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
  • F16H3/02—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
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
  • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
  • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
  • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
• • 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
  • F16H2003/0822—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 arrangement of at least one reverse gear
• • 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
  • F16H2003/0938—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 with multiple gears on the input shaft directly meshing with respective gears 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
  • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
• • 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
  • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
• • 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
  • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Definitions

• the invention relates to the field of gearboxes used in particular in motor vehicles, and in particular gearboxes with parallel shafts.
• US Pat. No. 4,627,301 (Automotive Products PIc.) Describes a gearbox comprising two coaxial primary shafts connected to two clutches, a secondary shaft connected to the wheels of the vehicle by a pinion gear.
• the gearbox includes a reverse gear and a non-coaxial intermediate shaft with the reverse gear.
• This gearbox with five forward gears, has a large transverse bulk due to the fact that the parallel shafts of the gearbox are distributed over four axes.
• the patent application DE 35 27 390 describes a gearbox with two clutches, each provided with a toothing meshing with a pair of pinion mounted freely on the output shaft equipped with a pinion meshing with the differential ring.
• said pinion torque occupies a space along the secondary shaft and extends the distance separating the differential ring from the opposite end of the gearbox to the clutches.
• the invention proposes a gearbox more compact in length for the same number of gears of the gearbox, or having more gear for the same distance between the differential and the end of the gearbox.
• the gearbox particularly for a motor vehicle, with parallel shafts, comprises a main main shaft and an auxiliary input shaft, each connected to the vehicle engine by a clutch device and a shaft. secondary equipped with a pinion meshing with a differential ring.
• One of the shafts of the gearbox is provided with a pair of reduction gears, integral with each other, meshing with one with a pinion of the main main shaft, the other with a pinion of the primary shaft auxiliary according to different meshing ratios.
• the reduction gear pair is mounted on a non-coaxial intermediate shaft with the secondary shaft.
• the fact that the reduction pinion is mounted on a shaft other than the secondary shaft allows to have the entire length between the pinion and the end of the secondary shaft to implement coupling devices.
• Each of the coupling devices is likely to correspond to two ratios of the gearbox depending on whether the engine torque is transmitted directly to the coupling device or through the pair of reduction gears.
• the gearbox has more ratios for the same distance between the differential and the end of the box, or is more compact in length for the same number of reports.
• the gearbox is provided with at least one module comprising an idler gear on one of the parallel shafts, a synchronizer mounted on said shaft, selectively solidifying the idler gear with said shaft and a fixed gear on another tree parallel meshing with the idle gear module, said module being intended to establish at least one report of the gearbox.
• said intermediate shaft is provided with an intermediate reverse gear meshing with a pinion of the secondary shaft.
• the gearbox comprises a partition wall between a set of clutches and a mechanical assembly containing the modules of the gearbox.
• all the pinions of the intermediate shaft are located in the mechanical assembly.
• the two reduction gears are situated axially opposite a gearbox differential ring gear.
• the intermediate shaft can pass through the partition, the two reduction gears being arranged on either side of the partition.
• the intermediate shaft is located axially on the side of the clutches, the modules located in the same axial zone of the gearbox having their synchronizer mounted on the secondary shaft.
• the gearbox is a robotized gearbox comprising at least one clutch synchronizer actuated by a first actuator, the clutches being actuated by a second actuator independent of the first actuator.
• the clutch device has a main engaged position where the main main shaft is synchronized with the motor, a neutral position where no shaft primary is connected to the motor, and an auxiliary engaged position where the auxiliary input shaft is synchronized with the motor.
• the main main shaft is equipped with two synchronizers of the friction cone type, one of which is a single second speed synchronizer joining a second speed idle gear and the other is a double synchronizer securing two idle gears and contributing to at least three forward gears.
• the secondary shaft is equipped with a double clutch synchronizer solidarisant a crazy reverse gear and a first speed idle gear, a freewheel being interposed between a player of said first speed synchronizer and the first gear idler.
• the first actuator actuates the two dual synchronizers in two selection positions, and the second actuator actuates the second synchronizer and the clutch device.
• the reduction gear pair is fixedly mounted on the countershaft.
• the gearbox has five forward gears.
• the second idle gear is on the same side of the second synchronizer as the clutch device, the reverse idler gear is fixedly mounted on the intermediate shaft, and the reverse idler gear is the secondary shaft gear. closest to the pinion gear.
• the gearbox being for hybrid powertrain has five forward gears.
