• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a dual-clutch transmission (10) for a motor vehicle, having an input shaft (11) and a main shaft (13), wherein the input shaft (11) via a switchable first clutch (18) with a first countershaft (16) and via a switchable second clutch (19) with a second countershaft (17) is connectable, wherein the first countershaft (16) and the second countershaft (17) in each case via at least one via a switching device (20) switchable gear stage (ZA1, ZA2. ZA3, ZA4. ZA5, ZR1) is drive-connectable to the main shaft (13), and wherein between the main shaft (13) and an output shaft (12) of the dual-clutch transmission, a range group transmission (21) is arranged. High flexibility and variability in the arrangement and execution of the permanent braking device and a load switchable range group change is made possible if at least one countershaft (16), via at least one gear stage (ZA7) bypassing the range group transmission (21) - directly to the output shaft (12) is drive-connected , And if this countershaft (16) or one with this countershaft (16) connectable intermediate shaft (16a) directly or via a further gear stage (ZA8) with a permanent brake device (30) is drive-connected or drive-connected.
    公开号:AT514542A1
    申请号:T50373/2013
    申请日:2013-06-06
    公开日:2015-01-15
    发明作者:Stefan Ing Kuntner；Gebhard Ing Woentner
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    The invention relates to a dual-clutch transmission for a motor vehicle, having an input shaft and a main shaft, wherein the input shaft is connectable via a switchable first clutch with a first countershaft and via a switchable second clutch to a second countershaft, wherein the first countershaft and the second countershaft each have at least one over Switching gear shift stage is connectable to the main shaft drive, and wherein between the main shaft and an output shaft of the dual clutch transmission, a range group transmission is arranged.
    AT 510 966 B1 discloses a dual-clutch transmission for a motor vehicle, having an input shaft and a main shaft, wherein the input shaft is connectable via a switchable first clutch with a first countershaft and via a switchable second clutch with a second countershaft. The first countershaft and the second countershaft are each connectable to the mainshaft drive via at least one shiftable gear pair. Between the main shaft and an output shaft of the transmission, a range group transmission is arranged. As the synchronization means, a hydraulic unit is provided, which hydraulic unit comprises a first hydraulic drive drivingly connected to the first countershaft and a second hydraulic drive second drive connected to the second countershaft.
    The gears of such dual clutch transmissions are shiftable within a range group without traction interruption. Switching of the range group, however, can be accomplished only with separation of the tractive force.
    From the publications US 6,427,549 Bl and EP 1 270 301 A2 Doppelkupplungsgetriebe are known with an input shaft and an output shaft, as well as two countershafts, wherein the speeds of the countershafts via synchronizers are tuned with the speed of the output shaft.Dabei is the speed of the drive shaft not connected to the input shaft Vorgelegewelle over an electric motor is driven or braked until synchronization with a free-running on the countershaft gear, which is connected via a gear stage to the output shaft. Once a
    Synchronization is present, the gear is drivingly connected via a dog clutch with the countershaft.
    DE 10 2007 018 967 A1 further describes an automated group propulsion system for a vehicle having a main transmission and at least one upstream and / or downstream after-range group and with at least one countershaft, wherein the countershaft is operatively connected to at least one hydraulic arrangement to provide a power take-off. The hydraulic arrangement has at least one drive unit for controlling and / or regulating each countershaft.
    US 2009/272 211 A1 discloses a multi-group transmission of a motor vehicle having two transmission groups arranged in a drive train, wherein load switching means formed by electromagnetic clutches are provided via the power flow bypass of at least one gear set formed as a gear change an operative connection between a drive shaft and a transmission main shaft or a transmission output shaft.
    In WO 86/02608 Al a drive arrangement for commercial vehicles is described, which has a change gear and a permanent braking device, which is arranged on a driven with a translation at high speed, offset to the output shaft of the transmission shaft lying wave. The drive of the permanent brake device via a spur gear, whose large wheel is located directly at the outlet of the output shaft from the gearbox. Between the drive of the permanent brake device and the permanent brake device a separating clutch is arranged.
