CN202545708U - Longitudinal double-clutch automatic transmission device - Google Patents
Longitudinal double-clutch automatic transmission device Download PDFInfo
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- CN202545708U CN202545708U CN2012202007020U CN201220200702U CN202545708U CN 202545708 U CN202545708 U CN 202545708U CN 2012202007020 U CN2012202007020 U CN 2012202007020U CN 201220200702 U CN201220200702 U CN 201220200702U CN 202545708 U CN202545708 U CN 202545708U
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Abstract
The utility model relates to a longitudinal double-clutch automatic transmission device with a direct gear. The device comprises a first clutch and a second clutch; a first input shaft is provided with a first input shaft gear, an outward extend end of the first input shaft is provided with a fifth synchronizer, an output shaft is also sleeved inside the first input shaft and is coaxial with the first input shaft; the output shaft is provided with a first-level driven gear, a second-level driven gear, a third-level driven gear, a fourth-level driven gear, a fifth-level driven gear and a sixth-level driven gear; a first intermediate shaft, a second intermediate shaft and a reversing shaft are respectively arranged to be parallel to the output shaft; the first intermediate shaft is provided with a first intermediate shaft gear, a fifth-level driving gear, a third synchronizer, a first synchronizer, a third-level driving gear and a firth-level driving gear; the second intermediate shaft is provided with a second intermediate shaft gear, a reversing driving gear, a sixth synchronizer SC6, a sixth-level driving gear, a fourth synchronizer, a fourth-level driving gear 44, a second synchronizer and a second-level driving gear, and the reversing shaft is provided with a reversing intermediate gear. The longitudinal double-clutch automatic transmission device has a direct gear, so that the transmission efficiency is high; and moreover, multiple levels share the gear, so that the axial length is shorter.
Description
Technical field
The utility model belongs to the automatic transmission technical field, is specifically related to the double-clutch automatic gearbox transmission device.
Background technique
The double-clutch automatic gearbox transmission system refer to the double-clutch speed changer drive path the power transmission system that constitutes by clutch, gear drive, synchronizer etc. of process.Double-clutch automatic gearbox has two clutches that independence is controlled, and two clutches are connected with corresponding input shaft respectively, and engine power can be by arbitrary clutch transmits to input shaft, and to vehicle power is provided through transmission system.Speed changer is strange, even number retaining input gear is arranged apart on two axles; Switching and synchronizer action through two clutches; Realize torque conversion and output via different output shafts; Power was uninterrupted when therefore double-clutch automatic gearbox can make vehicle between adjacent gear, shift gears, and realized power gear shifting, obtained good shifting comfort.In traditional double-clutch automatic gearbox; Usually each gear all needs a pair of gear pair to accomplish power transmission work; Therefore work as transmission gear more for a long time; Required gear quantity is bigger, and the speed changer Heavy Weight, volume is big, manufacture cost is high, is unfavorable for that car load is arranged and the performance of vehicle power property, fuel economy; It is longer to indulge the hollow outer input shaft length of putting double-clutch automatic gearbox, and difficulty of processing is very big; How the traditional double clutch automatic gearbox does not possess direct retaining simultaneously, and each retaining all uses gear pair engagement transferring power, and transmission efficiency is relatively low, noise is big.
The model utility content
For reduce gear quantity, reduce volume, weight reduction, reduction manufacture cost, the utility model provides a kind of have seven forward gears, three vertical double-clutch automatic gearbox transmission devices of putting that possess direct retaining that reverse gear.
