GB2451140A - Double clutch gearbox with coupled primary shafts - Google Patents

Double clutch gearbox with coupled primary shafts Download PDF

Info

Publication number
GB2451140A
GB2451140A GB0714250A GB0714250A GB2451140A GB 2451140 A GB2451140 A GB 2451140A GB 0714250 A GB0714250 A GB 0714250A GB 0714250 A GB0714250 A GB 0714250A GB 2451140 A GB2451140 A GB 2451140A
Authority
GB
United Kingdom
Prior art keywords
gear wheel
gearbox
primary
shaft
shafts
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.)
Granted
Application number
GB0714250A
Other versions
GB2451140B (en
GB0714250D0 (en
Inventor
Mathias Remmler
Per-Gunnar Bjorck
Axel Geiberger
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.)
GM Global Technology Operations LLC
Original Assignee
GM Global Technology Operations LLC
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 GM Global Technology Operations LLC filed Critical GM Global Technology Operations LLC
Priority to GB0714250A priority Critical patent/GB2451140B/en
Publication of GB0714250D0 publication Critical patent/GB0714250D0/en
Priority to CN2008101281863A priority patent/CN101349326B/en
Publication of GB2451140A publication Critical patent/GB2451140A/en
Application granted granted Critical
Publication of GB2451140B publication Critical patent/GB2451140B/en
Expired - Fee Related legal-status Critical Current
Anticipated expiration legal-status Critical

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 either one of the parallel flow paths
    • 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
    • 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
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

Landscapes

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

Abstract

A double clutch gearbox comprises a double clutch 3 driving a first primary shaft 1 and a second primary shaft 6 arranged coaxially with the first primary shaft 1. A terminal portion, e.g. integral gear 10, of the second primary shaft 6 axially faces a first gear wheel 4, mounted on the first primary shaft 1, having openings 32 through which dogs 27 of a slider 26 are moved axially so as to engage cavities 28 in gear 10, thereby coupling the first primary shaft 1 to the second primary shaft 6. Rotationally fixing shafts 1 and 6 allows both clutch disc 2, 6 to be used for torque transmission when starting the motor vehicle. The gearbox has two secondary shafts 11, 12 which extend parallel to the primary shafts 1, 6. A method of operating the gearbox is disclosed, the method comprising urging the slider 26 towards the terminal portion 10 while the gearbox is either at rest or in motion, rotating the two primary shafts 1, 6 until the slider 26 engages the terminal portion 10 and either accelerating or stopping the gearbox and disengaging the slider 26 from the terminal portion 10.

