FR2894309A1 - Multidistic clutch for a gearbox of motor vehicle, and associated gearbox. - Google Patents

Multidistic clutch for a gearbox of motor vehicle, and associated gearbox. Download PDF

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Publication number
FR2894309A1
FR2894309A1 FR0512429A FR0512429A FR2894309A1 FR 2894309 A1 FR2894309 A1 FR 2894309A1 FR 0512429 A FR0512429 A FR 0512429A FR 0512429 A FR0512429 A FR 0512429A FR 2894309 A1 FR2894309 A1 FR 2894309A1
Authority
FR
France
Prior art keywords
bell
gear
encoder
clutch
gearbox
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.)
Withdrawn
Application number
FR0512429A
Other languages
French (fr)
Inventor
Philippe Rodrigues
Michel Raoul
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.)
Renault SAS
Original Assignee
Renault SAS
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 Renault SAS filed Critical Renault SAS
Priority to FR0512429A priority Critical patent/FR2894309A1/en
Publication of FR2894309A1 publication Critical patent/FR2894309A1/en
Withdrawn legal-status Critical Current

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36Inputs being a function of speed
    • F16H59/38Inputs being a function of speed of gearing elements
    • F16H59/42Input shaft speed
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00Friction clutches
    • F16D13/22Friction clutches with axially-movable clutching members
    • F16D13/38Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
    • F16D13/52Clutches with multiple lamellae Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00Friction clutches
    • F16D13/58Details
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00Fluid-actuated clutches
    • F16D25/06Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00Fluid-actuated clutches
    • F16D25/12Details not specific to one of the before-mentioned types
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2300/00Special features for couplings or clutches
    • F16D2300/18Sensor; Details or arrangements thereof

Abstract

Clutch for a motor vehicle gearbox provided with a housing, an inlet bell 9 secured in rotation with an input shaft, at least a first disk 20 supported by the inlet bell, d an outlet bell 10, at least a second disk 31, a control member 11 for clamping the disks, said member being substantially coaxial with said bells, an encoder 65 supported by the exit bell 10, said encoder 65 comprising an active portion 67 of greater diameter than the diameter of the disks and a foot extending between the outlet bell 10 and the active part 67, and a non-rotating sensor 71 and disposed opposite the encoder 65 to detect a signal from the encoder 65 and representative of the speed of rotation of the output bell 10.

Description

Multidisk clutch for a motor vehicle gearbox, and

  associated gearbox. The present invention relates to the field of internal gearbox control devices for a motor vehicle. The present invention more particularly relates to a multi-plate clutch for a gearbox with parallel shafts and gears, said clutch comprising disks adapted to come into frictional contact with each other so as to ensure the transmission of a motor torque to a gearbox. primary shaft of the gearbox. Such a position of the clutch is generally called engaged position. The transition from the engaged position to a disengaged position, called the disengaging phase, is controlled by the displacement of a clutch control stop in translation between a rest position and an active position. By returning to its rest position, the control stop allows the passage of the disengaged position to the engaged position, called the clutch phase. The clutch phase is used when shifting the gearbox to balance the rotational speeds of the crankshaft of the engine and the primary shaft of the gearbox. The clutch phase is also used when starting the vehicle, to move it from a stop position. For more details for the passage of gear ratios of a gearbox, one can for example refer to the documents FR-A-2 643 428 and FR-A-2 699 632. The document FR-A-2826 701 describes a gearbox with parallel shafts for making gear shifts under torque without the need to open and close the input clutch of a mechanical transmission, robotized or not. The engagement of all reports can be ensured by actuators controlled by a shift control unit. In robotic gearboxes, the management of gear changes requires the permanent measurement of the speed of the primary shaft of the gearbox. The measurement can be made on one of the pinions fixed to the primary shaft or on a crazy gear in permanent drive with the primary shaft. The number of tops per turn, in other words the resolution, and often low. In addition, when changing the staging of the gearbox, it is necessary to change the encoder and sensor, it becomes extremely difficult to manage the large number of parts and ensure an identical air gap between the sensor and the encoder from one version of the gearbox to another. Moreover, the introduction of a magnetic target on the primary shaft with a high resolution is very disadvantageous in terms of overall size of the gearbox, especially for the length. The invention proposes to remedy the disadvantages and devices described above. The invention proposes a set of transmissions provided with a sensor of the speed of rotation of the primary shaft of the high-resolution gearbox, which is economical, compact and easy to mount in said transmission assembly. The clutch for a motor vehicle gearbox is provided with a casing, an inlet bell rotatably connected to an input shaft, at least a first disk supported by the inlet bell, an output bell integral with rotation of an output shaft, at least one second disk, and a control member for clamping the disks. Said control member is substantially coaxial with the bells. The clutch includes an encoder supported by the output bell. The encoder includes an active portion of greater diameter than the diameter of the discs and a foot extending between the exit bell and the active portion. The clutch also comprises a non-rotating sensor arranged opposite the encoder to detect a signal coming from the encoder and representative of the speed of rotation of the output bell. The output shaft of the clutch generally constituting the input shaft of a gearbox, the transmission assembly comprising clutch and the gearbox, is provided with a speed sensor of the gearbox input shaft even though the gearbox can be designed independently of the presence of the sensor, which is particularly advantageous in terms of size. Moreover, the active part of the encoder having a diameter greater than the diameter of the discs, that is to say a very large diameter, may comprise a large number of magnetic poles or teeth, hence a very high resolution. The foot of the encoder ensuring the junction between the active part of the encoder and the output bell, can be fixed on the output bell by simple means, like clipping, and economic. The non-rotating sensor can be supported by the housing directly or via a support.