    From WO 2011/069 526 Al a power shift double clutch transmission for a vehicle is known which comprises a range group transmission between a main shaft and an output shaft. A retarder drive wheel is rotatably mounted on the output shaft. Via a coupling, the input shaft of the double clutch transmission can be connected to the main shaft, via the other clutch to a countershaft, wherein a plurality of switchable gear stages are arranged between the main shaft and the countershaft. The countershaft may be connected to the retarder drive gear mounted on the output shaft via a bypass shaft bypassing gear and a gear stage. Thus, by establishing a drive connection between a loose wheel of the gear stage and the bypass shaft via a switching element, the range group transmission can be switched unloaded, whereby this can be switched between a low and a high load stage under load and without interruption of traction for the output shaft. Further, by switching the switching element, the bypass shaft can be connected to a PTO drive. The central location of the retarder drive wheel on the output shaft results in structural constraints on the design and placement of the retarder.
    The object of the invention is to enable in the simplest possible way, high flexibility and variability in the arrangement and execution of the permanent brake device in a dual-clutch transmission of the type mentioned above and on the other hand to realize a power shiftable range group change.
    According to the invention, this is achieved in that at least one countershaft, preferably the first countershaft, via at least one gearshift gear stage - particularly preferably via exactly one additional gear stage - bypassing the range group gearbox - is directly drive-connectable to the output shaft, and that countershaft or an intermediate shaft connectable to this countershaft is drive-connected directly or via a further gear stage with a permanent brake device or drive connectable.
    In contrast to WO 2011/069 526 A1, the drive wheel of the duration brake device is at a distance from the output shaft and can be driven coaxially with the first countershaft and directly or indirectly via the further intermediate stage, and / or an axle-like intermediate shaft. The arrangement of the retarder, remote from the output shaft, increases freedom in the selection and construction of the retarder and reduces structural constraints.
    According to a first embodiment of the invention, the additional gear stage may be drivably connectable to or separable from the output shaft via a switching means preferably associated with only the additional gear stage, wherein preferably the additional gear stage comprises a loose wheel switchable via the switching means. The permanent brake device is preferably - directly or indirectly - non-rotatable with a - preferably the first -
    Countershaft connected. Via at least one switching element, the duration brake device can be connectable to the output shaft indirectly via at least one gear stage. The permanent brake device is driven directly or indirectly via the first countershaft via the first countershaft and uses on the one hand the connection between the output shaft of the countershaft (double use) and on the other hand, if this connection is not switched, the connection via the engaged gear (if required by the shiftability of the range group transmission). Countershaft on mainshaft, via range group transmission to output shaft). By arranging the loose wheel of the additional gear stage on the output shaft results in a very compact design of the dual clutch transmission.
    According to a further embodiment of the invention, the additional gear stage - preferably via the intermediate shaft - by means of a switching device with the preferably first countershaft be drive-connected or separable, preferably, the additional gear stage having only fixed wheels. In comparison to loose wheels, the wheels reduce the manufacturing effort and space requirements. The permanent brake device may further be connected to the output shaft indirectly via at least one gear stage and directly or indirectly connected to an intermediate shaft, which is connectable via at least one switching device, preferably the first countershaft. The switching means for connecting the first countershaft to the output shaft is in this case arranged between the countershaft and the intermediate shaft, wherein the intermediate shaft is non-rotatably connected to a gear of the additional gear stage. This arrangement allows greater structural freedom than an arrangement of the switching means on the output shaft. The permanent brake device is driven via the intermediate shaft directly or indirectly via the further gear stage and utilizes the connection between the output shaft and the intermediate shaft (double use) due to the demand of the powershiftability of the range group transmission. Due to the decentralized arrangement of the switching element and the resulting possible use of fixed wheels in the additional gear stage results in lower manufacturing costs and a space-saving design of the Doppelkupplungsgetriebes.
    By the direct drive of the permanent brake device through the first countershaft or the intermediate shaft, an extremely compact construction of the double clutch transmission can be realized with few parts.
    If the permanent brake device is driven by means of a further gear stage, further freedom is possible in the selection of the drive speed of the long-term brake device and in the positioning of the permanent brake device. The further gear stage also allows reversing the direction of rotation with respect to the countershaft so that the permanent brake device is driven in the same sense as the output shaft.
    The continuous braking device can be designed, for example, as a hydrodynamic brake, as an electrodynamic brake, as a radial piston machine or as an axial piston machine.
    The first and the second clutch is advantageously designed as a wet-running clutch, whereby high torques can be transmitted in a small space and light weight.
    Preferably, the first clutch and the second clutch are arranged coaxially with the main shaft. This enables a slim design of the dual clutch transmission.
    In a further embodiment of the invention it can be provided that the range group transmission comprises a planetary gear. In this way, particularly high gear ratios and the number of gears required for a practicable gear pitch can be realized with a small number of components. The range group transmission may comprise two range groups - a slow and a fast range group. The at least one switchable additional gear stage may be drive-connectable or drive-connected to the planet carrier of the planetary gear.