Description

Gearbox for a motor vehicle and operating method therefore I0
Description
The present invention relates to a gearbox for a motor vehicle, in particular to a gearbox of compact design, and to a method for operating such a gearbox.
A power train for a motor vehicle comprising a gearbox with first and second primary shafts and a double clutch for selectively applying torque from a motor to one of the primary shafts is generally known, for example in DE 35 46 454 Al.
According to this document, a torque-proof connection cart be formed between first and second primary shafts, so that when the motor vehicle is launched, bcth clutches can be used simul.taneously for transnitting a high Lorque from the motor to the gearbox. In this way, since friction heat which is generated inevitably when closing the clutches is distributed over both sections of the clutches, the clutches can be made small and compact without having to fear overheating.
According to this conventional design, the space needed for the friction clutches is reduced, but on the other hand, in the gearbox addiLioztai space is needed for a locking clutch which must be provided between adjaccnL gear wheels of the first and second primary shafts for coupling these.
Another example of a gear box is disclosed in Fig. 2 of DE 103 05 241 Al. Here, too, a locking clutch is provided between adjacent gear wheels of the first and second primary shaft for coupling the primary shafts in a torque proof manner. In this gearbox, the vo],ume increase necessitated by this clutch is still greater than in a case of DE 35 46 454 Al, since the gearbox in question has two secondary shafts extending in parallel to the primary shafts, and both of these must be lcnqthcnod in order to accommodate the locking clutch of the primary shafts.
The present invention seeks to provide a gearbox for a moLor vehicle having a double clutch in which first and second primary shafts oL the gearbox can be coupled in a torque proof manner while keeping the gearbox compact.
The present invention also seeks to provide an operating method for such a gearbox.
According to an aspect of the present invention, there is provided a gearbox for a motor vehicle having a double clutch, the gearbox comprising a first primary shaft and a second primary shaft extending coaxially with respect to the first primary shaft, a terminal portion of the second primary shaft axially facing a first gear wheel of the first primary shaft, in which gearbox a slider is mounted in a torque proof manner on the first primary shaft and has at least one dog adapted to engage a cavity of the terminal portion of the second primary shaft through an opening of the first gear wheel. By having Lhe dog engaged the cavity through Lhe first gear wheel, the conventional locking clutch between the first gear wheel and the terminal portion of the second primary shaft can be dispensed with, and the first gear wheel and the terminal portion can be placed as close together as in a gearbox which has no means for coupling the two primary shafts.
In principle, the two secticns of the double clutch might be provided at opposite sides of the gearbox. However, it is more convenient to have the to entite double clutch at one side of the gearbox, between it and the motor, so that for connecting each primary shaft to a section of the double clutch, the second primary shaft preferably is hollow and the first primary shaft extends through the second primary shaft. I5
The slider may be mounted in a torque proof manner on the first primary shaft simply by the at least one dog positively fitting in the opening of the first gear wheel.
Striving �for compactness of the gearbox, it is advantageous if the terminal portion comprises or, preferably, is a second gearwheel, an opening of which receives the cog.
For accommodating a large number of gear ratios n a gearbox of reduced axial lengLh, it is usefu:. to have two secondary shafts extending in parallel to the primary shafts and carrying gear wheels which engage the gear wheels of the primary shafts. According to a preferred embodiment, the second gear wheel engages a third gear wheel of a first one of said secondary shafts, and a first clutch for coupling the third gear wheel to a iirsL secondary shaft axially overlaps with a fourth gear wheel of the second primary shaft, said fourth gear wheel engaging a fifth gear wheel of said secondary shalL. I.e.
if the first clutch must be provided anyway tar coupling the third qear wheel to the first secondary shaft, the fourth and fifth gear wheels can he provided without increasing the overall axial length of the gearbox.
In order i.e form a further gear ratio, a sixth gear wheel may be provided on the second primary shaft, engaging a seventh gear wheel of the first secondary shaft, in which case the first clutch is preferably located in a space between said third and seventh gear wheels.
Advantageously, the first clutch is adapted La connect either the third gear wheel or the seventh gear wheel in a torque-proof ruarner to said first secondary shaft.
Advantageously, the first gear wheel engages an eighth gear wheel on a secondary shaft extending in parallel to said primary shaft. In that case, a clutch tor selectively locking the eighth qear wheel to its secondary shaft may be]ocated axially overlapping with the main body of the slider without noticeably increasing the overall volume of the gearbox.
if the main body is located in a space between said first gear wheel and a ninth gear wheel carried by the first primary shaft, the ninth gear wheel engaging a tenth gear wheel on a secondary shaft extending in parallel to said primary shafts, a clutch for selectively locking the tenth gear wheel to its secondary shaft may also overlap axially with the main body.
