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WO2011003492A1 - Transmission à double embrayage - Google Patents

Transmission à double embrayage Download PDF

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Publication number
WO2011003492A1
WO2011003492A1 PCT/EP2010/003354 EP2010003354W WO2011003492A1 WO 2011003492 A1 WO2011003492 A1 WO 2011003492A1 EP 2010003354 W EP2010003354 W EP 2010003354W WO 2011003492 A1 WO2011003492 A1 WO 2011003492A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
dual
input shaft
clutch transmission
transmission according
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2010/003354
Other languages
German (de)
English (en)
Inventor
Sascha NEUDÖRFER
Andreas Ortmann
Edgar Bothe
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Volkswagen AG
Original Assignee
Volkswagen AG
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 Volkswagen AG filed Critical Volkswagen AG
Publication of WO2011003492A1 publication Critical patent/WO2011003492A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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 parallel flow paths, e.g. dual clutch transmissions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
    • F16H2003/123—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches using a brake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds

Definitions

  • the invention relates to a dual-clutch transmission for a motor vehicle having a first and a second transmission input shaft and at least one drive shaft, in particular with a first and a second drive shaft, wherein the first transmission input shaft, a first friction clutch and certain gear ratios, vzw. a first, a third, a fifth and / or a seventh gear, are assigned and the second transmission input shaft, a second friction clutch and certain other gear ratios, vzw.
  • a second, a fourth and / or a sixth gear are assigned, wherein the gear ratios are formed by a plurality of each of the transmission input shaft and the at least one drive shaft connecting gear pairs, wherein the gear pairs are each formed by a fixed gear and a loose wheel, wherein at least one Primasynchronisationsvorraum is provided for functionally effective deceleration of the transmission input shafts.
  • Dual clutch transmissions are known and are preferably used in motor vehicles.
  • the dual-clutch transmission has vzw. two concentric with each other
  • Transmission input shafts wherein the transmission input shafts each have a separate
  • Friction clutch is assigned.
  • the two friction clutches form a double clutch.
  • the input waves are also vzw. each assigned a group of gears.
  • the one group of gears includes vzw. the gear steps with odd ordinal number
  • vzw the gear steps with even ordinal number.
  • the gears are in particular unsynchronized.
  • vzw no synchronizers with sliding sleeves, friction rings and the like assigned to the individual idler gears of the gears. Instead, the synchronization of the
  • the dual-clutch transmission has two transmission input shafts, a drive shaft and unsynchronized gear shift clutches, each of which
  • Transmission input shafts are assigned a separate friction clutch and a group of gear stages.
  • an auxiliary drive for Synchronization provided as a central synchronization device.
  • the auxiliary drive is associated with a switch, by means of which the auxiliary drive with each of the transmission input shafts is individually coupled.
  • the auxiliary drive can be designed and arranged such that it can also be used as a braking aid.
  • the auxiliary drive is designed in particular as an electric motor.
  • Double clutch transmission known.
  • As the central synchronization device is a braking device for synchronizing the rotational speed of the switching gear parts in a gear change from a lower gear to a higher target gear used.
  • Brake device has for each partial transmission of the dual clutch transmission at least one of a transmission input shaft of the respective sub-transmission associated
  • the transmission input shaft brakes can be controlled via a control device such that the braking of the respective
  • Transmission input shaft required Bremsleistu ⁇ g on one of a respective target gear stage associated synchronous speed via the respective transmission input shaft brake can be generated.
  • the transmission input shaft brakes act directly on the transmission input shaft.
  • the transmission input shaft brakes thereby supportive for further the synchronizer associated with the idler gears.
  • the gear stages are assigned gearshift clutches which are made when inserting the gears via axial displacement of shift rods with attached to these shift sleeves each have a connection between a loose wheel and the loose wheel supporting drive shaft.
  • the synchronizers are designed as friction rings, which come in contact with the axial displacement of the shift sleeve with this. As a result, the faster rotating transmission input shaft is braked with respect to the drive shaft in a switching operation.
  • the transmission input shaft brakes support the Synchronisiereinrichtüngen the dual clutch transmission.
  • the dual-clutch transmission has a first transmission input shaft, which is associated with at least one first gear stage and a second transmission input shaft, which is associated with at least one second gear stage. Further, a central synchronization device