    It is particularly advantageous if the first clutch connected to the input shaft is connected via a first gear stage to the first countershaft and the second clutch connected to the input shaft via a second gear stage to the second countershaft, wherein preferably the first and the second gear stage have different gear ratios. Due to the different gear ratios, the countershafts are driven at different speeds. The first gear stage may be arranged between the first clutch and the first countershaft and the second gear stage between the second clutch and the second countershaft.
    In a particularly advantageous further embodiment, the transfer jump between the first and second gear stages corresponds to the desired transmission jump between the individual gear trains, thereby allowing identical construction of the gear groups on the two countershafts.
    The at least one additional gear stage is advantageously designed so that the gear ratio effectively acting on the output shaft is between the highest gear range of the slow range group and the lowest gear speed of the fast range group.
    In order to enable a direct drive through, it can be provided in a further embodiment of the invention that the input shaft can be connected to the main shaft directly via a further switching device.
    The dual-clutch transmission may be modular and consist of a clutch part, a main transmission part and the range group transmission part. Thus, it can be applied to various applications and vehicles, such as buses, trucks, road vehicles and off-road vehicles.
    The additional gear stage is - based on the power flow in the drive case - preferably arranged according to the range group transmission.
    As a result of this described arrangement, a completely load-shiftable dual-clutch transmission with a conventional range group can be realized in a particularly simple manner. For an upshift, the highest gear stage of a countershaft, preferably the second countershaft, is engaged, and the clutch of one countershaft is engaged, with the slow range group connected. While the clutch of the other - preferably first - pre-engaged shaft is deactivated, the additional gear stage of the other countershaft is inserted. Thereafter, the clutch of the other countershaft ein- and at the same time disengaged the clutch of a countershaft werden.Der drive is now via the additional gear stage. The now relieved range group transmission is switched from a slow range group to a fast range group and the next higher gear stage of the no-load engaged countershaft is engaged. Then the coupling of the one countershaft is engaged and at the same time the clutch of the other countershaft is disengaged - the drive is thus again placed on the one countershaft.
    The additional gear stage of the now load-free other countershaft can be deactivated again.
    The downshift from a switched rapid range group is exactly reversed: It is - with switched fast range group - the lowest gear of a countershaft - preferably the second Vorgelegewelle - inserted and the clutch of a countershaft is engaged. While the clutch of the other - preferably first - pre-engaged shaft is deactivated, the additional gear stage of the other countershaft is inserted. Thereafter, the clutch of the other countershaft can be disengaged and at the same time the clutch of a countershaft disengaged. The drive now takes place via the additional gearwheel stage, as in the upshifting process. The now relieved range group transmission can be switched from the fast range group into a slow range group and the next lowest gear stage of the load-free connected countershaft can be engaged. Thereafter, the coupling of a countershaft and at the same time disengaged the clutch of the other countershaft - the drive is thus placed back on the one Vorgelegewelle. The additional gear stage of the now load-free other countershaft can be deactivated again.
    The special feature of the method is that only a single shiftable gear stage must be provided to enable a power shiftable range change. This has an advantageous effect on size, weight and production costs.
    The invention will be explained in more detail below with reference to FIGS.
    1 shows a dual-clutch transmission according to the invention in a first embodiment, FIG. 2 shows a dual-clutch transmission according to the invention in a second embodiment, FIG. 3 shows a double-clutch transmission according to the invention in a third embodiment and FIG. 4 shows a double-clutch transmission according to the invention in a fourth embodiment.
    The figures each show schematically an inventive
    Dual-clutch transmission 10 with twelve forward gears and one reverse gear.
    The different gear ratios are indicated in the figure by the reference numerals 1, 2, 3, 4,5, 6, 7 for the forward gears and RI for the reverse gear.
    The dual-clutch transmission 10 shown in the figures has an input shaft 11 connected to an internal combustion engine (not shown) and a main shaft 13 connected to an output shaft 12. The input shaft 11 communicates with a first countershaft 16 and a second countershaft 17 via single-stage first and second gear stages 14, 15, respectively, having different gear ratios. Between the input shaft 11 and the first gear stage 14 and the first countershaft 16, a first-shift clutch 18, between the input shaft 11 and the second gear 15 and the second countershaft 17, a switchable second clutch 19 is arranged. The clutches 18 and 19 are formed as wet-running multi-disc clutches. The first and second clutches 18, 19 may be spring loaded in the closed position, whereby no active force application is required to establish the drive connection between the input shaft 11 and the countershaft 16, 17. For safety reasons, however, at least one of the two clutches 18, 19 can also be closed with hydraulic pressure instead of a closing spring.