Preferably, said eighth and tenth gear wheeLs are located on the same secondary shaft, in which case the above-mentioned clutches may be embodied.oy a single clutch which is displaceable between a position for locking the eighth gear wheel to the secondary shaft and a position for locking the tenth gear wheel to the secondary shaft.
S
For providing a reverse gear, IL is useful to have two secondary shafts extending in parallel to the primary shaft, a first one of said secondary shafLs carrying a gear wheel which simultaneously engages a gear wheel of one of said primary shafts and a gear wheel of the other secondary shaft.
According to another aspect of the present invention, there is provided an operating method for a is gearbox as described above, comprising the steps of: a) urging the slider towards the terminal portion while the gearbox is at rest; b) rotating the two primary shafts with respect to each other until the slider engages the terminal portion; o) accelerating the gearbox; and d) disengaging the slider fran the terminal portion.
If the at least one dog of the slider is not facing the cavity of the terminal portion while the gearbox is at rest, it is not ensured that by simply urging the slider towards the terminal portion engagement will be achieved. Therefore, it is usefuj first to rotate the two primary shafts with respect to each other until engagement is achieved, and then to accelerate the gearbox with both sections of the double clutch closed.
Later, for switching gears, it will he necessary Lo disengage the slider from the terminal portion.
According to an alternative embodiment of the method of the invention, the slider is urged towards the teririal portion while the gearbox is in motion, prcfcrably immediately before the gearbox comes to a halt: the two primary 5hafts are rotated with respect to each other until:he slider engages the terminal portion, the slider is kept engaged while the gearoox is stopped, and later the gearbox is re-accelerated with the slider engaged. In this case, since no time is lost �or re-enqaging the slider, upon start-up, the venicle can be launched very quickly.
In step b), torque may be applied to one of the primary shafts only. In that case the other primary shaft will stay at rest, causing the two primary shafts to rotate with respect to each other.
If one of said primary shafts carries a gear wheel which is connected in a torque-proof manner to a driven shaft of the gearbox, the torque is preferab)y applied exclusively to the primary shaft carrying this gear wheel, since the load on this gear wheel, will prevent an excessively fast acceleraLion of the primary shaft.
It is also possible to apply torque to boLh said primary shafts.. In that case, a load-carrying primary shaft will accelerate more slowly than an idle primary sha�t, which will also cause the two primary shafts to rotate with respect to each other.
Further features and advantages of the invention will become apparent from the subsequent description of embodiments thereof referring to the appended drawings.
Fig. 1 is a diagram of a gearbox according to an embodiment of the invention; and Fig. 2 is a perspective view of a central portion of the gearbox.
The gearbox for a motor vehicle shown in Fig. 3 has a first primary shalt 1 which extends axially over the entire width of the gearbox and is connected at one end to a disc 2 of a double clutch 3 of friction type. A Jo portion of primary shaft 1 which is remote from disc 2 carries gear wheels 4, 5.
A hollow second primary shaft 6 extends around a central portion of primary shaft one, connecting a second disc 7 of double friction clutch 3 to gear wheels 8, 9, 10.
Although only single discs 2, 7 are shown in Fig. 1, it is evident that the double clutch 3 can also be of the multi-disc type.
There are two secondary shafts 11, 12 carrying gear wheels 13 to 19 and claw clutches or couplings 20 Lo 23 for selectively locking one of Ihe gear wheels 13 to 19 to its respective shaft 1] or 12. The secondary shafts 11, 12 further carry two gear wheels 24, 25 which engage a same drivert shaft, not shown1 for transmitting torque to the wheels of a motor vehicle.
The gearbox of Fig. 1. can be viewed as if organized in a plurality of slices denoted I to VI, each 0� which may contain a pair of gear wheels of one ci the primary shafts 1, 6 and a secondary shaft 11 or 12, or one of claw coupings 20 -23.
Slice VI comprises gear wheels 1, 16, 19 of primary shaft I and secondary shafts 11, 12, respectively. By having gear wheel 19 engage wheels 5 and 16 simultaneously, gear wheel 16 is driven in a reverse direction with respect to the other wheels 13, 14, 15 of secondary shaft 11, so that by coupling gear wheel 16 to shaft 11 using claw coupling 21, a reverse gear ratio is obtained.
In slice V, a dog ring 26 is placed on primary shaft 1, the dog 26 carrying a plurality of dogs or projections 27 which extend through cpenings of gear wheel 4 in adjacent slice IV. At the side of gear wheel 4 opposite to dog ring 26, in slice III, there is gear wheel 10 of primary shaft 6 provided with a plurality of cavities 2B which are shaped for mating engagement with the dogs 27.