• the second idler gear is on the same side of the second synchronizer as the clutch device, the reverse idler gear is idly mounted on the countershaft, the first idler gear is the pinion of the secondary shaft the most next to pinion of attack.
• the intermediate shaft is provided with a fixed wheel intended to be connected to an auxiliary engine of the vehicle.
• the gearbox has six forward gears.
• the second synchronizer is on the same side of the second idler as the clutch device, the intermediate reverse gear is fixedly mounted on the intermediate shaft, the idler reverse gear is the pinion of the secondary shaft the closer to the pinion gear.
• the second actuator has a single selection position, and the two idle gears secured by the dual synchronizer of the main input shaft each contribute to two speed ratios.
• the hybrid powertrain transmission has six forward gears.
• the second synchronizer is on the same side of the second idler as the clutch device, the reverse intermediate gear is idly mounted on the intermediate shaft, the first idle gear is the pinion of the secondary shaft the most close to the pinion.
• the intermediate shaft is provided with a fixed wheel intended to be connected to an auxiliary engine of the vehicle, the second actuator has a single selection position, and the two idle gears, secured by the double synchronizer of the main primary shaft, each contribute to two gear ratios.
• FIG 1 is a longitudinal section along the plane II of Figure 2, a first embodiment of hybrid six-speed hybrid gearbox;
• FIG. 2 is a partial cross-section of the six-speed hybrid robotic gearbox showing the fork control system;
• FIG. 3 is a longitudinal section of a second embodiment of a five-speed hybrid robotic gearbox
• FIG. 4 is a longitudinal section of a third embodiment of a six-speed robotic gearbox
• FIG. 5 is a partial cross-section of the six-speed robotic gearbox of the third embodiment, showing the fork control system; and.
• FIG. 6 is a longitudinal section of a fourth embodiment of a five-speed robotic gearbox
• an embodiment of a gearbox for a vehicle powertrain comprises a main casing 1 and a clutch housing 2.
• a clutch device 3 connects a main main shaft 4 to a main gearbox 1.
• a secondary shaft 7 is provided with a pinion gear 8 meshing with a differential ring 9 and is thus permanently connected to the wheels of the vehicle.
• the main main shaft 4 extends over the entire length of the gearbox, from one side of the gearbox containing the clutch device 3 to a bottom zone 10 containing a plurality of synchronizers January 1.
• the gearbox also comprises an intermediate shaft 12 that is parallel and non-coaxial with the main primary shaft 4 and the secondary shaft 7.
• the main main shaft 4 comprises successively from left to right in FIG. 1 a ball bearing 13, an idle gear 14 for the second gear ratio which will be called for simplification "second gear” 14, a simple synchronizer body 15 mounted on splines, an idle gear 16 for the fourth and sixth gear ratio which will be called for simplification "fourth and sixth gear” 16, mounted on a ring 16a, a twin synchronizer body 17 mounted on splines, a pinion 18 for the reports of third or fifth gear, which will be called for simplification "third and fifth gear” mounted on a ring, a reverse toothing 19, a first gear toothing 20, a first reduction gear 21 mounted on splines, an auxiliary shaft 22 in the form of a sleeve mounted on two needle bearings 22a, a sleeve 23 mounted on splines, and an outer bell 24 surrounding the clutch device 3 mounted free to rotate.
• the auxiliary input shaft 22 successively receives, from left to right in FIG. 1, a second reduction pinion 25 secured by splines of the sleeve 22, a ball bearing 26 and driving splines of the clutch device 3.
• the auxiliary main shaft 22 is coaxial with the primary main shaft 4 with respect to which it can rotate on the bearings 22a.
• the clutch device 3 comprises a main multi-disk assembly 27 connecting the outer bell 24 with the main primary shaft 4 and an auxiliary multi-disk assembly 28 driving the auxiliary input shaft 22.
• the two multi-disk assemblies 27 and 28 are coaxial.
• the auxiliary multi-disk assembly 28 is slightly offset axially with respect to the main multi-disk assembly 27, on the side of the auxiliary input shaft 22.
• the main multi-disk assembly 27 comprises a plurality of outer disks rotatably connected to the outer bell 24 by means of notches cooperating with a groove formed in a skirt 24a of the outer bell 24.
• the main multi-disk assembly 27 also comprises a plurality of inner disks interposed with the plurality of outer disks and rotatably connected to a main piston 29 by notches of each of the disks of the plurality of inner disks cooperating with grooves.