    In the drive train of the dual-clutch transmission 10, there is further provided a range group transmission 21 connected to the main shaft 13, with which switching between high gear ratios - fast range group HIGH - and low gear ratios - slow range group LOW - is possible. In the simplest case, the range group transmission 21 can be formed of two gear pairs with different ratios of transmission, each with a fixed gear and a loose gear, between which can be switched by a switching device. In a compact embodiment, the range group transmission 21 may be formed as a planetary gear 24 wherein an element of the planetary gear 24 - for example the ring gear 24h - may be retained via a switching device 201 or connected to a second element of the planetary gear 24 - for example the planetary carrier 24p. The sun gear 24s of the planetary gear may be connected to the main shaft 13.
    Reference numeral 25 denotes a parking lock connected to the main shaft 13 or output shaft 12.
    The countershafts 16, 17 are in each case via gear stages ZA1, ZA2, ZA3, ZA4, ZA5, ZR1 with the main shaft 13 in connection. Further, between the first countershaft 16 and the output shaft 12, there is provided a switchable additional gear stage ZA7 with which a gear 7 located between the highest gear 6 of the slow range group LOW and the lowest gear 2 of the fastest range group HIGH can be shifted. The additional gear stage ZA7 can be arranged after the range group transmission 21 in the drive direction.
    The gears of the gear stages ZA1, ZA2, ZA3, ZA4, ZA5, ZA7, ZR1, the gear stage 14, 15 and the range group transmission 21 are zl, z2, z3, z4, z5, z6, z7, z8, z9, zll, zl2, zl3, zl4, zl5, zl6, zl7 are designated, wherein identical gears are provided with the same reference numeral.
    Each gear stage ZA1, ZA2, ZA3, ZA4, ZA5, ZA7, ZR1 each have at least one free on a shaft - for example, a countershaft 16, 17 - rotating gear and with another shaft - for example, the main shaft 13 - rotationally fixed gear on. The gear stage ZR1 of the reverse gear RI additionally has a reverse gear z10. In order to save manufacturing costs, two gearwheels lying opposite each other on the countershafts 16, 17 can be designed as identical parts. The gears may be cantilevered on the countershafts 16, 17 and are in mesh with rotatably connected to the main shaft 13 gears.
    In order to connect each of the freely rotating gears with the respective countershaft 16, 17 and main shaft 13 driveably, switching elements 20, 202 are provided, which can be formed by synchronizing units or - especially in the case of external electrical or hydraulic synchronizers - simple, non-synchronized jaw clutches. The shift elements 20, 201, 202 can be actuated hydraulically, for example, by actuators (not shown).
    The gear zl6 of the gear shift stage ZA7, which can be shifted via the shifting element 202 or 202a, is in a rotationally fixed connection with the planet carrier 24p of the planetary gear 24, the shifting element 202, 202a being either on the first countershaft 16 between the first countershaft 16 and an intermediate shaft 16a carrying the gear stage ZA7 The first countershaft 16 may be drivingly connected (Fig. 3, Fig. 4) or may be disposed on the output shaft 12 (Figs. 1, 2). If the switching element 202a is arranged between the first countershaft 16 and an intermediate shaft 16a, then both gears of the additional gearwheel stage ZA7 can be formed by fixed wheels (FIGS. 3, 4). If the switching element 202 is arranged on the output shaft 12, then a toothed wheel zl6 of the additional gearwheel stage ZA7 is designed as a loose wheel-that is, nonrotatably connected to the output shaft 12-(FIGS. 1, 2).
    In the drive case, one of the two countershafts 16, 17 via the respective coupling 18, 19 drive-connected to the input shaft 11, while the respective other countershaft 17, 16 is separated from the drive shaft 11.
    The drive-connected countershaft, for example the second countershaft 17, is drive-connected to the main shaft 13 via an engaged gear, for example gear 4. In the drive case, the main shaft 13 is drivingly connected to the second countershaft 17 via the shift means 201 of the range group transmission 21 connected to HIGH or LOW, to the output shaft 12 and via a shifted speed stage, for example speed stage 4. Thus, a power flow up to the output shaft 12 takes place via the second clutch 19.