This assembly can be seen in more detaii in the perspective view of Fig. 2, which shows parts of primary shafts 1, 6, gear wheels 4, 10 and doq ring 26. In the view of Fig. 2, a 90° sector is cut out from all these components, in order to show an internal structure of the assembly. Dog ring 26 has a disc-shaped main body 29 in which a circumferential groove 30 is formed for engagement by a fork, not shown, by which art axial displacement of dog ring 26 can be controlled while it is rotating along with primary shaft 1, In the embodiment of Fig. 2, the main body 29 carries four dogs 27 spaced 90° Iron' each other, but it will be readily apparent that the invention can be carried out with any other number of dogs. Gear wheel 4 has a plurality of openings 32 in which the dogs 77 are maintingly received, so that dog ring 26 rotates along with primary shalt 1 with practically no angular play.
In the configuration of Fig. 2, cavities 23 of gear wheel 10 face the openings 32, so that when dog ring 26 is pushed closer to gear wheeJ 4 using the above-mentioned fork, the tips of dogs 27 will project from gear wheel 4 and will engage Lhe cavities 32 of gear wheel 10, establishing a rigid rotational coupling between the two primary shafts 1, 6.
When launching a motor vehicle in which the gearbox of Fig. 1 is installed, in a first step the first or lowest gear ratio is preselected in the gearbox by displacing a cogged sleeve 33 of claw coupling 23 towards gear wheel 19, so as to engage a pinion 34 of gear wheel 19, whereby a torque proof connection is establisned between gear wheel 19 and secondary shaft 12. Dog ring 26 is urged towards gear wheel 4, causing the tips of dogs 27 to touch gear wheel 10, without necessarily engaging the cavities 28 of gear wheel 10 yet. By slightly closing double friction clutch 3, a small fraction of the motor torque is applied to the primary shafts 1 6. Primary shaft I, being connected to secondary shaft 12 by gear wheels 5, 19, cannot accelerate freely, but primary shaft 6, rotating idly, can. Accordingly, gear wheel 20 of primary shaft 6 rotates with respect to gear wheel 4, until the dogs 27 engage the cavities 28. Now, torque can be applied to secondary shaft 12 via all discs of friction clutch 3, so that a high torque can he transmitted across friction clutch 3 in spite of its moderate dimensions.
When the vehicle is moving, disc 7 is released, causing shaft to go idle again. Now the dogs 27 are no longer blocked in cavities 28 and are withdrawn from Lhese. A second gear ratio is pre-selected by connecting gear wheel 13 to secondary shaft 11 using cluLch 20. For -10 -shifting into second gear, disc 2 is zeleased and disc 7 is engaged.
A third gear can than be pre-selected by locking gear wheel 18 to sriaft 12 using claw coupling 23.
The third gear ratio is activa:ed by releasing disc 7 arid engaging disc 2.
A fourth gear ratio is pre-selected by locking gear wheel 14 to secondary shaft 11 using claw coupling 20, and is made operative by switching torque from disc 2 back to disc 7.
A fifth gear ratio is pro-selected by locking gear wheel 18 to secondary shaft 2 using claw claupling 23 and is made operative by switching the moLor Lc.rque back to disc 2.
A sixth gear ratio.s pre-selected by locking gear wheel 17 to shaft 12 using claw coupling 22 and is made operative by switching motor torque over to disc 7.
Obviously, down-shifting can be carried ouL by an analogous pre-selecting and torque switching procedure.
According to a modified procedure for starting the vehicle, after pre-selecting the first gear ratio, on]y disc 2 of double friction clutch 3 is engaged, causing gear wheel 4 to start rotating slowly. The slow star: of rotation facilitates engagement of dogs 27 in the cavities 28 of gear wheel 10. When engagement has occurred (which may be detected based on the fork urging dog ring 26 towards gear wheel 10 having reached an engagernenL posilion), double friction clutch 3 is closed coinpieLely, iMposing full torque on both discs 2, 7).
-11 -According to another-embodiment of the operating procedure, the vehicle speed or the rotation speed of shafL 1 is monitored while the gearbox is in iLs first gear ratio, and whenever the vehicle speed or the rotation speed drops below a predetermined Limit, dog ring 26 is urged into engagement with gear wheel 10.
Since primary shaft 6 is idle in the first gear ratio, gear wheels 4 and 10 rotate with respect to each other, ID so that the dogs 27 will find their way into the cavities 2. If the monitored speed increases above said threshold (or a second, slightly higher threshold) again, the dog ring 26 is disengaged from gear wheel 10 again, so that the second gear ratio may be preselected. If, on the other hand, the vehicle comes to a halt and the motor is stopped, the primary shafts 1, 6 are rigidly coup2ed to each other by dog ring 26 and will stay so as long as the vehicle stands still. Accordingly, when the motor of the vehicle is re-started, torque from the motor can be applied from both primary shafts 1, 6 iimttediately without having to wait for the dog ring to engage, enabling a fast launch of the vehicle..
In the embodiment described above, the dog ring 26 is mounted in a torque-proof manner on primary shaft 1 and is displaced towards terminal gear wheel 10 of primary shaft 6 in order to lock the two primary shafts.
It will be readily apparent to the skilled person that similar effects could achieved if a dog nng was mounted in a torque-proof manner on hollow primary shaft 6 and displaced towards gear wheel 4 in order to engage cavities of the latter.
-12 -Reference Signs first primary shaft 1 disc 2 double clutch 3 gear wheels 4, 5 second primary shaft 6 disc 7 gear wheel 8, 9, 10 seCondary shaft 1, 12 gear wheels 13 -19 claw couplings 20 -23 gear wheel 24, 25 dcg ring 26 dog 27 cavity 28 main body 29 groove 30 opening 32 cogged sleeve 33 pinIon 34