Concrete technological scheme is following:
Vertical put the double-clutch automatic gearbox transmission device and comprise first clutch C1, second clutch C2, first input shaft 1 and second input shaft 2; Second input shaft 2 is a hollow shaft, and overhanging end is provided with second input shaft gear 20; First input shaft 1 that is connected with first clutch C1 is positioned at second input shaft 2 that is connected with second clutch C2, and an end of first input shaft 1 is overhanging; It is coaxial that first input shaft 1 and second leaves input shaft 2, and it is characterized in that: the overhanging end that first input shaft 1 is provided with first input shaft gear, 10, the first input shafts 1 is provided with the 5th synchronizer SC5; Said the 5th synchronizer SC5 sky interlocks then output shaft 5, and output shaft 5 is coaxial with first input shaft 1; Be provided with one or two retaining driven gears, 51,34 retaining driven gears 53 and five or six retaining driven gears 55 on the output shaft 5 successively, and five or six retaining driven gears 55 are adjacent with the 5th synchronizer SC5; Parallel first jack shaft 3, second jack shaft 4 and the reverse gear shaft 6 of being respectively equipped with output shaft 5; Be provided with first countershaft-gear 30, the 3rd synchronizer SC3 and the first synchronizer SC1 on said first jack shaft 3 successively; First countershaft-gear 30 and first input shaft gear 10 often mesh; First jack shaft, 3 sky between first countershaft-gear 30 and the 3rd synchronizer SC3 are arranged with five retaining driving gears 35; On first jack shaft 3 of the first synchronizer SC1 both sides respectively sky be arranged with a retaining driving gear 31 and keep off driven gears 51 with three retaining driving gears 33, retaining driving gears 31 and or two and often mesh; Three retaining driving gears 33 and three or four retaining driven gears 53 often mesh; Five retaining driving gears 35 and five or six retaining driven gears 55 often mesh; Said reverse gear shaft 6 is provided with reverse idler gear 68; Be provided with second countershaft-gear 40, the 6th synchronizer SC6, the 4th synchronizer SC4 and the second synchronizer SC2 on said second jack shaft 4 successively, said second countershaft-gear 40 and second input shaft gear 20 often mesh; Second jack shaft, 4 sky between said second countershaft-gear 40 and the 6th synchronizer SC6 are arranged with the driving gear 48 that reverses gear; Second jack shaft, 4 sky between the 6th synchronizer SC6 and the 4th synchronizer SC4 are arranged with six retaining driving gears 46; On second jack shaft 4 of the second synchronizer SC2 both sides respectively sky be arranged with four retaining driving gears 44 and keep off driving gears 42 with two, reverse idler gear 68 often meshes with first input shaft gear 10, the driving gear 48 that reverses gear respectively; Six retaining driving gears 46 and five or six retaining driven gears 55 often mesh; Four retaining driving gears 44 and three or four retaining driven gears 53 often mesh; Two retaining driving gears 42 and one or two retaining driven gears 51 often mesh.
The useful technique effect of the utility model embodies in the following areas:
1. the utility model is provided with a directly retaining, and the power transmission of this retaining need not to realize through gear engagement, keeps off directly that transmission efficiency height (attenuating oil consumption), noise are little, life-span and reliability also be guaranteed;
2. in the double-clutch automatic gearbox transmission device that the utility model provided; The shared gear of a plurality of gears; Like a retaining, two retainings, shared one or two retaining driven gears 51, three retainings that reverse gear, four retainings, two shared three or four retaining driven gears, 53, five retainings that reverse gear, six retainings, three shared five or six retaining driven gears 55 reverse gear; Make axial length shorter; Gear quantity still less, complete machine structure simplifies, weight is lighter, with low cost, meets the passenger car demand for development, helps the layout of vehicle startup cabin and lower oil consumption;
3. second input shaft, 2 axial lengths of the utility model are short, and tradition has the hollow input shaft of two gears relatively, and length can reduce about 60mm, and this processing technology simplification and cost reduction to hollow shaft is favourable, is convenient to Project Realization;
Jack shaft and output shaft length tradition vertical to put speed changer short, vertical the putting more than the short about 130mm of speed changer of tradition that has identical gear number relatively, good rigidly, intensity be good, be convenient to process.The use of minor axis is simultaneously arranged bearing and the shell construction design is all benefited;
5. under some special operation condition, need a retaining and frequent switching of reversing gear, a retaining and reverse gear and can use different clutch respectively in the utility model, this helps under this operating mode, alleviating the heat evil of clutch and improves clutch working life;
6. the utility model can be realized seven forward gears and three power transmission of reversing gear, and helps vehicle power property and Economy is brought into play to greatest extent, reverses gear simultaneously to satisfy the requirement of special car more.
Description of drawings
Fig. 1 is the utility model structural representation.