  In one embodiment, the active part of the encoder is substantially axial and at least partially surrounds the discs. The air gap between the encoder and the sensor is then radial. In another embodiment, the active part of the encoder is substantially radial. The encoder can then be in the form of a radial disc. The gap between the encoder and the sensor is axial. In one embodiment, the encoder foot includes a substantially radial portion disposed between the disks and the housing and a fastening portion on the exit bell. The axial footprint of the encoder foot is extremely small. The transmission system comprises a clutch as described above and a gearbox provided with a primary shaft coupled to the output bell. This provides information on the speed of rotation of the primary shaft of the gearbox. In one embodiment, the gearbox comprises means for synchronizing gear ratios other than the first gear.

  In another embodiment, the gearbox comprises means for synchronizing the gear ratios other than the first gear and the reverse gear. In one embodiment, the primary shaft comprises a fixed toothing of the first gear ratio and a fixed toothing of the reverse gear ratio close to each other. In one embodiment, the gearbox is provided with a secondary shaft comprising a reverse ratio idle gear, an idler gear of the first gear ratio, and a linkage element of the secondary shaft with the idler gear of the reverse ratio in one position and with the idle gear of the first report in another position, the interconnection element being disposed between said idler gears. The secondary shaft may be provided with at least one fixed second gear ratio and one output gear, respectively disposed on the side of the idler gear of the first gear ratio and the side of the idle gear of the reverse gear ratio. The use of a gearbox comprises the detection of the speed of a gearbox primary shaft by a sensor disposed in the clutch housing and cooperating with an encoder supported by the clutch output bell. The use of the gearbox may include the braking of the input shaft to shift the first gear, said braking being performed by partial coupling on a higher gear ratio. It is thus possible to adapt the speed of the primary shaft.

