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WO2013087944A1 - Transmission pour un véhicule automobile et procédé de commande d'une telle transmission - Google Patents

Transmission pour un véhicule automobile et procédé de commande d'une telle transmission Download PDF

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Publication number
WO2013087944A1
WO2013087944A1 PCT/EP2013/050527 EP2013050527W WO2013087944A1 WO 2013087944 A1 WO2013087944 A1 WO 2013087944A1 EP 2013050527 W EP2013050527 W EP 2013050527W WO 2013087944 A1 WO2013087944 A1 WO 2013087944A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
shaft
input shaft
clutch
pair
Prior art date
Application number
PCT/EP2013/050527
Other languages
German (de)
English (en)
Inventor
Gereon Hellenbroich
Johannes Ruschhaupt
Original Assignee
Fev Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Fev Gmbh filed Critical Fev Gmbh
Publication of WO2013087944A1 publication Critical patent/WO2013087944A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0826—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 wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios

Definitions

  • the invention relates to a transmission for a motor vehicle, which is switchable between a plurality of gear shift stages.
  • the transmission comprises a first input shaft which is drive-connectable to a drive motor via a first clutch, a second input shaft which is drive-connectable to the drive motor via a second clutch, an output shaft to be connected to a drive train for driving wheels of the motor vehicle a pair of gears with the first input shaft and via at least one pair of gears to the second input shaft is drive-connected, and a parallel shaft which is drivingly connected via a gear pair with one of the two input shaft or drivingly connected and which is drivingly connected via a transfer gear pair with the other of the two input shaft.
  • Such a transmission is disclosed for example in DE 100 15 336 A1.
  • the dual-clutch transmission described therein comprises two input shafts which are each connectable to a drive motor with a friction clutch. Each of the input shafts is connectable via two pairs of gears optionally with an output shaft. Depending on which of the two friction clutches is closed, the drive torque is thus transmitted from the drive motor via the first input shaft to the output shaft or via the second input shaft to the output shaft. Thus, a total of four gear ratios of the transmission could be realized.
  • a parallel shaft is provided, which is drivingly connected to one of the input shafts via a pair of gears with two fixed gears. The parallel shaft is also connectable via two pairs of gears optionally with the other input shaft.
  • the drive train of the first input shaft, the parallel shaft, the second input shaft and the output shaft are formed.
  • the powertrain may be formed of the second input shaft, the parallel shaft, the first input shaft and the output shaft.
  • a transmission for a motor vehicle which has a first input shaft which is drive-connected via a first clutch to a drive motor, a second input shaft which is drive-connected via a second clutch to the drive motor, one with a drive train for driving To be connected to the wheels of the motor vehicle output shaft which is driveably connected via at least one pair of gears with the first input shaft and at least one pair of gears with the second input shaft, and a parallel shaft which is drivingly connected via a gear pair with one of the two input shafts or drivingly connected and over a pair of transfer gears is drive-connectable to the other of the two input shafts.
  • the transmission is designed such that at least between two consecutive direct gear shift stages is a generated gear shift stage.
  • Direct gear shift stages are characterized in that the parallel shaft is not coupled via the transfer gear pair with one of the input shafts.
  • a generated gearshift stage is characterized in that the parallel shaft is coupled to one of the input shafts via the pair of transfer gears.
  • “Sequential" means that the gearshift stages follow one another with respect to their gear ratios
  • the generated gear shift stage is provided in the gear ratio, that is, in the sequence of gears, as a full-fledged gear.
  • At least two gearshift stages following each other in the gear ratio are direct gearshift stages.
  • two direct gearshift stages can be provided in each case in the gearshift between two gearshift stages generated, i. E. always follow a generated gear shift stage two direct gear shift stages.
  • the first input shaft is selectively connectable to the output shaft via at least two pairs of gears.
  • the second input shaft is selectively driveably connected to the output shaft via at least two pairs of gears.
  • a gear arrangement with three or more gears, be provided, via which the parallel shaft is drive-connected to the output shaft.
  • the transmission has exactly four toothing planes with switchable toothed wheel pairs.
  • Switchable gear pairs are those gear pairs which have at least one idler gear which can be connected via a synchronizing unit to the respective shaft on which the idler gear is arranged to rotate.
  • switchable gear pairs can certainly be provided without idler gears further non-shiftable gear pairs. These are preferably provided in the axial region of a synchronizing unit, so that the axial space of the transmission is not increased.
  • the output shaft is the only shaft of the transmission to be connected to a drive train for driving wheels of the motor vehicle, in particular a differential.
  • a simple construction of the transmission is ensured.