Sequence number among the last figure: first input shaft 1; Second input shaft 2; First jack shaft 3; Second jack shaft 4; Output shaft 5; Reverse gear shaft 6; First input shaft gear 10; Second input shaft gear 20; First countershaft-gear 30; One retaining driving gear 31; Three retaining driving gears 33; Five retaining driving gears 35; Second countershaft-gear 40; Two retaining driving gears 42; Four retaining driving gears 44; Six retaining driving gears 46; Driving gear 48 reverses gear; One or two retaining driven gears 51; Three or four retaining driven gears 53; Five or six retaining driven gears 55; Reverse idler gear 68; The first synchronizer SC1; The second synchronizer SC2; The 3rd synchronizer SC3; The 4th synchronizer SC4; The 5th synchronizer SC5; The 6th synchronizer SC6; Double clutch C; First clutch C1; Second clutch C2.
Embodiment
Below in conjunction with accompanying drawing, the utility model is done explanation further through embodiment.
Embodiment:
Referring to Fig. 1, vertical put the double-clutch automatic gearbox transmission device and comprise double clutch C, first input shaft 1 and second input shaft 2, double clutch C comprises first clutch C1 and second clutch C2.Second input shaft 2 is a hollow shaft, and overhanging end is provided with second input shaft gear 20; First input shaft 1 that is connected with first clutch C1 is positioned at second input shaft 2 that is connected with second clutch C2, and an end of first input shaft 1 is overhanging; First input shaft 1 and second input shaft 2 are coaxial.The overhanging end that first input shaft 1 is provided with first input shaft gear, 10, the first input shafts 1 is provided with the 5th synchronizer SC5; Said the 5th synchronizer SC5 sky interlocks then output shaft 5, and output shaft 5 is coaxial with first input shaft 1; Be provided with one or two retaining driven gears, 51,34 retaining driven gears 53 and five or six retaining driven gears 55 on the output shaft 5 successively, and five or six retaining driven gears 55 are adjacent with the 5th synchronizer SC5; Parallel first jack shaft 3, second jack shaft 4 and the reverse gear shaft 6 of being respectively equipped with output shaft 5; Be provided with first countershaft-gear 30, the 3rd synchronizer SC3 and the first synchronizer SC1 on said first jack shaft 3 successively; First countershaft-gear 30 and first input shaft gear 10 often mesh; First jack shaft, 3 sky between first countershaft-gear 30 and the 3rd synchronizer SC3 are arranged with five retaining driving gears 35; On first jack shaft 3 of the first synchronizer SC1 both sides respectively sky be arranged with a retaining driving gear 31 and keep off driven gears 51 with three retaining driving gears 33, retaining driving gears 31 and or two and often mesh; Three retaining driving gears 33 and three or four retaining driven gears 53 often mesh; Five retaining driving gears 35 and five or six retaining driven gears 55 often mesh; Said reverse gear shaft 6 is provided with reverse idler gear 68, and reverse idler gear 68 is shared gear (reverse gear one, reverse gear two, reverse gear three all through reverse idler gear 68 realizations); Be provided with second countershaft-gear 40, the 6th synchronizer SC6, the 4th synchronizer SC4 and the second synchronizer SC2 on said second jack shaft 4 successively, said second countershaft-gear 40 and second input shaft gear 20 often mesh; Second jack shaft, 4 sky between said second countershaft-gear 40 and the 6th synchronizer SC6 are arranged with the driving gear 48 that reverses gear; Second jack shaft, 4 sky between the 6th synchronizer SC6 and the 4th synchronizer SC4 are arranged with six retaining driving gears 46; On second jack shaft 4 of the second synchronizer SC2 both sides respectively sky be arranged with four retaining driving gears 44 and keep off driving gears 42 with two, reverse idler gear 68 often meshes with first input shaft gear 10, the driving gear 48 that reverses gear respectively; Six retaining driving gears 46 and five or six retaining driven gears 55 often mesh; Four retaining driving gears 44 and three or four retaining driven gears 53 often mesh; Two retaining driving gears 42 and one or two retaining driven gears 51 often mesh.
The working principle of the utility model is following:
One retaining work: first clutch C1 engages, second clutch C2 throws off, the first synchronizer SC1 engages with a retaining driving gear 31, all the other synchronizers are all thrown off.Power transmission path is: double clutch C driving disc → first clutch C1 → first input shaft, 1 → the first input shaft gear, 10 → the first countershaft-gears, 30 → the first jack shafts, 3 → the first a synchronizer SC1 → retaining driving gear 31 → one or two retaining driven gears, 51 → output shaft 5.