    In the illustrated embodiment, the input shaft 11 is connected to the main shaft 13 directly via a further switching device 40. As a result, direct drive through - here designated with gear stage 6 - between the input shaft 11 and the main shaft 13 are made possible.
    The dual clutch transmission 10 may be modular and consist of a coupling part 50, a main transmission part 60 and the range group transmission part 70, and thus find application for different applications and vehicles such as buses, trucks, road vehicles and off-road vehicles.
    With the first countershaft 16, or an intermediate shaft 16a is directly or indirectly - via a further gear stage ZA8, which is formed by fixed gears zl5 and zl7 - a permanent brake device (retarder) 30 is connected.
    Hochschaltvoraana:
    If the highest gear 6 (direct drive) in the skin gear 60 of the slower range group LOW is reached, the additionally arranged next higher gear 7 is inserted and by means of clutch change 19 to 18 a normal load circuit in the now load-free range group gear 21 completed. As soon as the pulling force is applied via this gear 7, the range group 21 is without power transmission and can be brought into neutral position, thus changing the range from LOW to HIGH. If the range change has taken place, the next higher gear 2 can be engaged and by means of clutch change 18 to 19 again a normal load shift can be performed.
    Runterschaltvoraana:
    If the lowest gear 2 is reached in the skin gear 60 of the faster range group HIGH, then the additionally arranged next low gear 7 is engaged and carried out by means of clutch change 19 to 18 a normal load circuit. As soon as the pulling force is applied via this gear 7, the range group 21 is without force transmission and can be brought into neutral position and thus the range can be changed from HIGH to LOW. If the range change has taken place, the lower gear 6 can be engaged in the meantime and a normal load shift can be performed again by means of a clutch change 18.
    Thus, a switching of the area group transmission 21 can be performed without interruption of traction, with an extremely low mechanical and control-technical overhead is required.
    The modular design also allows for application and upgrading of existing transmissions. Thus, a use in the most common Doppelkupplungsgetrieben with range group is possible.
    权利要求:
    Claims (19)
    [1]
    A double clutch transmission (10) for a motor vehicle, comprising an input shaft (11) and a main shaft (13), said input shaft (11) being engageable with a first clutch (18) having a first countershaft (16) and a switchable second clutch (19) ) is connectable to a second countershaft (17), wherein the first countershaft (16) and the second countershaft (17) in each case via at least one via a switching device (20) switchable gear stage (ZA1, ZA2, ZA3, ZA4, ZA5, ZR1) the main shaft (13) being drive-connectable, and a range group transmission (21) being arranged between the main shaft (13) and an output shaft (12) of the dual-clutch transmission, characterized in that at least one countershaft (16, 17), preferably the first countershaft (16), via at least one preferably switchable gear stage (ZA7) - particularly preferably via exactly one additional gear stage (ZA7) - bypassing the range group set 21) directly to the output shaft (12) and that this countershaft (16) or an intermediate shaft (16) connectable intermediate shaft (16a) directly or via a further gear stage (ZA8) with a permanent brake device (30) is drivingly connected or drivingly connectable.
    [2]
    Second double-clutch transmission (10) according to claim 1, characterized in that the additional gear stage (ZA7) via a preferably only the additional gear stage (ZA7) associated switching device (202) with the output shaft (12) is drive-connected or separable from this (Fig. 1, 2).
    [3]
    3. dual-clutch transmission (10) according to claim 2, characterized in that the additional gear stage (ZA7) has at least one via the switching means (202) switchable idler gear (Fig. 1, 2).
    [4]
    4. dual-clutch transmission (10) according to one of claims 1 to 3, characterized in that the Dauerbremseinrichtung (30) - directly or indirectly non-rotatably connected to a - preferably the first - countershaft (16) is connected (Fig. 1, 2).
    [5]
    5. dual-clutch transmission (10) according to one of claims 1 to 4, characterized in that the Dauerbremseinrichtung (30) via at least one switching element (202) indirectly via at least one gear stage (ZA7, ZA8) with the output shaft (12) rotatably connected (Fig. 1, 2).
    [6]
    6. dual-clutch transmission (10) according to claim 1, characterized in that the additional gear stage (ZA7) - preferably via the intermediate shaft (16a) - by means of a switching device (202a) with the vortex preferably first countershaft (16) drivingly connectable or separable from (Fig , 4).
    [7]
    7. dual-clutch transmission (10) according to claim 1 or 6, characterized in that the additional gear stage (ZA7) only fixed wheels (zl5, zl6) has (Fig. 3, 4).