  In one embodiment, the use of the gearbox comprises the braking of the input shaft to pass the reverse gear, said braking being performed by partial coupling on a higher gear ratio. In another embodiment, the use of the gearbox includes prohibiting the passage of the reverse gear when the vehicle is moving. Thanks to the invention, it has a set of axially compact transmissions, economic, simple construction, benefiting from accurate information of rotational speed of the primary shaft of the gearbox, allowing particularly efficient robotic operation and soft of the transmission assembly. In addition, the shift can be effected in the engaged state of the clutch, resulting in a reduction of wear of said clutch and a permanent torque passage which is beneficial for driving pleasure, vehicle performance and reduced energy consumption. The present invention will be better understood on studying the detailed description of some embodiments described by way of non-limiting examples and illustrated by the appended drawings, in which: FIG. 1 is a diagrammatic view in axial section of FIG. a set of transmissions according to a first mode of; production ; and FIG. 2 is a diagrammatic view in axial section of a set of transmissions according to a second embodiment of the invention. The gearbox, referenced 1 as a whole, comprises a clutch housing 2 inside which is mounted a multi-disc clutch 3 disposed on a primary shaft 4 of the box. The primary shaft 4, extending substantially along its axis 5, is mounted at one end of the clutch housing 2 by means of a bearing 6, which may be for example a ball bearing. Inside the clutch housing 2, intermediate shafts 7 and 8 of the gearbox are also mounted here. The clutch 3 is provided with an inlet bell 9, an outlet bell 10, and a control member 11. The inlet bell 9 comprises a stepped axial tubular portion 12 mounted partly on the primary shaft 4, by means of a ring 13 attached to an axial end of said shaft. A portion 12a of the tubular portion 12 is axially projecting from said end of the shaft 4. The portion 12a is splined so as to receive a driving torque via a damping flywheel (not shown). The inlet bell 9 thus forms the input element of the clutch 3. In order to seal the clutch housing 2, the portion 12a comprises, at its free axial end, a plug 14. At this Indeed, it is also provided between a closing cap 2a of the clutch housing 2 and the tubular portion 12, a dynamic seal 15. The portion 12a of tubular portion 12 is extended, axially on the side opposite the stopper 14, by a first radial portion 16 extending inside the casing 2 in the vicinity of the cover 2a, which is itself extended by a second portion radial 17. The second radial portion 17 is here attached to the first portion 16 by welding. Of course, it is also conceivable to use other means of fasteners such as screws, or to make the bell 9 in one piece, by stamping and folding of a sheet steel blank. The second radial portion 17 is extended, from a free edge of large diameter, by an axial portion 18 extending on the opposite side to the cover 2a. On its outside, the axial portion 18 supports a mass of inertia 19 sized to increase the overall inertia of the clutch 3 and reduce the transmitted forces. The inner portion of the axial portion 18 includes a first series of disks 20 reported through splines. The outlet bell 10 is provided with a sleeve 21 mounted on the primary shaft 4 and provided, at its bore, axial grooves adapted to cooperate with corresponding splines of said shaft for transmitting a torque to the shaft 4. The sleeve 21 also comprises, at a free end, a first radial portion 22 extending near the radial portion 16 of the bell 9. The radial portion 22 is extended by a second substantially radial portion 23. Said second portion 23 is here attached to the first portion 22 by welding. Of course, it is also possible to make bell 10 in one piece, by stamping and folding a flange of sheet steel.

  The second radial portion 23 is extended, from a free edge of large diameter, by axial protuberances 24 extending on the opposite side to the inlet bell 9 and circumferentially spaced between them. The protuberances 24 are arranged radially between the primary shaft 4 and the axial portion 18 of the inlet bell 9.

