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
  • 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 gearbox for a motor vehicle intended to be connected to a double-clutch mechanism and comprising seven forward speeds and one reverse speed.
• velocities is meant the gear ratios between an input shaft and an output shaft of the gearbox.
• the invention relates more particularly to such a gearbox whose housing enclosing the transmission mechanism having an optimization of its dimensioning.
• Such a gearbox intended to be connected to a double clutch mechanism and having seven transmission speeds is found in document US 2005/0000307.
• the gearbox has an internal arrangement for the purpose of optimizing the length of the primary and secondary shafts, making it possible to obtain a relatively compact gearbox in the direction of these shafts.
• Such a gearbox is especially interesting for mounting in the extension of the main axis of the engine, transversely in a front-wheel drive vehicle.
• such a gearbox has a height and a width that makes it difficult to implement it perpendicularly with respect to the main axis of the engine or for implantation under the engine.
• the object of the invention is to provide a seven-speed dual clutch gearbox having an internal architecture to optimize its dimensioning.
• the subject of the invention is a gearbox for a vehicle, comprising a first primary shaft carrying driving gears associated with the even speeds and in reverse, a second primary shaft carrying associated drive gears. to the at odd speeds, first and second secondary shafts carrying a plurality of driven gears, said driven gears being mounted idly on said secondary shafts, synchronizers carried by the two secondary shafts, each synchronizer being positioned between two driven gears, allowing to selectively engage each said gears driven to the supporting secondary shaft, said gearbox having seven forward gears, each gait speed being defined by a gear constituted by a drive gear meshing permanently with a driven gear, such as a second gear driven gear associated with a second gear gear is disposed on the same secondary shaft as a first gear driven gear associated with a first gear gear.
• the reverse gear consists of a gear train comprising the second gear gear, said second gear gear consisting of a second gear drive gear meshing with the second gear driven gear and a gear reverse gear, said reverse gear consisting of an intermediate drive gear meshing permanently with a driven reverse gear, with said intermediate drive gear being secured coaxially or integrally with the driven gear of second gear.
• the first and second primary shafts are coaxial mounted, the first hollow primary shaft surrounding the second primary shaft.
• the gearbox has four synchronizers, the first and second synchronizers being mounted on the second secondary shaft, the third and fourth synchronizers being mounted on the first secondary shaft.
• the driven gears corresponding to the sixth and fourth gears can mesh with the same drive gear. It is also possible to have the driven gears corresponding to the seventh and fifth gears which mesh the same drive pinion.
• the first and seventh gear driven gears are positioned on the second secondary shaft, the third and fifth gear driven gears being positioned on the first sub shaft.
• the first and fifth gear driven gears are positioned on the second secondary shaft, the third and seventh gear driven gears being positioned on the first sub shaft.
• the second and sixth gear driven gears are positioned on the second secondary shaft, the fourth gear driven gears and the gait speed. rear being positioned on the first secondary shaft.
• the second and fourth gear driven gears are positioned on the second secondary shaft, the sixth gear driven gears and the gait speed. rear being positioned on the first secondary shaft.
• Figure 1 shows schematically a first embodiment of a transmission device of a vehicle according to the invention.
• FIG. 2 schematically represents a second embodiment of a transmission device of a vehicle according to the invention.
• Figure 1 is shown schematically a first embodiment of a transmission device of a vehicle.
• the transmission device consists of a gearbox 1, a differential 2 and a double-clutch device 3.
• the output shaft of an engine (not shown) is connected to the transmission device by a input shaft 4.
• the input shaft 4 rotates a clutch housing 33 enclosing a first clutch 31 and a second clutch 32 of the dual clutch device 3.
• the first 31 and the second 32 clutches connect selectively the input shaft 4, respectively, either to a first primary shaft 51 of the gearbox 2, or to a second primary shaft 52 of the gearbox 2.
• the first 51 and second 52 primary shafts are mounted coaxial with the second primary shaft 52 carrying the first primary shaft 51 which is hollow.
• On the first primary shaft 51 is fixedly positioned drive gears 53 corresponding to the even speeds and the reverse speed of the gearbox 1.
• On the second primary shaft 52 is fixedly positioned drive gears 54 corresponding to the odd speeds of the gearbox 1.
• the gearbox 1 also comprises a first secondary shaft 61 and a second secondary shaft 62, positioned parallel to the two primary shafts 51 and 52.
• the first and second secondary shafts 61 and 62 carry driven gears 63 mounted idle. Each of these driven gears 63 meshes permanently with one of the drive pinions 53 of the first input shaft 51 or one of the drive gears 54 of the second input shaft 52.