• the two pluralities of discs of the main disc set 27 are movable in translation between the skirt 24a of the outer bell 24 and a corresponding cylindrical portion 29a of the main piston 29.
• the outer bell 24 comprises an axial stop not shown, preventing the plurality of outer disks to move on the left side of the figure.
• the main piston 29 comprises an axial stop
• the main piston 29, axially movable, is connected in rotation with a main inner bell 31, integral with the sleeve 23 and driving the main primary shaft 4.
• a needle stop 32 is disposed axially between the outer bell 24 and the main inner bell 31.
• a main assistance device 33 is arranged axially between the main inner bell 31 and the main piston 29.
• the auxiliary array 28 is composed of a plurality of outer disks and a plurality of inner disks interposed therebetween.
• the outer disks are integral with an auxiliary external bell 34 bypassing the assistance device 33 and the main multi-disc assembly 27.
• the auxiliary bell 34 is rigidly fixed to the main outer bell 24.
• the inner disks are rotatably connected to a auxiliary piston 35.
• the two pluralities of auxiliary discs are movable in translation along the axis of the clutch device 3 by means of grooves formed in skirt portions 34a of the outer auxiliary bell 34 and 35a of the auxiliary piston 35.
• the outer auxiliary bell 34 comprises an axial stop, not shown, located to the right of the auxiliary multi-disc assembly 28.
• the auxiliary piston 35 comprises an axial stop 36 for compressing the auxiliary multi-disc assembly 28 towards the abutment of the auxiliary bell 34.
• the auxiliary piston 35 is rotatably connected to an auxiliary inner bell 37 by means of auxiliary assist devices 38.
• An axial needle stop 40 is disposed axially between the main piston 29 and the auxiliary piston
• the auxiliary piston 35 has control fingers 39 extending axially and passing through the auxiliary inner bell 37.
• the control fingers 39 can be actuated by a control fork F2b of the clutch device 3 via a ball bearing 39a.
• the auxiliary inner bell 37 drives the auxiliary input shaft 22 by means of splines.
• the assembly comprising the clutch control fork F2b, the auxiliary piston 35, and the main piston 29 form an axially movable assembly that is compressed by the setting device. pressure 33a.
• the pressurizing device 33a maintains in the extreme position to the left of FIG. 1, the main piston 29 and the auxiliary piston 35.
• the main multi-disk assembly 27 is the compressed state and the auxiliary array 28 is in an uncompressed state.
• This position constitutes a main engagement position of the clutch device 3. In this position, the engine is connected to the main main shaft 4. In this position, the clutch between the outer main bell 24 and the inner main bell 31 which drives the main main shaft 4.
• the secondary shaft 7 comprises, from left to right in FIG. 1, a ball bearing 41, a second fixed gear 42, a spacer ring 42a, a fourth and sixth fixed gear 43, a spacer ring 43a, a pinion fixed 44 of third and fifth bearing axially on a shoulder 7a of the secondary shaft 7.
• the secondary shaft 7 comprises successively from left to right from the shoulder 7a, a crazy reverse gear 45, a body of synchronizer dog 46 mounted on splines, a first idler gear 47 bearing axially on the pinion 8.
• the right end of the secondary shaft 7 is rotatably mounted on a roller bearing 48.
• the gearbox also comprises an intermediate shaft 12 rotatably mounted on two bearings 49 and 50 located at each of its ends.
• the end located on the side of the clutch device 3 is rotatably mounted on the ball bearing 50 fixed in the clutch housing 2.
• An attached support 51 comprises a portion 52 fixed to the main housing 1 and a portion 53 making projecting radially inside the housing 1.
• the projecting portion 53 receives the bearing 49.
• the portion 52 is fixed on the main casing 1 by fixing means comprising screws 54. Due to the existence of the support 51, it is understood that the synchronizer 17 can be easily accommodated in the main casing 1 despite the fact that the maximum radial space of the synchronizer 17 exceeds the end of the intermediate shaft 12.
• the reverse and first modules are shown on the left. secondary axis 7 so as to further promote the approach of the intermediate shaft 12 and the main main shaft 4.
• the intermediate shaft 12 is immobilized regardless of the direction of the radial forces exerted on it.
• the intermediate shaft 12 comprises successively from left to right in FIG. 1 a reverse intermediate gear 55 freely mounted on the intermediate shaft 12, a drive wheel 56, a first reduction gear 57 and a second gear reduction gear 58.