Two retaining work: first clutch C1 throws off, second clutch C2 engages, the second synchronizer SC2 engages with two retaining driving gears 42, all the other synchronizers are all thrown off.Power transmission path is: double clutch C driving disc → second clutch C2 → second input shaft, 2 → the second input shaft gears, 20 → the second countershaft-gears, 40 → the second jack shafts, 4 → the second synchronizer SC2 → two retaining driving gears 42 → one or two retaining driven gears, 51 → output shaft 5.
Three retaining work: first clutch C1 engages, second clutch C2 throws off, the first synchronizer SC1 engages with three retaining driving gears 33, all the other synchronizers are all thrown off.Power transmission path is: double clutch C driving disc → first clutch C1 → first input shaft, 1 → the first input shaft gear, 10 → the first countershaft-gears, 30 → the first jack shafts, 3 → the first synchronizer SC1 → three retaining driving gears 33 → three or four retaining driven gears, 53 → output shaft 5.
Four retaining work: first clutch C1 throws off, second clutch C2 engages, the second synchronizer SC2 engages with four retaining driving gears 44, all the other synchronizers are all thrown off.Power transmission path is: double clutch C driving disc → second clutch C2 → second input shaft, 2 → the second input shaft gears, 20 → the second countershaft-gears, 40 → the second jack shafts, 4 → the second synchronizer SC2 → four retaining driving gears 44 → three or four retaining driven gears, 53 → output shaft 5.
Five retaining work: first clutch C1 engages, second clutch C2 throws off, the 3rd synchronizer SC3 engages with five retaining driving gears 35, all the other synchronizers are all thrown off.Power transmission path is: double clutch C driving disc → first clutch C1 → first input shaft, 1 → the first input shaft gear, 10 → the first countershaft-gears, 30 → the first jack shafts 3 → the 3rd synchronizer SC3 → five retaining driving gears 35 → five or six retaining driven gears, 55 → output shaft 5.
Six retaining work: first clutch C1 throws off, second clutch C2 engages, the 4th synchronizer SC4 engages with six retaining driving gears 46, all the other synchronizers are all thrown off.Power transmission path is: double clutch C driving disc → second clutch C2 → second input shaft, 2 → the second input shaft gears, 20 → the second countershaft-gears, 40 → the second jack shafts 4 → the 4th synchronizer SC4 → six retaining driving gears 46 → five or six retaining driven gears, 55 → output shaft 5.
Seven retaining work: first clutch C1 engages, second clutch C2 throws off, synchronizer SC5 engages, all the other synchronizers are all thrown off.Power transfer path is: double clutch C driving disc → first clutch C1 → first input shaft 1 → the 5th synchronizer SC5 → output shaft 5.
Transmission system in the utility model can realize three different speed ratios that reverse gear.When the utility model is specifically realized, can select wherein one or more bang paths that reverse gear to realize reversing gear through control system according to demand, need not use all speed ratios that reverse gear.Each working principle of reversing gear is following:
The work of reversing gear: first clutch C1 engages, second clutch C2 throws off, the second synchronizer SC2 and two keeps off that driving gears 42 engage, the 6th synchronizer SC6 engages with the driving gear 48 that reverses gear, and all the other synchronizers are all thrown off.Power transfer path is: double clutch C driving disc → first clutch C1 → first input shaft, 1 → the first input shaft gear, 10 → reverse idler gear, the 68 → driving gear 48 that reverses gear → the 6th synchronizer SC6 → second jack shaft, 4 → the second synchronizer SC2 → two retaining driving gears 42 → one or two retaining driven gears, 51 → output shaft 5.
Two work of reversing gear: first clutch C1 engages, second clutch C2 throws off, the second synchronizer SC2 and four keeps off that driving gears 44 engage, the 6th synchronizer SC6 engages with the driving gear 48 that reverses gear, and all the other synchronizers are all thrown off.Power transfer path is: double clutch C driving disc → first clutch C1 → first input shaft, 1 → the first input shaft gear, 10 → reverse idler gear, the 68 → driving gear 48 that reverses gear → the 6th synchronizer SC6 → second jack shaft, 4 → the second synchronizer SC2 → four retaining driving gears 44 → three or four retaining driven gears, 53 → output shaft 5.