  • the central synchronization device has two planetary gear sets, which are assigned to the transmission input shafts such that both during upshifting and downshifting from a first to a second gear and both upshifting and downshifting from a second to a first gear, a synchronization in the sense of braking or an acceleration of the transmission input shafts is possible.
  • the planetary gear sets are coupled to the transmission input shafts.
  • the dual-clutch transmissions known in the prior art are not yet optimally configured.
  • the known Primasynchronisationsvortechnischen require axial space.
  • the Planetenrad accounts / -getriebe need as a central synchronization large axial space.
  • the known Primasynchronisationsvorrichtu ⁇ gen are also complex and require a plurality of components, whereby the maintenance and the associated costs is increased.
  • the invention is therefore the object of a dual-clutch transmission of the type mentioned in such a way and further, that a costly and space-consuming braking the transmission input shafts to achieve the
  • Centric synchronization devices are designed as Losradbremsvortechnischen and each one Losradbremsvortechnisch a transmission input shaft is operatively associated, and wherein with each Losradbremsvortechnisch one of the idler gears of the respective gear pair is braked.
  • the Losradbremsvortechnischen are arranged in particular radially to the braked loose wheels. This allows a cost-effective and compact design
  • Transmission input shafts are made by braking the idler gears.
  • One of the braked idler gears is vzw. a gear stage of the first transmission input shaft and the other of the braked idler gears is vzw. assigned to another gear stage of the other transmission input shaft.
  • the one braked idler gear is vzw. a gear with a straight
  • the other braked idler gear is vzw. a gear with an odd ordinal assigned. For example. can be assigned to the braked idler gears of the first and fourth gear. Since the idler gears can have different diameters, the actuation pressure is adapted to the required friction torque as a function of the diameter.
  • the two Losradbremsvoriquesen are vzw. independently controllable.
  • the Losradbremsvortechniken can be constructed similar to a disc brake.
  • the respective idler brake device may, for example, have a friction lining, wherein the friction lining can be pressed by a hydraulic cylinder against the braked idler gear. The friction lining may in particular be displaceable axially towards the idler gear.
  • the Losradbremsvorraum has vzw. a caliper which at least partially surrounds the corresponding idler gear on its outer circumference. As a result, the braked idler gear between the friction lining and the caliper is braked.
  • Actuating pressure is braked the associated input shaft via the gear pair with the braked idler gear.
  • FIG. 1 in a schematic representation of the essential components of a
  • a dual-clutch transmission 1 is shown for a motor vehicle not shown in detail.
  • the dual-clutch transmission 1 has a first transmission input shaft EW1 and a second transmission input shaft EW2.
  • the dual-clutch transmission 1 also has a first drive shaft TW1 and a second drive shaft TW2.
  • the first transmission input shaft EW1 is associated with a first friction clutch K1.
  • the second transmission input shaft EW2 is associated with a second friction clutch K2.
  • the two friction clutches KLund K2 form a double clutch 2.
  • the first transmission input shaft EW1 is operatively connected or connectable to the first friction clutch K1 and the second transmission input shaft EW2 is operatively connected or connected to the second friction clutch K2.
  • the first friction clutch K1, the first transmission input shaft EW1 and the first drive shaft TW1 form vzw. a unspecified here, first transmission branch.
  • Friction clutch K2 the second transmission input shaft EW2 and the second drive shaft TW2 form vzw. another unspecified here, second transmission branch.
  • the first transmission input shaft EW1 are certain gear ratios, vzw. a first, a third, a fifth and / or a seventh gear, associated.
  • the second transmission input shaft EW2 are certain other gear stages, vzw vzw. assigned a second, a fourth and / or a sixth gear.
  • the second transmission input shaft EW2 is vzw. as a hollow shaft educated.
  • the second transmission input shaft EW2 surrounds the first transmission input shaft EW1.
  • the first transmission input shaft EW1 is arranged coaxially with the second transmission input shaft EW2.
  • the first transmission input shaft EW1 are the gear stages with odd ordinal number, namely the gear stages one, three, five and seven assigned.
  • the second transmission input shaft EW2 are the gear stages with even atomic number and vzw.
  • gear ratio refers in the context of the application on gears for the forward drive.
  • Reverse gear is referred to as reverse gear R throughout.
  • the gear stages are formed by a plurality of respective gear pairs input to the transmission input shaft EW1 and EW2 and the respective associated drive shaft TW1, TW2.
  • Gear pairs are arranged correspondingly effective between the respective transmission input shafts EW1 and EW2 and a drive shaft TW1 and TW2.
  • Transmission input shafts EW1 and EW2 are therefore also associated with corresponding gears.