  On the first radial portion 22 of the outlet bell 10 is attached a stop disk 25 in frictional contact with opposed radial surfaces of the portions 16 and 22 of the bells 9 and 10. Alternatively, it may be possible to replace this disc friction by a needle stop, or a suitable surface treatment. The control member 11 is mounted to slide axially on the outlet bell 10, via a guide ring 27 mounted on the outer cylindrical surface of the sleeve 21 of said bell. For this purpose, the control member 11 comprises a sleeve 26 provided with a bore inside which said ring 27 is mounted. The sleeve 26 is extended at an axial end situated in the vicinity of the radial portion 22 of the outlet bell 10, by a radial flange, itself extended radially by a portion 28. The substantially radial portion 28 is here reported by welding. The portion 28 has a radial dimension substantially equal to that of the radial portion 23 of the outlet bell 10. The portion 28 is extended axially, in the direction of said bell 10, by protuberances 29 spaced circumferentially relative to each other. The protuberances 29 are dimensioned and arranged so as to be located circumferentially between the protuberances 24 of the outlet bell 10. Each protrusion 29 is extended from its free end by a radial flank 30 extending outwards in the direction of the axial portion 18, being disposed axially close to the radial portion 17 of the inlet bell 9. On the outer portions of the protuberances 29, are provided grooves axially slidably receiving a second series of discs 31. The flanks 30 are located axially between the discs 31 and the radial portion 17 of the inlet bell 9. The flanks 30 are able to bear against said discs 31, via a first pressure plate 30a, in the form of flat washer, fixed on the flanks so as to allow the clamping of the disks 20, 31 and the transmission of a torque between the inlet and outlet bells 9 and 10. For this purpose, a second plate 30b of pressure, in the form of a flat washer, is also mounted on the protuberances 29. The plate 30b is axially opposed to the plate 30a, considering the discs 21. The second plate 30b is positioned axially by means of an elastic ring 32, for example of the circlip type, mounted on the protrusions 24 of the outlet bell 10. In order to allow disengagement and clutch maneuvers, a stop 33 of control is mounted on the sleeve 26 of the control member 11. The stop 33 can be actuated by means of a fork 34 to slide axially the control member 11 on the outlet bell 10. In a rest position of the stop 33, the flanks 30 exert an axial force on the discs 20, 31 to maintain the clutch 3 in the closed position. For this purpose, the clutch 3 comprises at least one elastic member 35, mounted here between the radial portion 28 of the control member 11 and the radial portion 23 of the outlet bell 10. The elastic member 35 is located radially in the vicinity of the protuberances 24 and 29, and may for example be a helical spring. In order to allow guiding of each elastic member 35, the clutch 3 also comprises at least one cylindrical centering pin 36, fixed on the radial portion 23 of the outlet bell 10 and at least one tubular guide 37 capable of sliding on said pawn. The guide 37 comes into frictional contact against the radial portion 28 of the control member 11. One end of each elastic member bears against the radial portion 23 of the outlet bell 10, the other end being contact with the radial portion 28 of the control member 11 by means of a radial friction flange of the guide 37. Thus, each elastic member 35 mounted under prestressing exerts an axial force on the control member 1.1 in the direction clutch housing 2, to obtain a clamping of the discs 20 and 31. Alternatively, it could also be possible to provide a resilient member constituted by a diaphragm. In an engaged position, as shown in FIG. 1, the motor torque passes via the inlet bell 9 to the outlet bell 10 via the disks 20, 31. The primary shaft 4 is thus rotated about its axis 5. To ensure the recovery of the axial forces exerted during disengagement and clutch maneuvers and to axially position the clutch 3 on the primary shaft 4 of the gearbox, it is also provided a needle stop 42 and a support washer 43 mounted between an axial end of the sleeve 21 of the control member 11 and the clutch housing 2, and a single adjusting wedge 44 and a needle stop 45 disposed between the radial portion 16 of the inlet bell 9 and the flange 2a of said housing.

