A1 (en) * | 2007-02-22 | 2008-08-28 | Hendrickson James D | Multi-Speed Transmission With Countershaft Gearing |
| CN101260919A (en) * | 2007-02-20 | 2008-09-10 | 通用汽车环球科技运作公司 | Multi speed transmission having a countershaft gearing arrangement |
| WO2011148065A1 (en) * | 2010-05-26 | 2011-12-01 | Pascal Thery | Dual clutch transmission comprising a transfer link and a reverse gear |
| CN102308120A (en) * | 2009-02-24 | 2012-01-04 | 爱信Ai株式会社 | Dual clutch automatic transmission |
| CN102678837A (en) * | 2011-03-15 | 2012-09-19 | C.R.F.阿西安尼顾问公司 | Gear change device for a motor vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN1626852A (en) * | 2003-12-10 | 2005-06-15 | 现代自动车株式会社 | Double clutch transmission device |
| CN101260919A (en) * | 2007-02-20 | 2008-09-10 | 通用汽车环球科技运作公司 | Multi speed transmission having a countershaft gearing arrangement |
| US20080202266A1 (en) * | 2007-02-22 | 2008-08-28 | Hendrickson James D | Multi-Speed Transmission With Countershaft Gearing |
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| CN102678837A (en) * | 2011-03-15 | 2012-09-19 | C.R.F.阿西安尼顾问公司 | Gear change device for a motor vehicle |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2547650A (en) * | 2016-02-23 | 2017-08-30 | Chongqing Changan Automobile Co Ltd | A dual clutch transmission |
| GB2547650B (en) * | 2016-02-23 | 2022-01-12 | Chongqing Changan Automobile Co Ltd | A dual clutch transmission |
| CN106838188A (en) * | 2016-12-30 | 2017-06-13 | 重庆长安汽车股份有限公司 | A kind of double-clutch automatic gearbox transmission device |
| CN106838188B (en) * | 2016-12-30 | 2019-01-22 | 重庆长安汽车股份有限公司 | A kind of double-clutch automatic gearbox transmission device |
| CN110332294A (en) * | 2019-08-07 | 2019-10-15 | 海马汽车有限公司 | A kind of transmission assembly and vehicle |
| CN110985613A (en) * | 2019-12-31 | 2020-04-10 | 中国第一汽车股份有限公司 | Multi-gear double-clutch transmission |
| CN110985613B (en) * | 2019-12-31 | 2021-03-30 | 中国第一汽车股份有限公司 | Multi-gear double-clutch transmission |
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Application publication date: 20140709 |
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| RJ01 | Rejection of invention patent application after publication |