• the drive wheel 56 and the two reduction gears 57 and 58 are monoblock with the intermediate shaft
• the drive wheel 56 cooperates with a chain 59 connected to a rotor of an auxiliary motor 71 of the vehicle visible in FIG. 2.
• the second reduction pinion 58 has a lower number of teeth than the first reduction gear 57.
• the main order 4 has a rotation speed identical to the crankshaft 5.
• the idler gear 18 can drive the vehicle in the third gear.
• the clutch device 3 is in the auxiliary engagement position, the auxiliary input shaft 22 has a rotation speed identical to the crankshaft 5.
• the main main shaft 4 is driven with a speed of rotation greater than that of the crankshaft 5 , and the idler gear 18 can drive the vehicle according to the fifth gear.
• the simple synchronizer 15 and the double synchronizer 17 are of the friction cone type, as described for example in the French patent application FR-A-2 821 652 to which reference may be made.
• the first idler gear 47 is equipped with a free wheel 47a, as described in the patent application EP 1 273 825 (RENAULT).
• the double clutch synchronizer 46 is controlled by a fork F Ib.
• the double friction synchronizer 17 is controlled by a fork F i a.
• the simple friction synchronizer 15 is controlled by a fork F2a and the clutch device 3 is controlled by the fork F2b.
• the second idler gear 14 meshes with the second fixed gear 42 and constitutes, with the simple synchronizer 15, a second speed module.
• the idler gear 16 and the fixed gear 43 constitute, with a portion of the dual synchronizer 17, a fourth and sixth gear module.
• the idle gear 18 and the fixed gear 44 constitute, with the other part of the double friction synchronizer 17, a third and fifth gear module.
• the toothing 19 meshes with the reverse intermediate gear 55, which also meshes with the idler pinion 45 reverse.
• the toothing 19, the intermediate reverse gear 55 and the reverse gear 45 of the reverse constitute with a part of the double synchronizer 46, a reverse module.
• the toothing 20 meshes with the first speed idler gear 47 and forms with the other part of the synchronizer 46 a first speed module.
• the first reduction gears 21 and 57 mesh together and the second reduction gears 25 and 58. All the modules of the gearbox are located in a mechanical assembly delimited on one side by the main casing 1 and the 2 through the clutch housing partition 2a.
• the ball bearings 13 and 41 are fixed in the main casing 1.
• the roller bearing 48 and the ball bearings 26 and 50 are fixed in the casing partition 2a. clutch 2.
• FIG. 2 shows a control system 70 of the powertrain as well as the differential ring gear 9, the axis 4a of the primary main shaft 4 and auxiliary shaft 22 and of the clutch device 3, the shaft 12a of the intermediate shaft 12 , the shaft 7a of the secondary shaft 7.
• the powertrain comprises an auxiliary motor 71 connected to the intermediate shaft 12 by the chain 59.
• the auxiliary motor is an electric machine combining the functions of starter, alternator, and drive motor.
• the control system 70 comprises a first motorized actuator 72 adapted to rotate a first selection block 73 about an axis 73a transverse to the shafts of the gearbox.
• the first selection block 73 is provided with a first passage finger 74 and a second passage finger 75.
• the first actuator 72 is provided with a selection device 76 capable of translational movement of the first selection block 73 between a first selection position illustrated in Figure 2 wherein the first passage finger 74 cooperates with a first fork drive rod 77 and a second selection position, not shown in Figure 2, wherein the second finger of passage 75 cooperates with a second drive rod of Fork 78.
• the first fork drive rod 77 drives the fork F Ib to drive the dog synchronizer 46.
• the second fork drive rod 78 drives the fork F ia to actuate the dual synchronizer 17.
• the control system 70 also includes a second motorized actuator 79 capable of pivoting a second selection block 80 about a transverse axis 80a.
• the second selection block 80 is provided with a passage finger 81 cooperating with a fork drive rod 82 connected on the one hand to the drive fork F2a of the simple synchronizer 15 and on the other hand to the fork F2b for actuating the gear device 3.
• the first actuator 72 alternately drives the forks F i a and F Ib according to two different selection positions.
• the second actuator 79 alternately drives the ranges F2a or F2b.
• Engaging a first gear or reverse gear first requires operating the clutch fork F2b so as to bring the clutch device 3 into a neutral configuration. The operation then requires to actuate the fork F Ib to the corresponding idler gear 47 or 45, then to bring the fork F2b in the main engagement position in which the main multi-disc assembly 27 is tightened.