  The input shaft 4 of the gearbox 1 comprises two outer teeth 46 and 47 formed integrally from said input axis 4 beyond the sleeve 21, the side opposite to. the inlet bell 9. Between the first toothing 46 and the sleeve 21, is disposed a rolling bearing 48 radially between an outer race of the shaft 4 and a bore of the housing 2. The housing 2 comprises an inner wall 49 s extending radially inwardly and forming said bore. Said internal wall 49 of the housing 2 supports an axis 50 on which is mounted an intermediate gear 51 of reverse gear meshing with the first toothing 46. Said inner wall 49 of the housing 2 also supports a secondary shaft 52, on which is mounted a crazy gear 53 of the first gear meshing with the second toothing 47 of the primary shaft 4. The primary shaft 4 also supports a reverse gear 54 for reverse gear provided to mesh, not shown, with the intermediate gear 51 of reverse gear. The secondary shaft 52 is supported by the inner wall 49 of the casing 2 by means of a rolling bearing 55, and is provided with a toothing 56 formed integrally with said secondary shaft 52 and disposed between the idler gear 54 of reverse and said rolling bearing 55 and meshing with a ring 56 of differential. On the opposite side to said rolling bearing 55, the secondary shaft 52 can be provided with as many fixed gears as the primary shaft has idle gears, and not shown manner. Between the idle gears of the reverse and first gear ratios, a clutching device 57 is mounted on the secondary shaft 52. The clutch device 57 comprises a hub 58 provided with connecting grooves on its bore cooperating with formed outer splines on the secondary shaft 52 and external driving splines of a player 59 can be moved axially to the right for the engagement of the reverse gear and to the left for the engagement of the first. Between the player 59 and the first idle gear 53 is disposed a synchronization ring 60. A free wheel 61 is interposed between the idler gear 53 of the first report and the corresponding dog. Between the player 59 and the idler gear 54 of reverse, is also inserted a synchronization ring 62. The primary shaft 4 also comprises at least one idler gear 63 associated with a synchronization and coupling device 64, for example a coupler conical, and this on the side opposite the clutch 3. The clutch 3 is provided with an encoder 65 supported by the output bell 10. More specifically, the encoder 65 is fixed on the free end of the protuberances 24, by example by means of a circlip 66 snapped into a groove. The encoder 65 comprises an active part 67 arranged around the inertia mass 19 and provided with a plurality of openings 68 creating discontinuities in the magnetic field, the active part 67 of the encoder 65 being made of magnetic material, for example made of sheet steel. The active part 67 of the encoder 65, arranged axially at the level of the mass of inertia 19 while having a larger diameter, is supported by a foot provided with a radial portion 69 whose inner end is cut into tabs corresponding to the protuberances axial ends 24, the ends of the tongues being folded axially inside the axial protuberances 24 forming an axial flange 70.

  The encoder 65 can be produced economically from a sheet and mounted on the protuberances 24 by a simple axial movement. The axial size of the encoder 65 is limited to the thickness of the sheet and is therefore negligible. The radial size of the encoder 65 is limited to the thickness of the sheet and the air gap and is therefore very small. Due to the large diameter of the active part, the encoder includes a large number of windows. Each window occupies a weak angular sector. The resolution and therefore the accuracy of the speed detection are excellent.

  The casing 2 is provided with a radial bore 71 opening towards the active part 67 of the encoder 65 and in which is fixed a speed sensor 72, for example of magnetic type, protruding with respect to the casing 2 in the direction of the active part 67 of the encoder 65 with a slight radial air gap. The bore 71 is formed near a fixing zone of the cover 2a of the housing 2. The speed sensor 72 is securely fixed to the housing 2 and has a small footprint compared to other parts of the gearbox. The embodiment illustrated in FIG. 2 differs from the previous one in that the gearbox is devoid of synchronization devices dedicated to the first gear ratio or the reverse gear ratio. In the case of a robotic gearbox, where forward and reverse gear engagement is manually performed by the driver, synchronization can be performed by prohibiting the movement of the gear lever from the neutral position. to a gear ratio if the vehicle is not stopped. For this purpose, a prohibition finger can be controlled, for example by an electromagnet, depending on the speed of the vehicle.

  In other words, the clutch is provided with a housing, an inlet bell, at least a first disk coupled to the inlet bell, an outlet bell, at least one a second disk, an encoder supported by the output bell, said encoder comprising an active portion of diameter greater than the diameter of the disks and a support extending between the output bell and the active portion, and a non-sensor; rotating and arranged opposite the encoder to detect a signal from the encoder and representative of the rotation speed of the output bell. The large diameter active part offers excellent resolution. The encoder is very small, especially axial, of simple construction and reasonable cost. When engaging a ratio in a gearbox, including a clutching device, it is necessary to synchronize, that is to say to bring back to the same speed or at almost the same speed the pinion and the gearbox. walkman to train. Without this synchronization operation, engagement difficulties accompanied by cracking noise or refusal of commitment occur.