• the gearbox 1 thus shown has seven forward speeds and a reverse speed, arranged as follows: the first speed corresponds to the gear Z1 is formed by a first gear driving gear 54.1 carried by the second primary shaft 52 meshing with a driven gear of first gear 64.1 mounted crazy on the second secondary shaft 62, the second speed corresponds to the gear Z2 is formed by a driving pinion second speed 53.2 carried by the first primary shaft 51 meshing with a second speed driven gear 64.2 idly mounted on the second secondary shaft 62, the third gear corresponds to the gear Z3 is formed by a third gear driving gear 54.3 carried by the second primary shaft 52 meshing with a third gear driven gear 63.3 idly mounted on the first secondary shaft 61, the fourth gear corresponds to the gear Z4 is formed by a fourth gear driving gear 53.2 carried by the first primary shaft 51 meshing with a fourth gear driven gear 63.2 idly mounted on the first secondary shaft 61, the fifth gear corresponds to the gear Z5 is formed by a fifth gear 54.5 driven gear carried by the second primary
• each of the driven gears can be interconnected by interconnection to the first 61 or second 62 secondary shaft on which it is mounted by means of a synchro ring.
• the activation of the corresponding sync ring is done by moving a player.
• the same player can control two sync rings according to the direction in which it is moved along the first 61 or the second 62 secondary shaft.
• the assembly consisting of two synchro rings and a player forms a synchronizer 7.
• Such a seven-speed gearbox forward and reverse gear is controlled by four synchronizers 7 positioned between two driven gears;
• the first synchronizer 7.1 being positioned between the driven gear of the first gear 64.1 and the driven gear of the seventh gear 64.7
• the second gear 7.2 being positioned between the driven gear of the second gear 64.2 and the driven gear of the sixth gear 64.6
• the third synchronizer 7.3 being positioned between the driven gear of the third gear 63.3 and the driven gear of the fifth gear 63.5
• the fourth synchronizer 7.4 being positioned between the driven gear of the fourth gear 63.4 and the driven gear of the gear step 64.
• the first primary shaft 51 and the second primary shaft 52 are independently connected to the input shaft 4 of the double clutch 3 by, respectively, the first clutch 31 and the second clutch 32.
• a speed pair is already selected with the second clutch 32 closed, connecting the input shaft 4 with the second primary shaft 52 and with the idler gear corresponding to this pair speed geared on its secondary shaft, an odd speed can be preselected by interconnection of its corresponding idler gear on its secondary shaft, in now open the first clutch 31.
• the passage of the even speed to the odd speed being effected by closing and simultaneously opening the second clutch 32 and the first clutch 31.
• the passage between an odd speed and an even speed is done in a similar way.
• Such shifting is performed without breaking torque between the input shaft 4 of the clutch 3 and a ring gear 21 of the differential 2 meshing permanently with two pinions 65 integral with the two secondary shafts 61 and 62 of the gearbox 1.
• Each pinion 65 being positioned at one end of the first 61 and the second 62 secondary shaft, on the same side of the gearbox 1.
• such a seven-speed double clutch gearbox Due to the distribution of the synchronizers on the two secondary shafts 61 and 62, such a seven-speed double clutch gearbox has the advantage of being more compact along the axis of the primary and secondary shafts, but has the disadvantage to have a height and a greater width, making such a gearbox 1 more suitable to be positioned in the extension of the engine transversely or below it. Positioning the two larger diameter driven wheels, the driven gear of the first gear 64.1 and the driven gear of the second gear 64.2 on the same second secondary shaft 62, optimizes the shape of the casing forming the outer surface. of the gearbox 1. Similarly, the use of the intermediate drive gear 64.
• R of smaller diameter than the driven gear of second speed 64.2 makes it possible to reduce the distance between the axes of the two secondary shafts 61 and 62 and also makes it possible to reduce the diameter of the reverse gear 63.
• FIG. 2 represents a different configuration of the gears of the last four speeds Z4, Z5, Z6 and Z7 as presented in FIG.
• the drive gear of the fifth speed 54.5 meshes with the driven gear of the seventh speed 64.7 replacing the driving gear of the seventh speed 54 visible in Figure 1.
• fifth gear 54.5 drive pinion being smaller than seventh speed drive pinion 54.7
• the seventh gear 64.7 driven pinion is decreased in diameter, thereby changing the distance between the axis of the primary shafts 51 and 52 and the axis of the second secondary shafts 62.
• the modification of this distance has repercussions on the gears of the first gear Z1 and the second gear Z2 and on the driven gear of the sixth gear 64.6 which can directly mesh with the drive gear of the fourth gear 53.4 while maintaining a gear ratio virtually constant.
• Such a configuration of the gearbox makes it possible to further reduce the bulk along the axis of the primary and secondary shafts, while improving the efficiency of the gearbox 1 'due to the reduction in the number of moving parts.
• the reduction in the diameter of the gears of the first speed Z1 and the second speed Z2 as well as the reduction in the diameter of the driven gears of the sixth 64.6 and seventh 64.7 speeds, reduces the torque transmissible by the gearbox 1 'on these four speeds.

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

Applications Claiming Priority (2)

Publications (1)

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ID=41682584

Family Applications (1)

Country Status (3)

Cited By (1)

Families Citing this family (6)

Family Cites Families (10)

• 2009
  • 2009-10-30 FR FR0957657A patent/FR2952154B1/fr not_active Expired - Fee Related
• 2010
  • 2010-10-29 EP EP10790585A patent/EP2494236A1/de not_active Withdrawn
  • 2010-10-29 WO PCT/FR2010/052333 patent/WO2011051636A1/fr not_active Ceased

Non-Patent Citations (1)

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