• the transition between the first report and the second report is done by directly engaging the simple synchronizer 15 by moving the fork F2a to the second gear 14, that is to the left of the figure. This engagement takes place while the fork F Ib remains in the first engaged position.
• the rotational speed of the secondary shaft 7 is imposed by the synchronizer of second 15.
• the freewheel 47a allows the first idle gear 47 to have a rotational speed lower than that of the secondary shaft 7.
• the transition between the first and second ratios occurs under torque.
• the ratio transition to be prepared is no longer the second transition to the first gear and becomes the transition from the second gear to a third or fourth gear.
• a calculator causes the first actuator 72 to return the fork F Ib to the neutral position, then to change the selection position so as to be ready to actuate the fork F i a.
• the transition between the second gear and the third or fourth gear ratio is done by directly switching the fork F i a to the corresponding pinion 16 or 18, simultaneously with the return of the fork F2a to a neutral position.
• the coincidence of the engagement movement of the fork F i with the triggering movement of the second gear ratio by the fork F2a makes it possible to perform a torque transition without acting on the clutch device 3.
• the transition between the third gear and the fourth gear is done with a short torque interruption.
• the first actuator 72 moves the fork F Ib to the left of FIG. 1 and the double synchronizer 17 moves from a third latched configuration to a neutral configuration and immediately thereafter to a fourth latched configuration.
• the transition from the third gear to the fifth gear ratio is done by leaving the fork F i engaged with the pinion 18 and moving the fork F 2b to the right of FIG. 1.
• the clutch device 3 moves from a position of main engagement at a auxiliary latching position transiently passing through a neutral position.
• the third to fifth transition is also a transition with a short break in torque. It is the same for the transition between the fourth and sixth gear ratios.
• the reduction gears 57 and 58 make it possible to split the ratios established by the double synchronizer 17 by acting solely on the clutch device 3.
• the transition between the fifth and sixth gear ratios is done by moving only the fork F i a and occurs with a short interruption of torque.
• the transitions between any two forward gears take place, either under torque for ratios less than or equal to the third, or with a short torque interruption.
• the difference between two transmission ratios greater than or equal to the third is smaller than the difference between two ratios less than or equal to the third.
• the transition times between two short reports are virtually insensitive to the driver whose vehicle behaves almost as if it is equipped with a torque transition gearbox for all of these reports.
• the duration of the couple break during a report transition is a few hundred milliseconds, or even less than 100 milliseconds.
• the engine torque is transmitted either by the auxiliary drive shaft 22 or by the main main shaft 4 to the auxiliary motor 71 acting as a motor. alternator that can then recharge the batteries of the vehicle.
• the heat engine and the auxiliary motor 71 contribute to supply the mechanical energy to the main main shaft 4.
• the heat engine can be stopped and the auxiliary motor 71 only drives the main main shaft 4 by the first reduction gears 21 and 57.
• the changeover of the reverse gears or the first four gears speed occurs as previously described.
• the auxiliary engine 71 and the heat engine jointly contribute to driving the vehicle.
• the auxiliary motor 71 provides mechanical energy.
• a computer can configure the auxiliary motor 71 so that most of the engine brake is performed by the auxiliary motor 71 and the mechanical energy of the vehicle is converted into electrical energy.
• FIG. 3 illustrates another embodiment of the invention in the form of a five-speed hybrid gearbox.
• the main primary shaft 4 comprises, from left to right, the bearing 13, a simple synchronizer with friction cones 100 and a fourth-speed idle gear 101 cooperating on its left with a player of the simple synchronizer 100 and on its right with a player of the dual synchronizer 17.
• the simple synchronizer 100 is actuated by a fork F'2a driven by the second actuator 79 ( Figure T).
• the secondary shaft 7 is provided from left to right in the figure of the ball bearing 41, then a spacer, a pinion 102, mounted on the splines of the secondary shaft 7.
• the rest of the gearbox illustrated in FIG. 3 is identical to the embodiment previously described with reference to FIGS. 1 and 2.
• the pinion 101 meshes with the idle gear 101.
• the second actuator 79 is provided with a selection block with two opposite passage fingers contributing to push two fork drive rods. moving on the same axis parallel to the shafts of the gearbox.
• the selection block of the second actuator 79 rotates in a direction of rotation, one of the passage fingers drives a fork drive rod which pushes the fork F2b to the right of Fig. 3.