  • one is more flexible in the spatial arrangement of the waves to each other, as with two output shafts, which would both be arranged such that they mesh with a differential.
  • the transmission is constructed such that the power path via the first clutch, the first input shaft, the gear pair between the first input shaft and parallel shaft, the parallel shaft, the pair of transfer gear between parallel shaft and second Input shaft, second input shaft, which leads at least one gear pair between the second input shaft and output shaft and the output shaft.
  • the same gear shift stage can be provided in an alternative transmission structure that the power path via the first clutch, the first input shaft, the pair of transfer gear between the first input shaft and parallel shaft, the parallel shaft, the gear pair between parallel shaft and second input shaft, second input shaft, the at least one pair of gears between the second input shaft and the output shaft and the output shaft leads.
  • the transmission is constructed such that the power path via the second clutch, the second input shaft, the at least one gear pair between the second input shaft and output shaft and the output shaft leads.
  • At least one further gear shift stage preferably the third and the sixth gear shift stage, can be realized in that the transmission is constructed such that the power path via the first clutch, the first input shaft, the at least one pair of gears between the first input shaft and output shaft and the output shaft leads.
  • At least one further gear shift stage preferably the seventh gear shift stage, can be realized in that the power path via the second clutch, the second input shaft, the pair of transfer gears between the second input shaft and parallel shaft, the parallel shaft, the gear pair between parallel shaft and first input shaft, first input shaft, the at least one gear pair between the first input shaft and output shaft and the output shaft leads.
  • gear shift stage may be provided according to an alternative structure of the transmission that the power path via the second clutch, the second input shaft, the gear pair between the second input shaft and parallel shaft, the parallel shaft, the pair of transfer gear between parallel shaft and first input shaft, first input shaft, the at least a gear pair between the first input shaft and output shaft and the output shaft leads.
  • a reverse gear can be realized by a gear which is constructed such that the power path via the first clutch, the first input shaft, the gear pair between the first input shaft and parallel shaft, a gear arrangement between parallel shaft and output shaft and the output shaft.
  • the gear arrangement may comprise a gear on the parallel shaft and a gear on the output shaft.
  • the gear on the output shaft may be one of the gears of one of the existing pairs of gears.
  • an intermediate may be provided that meshes with a gear on the second input shaft, wherein the gear on the second input shaft may be part of one of the existing pairs of gears between the second input shaft and the output shaft.
  • the power path can also be fed via several gears from the parallel shaft to the second input shaft and from there to the output shaft.
  • a reverse gear can also be realized by a gear assembly in which the power path via the first clutch, the first input shaft, a gear arrangement between the first input shaft and parallel shaft, the gear pair between parallel shaft and second input shaft, the at least one pair of gears between the second input shaft and output shaft and the output shaft leads.
  • the object of the invention is further achieved by a method for controlling a transmission described above, wherein in the switching operation of an output gear shift stage, wherein the drive is via one of the two clutches, to a subsequent gear shift stage, wherein the drive via the other the two clutches takes place, the clutch is continuously closed for driving in the subsequent gear shift stage while the clutch is continuously opened for driving in the output gear shift stage.
  • a conventional sequence as in conventional dual clutch transmissions can be provided, wherein the shift of an output gear shift stage, in which the drive is via one of the two clutches, to a higher or lower Sequence gear shift stage, in which the drive is via the other of the two clutches, the clutch for driving in the subsequent gear shift stage is continuously closed while the clutch is continuously opened for driving in the output gear shift stage. It is thus “blended" from one gear shift stage to the next, without a traction interruption occurs.
  • the intermediate shifting is only temporarily used for the duration of the shifting operation as a "support circuit", in order to avoid a traction interruption, for example, the next-gearshift gearshift or another higher gearshifting gear during the shift from an output gear shift stage to a next higher subsequent gear shift stage, wherein both in the output gear shift stage and in the subsequent gear shift the drive via the same clutch takes place during the continuous opening of one of the two clutches the other of the two clutches continuously is closed to switch from the output gear shift stage in an intermediate gear shift stage, in which the drive via the other clutch takes place, whereupon the follower gear shift stage is engaged during the drive via the other clutch and then the other Clutch is continuously opened, while the clutch for the drive via the sequential gear shift stage is continuously closed.
  • the intermediate gear shift stage is a gear shift stage, which is basically also used as a full gear. Thus, it may be at the intermediate gear shift stage is a gear shift stage, which, based on the gear ratio, immediately follows the subsequent gear shift stage.