Three work of reversing gear: first clutch C1 engages, second clutch C2 throws off, the 4th synchronizer SC4 and six keeps off that driving gears 46 engage, the 6th synchronizer SC6 engages with the driving gear 48 that reverses gear, and all the other synchronizers are all thrown off.Power transfer path is: double clutch C driving disc → first clutch C1 → first input shaft, 1 → the first input shaft gear, 10 → reverse idler gear, the 68 → driving gear 48 that reverses gear → the 6th synchronizer SC6 → second jack shaft 4 → the 4th synchronizer SC4 → six retaining driving gears 46 → five or six retaining driven gears, 55 → output shaft 5.
All can realize power gear shifting when the double-clutch automatic gearbox in this model utility is shifted gears between each adjacent forward gear, the elementary process of each gear power gear shifting is following:
One retaining rises two retainings: before shifting commands sent, speed changer was in a retaining working state.Preparing to implement needs to hang the second synchronizer SC2 into two retaining driving gears 42 in advance before the gearshift; First clutch C1 still is in respectively with second clutch C2 and engages and disengaged condition (this moment, a clutch state and a retaining working state were consistent) at this moment, and the power that is kept off transmission by first clutch C1 and feeds back to second input shaft 2 and drives the second clutch C2 that is in disengaged condition via the second gear pair and is in the sliding wear state.When control system was sent shifting commands, all synchronizer hold modes were motionless, and first clutch C1 progressively throws off, and second clutch C2 progressively engages simultaneously, but two equal transmitting portions moments of torsion of clutch in this process are realized power gear shifting.This shift process is thrown off until first clutch C1 fully, and second clutch C2 engages fully and controls till the first synchronizer SC1 disengagement.Two retainings fall the process of a retaining and can be known by inference by a retaining liter two retaining processes easily.
Two retainings rise three retainings: before shifting commands sent, speed changer was in two retaining working staties.Preparing to implement needs to hang the first synchronizer SC1 into three retaining driving gears 33 in advance before the gearshift; First clutch C1 still is in respectively with second clutch C2 and throws off and jointing state (this moment, clutch state and two retaining working staties were consistent) at this moment, and the power that is kept off transmission by second clutch C2 and two feeds back to first input shaft 1 and drives the first clutch C1 that is in disengaged condition via three retaining gear pairs and is in the sliding wear state.When control system was sent shifting commands, all synchronizer hold modes were motionless, and first clutch C1 progressively engages, and second clutch C2 progressively throws off simultaneously, but two equal transmitting portions moments of torsion of clutch in this process are realized power gear shifting.This shift process engages until first clutch C1 fully, and second clutch C2 throws off fully and controls till the second synchronizer SC2 disengagement.Three retainings fall the process of two retainings and can be known by inference by two retaining liters, three retaining processes easily.
Three retainings rise four retainings: before shifting commands sent, speed changer was in three retaining working staties.Preparing to implement needs to hang the second synchronizer SC2 into four retaining driving gears 44 in advance before the gearshift; First clutch C1 still is in respectively with second clutch C2 and engages and disengaged condition (this moment, clutch state and three retaining working staties were consistent) at this moment, and the power that is kept off transmission by first clutch C1 and three feeds back to second input shaft 2 and drives the second clutch C2 that is in disengaged condition via four retaining gear pairs and is in the sliding wear state.When control system was sent shifting commands, all synchronizer hold modes were motionless, and first clutch C1 progressively throws off, and second clutch C2 progressively engages simultaneously, but two equal transmitting portions moments of torsion of clutch in this process are realized power gear shifting.This shift process is thrown off until first clutch C1 fully, and second clutch C2 engages fully and controls till the first synchronizer SC1 disengagement.Four retainings fall the process of three retainings and can be known by inference by three retaining liters, four retaining processes easily.