  It is interesting to have an engagement mode of the particular first report, not using a synchronization device dedicated to the first report. For this purpose, one of the other synchronization or coupling devices of the other forward gears is used, for example a tapered coupler, so as to return the primary shaft and therefore the first or reverse idle gear to the proper speed. To do this, it is necessary to provide accurate information on the speed of the primary shaft. This information is all the more imprecise as it is close to zero. To overcome this drawback, it is proposed a target for measuring the speed of the primary shaft of very large diameter, with a large number of tops. This target is carried by the lower bell of the clutch and is always the same regardless of the staging of the box.

  According to FIG. 1, the gearbox does not include a synchronization device dedicated to the first gear. When engaging the first, there are several cases: 1) The vehicle is stopped The secondary shaft is at zero speed and the primary shaft under the effect of the drag of the clutch is at a minimum. non-zero speed undetermined. Indeed, the gearbox is linked to the engine by a wet multi-disc clutch (or other) which, in the open position, has a significant drag that may be greater than that of the box. Therefore, the first idle gear is at an indeterminate but non-zero rotation speed. To bring the primary shaft to a speed close to zero, one of the other coupling devices is used to generate inside the box an additional drag that will counteract that of the clutch. The target speed of the primary shaft must be close to zero but not zero, because only in this way will the resulting drag to the input shaft be very small, and it will not interfere with the ratio clutching. will achieve it without noise. 2) The vehicle is not stationary 2-1) The vehicle is traveling at low speed REVERSE Using one of the synchronizers or couplers of one of the higher gears, is imposed on the primary shaft a reversal of the direction of movement (the clutch is open) since the differential and the secondary shaft also rotate in the opposite direction in reverse. It is possible to adjust the speed of the primary and the first idle gear so as to make possible the interconnection. 2-2) The vehicle is traveling at low speed BEFORE By using one of the synchronizers or couplers of one of the higher gears, is imposed on the primary shaft and therefore the pinion a speed which makes free rotation in the two senses the dog first. The interconnection is possible. According to FIG. 2, the gearbox does not include a dedicated synchronization device, nor the first gear or the reverse gear. In the case of robotic gearbox, where the forward gear ratio (in fact the first gear) and reverse gear is performed manually by the driver, it is possible to prohibit the movement of the neutral lever to a gear if the vehicle is not stopped. For this, a prohibition finger can be controlled, for example by an electromagnet taking into account the speed of the vehicle. The clutch equipped with the large diameter encoder makes it possible to accurately determine the speed of the primary shaft and to achieve interconnections of at least one gear ratio in the absence of a synchronizer dedicated to this gear ratio, hence an economic and compact gearbox.

Claims (14)