  • a preferred embodiment is explained in more detail with reference to the following figures. 1 shows a schematic representation of a transmission according to the invention
  • FIG. 2 shows the torque curve during a shift from the first to the second gear shift stage
  • FIG. 3 shows the torque curve during a shift from the third to the fourth gear shift stage
  • FIG. 4 shows a diagram of the switching sequence
  • FIG. 5 shows an alternative second construction of a gearbox
  • FIG. 6 shows an alternative third construction of a transmission
  • FIG. 7 shows an alternative fourth construction of a transmission
  • FIG. 8 shows an alternative fifth construction of a transmission
  • FIG. 9 shows an alternative sixth construction of a transmission
  • FIG. 10 shows an alternative seventh construction of a transmission
  • FIG. 11 shows an alternative eighth construction of a transmission
  • FIG. 12 shows an alternative ninth construction of a transmission
  • FIG. 13 shows an alternative tenth construction of a transmission
  • FIG. 14 shows an alternative eleventh construction of a transmission
  • Figure 15 shows an alternative twelfth construction of a transmission
  • FIG. 16 shows an alternative thirteenth construction of a transmission.
  • FIG. 1 shows a first input shaft 1, which can be drive-connected via a first clutch K1 to a drive motor, as a rule an internal combustion engine of a motor vehicle. Furthermore, a second input shaft 2 is shown, which is also drive-connected via a second clutch K2 with the drive motor.
  • the two clutches K1, K2 are designed as friction clutches, to simplify the present schematic representation of the clutches K1, K2 are shown only with one of their coupling elements. In principle, however, other switchable couplings come into question, which ensure a switching operation with slip.
  • the first input shaft 1 is designed as a hollow shaft, which is arranged around the second input shaft 2 and is rotatable coaxially thereto.
  • the two input shafts 1, 2 can also be arranged parallel to one another.
  • the coaxial arrangement allows a more compact design.
  • an output shaft 3 is provided, which is arranged parallel to the two input shafts 1, 2.
  • the two pairs of gears III, VI each comprise a fixed wheel 4, 6 and a loose wheel 5, 7, wherein the two fixed wheels 4, 6 are rotatably connected to the first input shaft 1 and the two loose wheels 5, 7 are arranged rotatably about the output shaft 3.
  • the two idler gears 5, 7 are connected via a switching arrangement A selectively with the first input shaft 3, that is, depending on the switching position of the switching arrangement A is either the idler gear 5 or the idler gear 7 coupled to the output shaft 3.
  • a neutral position of the switching arrangement A is provided in which none of the two loose wheels 5, 7 is coupled to the output shaft 3.
  • the second input shaft 2 via a pair of gears II and a gear pair V with the output shaft 3 is drive-connected.
  • the two gear pairs II, V each include a fixed gear 8, 10 and a loose wheel 9, 1 1.
  • Both Fixed wheels 8, 10 are rotatably connected to the second input shaft 2, whereas the two idler gears 9, 1 1 are rotatably mounted on the output shaft 3.
  • the two idler gears 9, 1 1 are selectively coupled to the output shaft 3, that is, depending on the switching position of the second switching arrangement B is either the idler gear 9 or the idler gear 1 1 drive-connected to the second output shaft 3 and coupled. In a switching position, neither of the two idler gears 9, 1 1 is connected to the output shaft 3.
  • a gear pair Y which includes two fixed wheels 12, 13, wherein one of the fixed wheels 12 rotatably connected to the first input shaft 1 and the other of the two fixed wheels 13 rotatably connected to a parallel shaft 14, the first input shaft 1 is drivingly connected to the parallel shaft 14.
  • the parallel shaft 14 is in this case arranged parallel to the two input shafts 1, 2 and parallel to the output shaft 3.
  • the second input shaft 2 can be drive-connected to the parallel shaft 14 via a pair of transfer gear T, the pair of transfer gear T comprising the fixed gear 8 and a loose wheel 16.
  • the fixed gear 8 which is also part of the gear pair V, is rotatably connected to the second input shaft 2.
  • the idler gear 16 is rotatably disposed about the parallel shaft 14.
  • another idler gear 17 is rotatably disposed about the parallel shaft 14, wherein the idler gear 17 meshes with the idler gear 1 1 of the gear pair II of the output shaft 3 to realize a reverse gear.
  • the gears 1 1, 17 are thus part of a gear arrangement R for the reverse gear.
  • a third shift arrangement C is provided in order to be able to couple the two idler gears 16, 17 selectively with the parallel shaft 14.
  • one of the two idler gears 16 is coupled to the parallel shaft 14 and in another shift position the other of the two idler gears 17.
  • the third shift arrangement C is none of the two idler gears 16, 17 with the parallel shaft fourteenth coupled.
  • a first power path is used for the presentation of a first gear shift
  • the first input clutch K1 and the second clutch K2 open via the first clutch K1, the first input shaft 1, the gear pair Y between the first Input shaft 1 and parallel shaft 14, the parallel shaft 14, the transfer gear pair T between parallel shaft 14 and second input shaft 2, second input shaft 2, the gear pair II between the second input shaft 2 and output shaft 3 and the output shaft 3 leads.
  • a second power path is used, which leads to closed second clutch K2 and open first clutch K1 via the second clutch K2, the second input shaft 2, the gear pair II between the second input shaft 2 and output shaft 3 and the output shaft 3.