  • These gear wheels associated with the transmission input shafts EW1 and EW2 are vzw. formed as fixed wheels 3 to 8. Ie. these fixed gears 3 to 8 are non-rotatably arranged on the respective transmission input shaft EW1 and EW2.
  • the fixed wheels 3 to 6 are assigned to the first transmission input shaft EW1 and the fixed wheels 7 and 8 are the second
  • the first drive shaft TW1 are gears, vzw vzw. the idler gears 9, 10, 11 and 12 assigned.
  • the second drive shaft TW2 are gears, vzw vzw. the loose wheels 13, 14, 15 and 16 assigned.
  • the dual clutch transmission 1 has vzw. seven gears for forward driving on. In another embodiment, the dual clutch transmission 1 vzw. have six (or less) or even more than seven gears for forward driving. In addition, this indicates
  • the gear stages are formed by the respective transmission input shaft EW1 and EW2 and the associated drive shaft TW1 and TW2 connecting gear pairs with one of the fixed gears 3 to 8 and one of the meshing engaging idler gears 9 to 16.
  • the first gear and the fifth gear are each by the first
  • Gear input shaft EW1 and the first drive shaft TW1 connecting gear pairs formed are each formed by the fixed wheels 4 and 6 and the idler gears 9 and 10.
  • the fixed wheels 4 and 6 are rotatably associated with the first transmission input shaft EW1.
  • the first gear is formed by the gears "4 and 9" and the fifth
  • the fourth gear is through a second transmission input shaft EW2 and the first
  • the reverse gear R is formed by a fixed gear 8 and the idler gear 12, wherein the fixed gear 8 and the idler gear 12 via an intermediate shaft 17 associated with one of these intermediate shaft 17 Intermediate 18 communicate with each other.
  • the seventh and third gear stages are formed by the first transmission input shaft EW1 and the second drive shaft TW2 connecting gear pairs, the gear pairs are each formed by one of the fixed gears 3 and 5 and one of the idler gears 13 and 14 respectively.
  • the fixed gear 3 forms with the idler gear 13, the gear pair for the seventh gear.
  • the fixed gear 5 forms with the idler gear 14, the gear pair for the third gear.
  • the sixth gear stage and the second gear stage are formed by the second transmission input shaft EW2 and the second drive shaft TW2 connecting gear pairs, wherein the
  • Gear pairs are each formed by one of the fixed wheels 7, 8 and one of the idler gears 15 and 17 respectively.
  • the dual-clutch transmission 1 further has a Achsabtriebsrad 19, wherein the
  • Achsabtriebsrad 19 rotatably connected to an axle 20 is connected.
  • the axle 20 is connected to a differential gear 21.
  • the Achsabretesrad 19 is of the two
  • Differential gear 21 transmits the applied torque to the drive wheels 22, as indicated schematically by unspecified arrows.
  • the gears one to seven are vzw. unsynchronized.
  • Synchronizers allow for faster shifting, lower drag torque and lower total cost of ownership.
  • at least one of the gear stages can also be provided with a synchronizing device.
  • At least one central synchronization device 23, 24 is provided for functionally effective deceleration of the transmission input shafts EW1, EW2.
  • Transmission input shaft EW1 or EW2 is associated with effective, and with each
  • the Losradbremsvortechnische one of the idler gears 9, 11 of the respective gear pair is braked.
  • the Losradbremsvortechniken 25 and 26 have the advantage that the axial space of the dual clutch transmission 1 does not need to be extended.
  • the two braked idler gears 9, 11 are in the preferred embodiment shown here constitutionsu ⁇ gsbeispiel the same drive shaft, here vzw. associated with the first drive shaft TW1.
  • the two brakesbare Loser 9, 11 associated with different gear ratios / gear pairs.
  • the one braked idler gear 9 is an odd gear, vzw. assigned to the first gear.
  • the other braked idler gear 11 is a straight gear, vzw. assigned to the fourth gear. It is conceivable that the two braked idler gears of the two
  • Losradbremsvorraum can be slowed down or synchronized accordingly.
  • Friction lining and an unspecified hydraulic cylinder wherein the friction lining with the hydraulic cylinder against the respective idler gear 9 and 11 can be pressed.
  • Each of the Losradbremsvoriquesen 25, 26 is formed similar to a disc brake.
  • Losradbremsvorierien 25 and 26 may each have a brake caliper 27, 28, wherein the brake caliper 27, 28, the braked idler gear 9 and 11 vzw. at least partially encompasses.
  • the friction lining is vzw. arranged relative to the idler gear 9 and 11 axially displaceable.
  • the friction lining may in particular be arranged axially displaceable relative to the brake caliper 27, 28.
  • the Losradbremsvortechnischen 25, 26, in particular the unspecified hydraulic cylinders are vzw. independently controllable. Of the
  • Operating pressure in the hydraulic cylinder is vzw. adapted to the diameter of the idler gears 9, 11.
  • Losradbremsvorraum 25 acts on the non-rotatable gear 4 to the first
  • the Losradbremsvorraum 26 acts on the non-rotatable gear 7 to the second - here outer - transmission input shaft EW2.
  • Clutches are connected to the respective drive shaft TW1 or TW2.
  • Vzw Vzw. Furthermore, a lock system is provided, wherein when a gear is engaged, the other gear ratios are locked. For example, if the first gear is engaged, the other six gears and the reverse gear R are locked.