Claims (1)

  1. -13 -
    1. -A gearbox for a motor vehicle having a double clutch (3), the gearbox comprisinq a first primary shaft (2) and a second primary (6) shaft extending coaxially with respect to the first primary shaft (2), a terminal portion (10) of the second primary shaft (6) axially facing a first gear wheel (1) of the first primary shaft (1), characterized in that a slider (26) mounted in a torque-proof mariner or. the first primary shaft (1.) has at lesaL one dog (27) adapted to engage a cavity (28) of the terminal portion (10) through an opening (32) of the first gear wheel (4).
    2. The gearbox of claim 1, wherein the second primary shaft (6) is hollow and the first primary shaft (1) extends through the second primary shaft (6).
    3. The gearbox of claim 1 or 2, wherein the sJ.ider (26) is mounted in a torque-proof manner on the first primary shaft (1) by the at least one dog (27) positively fitting in the opening (32) of the first gear wheel (4).
    4. The gearbox of any of the preceding claims, wherein the terminal portion comprises a second gear wheel (10), in which said cavity (28) is formed.
    5. The gearbox of claim 4, wherein two secondary shafts (11, 12) extend in parallel to the primary shafts (1, 6), the second gear wheel (10) engages a third gear wheel (14) of a first one (11) of said secondary shafts (11, 12), and a firsi cluteh (20) for coupling the third gear wheel (14) to the first secondary shaft (11) axially overlaps with a fourth gear wheel (9) of the second primary shaft (6), said fourth gear wheel (9) engaging a fifth gear wheel (17) of said second secondary shaft (12).
    6. The gearbox of claim 5, wherein a sixth gear wheel (8) of the second primary shaft (6) engages a seventh gear wheel (13) of the first secondary shaft (11), and that the first clutch (23) is located in a space (II) between said third and seventh gear wheels (14, 13).
    7. The gearbox of claim 6, wherein the first clutch (20) is adapted to connect either the third gear wheel (14) or the seventh gear wheel (13) in a torque-proof manner to said first secondary shaft (11) 8. The gearbox of any of the preceding claims, wherein the slider (26) has a main body (29) from which said dog (2?) protrudes, said first gear wheel (4) engages an eighth gear wheel (18) on a secondary shaft (12) extending in parallel to said primary shafts (1, 6), and a clutch (23) for selectively locking said eighth gear wheel (18) to its secondary shaft (12) axially overlaps with said main body (29).
    9. The gearbox of claim 8, wherein said main body (29) is located in a space (V) between said first gear 31) wheel (4) and a ninth qear wheel (5) carried by said first primary shaft (1), the ninth gear wheel (5) engaging a tenth gear wheel (19) on a secondary shaft (12) extending in parallel Lo said primary shafts (1, 6), and a clutch (23) for selectively lockinq said tenth gear wheel (19) to its 5econdary shaft axially overlaps with said main body (79).
    -15 - 10. The gearbox of claim 9, wherein said eighth and tenth gear (18, 19) wheels are located on the same secondary shaft (12), and one clutch (23) is displaceable between a position for locking the eighth gear wheel (18) to said secondary shaft (12) and a position for locking the tenLh gear wheel (19) to said secondary shall.. (12).
    i.. The gearbox of claim 1, wherein two secondary shafts (11, 12) extend in parallel to the primary shafts (1, 6), arid a first one (12) of said secondary shafts (11, 12) carries a gear wheel (19) which simultaneously engages a gear wheel (5) of one of said primary shafts (1) and a gear wheel (16) of the other secondary shaft (11) 12. A method for operating a gearbox according to any of the preceding claims, comprising the steps of; a) urging the slider (26) towards said terminal portion (10) while the gearbox is at rest; b) rotating the two primary shafts (1, 6) with respect to each other until the slider (26) engages the terminal portion (10): c) accelerating the gearbox; and d) disengaging the slider (26) from the terminal portion (10).
    13. A method for operating a gearbox according to any of claims 1 to 11, comprising tho steps of: a) urging the slider (26) towards said terninal portion (10) while the gearbox is in motion; b) rotating the two primary shafts (1, 6) with respect to each other until the slider (26) engages the terminal porLion (10); c) stopping the gearbox witn the slider (26)
GB0714250A 2007-07-20 2007-07-20 Gearbox for a motor vehicle and operating method therefore Expired - Fee Related GB2451140B (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
GB0714250A GB2451140B (en) 2007-07-20 2007-07-20 Gearbox for a motor vehicle and operating method therefore
CN2008101281863A CN101349326B (en) 2007-07-20 2008-07-21 Gearbox for vehicle and operation method thereof