  • the third gear shift stage runs a third power path with closed first clutch K1 and second open clutch K2 via the first clutch K1, the first input shaft 1, the gear pair III between the first input shaft 1 and output shaft 3 and the output shaft.
  • a fourth power path is used which, with the first clutch K1 and the second clutch K2 open, via the first clutch K1, the first input shaft 1, the pair of transfer gears T between the first input shaft 1 and parallel shaft 14, the parallel shaft 14 , the gear pair Y between parallel shaft 14 and second input shaft 1, second input shaft 2, the gear pair V between second input shaft input shaft 2 and output shaft 3 and the output shaft 3 leads.
  • a fifth gear shift stage is represented by a fifth power path, which extends when the first clutch K1 is open and the second clutch K2 is closed via the second clutch K2, the second input shaft 2, the gear pair V between the second input shaft 2 and the output shaft 3 and the output shaft 3.
  • the first shift clutch K1 is closed in both gear shift stages and the second shift clutch K2 is opened, so that basically the first shift clutch K1 must be briefly opened for the shift operation. This would lead to a traction interruption.
  • the fifth gear shift stage is used to to support and to avoid a break in traction.
  • FIG. 3 shows the torque curve of the two clutches K1, K2 over time.
  • the fifth gear shift stage is used, wherein due to the high kinetic energy stored in the drive, even a torque increase takes place, which is the lower torque of the fifth gear compensated.
  • the torque on the first clutch K1 decreases, the torque on the second clutch K2 is reduced. increased.
  • the fourth gear is engaged, is supported by the fifth gear shift stage.
  • the torque at the second clutch K2 is reduced and increased to the same extent the torque at the first clutch K1.
  • a sixth power path runs when the first clutch K1 is open and the second clutch K2 is opened via the first clutch K1, the first input shaft 1, the pair of gears VI between the first input shaft 1 and the output shaft 3 and the output shaft 3.
  • a seventh power path of the seventh gear shift stage extends at the first clutch K1 and closed second clutch K2 via the second clutch K2, the second input shaft 2, the transfer gear pair T between the second input shaft 2 and parallel shaft 14, the parallel shaft 14, the gear pair Y between parallel shaft 14 and First input shaft 1, the first input shaft 1, the gear pair VI between the first input shaft 1 and output shaft 3 and the output shaft.
  • the reverse gear uses a power path with the first clutch K1 closed and the second clutch K2 open from the first clutch K1 via the first input shaft 1, the gear pair Y between the first input shaft 1 and parallel shaft 14, a gear arrangement R between the parallel shaft 14 and the output shaft 3 to the output shaft 3.
  • gear assembly R There are several possibilities, which gears are covered by the gear assembly R.
  • the gear arrangement R may include the idler gear 17 and the idler gear 1 1 of the gear pair II, wherein the idler gear 1 1 is coupled to the output shaft 3.
  • the power path can also lead from the idler gear 17 to the idler gear 1 1, wherein the idler gear 1 1 is not coupled to the output shaft 3.
  • FIG. 4 shows a diagram of the switching sequences for the different gear shift stages (gears). For each gear, it is indicated via which clutch K1, K2 is driven. For this purpose, it is indicated in the respective line over which pairs of teeth the power path runs.
  • Gear first gear shift stage
  • Gear is thus the first clutch K1 used for driving, wherein, as already explained above, the power path via the transfer gear pair T and the gear pair II extends.
  • Gear in 2nd gear can be directly faded to the second clutch K2. This applies analogously to the shift from the second gear to the third gear, in which the second clutch K2 to the first clutch K1 is blended.
  • the gear arrangement R comprises an intermediate gear 15 that is in meshing engagement with the idler gear 17 of the parallel shaft 14, ie that the idler gear 17 is not, as in the embodiment of Figure 1, with the idler gear 1 1 of the output shaft. 3 is in meshing engagement.
  • the gear arrangement further comprises the fixed gear 10 of the gear pair II of the second input shaft and the idler gear 1 1 of the output shaft 3.
  • the remaining gears are arranged as in the embodiment of Figure 1.
  • the fixed gear 13 of the gear pair Y can also mesh with the fixed gear 4 of the first input shaft 1 ( Figure 6).
  • the gear pair Y thus comprises the fixed gear 13 of the parallel shaft 14 and the fixed gear 4 of the first input shaft 1, wherein the fixed gear 4 of the first input shaft 1 is also part of the gear pair III.
  • the fixed wheel 12 of the embodiment of Figure 1 can then be omitted.
  • the fixed gear 13 can also mesh with the fixed gear 6 of the first input shaft 1 (FIG. 7).
  • the idler gear 16 of the gear pair T meshes with the fixed gear 10 of the gear pair II ( Figure 8). This can be combined with all possibilities described above of the meshing engagement of the fixed wheel 13 of the gear pair Y as desired, as shown in Figures 8 to 10.
  • the parallel shaft 14 can also be driven alternatively by the second input shaft 2, in this case, the fixed gear 12 of the gear pair Y sitting on the second input shaft 2 ( Figure 12 and 15).
  • the fixed wheel 12 can also be dispensed with by the fixed gear 13 with a fixed gear 8, 10 of the gear pairs II or V meshes ( Figures 1 1, 13, 14 and 16). It should be provided that the idler gear 16 of the transfer gear pair T meshes with a fixed gear 4, 6 of one of the gear pairs III or VI.