Four retainings rise five retainings: before shifting commands sent, speed changer was in four retaining working staties.Preparing to implement needs to hang the 3rd synchronizer SC3 into five retaining driving gears 35 in advance before the gearshift; First clutch C1 still is in respectively with second clutch C2 and throws off and jointing state (this moment, clutch state and four retaining working staties were consistent) at this moment, and the power that is kept off transmission by second clutch C2 and four feeds back to first input shaft 1 and drives the first clutch C1 that is in disengaged condition via five retaining gear pairs and is in the sliding wear state.When control system was sent shifting commands, all synchronizer hold modes were motionless, and first clutch C1 progressively engages, and second clutch C2 progressively throws off simultaneously, but two equal transmitting portions moments of torsion of clutch in this process are realized power gear shifting.This shift process engages until first clutch C1 fully, and second clutch C2 throws off fully and controls till the second synchronizer SC2 disengagement.Five retainings fall the process of four retainings and can be known by inference by four retaining liters, five retaining processes easily.
Five retainings rise six retainings: before shifting commands sent, speed changer was in five retaining working staties.Preparing to implement needs to hang the 4th synchronizer SC4 into six retaining driving gears 46 in advance before the gearshift; First clutch C1 still is in respectively with second clutch C2 and engages and disengaged condition (this moment, clutch state and five retaining working staties were consistent) at this moment, and the power that is kept off transmission by first clutch C1 and five feeds back to second input shaft 2 and drives the second clutch C2 that is in disengaged condition via six retaining gear pairs and is in the sliding wear state.When control system was sent shifting commands, all synchronizer hold modes were motionless, and first clutch C1 progressively throws off, and second clutch C2 progressively engages simultaneously, but two equal transmitting portions moments of torsion of clutch in this process are realized power gear shifting.This shift process is thrown off until first clutch C1 fully, and second clutch C2 engages fully and controls till the 3rd synchronizer SC3 disengagement.Six retainings fall the process of five retainings and can be known by inference by five retaining liters, six retaining processes easily.
Six retainings rise seven retainings: before shifting commands sent, speed changer was in six retaining working staties.Preparing to implement needs to engage the 5th synchronizer SC5 in advance before the gearshift; First clutch C1 still is in respectively with second clutch C2 and throws off and jointing state (this moment, clutch state and six retaining working staties were consistent) at this moment, and the power that is kept off transmission by second clutch C2 and six feeds back to first input shaft 1 and drives the first clutch C1 that is in disengaged condition via the 5th synchronizer SC5 and is in the sliding wear state.When control system was sent shifting commands, all synchronizer hold modes were motionless, and first clutch C1 progressively engages, and second clutch C2 progressively throws off simultaneously, but two equal transmitting portions moments of torsion of clutch in this process are realized power gear shifting.This shift process engages until first clutch C1 fully, and second clutch C2 throws off fully and controls till the 4th synchronizer SC4 disengagement.Seven retainings fall the process of six retainings and can be known by inference by six retaining liters, seven retaining processes easily.
And it is identical for the gearshift of non-adjacent gear with common manual speed changer principle.
Since in the utility model one the retaining, two the retaining, reverse gear one shared one or two the retaining driven gears 51; Three retainings, four retainings, two shared three or four retaining driven gears 53, five retainings that reverse gear, six retainings, three shared five or six retaining driven gears, 55, seven retainings that reverse gear are for directly keeping off; Need not meshed transmission gear; Three speed ratios that reverse gear realize through the forward gear gear pair that all therefore under the situation that realizes the equal number forward gear and reverse gear, the utility model can reduce required gear quantity.It has that its volume is little, in light weight, gear quantity is few, low cost of manufacture, help improving the advantage of vehicle power property and Economy; Seven gears are directly to keep off in this model utility, need not meshed transmission gear, and transmission efficiency is high, noise is little, the life-span is high; Only be furnished with a gear in this model utility on second input shaft 2, the length of axle is short, and this processing technology to hollow shaft simplifies and cost reduces favourable.