  1-Clutch for a motor vehicle gearbox provided with a housing, an inlet bell (9) integral in rotation with an input shaft, at least a first disk (20) supported by the inlet bell, an outlet bell (10), at least a second disk (31), a control member (11) for clamping the disks, said member being substantially coaxial with said bells, characterized in that it comprises an encoder (65) supported by the output bell (10), said encoder (65) comprising an active part (67) of diameter greater than the diameter of the disks and a foot extending between the bell output and the active part, and a non-rotating sensor (71) arranged opposite the encoder (65) to detect a signal coming from the encoder and representative of the speed of rotation of the output bell.
  2-Clutch according to claim 1, wherein the active part (67) of the encoder (65) is substantially axial and at least partially surrounds the discs.
  3-clutch according to claim 1, wherein the active part of the encoder is substantially radial.
  4-clutch according to any one of the preceding claims, wherein the foot of the encoder comprises a substantially radial portion (68) disposed between the discs and the housing and a fixing portion on the outlet bell.
  A transmission system comprising a clutch according to any one of the preceding claims and a gearbox provided with a primary shaft (4) coupled to. the exit bell (10).
  6-System according to claim 5, comprising a means of synchronizing gear ratios other than the first one.
  7-System according to claim 5, comprising a means of synchronizing the gear ratios other than the first and the reverse gear.
  8-System according to any one of claims 5 to 7, wherein the primary shaft (4) comprises a fixed toothing (47) of the first ratio and a fixed toothing (46) of the reverse gear ratio one of the the other.
  9-System according to any one of claims 5 to 8, wherein the gearbox is provided with a secondary shaft (52) comprising a idle gear (54) of the reverse gear ratio, a pinion gear (53) of the first report, and a clutch element (57) of the secondary shaft with the idle gear of the reverse ratio in one position and with the idler gear of the first report in another position, the clutch element being arranged between said idle gears.
  10-System according to claim 9, wherein the secondary shaft is provided with at least one fixed gear ratio second and output teeth (56), respectively disposed on the side of the idler gear of the first report and on the idle gear side of the reverse gear.
  11-Use of a gearbox, comprising the detection of the speed of a gearbox primary shaft by a sensor disposed in the clutch housing and cooperating with an encoder supported by a clutch output bell.
  12-Use according to claim 11, comprising the braking of the input shaft to shift the first gear, said braking being performed by partial coupling on a higher gear ratio.
  13-Use according to claim 12, comprising the braking of the input shaft to pass the reverse gear, said braking being performed by partial coupling on a higher gear ratio.
  14-Use according to claim 12, including the prohibition of the transition to the reverse ratio when the vehicle is moving.
FR0512429A 2005-12-07 2005-12-07 Multidistic clutch for a gearbox of motor vehicle, and associated gearbox. Withdrawn FR2894309A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
FR0512429A FR2894309A1 (en) 2005-12-07 2005-12-07 Multidistic clutch for a gearbox of motor vehicle, and associated gearbox.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0512429A FR2894309A1 (en) 2005-12-07 2005-12-07 Multidistic clutch for a gearbox of motor vehicle, and associated gearbox.
PCT/FR2006/051217 WO2007066025A1 (en) 2005-12-07 2006-11-23 Multi-disc clutch for a motor vehicle gearbox, and associated gearbox

Publications (1)

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FR2894309A1 true FR2894309A1 (en) 2007-06-08

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FR0512429A Withdrawn FR2894309A1 (en) 2005-12-07 2005-12-07 Multidistic clutch for a gearbox of motor vehicle, and associated gearbox.

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FR (1) FR2894309A1 (en)
WO (1) WO2007066025A1 (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016189213A1 (en) * 2015-05-27 2016-12-01 Peugeot Citroen Automobiles Sa Device for measuring the speed of a rotary shaft, for example of an input shaft of a vehicle gearbox
WO2017152909A1 (en) * 2016-03-10 2017-09-14 Schaeffler Technologies AG & Co. KG Torque transmission device comprising a driver ring
FR3052215A1 (en) * 2016-06-07 2017-12-08 Peugeot Citroen Automobiles Sa Annular target of rotation sensor
WO2019144983A1 (en) * 2018-01-23 2019-08-01 Schaeffler Technologies AG & Co. KG Multiple clutch with encoder part for rotational speed detection; and clutch arrangement with multiple clutch and dual-mass flywheel

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FR2745871A1 (en) * 1996-03-07 1997-09-12 Renault Coupling unit for automatic transmission with corresponding entry bell housing
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Publication number Priority date Publication date Assignee Title
WO2016189213A1 (en) * 2015-05-27 2016-12-01 Peugeot Citroen Automobiles Sa Device for measuring the speed of a rotary shaft, for example of an input shaft of a vehicle gearbox
FR3036764A1 (en) * 2015-05-27 2016-12-02 Peugeot Citroen Automobiles Sa Device for measuring the regime of a rotary shaft, for example of a primary shaft of a vehicle gearbox
WO2017152909A1 (en) * 2016-03-10 2017-09-14 Schaeffler Technologies AG & Co. KG Torque transmission device comprising a driver ring
FR3052215A1 (en) * 2016-06-07 2017-12-08 Peugeot Citroen Automobiles Sa Annular target of rotation sensor
WO2017212132A1 (en) * 2016-06-07 2017-12-14 Psa Automobiles S.A. Ring target of a rotation sensor
WO2019144983A1 (en) * 2018-01-23 2019-08-01 Schaeffler Technologies AG & Co. KG Multiple clutch with encoder part for rotational speed detection; and clutch arrangement with multiple clutch and dual-mass flywheel

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