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

Abstract

L'invention concerne une transmission comportant plusieurs rapports de changement de vitesse, destinée à un véhicule automobile, comprenant un premier arbre d'entrée (1) qui peut relié en entraînement à un moteur d'entraînement par un premier embrayage (K1), un deuxième arbre d'entrée (2) qui peut être relié en entraînement au moteur d'entraînement par un deuxième embrayage (K2), un arbre de sortie (3) à relier à une chaîne cinématique pour entraîner des roues du véhicule automobile, lequel arbre de sortie peut être relié en entraînement au premier arbre d'entrée (1) par l'intermédiaire d'au moins une paire de roues dentées (III, VI) et au deuxième arbre d'entrée (2) par l'intermédiaire d'au moins une paire de roues dentées (II, V), ainsi qu'un arbre parallèle (14) qui est relié en entraînement à l'un des deux arbres d'entrée (1) par l'intermédiaire d'une paire de roues dentées (Y) et qui peut être relié en entraînement à l'autre des deux arbres d'entrée (2) par l'intermédiaire d'une paire de roues dentées de transfert (T), la transmission étant conçue de telle manière qu'au moins entre deux rapports de changement de vitesse se suivant directement, dans lesquels l'arbre parallèle (14) n'est pas accouplé au deuxième arbre d'entrée (2) par l'intermédiaire de la paire de roues dentées de transfert (T), on puisse utiliser un rapport de changement de vitesse généré dans l'étagement des rapports, dans lequel l'arbre parallèle (14) est accouplé au deuxième arbre d'entrée (2) par l'intermédiaire de la paire de roues dentées de transfert (T).
PCT/EP2013/050527 2011-12-16 2013-01-11 Transmission pour un véhicule automobile et procédé de commande d'une telle transmission WO2013087944A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE201110056517 DE102011056517A1 (de) 2011-12-16 2011-12-16 Getriebe für ein Kraftfahrzeug und Verfahren zum Steuern eines solchen Getriebes
DE102011056517.5 2011-12-16

Publications (1)

Publication Number Publication Date
WO2013087944A1 true WO2013087944A1 (fr) 2013-06-20

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DE (1) DE102011056517A1 (fr)
WO (1) WO2013087944A1 (fr)