• the other finger pulls another drive rod that pulls the fork F'2a also to the right of Figure 3.
• the second actuator 79 returns the fork F'2a in neutral position simultaneously with the engagement of the fork F ia either to the idler gear 18 of the third gear, or to the left of Figure 3 to synchronize the idler gear 101.
• the simultaneity of these two changes allows for a transition under couple of second to third or fourth report.
• the transition from third gear to fourth gear ratio has a short torque interruption.
• the transition between the ratio of fourth to fifth ratio is to synchronize the displacement of the range F ia and the range F2b so that the instant of torque interruption due to the synchronizer doubles to friction and clutch device 3 coincide.
• the same idler gear 101 can be synchronized to the main main shaft 4, either by the action of the first actuator 72, or by the action of the second actuator 79.
• FIG. 4 illustrates another embodiment of the invention in the form of a non-hybrid gearbox having six forward gears. This embodiment differs from the first embodiment of the hybrid six-speed forward gearbox by the structure of the intermediate shaft and the auxiliary main shaft. In addition, the first and reverse modules are reversed. The identical or similar parts bear the same references as in FIGS. 1 and 2.
• the main main shaft 4 comprises successively to the right of the idler gear 18, a toothing first 1 10 then a first reduction gear 1 1 1, then an auxiliary input shaft 1 12 mounted on two needle bearings.
• the auxiliary drive shaft 1 12 comprises, from left to right, the ball bearing 26, then a second reduction pinion 13 and grooves driving the auxiliary inner bell 37.
• the gearbox also comprises an intermediate shaft 1 14 comprising, from left to right in FIG. 4, the roller bearing
• the pinions 1 16 and 1 17 constitute a pair of reduction gears, the pinion reported 1 17 having a number of teeth less than First reduction pinion 1 16.
• the two pinions 1 16, 1 17 of the reduction torque are located on either side of the partition 2a.
• the transmission of the engine torque for the reverse gear ratio has an additional meshing stage.
• the main primary shaft 4 drives the intermediate shaft 1 14 by meshing with the first gear 1 1 1 with the first pinion 1 16.
• the rotational speed of the intermediate shaft 1 14 is lower than that of the main main shaft 4.
• the intermediate reverse gear 1 15 is integral with the intermediate shaft 1 14 and meshes with the Reverse Drive Idler 45.
• the fact that the reverse gear transmission uses two meshing stages allows for a smaller idler reverse gear 1 of smaller diameter and to bring the axle of the intermediate shaft closer together. 1 14 of the axis of the secondary shaft 7.
• the angle ⁇ having as vertex the axis 4a of the main primary shaft 4 and having a first side passing through the axis 1 14a of the intermediate shaft 1 14 and a second side passing through the axis 7a of the secondary shaft 7 is an acute angle, preferably less than 70 ° and for example 64 °.
• the pinions of the trees occupying the most important space are the differential ring gear 9, the first idle gear 47 and the first gear reduction gear 1 16. These three gears occupy a space whose lower surface fitted to the main casing 1 is substantially flat.
• the first selection block 73 occupies the space available between the main primary shaft 4 and the differential ring gear 9.
• the centers of the axes of the differential ring 9, the axis 7a of the secondary shaft 7 and the intermediate shaft 1 14 are substantially aligned and disposed horizontally.
• the control system 70 is arranged substantially horizontally.
• the axis of rotation of the second selection block 80 is substantially vertical and passes between the axis of the primary shaft 4 and the secondary shaft 7.
• Figure 6 is a longitudinal section of a non-hybrid gearbox with five forward gears.
• the second and fourth modules are identical to the second embodiment described in FIG. 3 and the identical or similar parts bear the same references as in FIG. 3 and in the corresponding part of the description.
• the third and fifth modules are identical to the four embodiments described in the present application and the corresponding parts bear the references of any of the figures and have the same function.
• the first and reverse modules and the intermediate shaft 1 14 are identical to the embodiment described in FIG. 4 and the identical or similar parts bear the same references as in FIG. 4 and perform the functions described in FIG. corresponding part of the description.

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• General Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
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• Structure Of Transmissions (AREA)

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• 2006
  • 2006-01-25 FR FR0600677A patent/FR2896559B1/fr not_active Expired - Fee Related
• 2007
  • 2007-01-24 WO PCT/FR2007/050686 patent/WO2007085764A2/fr active Application Filing
  • 2007-01-24 EP EP07731514A patent/EP1977138A2/de not_active Withdrawn

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