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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 à double embrayage (1) pour un véhicule à moteur, comprenant un premier et un deuxième arbre d'entrée de boîte de vitesses (EW1, EW2) ainsi qu'au moins un arbre d'entraînement, notamment un premier et un deuxième arbre d'entraînement (TW1, TW2), un premier embrayage à friction (K1) et des rapports déterminés, par exemple un premier, un troisième, un cinquième et/ou un septième rapport, étant associés au premier arbre d'entrée de boîte de vitesses (EW1) et un deuxième embrayage à friction (K2) et d'autres rapports déterminés, par exemple un deuxième, un quatrième et/ou un sixième rapport, étant associés au deuxième arbre d'entrée de boîte de vitesse (EW2), les rapports étant formés par plusieurs paires de roues dentées reliant respectivement l'arbre d'entrée de boîte de vitesses (EW1, EW2) et l'arbre d'entraînement (TW1, TW2), les paires de roues dentées étant respectivement formées par une roue fixe (3 à 8) et une roue folle (9 à 16), au moins un dispositif de synchronisation central (23, 24) étant prévu pour freiner de manière fonctionnellement active les arbres d'entrée de boîte de vitesses (EW1, EW2). Un freinage coûteux et encombrant des arbres d'entrée de boîte de vitesses (EW1, EW2) pour atteindre le régime synchrone est évité du fait que deux dispositifs de synchronisation centraux (23, 24) sont prévus, les deux dispositifs de synchronisation centraux (23, 24) étant conçus comme des dispositifs de freinage de roue folle (25, 26) et un dispositif de freinage de roue folle (25, 26) étant associé de manière active à chaque arbre d'entrée de boîte de vitesses (EW1, EW2) et une des roues folles (9, 11) de la paire de roues dentées concernée pouvant être freinée par le dispositif de freinage de roue folle (25, 26).
PCT/EP2010/003354 2009-07-06 2010-06-02 Transmission à double embrayage Ceased WO2011003492A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009031786.4 2009-07-06
DE200910031786 DE102009031786A1 (de) 2009-07-06 2009-07-06 Doppelkupplungsgetriebe