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EP2730808A4 (fr) * 2011-07-08 2015-07-22 Mitsubishi Motors Corp Transmission

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RU2597062C2 (ru) * 2014-07-09 2016-09-10 Юрий Леонидович Евтодеев Способ получения модификаций несоосной коробки передач с двумя сцеплениями
DE102016111282B4 (de) 2016-06-20 2020-07-09 Magna Pt B.V. & Co. Kg Doppelkupplungsgetriebe mit Brückenkupplung
DE102016007411A1 (de) 2016-06-20 2017-12-21 GETRAG B.V. & Co. KG Doppelkupplungsgetriebe mit Brückenkupplung
DE102016119931B4 (de) 2016-10-19 2018-06-21 GETRAG B.V. & Co. KG Doppelkupplungsgetriebe mit Brückenwelle
DE102017102348B4 (de) 2017-02-07 2021-01-21 Magna Pt B.V. & Co. Kg Doppelkupplungsgetriebe mit Brückenkupplung
DE102019202963A1 (de) * 2019-03-05 2020-09-10 Zf Friedrichshafen Ag Hybrid-Getriebeanordnung, Kraftfahrzeugantriebsstrang und Kraftfahrzeug
DE102019202944B4 (de) * 2019-03-05 2023-11-02 Zf Friedrichshafen Ag Hybrid-Getriebeeinrichtung sowie Kraftfahrzeug
DE102019202962A1 (de) * 2019-03-05 2020-09-10 Zf Friedrichshafen Ag Getriebeanordnung für einen Kraftfahrzeugantriebsstrang, Antriebsstrang und Verfahren zu dessen Ansteuerung
DE102020203793A1 (de) 2020-03-24 2021-09-30 Zf Friedrichshafen Ag Doppelkupplungsgetriebe
DE102020203795A1 (de) 2020-03-24 2021-09-30 Zf Friedrichshafen Ag Doppelkupplungsgetriebe und Hybrid-Antriebsstrang
DE202022106631U1 (de) 2022-11-25 2024-02-27 Hofer Powertrain Innovation Gmbh Mehrgängige Dual-Motor-Antriebseinheit

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DE10015336A1 (de) 2000-03-28 2001-10-04 Volkswagen Ag Doppelkupplungsgetriebe bzw. Verfahren zur Steuerung eines Doppelkupplungsgetriebes
JP2003120764A (ja) * 2001-10-15 2003-04-23 Toyota Motor Corp ツインクラッチ変速機
DE10206584A1 (de) * 2001-07-15 2003-09-04 Richard Boisch Schaltgetriebe mit reduzierter Anzahl von Schaltelementen
FR2880092A1 (fr) * 2004-12-29 2006-06-30 Renault Sas Boite de vitesses a arbres paralleles dont une machine arriere utilise une sequence de quatre engrenements entre les arbres
US20090173175A1 (en) * 2005-05-20 2009-07-09 Pascal Thery Double-clutch gearbox
GB2476956A (en) * 2010-01-14 2011-07-20 Gm Global Tech Operations Inc Dual clutch multi-speed transmission and vehicle having a dual clutch multi-speed transmission

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10015336A1 (de) 2000-03-28 2001-10-04 Volkswagen Ag Doppelkupplungsgetriebe bzw. Verfahren zur Steuerung eines Doppelkupplungsgetriebes
DE10206584A1 (de) * 2001-07-15 2003-09-04 Richard Boisch Schaltgetriebe mit reduzierter Anzahl von Schaltelementen
JP2003120764A (ja) * 2001-10-15 2003-04-23 Toyota Motor Corp ツインクラッチ変速機
FR2880092A1 (fr) * 2004-12-29 2006-06-30 Renault Sas Boite de vitesses a arbres paralleles dont une machine arriere utilise une sequence de quatre engrenements entre les arbres
US20090173175A1 (en) * 2005-05-20 2009-07-09 Pascal Thery Double-clutch gearbox
GB2476956A (en) * 2010-01-14 2011-07-20 Gm Global Tech Operations Inc Dual clutch multi-speed transmission and vehicle having a dual clutch multi-speed transmission

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2730808A4 (fr) * 2011-07-08 2015-07-22 Mitsubishi Motors Corp Transmission
US9151362B2 (en) 2011-07-08 2015-10-06 Mitsubishi Jidosha Kogyo Kabushiki Kaisha Transmission

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