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB0714250A GB2451140B (en) 2007-07-20 2007-07-20 Gearbox for a motor vehicle and operating method therefore

Publications (3)

Publication Number Publication Date
GB0714250D0 GB0714250D0 (en) 2007-09-05
GB2451140A true GB2451140A (en) 2009-01-21
GB2451140B GB2451140B (en) 2009-10-28

Family

ID=38512696

Family Applications (1)

Application Number Title Priority Date Filing Date
GB0714250A Expired - Fee Related GB2451140B (en) 2007-07-20 2007-07-20 Gearbox for a motor vehicle and operating method therefore

Country Status (2)

Country Link
CN (1) CN101349326B (en)
GB (1) GB2451140B (en)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3546454A1 (en) * 1985-08-22 1987-02-26 Porsche Ag Manually shifted transmission for a motor vehicle with double clutch
US6244123B1 (en) * 1998-08-25 2001-06-12 Ford Global Technologies, Inc. Multiple-speed gearbox of 3-shaft design, especially for motor vehicles
US20070107542A1 (en) * 2003-02-08 2007-05-17 Zf Friedrichshafen Ag Six-gear or seven-gear dual-clutch transmission

Family Cites Families (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
AU2003903788A0 (en) * 2003-07-22 2003-08-07 Nautitech Pty Ltd Single clutch transmission
JP2006029476A (en) * 2004-07-16 2006-02-02 Nissan Motor Co Ltd Driving force transmitting device

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3546454A1 (en) * 1985-08-22 1987-02-26 Porsche Ag Manually shifted transmission for a motor vehicle with double clutch
US6244123B1 (en) * 1998-08-25 2001-06-12 Ford Global Technologies, Inc. Multiple-speed gearbox of 3-shaft design, especially for motor vehicles
US20070107542A1 (en) * 2003-02-08 2007-05-17 Zf Friedrichshafen Ag Six-gear or seven-gear dual-clutch transmission

Also Published As

Publication number Publication date
CN101349326B (en) 2012-09-05
GB2451140B (en) 2009-10-28
CN101349326A (en) 2009-01-21
GB0714250D0 (en) 2007-09-05

Similar Documents

Publication Publication Date Title
US11231090B2 (en) Heavy duty transmission architecture
US7303502B2 (en) Gear change mechanism
CN102498309B (en) Freewheeling synchronizer
JP2941277B2 (en) Car gearbox
US20110167957A1 (en) Automatic dual-clutch transmission
US20100267508A1 (en) Direct drive electric shift two speed planetary gearbox
US20050241424A1 (en) Double clutch transmission for motor vehicles
KR20190057981A (en) Transmission for electric vehicles
CN101936388B (en) Adopt the DCT speed changer of biaxial chain
EP3660352B1 (en) Divided gear wheel for an automatic power transmission system
US4852427A (en) Transmission
US5974905A (en) Motor vehicle gearbox
CN102128236B (en) Adopt the DCT variator of biaxial chain
WO1994007055A1 (en) Motor vehicle gearbox
US12006988B2 (en) Transmission gear box and wheeled vehicle provided with such a transmission gear box
GB2451140A (en) Double clutch gearbox with coupled primary shafts
JP3106277B2 (en) Transmission that can shift under load
US5687610A (en) Toy gearbox and a claw clutch therefor
KR100415164B1 (en) A traveling apparatus forcombine harvester
KR101568754B1 (en) Shifting apparatus for dual clutch transmission
KR100597351B1 (en) FR type manual transmission
RU2200885C2 (en) Automatic gearbox with movable shafts
RU2762578C1 (en) Gearbox for vehicles and vehicles containing such gearbox
KR101420699B1 (en) Shifting apparatus for dual clutch transmission
EP0675750B1 (en) Toy gearbox

Legal Events

Date Code Title Description
732E Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977)

Free format text: REGISTERED BETWEEN 20090305 AND 20090311

732E Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977)

Free format text: REGISTERED BETWEEN 20091029 AND 20091104

732E Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977)

Free format text: REGISTERED BETWEEN 20091105 AND 20091111

PCNP Patent ceased through non-payment of renewal fee

Effective date: 20170720