Publications (1)

Publication Number Publication Date
WO2011003492A1 true WO2011003492A1 (fr) 2011-01-13

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ID=42359475

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/003354 Ceased WO2011003492A1 (fr) 2009-07-06 2010-06-02 Transmission à double embrayage

Country Status (2)

Country Link
DE (1) DE102009031786A1 (fr)
WO (1) WO2011003492A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10876625B2 (en) 2018-06-04 2020-12-29 Zf Friedrichshafen Ag Transmission control method

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AT511631B1 (de) 2011-06-30 2013-04-15 Avl List Gmbh Doppelkupplungs-getriebe mit mehreren schaltbaren gangstufen
AT514995B1 (de) * 2013-12-27 2015-08-15 Avl List Gmbh Verfahren zum Betreiben eines Doppelkupplungsgetriebes

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3417504A1 (de) * 1984-05-11 1985-11-14 J.M. Voith Gmbh, 7920 Heidenheim Stufenschaltgetriebe, insbesondere fuer kraftfahrzeuge
DE4122628A1 (de) * 1991-07-09 1993-01-14 Renk Ag Getriebeanlage
DE19542430A1 (de) * 1994-11-14 1996-05-15 Nippon Denso Co Antriebsstrangvorrichtung für Kraftfahrzeuge
DE19950679A1 (de) * 1999-10-21 2001-04-26 Volkswagen Ag Automatisiertes Doppelkupplungsgetriebe und Verfahren zur Steuerung eines automatisierten Doppelkupplungsgetriebes
DE10243278A1 (de) * 2002-09-18 2004-03-25 Volkswagen Ag Vorrichtung zur Synchronisierung eines Doppelkupplungsgetriebes
DE10214478B4 (de) * 2002-03-30 2004-04-15 Zf Sachs Ag Synchronisiereinrichtung für ein Doppelkupplungsgetriebe auf Grundlage wenigstens zweier Planetenradsätze und entsprechendes Doppelkupplungsgetriebe, sowie entprechender Kraftfahrzeug-Antriebsstrang
US6766705B1 (en) * 2003-01-24 2004-07-27 General Motors Corporation Seven-speed power transmission

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2003301895A (ja) * 2002-04-08 2003-10-24 Toyota Motor Corp 車両用平行軸式多段変速装置
JP4281841B1 (ja) * 2008-02-07 2009-06-17 三菱自動車工業株式会社 車両用変速機

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3417504A1 (de) * 1984-05-11 1985-11-14 J.M. Voith Gmbh, 7920 Heidenheim Stufenschaltgetriebe, insbesondere fuer kraftfahrzeuge
DE4122628A1 (de) * 1991-07-09 1993-01-14 Renk Ag Getriebeanlage
DE19542430A1 (de) * 1994-11-14 1996-05-15 Nippon Denso Co Antriebsstrangvorrichtung für Kraftfahrzeuge
DE19950679A1 (de) * 1999-10-21 2001-04-26 Volkswagen Ag Automatisiertes Doppelkupplungsgetriebe und Verfahren zur Steuerung eines automatisierten Doppelkupplungsgetriebes
DE10214478B4 (de) * 2002-03-30 2004-04-15 Zf Sachs Ag Synchronisiereinrichtung für ein Doppelkupplungsgetriebe auf Grundlage wenigstens zweier Planetenradsätze und entsprechendes Doppelkupplungsgetriebe, sowie entprechender Kraftfahrzeug-Antriebsstrang
DE10243278A1 (de) * 2002-09-18 2004-03-25 Volkswagen Ag Vorrichtung zur Synchronisierung eines Doppelkupplungsgetriebes
US6766705B1 (en) * 2003-01-24 2004-07-27 General Motors Corporation Seven-speed power transmission

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10876625B2 (en) 2018-06-04 2020-12-29 Zf Friedrichshafen Ag Transmission control method

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