    [8]
    8. dual-clutch transmission (10) according to one of claims 1, 6 or 7, characterized in that the Dauerbremseinrichtung (30) indirectly via at least one gear stage (ZA7, ZA8) with the output shaft (12) is rotatably connected (Fig. 3, 4) ,
    [9]
    9. dual-clutch transmission (10) according to any one of claims 1 or 6 to 8, characterized in that the Dauerbremseinrichtung (30) - directly or indirectly - rotatably connected to an intermediate shaft (16a), which at least one switching device (202a) - preferably the first -Vorgelegewelle (16) is connectable (Fig. 3, 4).
    [10]
    10. dual-clutch transmission (10) according to one of claims 1 to 9, characterized in that the Dauerbremseinrichtung (30) is designed as a hydrodynamic brake, as an electrodynamic brake, as a radial piston machine or as Axialkolbenmaschine.
    [11]
    A dual clutch transmission (10) according to any one of claims 1 to 10, characterized in that the range group transmission (21) comprises a planetary gear (24), preferably wherein the at least one engageable additional gear stage (ZA7) is drivably connectable to the planetary carrier (24p) of the planetary gear (24) is drive connected.
    [12]
    12. dual-clutch transmission (10) according to claim 11, characterized in that the planet carrier of the planetary gear with the output shaft (12) is rotatably connected.
    [13]
    A dual-clutch transmission (10) according to any one of claims 1 to 12, characterized in that the range group transmission (21) has two LOW (HIGH) - one slow and one fast range group.
    [14]
    A dual-clutch transmission (10) according to any one of claims 1 to 13, characterized in that the first clutch (18) connected to the input shaft (11) is connected via a first gear stage (14) to the first countershaft (16) and to the input shaft (11). connected second clutch (19) via a second gear stage (15) with the second countershaft (17) is connected, preferably wherein the first and the second gear stage (14, 15) have different gear ratios.
    [15]
    A dual-clutch transmission (10) according to claim 14, characterized in that the ratio shift between the first and second gear stages (14, 15) corresponds to the desired ratio shift between the individual transmission gears.
    [16]
    16 dual-clutch transmission (10) according to one of claims 1 to 15, characterized in that the input shaft (11) with the main shaft (13) directly via an additional switching device (40) is connectable.
    [17]
    17. The dual-clutch transmission (10) according to any one of claims 1 to 16, characterized in that the additional gear stage (ZA7) is designed so that the effectively acting on the output shaft (12) transmission ratio between the highest gear stage (6) of the slow range group (LOW) and the lowest gear (2) of the fast range group (HIGH).
    [18]
    A dual clutch transmission (10) according to any one of claims 1 to 17, characterized in that the dual clutch transmission (10) comprises a clutch part (50), a main transmission part (60) and a range group transmission part (70).
    [19]
    19 dual-clutch transmission (10) according to one of claims 1 to 18, characterized in that the additional gear stage (ZA7) - based on the power flow in the drive case - after the range group transmission (21) is arranged.
    类似技术:
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    同族专利:
    公开号 | 公开日
    CN105358873A|2016-02-24|
    JP2016523345A|2016-08-08|
    CN105358873B|2019-03-08|
    EP3004688B1|2017-12-27|
    US10197140B2|2019-02-05|
    US20160116035A1|2016-04-28|
    AT514542B1|2015-04-15|
    EP3004688A1|2016-04-13|
    WO2014195186A1|2014-12-11|
    JP6539261B2|2019-07-03|
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    法律状态:
    2022-02-15| MM01| Lapse because of not paying annual fees|Effective date: 20210606 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50373/2013A|AT514542B1|2013-06-06|2013-06-06|Double clutch transmission for a motor vehicle|ATA50373/2013A| AT514542B1|2013-06-06|2013-06-06|Double clutch transmission for a motor vehicle|
    US14/895,013| US10197140B2|2013-06-06|2014-05-27|Dual clutch transmission for a motor vehicle|
    JP2016517235A| JP6539261B2|2013-06-06|2014-05-27|Automotive Dual Clutch Transmission|
    PCT/EP2014/060935| WO2014195186A1|2013-06-06|2014-05-27|Dual clutch transmission for a motor vehicle|
    EP14727194.4A| EP3004688B1|2013-06-06|2014-05-27|Dual clutch transmission for a motor vehicle|
    CN201480038138.9A| CN105358873B|2013-06-06|2014-05-27|Double-clutch speed changer for motor vehicle|
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