Claims (1)
1. indulge and put the double-clutch automatic gearbox transmission device, comprise first clutch (C1), second clutch (C2), first input shaft (1) and second input shaft (2); Second input shaft (2) is a hollow shaft, and overhanging end is provided with second input shaft gear (20); First input shaft (1) that is connected with first clutch (C1) is positioned at second input shaft (2) that is connected with second clutch (C2), and an end of first input shaft (1) is overhanging; First input shaft (1) and second from input shaft (2) coaxial, it is characterized in that: first input shaft (1) is provided with first input shaft gear (10), the overhanging end of first input shaft (1) is provided with the 5th synchronizer (SC5); Said the 5th synchronizer (SC5) sky interlocks then output shaft (5), and output shaft (5) is coaxial with first input shaft (1); Be provided with one or two retaining driven gears (51), three or four retaining driven gears (53) and five or six retaining driven gears (55) on the output shaft (5) successively, and five or six retaining driven gears (55) are adjacent with the 5th synchronizer (SC5); Parallel first jack shaft (3), second jack shaft (4) and the reverse gear shaft (6) of being respectively equipped with output shaft (5); Be provided with first countershaft-gear (30), the 3rd synchronizer (SC3) and first synchronizer (SC1) on said first jack shaft (3) successively; The normal engagement of first countershaft-gear (30) and first input shaft gear (10); First jack shaft (3) sky between first countershaft-gear (30) and the 3rd synchronizer (SC3) is arranged with five retaining driving gears (35); On first jack shaft (3) of first synchronizer (SC1) both sides respectively sky be arranged with a retaining driving gear (31) and three retaining driving gears (33), a retaining driving gear (31) often meshes with one or two retaining driven gears (51); Three retaining driving gears (33) and the normal engagement of three or four retaining driven gears (53); Five retaining driving gears (35) and the normal engagement of five or six retaining driven gears (55); Said reverse gear shaft (6) is provided with reverse idler gear (68); Be provided with second countershaft-gear (40), the 6th synchronizer (SC6), the 4th synchronizer (SC4) and second synchronizer (SC2) on said second jack shaft (4) successively, said second countershaft-gear (40) and the normal engagement of second input shaft gear (20); Second jack shaft (4) sky between said second countershaft-gear (40) and the 6th synchronizer (SC6) is arranged with the driving gear that reverses gear (48); Second jack shaft (4) sky between the 6th synchronizer (SC6) and the 4th synchronizer (SC4) is arranged with six retaining driving gears (46); On second jack shaft (4) of second synchronizer (SC2) both sides respectively sky be arranged with four retaining driving gears (44) and two retaining driving gears (42), reverse idler gear (68) often meshes with first input shaft gear (10), the driving gear that reverses gear (48) respectively; Six retaining driving gears (46) and the normal engagement of five or six retaining driven gears (55); Four retaining driving gears (44) and the normal engagement of three or four retaining driven gears (53); Two retaining driving gears (42) and the normal engagement of one or two retaining driven gears (51).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2012202007020U CN202545708U (en) | 2012-05-08 | 2012-05-08 | Longitudinal double-clutch automatic transmission device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN2012202007020U CN202545708U (en) | 2012-05-08 | 2012-05-08 | Longitudinal double-clutch automatic transmission device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN202545708U true CN202545708U (en) | 2012-11-21 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN2012202007020U Expired - Fee Related CN202545708U (en) | 2012-05-08 | 2012-05-08 | Longitudinal double-clutch automatic transmission device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN202545708U (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102644700A (en) * | 2012-05-08 | 2012-08-22 | 安徽江淮汽车股份有限公司 | Longitudinal double-clutch automatic gearbox transmission device |
| CN113700805A (en) * | 2021-07-21 | 2021-11-26 | 重庆青山工业有限责任公司 | Dual clutch transmission for longitudinal placement mounting |
-
2012
- 2012-05-08 CN CN2012202007020U patent/CN202545708U/en not_active Expired - Fee Related
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102644700A (en) * | 2012-05-08 | 2012-08-22 | 安徽江淮汽车股份有限公司 | Longitudinal double-clutch automatic gearbox transmission device |
| CN113700805A (en) * | 2021-07-21 | 2021-11-26 | 重庆青山工业有限责任公司 | Dual clutch transmission for longitudinal placement mounting |
| CN113700805B (en) * | 2021-07-21 | 2023-10-24 | 重庆青山工业有限责任公司 | Dual clutch transmission for longitudinal placement mounting |
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| C14 | Grant of patent or utility model | ||
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| CP01 | Change in the name or title of a patent holder |
Address after: The East Road in Baohe District of Hefei city of Anhui Province, No. 176 230022 Patentee after: Anhui Jianghuai Automobile Group Limited by Share Ltd Address before: The East Road in Baohe District of Hefei city of Anhui Province, No. 176 230022 Patentee before: Anhui Jianghuai Automobile Co., Ltd. |
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| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20121121 Termination date: 20190508 |