RU109439U1 - VEHICLE TRANSMISSION (OPTIONS) - Google Patents

Abstract

 1. A vehicle gearbox comprising a gear unit coupled to a motor output shaft and a driven unit coupled to a drive of a drive wheel, characterized in that the drive unit comprises at least two clutch clutch of the drive unit and at least , two shafts of the drive unit mating with them, each of which has at least one gear, and the driven unit contains at least two clutch couplings of the driven unit and at least two drive shafts mating with them block, each of which has at least one gear. ! 2. The gearbox according to claim 1, characterized in that it is configured to simultaneously engage one clutch of the driving unit and one clutch of the driven unit. ! 3. The gearbox according to claim 1, characterized in that it is configured to control gears on / off by moving the clutch of the drive unit on and off and on / off the clutch of the driven unit. ! 4. The gearbox according to claim 1, characterized in that it is made with the possibility of transmitting torque from the output shaft of the engine to the drive unit and with the possibility of transmitting torque from the driven unit to the drive wheels. ! 5. The gearbox according to claim 1, characterized in that the shafts of the drive unit are located coaxially inside each other. ! 6. The gearbox according to claim 1, characterized in that the shafts of the drive unit are capable of independent rotation relative to each other. ! 7. The gearbox according to claim 1, characterized in that the shafts of the driven unit are located coaxially inside each other. ! 8. Box

Description

FIELD OF TECHNOLOGY

The invention relates to the field of transport engineering, to gearboxes for vehicles designed for multi-stage transmission of drive power torque from an engine to drive axles and drive wheels of a vehicle, mainly a car.

BACKGROUND

Known are traditional mechanical gearboxes of vehicles containing gears, shafts, bearings and gearshift devices used on domestic and foreign cars with a mechanical transmission having a clutch pedal and a gear lever, when using which it is necessary to coordinate the operation of the clutch and accelerator pedals, and also a gear lever to select and mechanically engage the desired gear [1].

The disadvantages of these gearboxes are the constant need for the driver to turn on / off the clutch and shift gears, for which he has to regularly press the clutch pedal and shift the gear lever, which leads to regular disconnection of the engine and transmission and increase the shift time.

A coaxial six-speed gearbox for a vehicle is known, comprising two concentrically arranged primary shafts driven by two clutches, a secondary shaft with a clutch for connecting to the primary shaft, an intermediate shaft with gears engaged with the gears of the primary and secondary shafts, in which, in order to simplify the design gears of the intermediate shaft engaged with the gears of the gear block rigidly mounted on one input shaft are connected to the intermediate shaft by means of a two-way clutch, and the gear i intermediate shaft, meshing with the gear of the second input shaft, provided with couplings for connection to its shaft and for connection to a pinion meshed with the gear of the first input shaft, the engagement between a pinion of the intermediate and output shaft are rigidly mounted on their shafts [2].

The disadvantages of this gearbox is the need for a constant change of gearing of double-sided clutches with intermediate gears when shifting gears and a relatively large amount of time when shifting to a gear that is not engaged.

The modern DCT (Double Clutch Transmission) gearboxes are also known under the name of the most common DSG (Direct Shift Gearbox) variant, which currently restricts all other types of automotive transmissions and are used in Audi / S-Tronix, Volvo / Power vehicles -Shift, Nisan / DSG, Porsche / PDK, Citroen / DSG, Volkswagen / DSG, Ford / Power-Shift, Skoda / DSG. [3 (prototype), 4, 5].

In these dual-clutch gearboxes, continuous transmission of torque from the engine to the drive wheels is achieved through the use of two clutches and their corresponding two gears.

Dual clutch provides torque transmission to the first and second rows of gears. The first row of the box provides the work of odd gears and reverse gear, the second row is responsible for even gears. Each of the rows of gears is a primary and secondary shaft with gear units. The input shafts are aligned, while the input shaft of the second row is hollow and is worn on the input shaft of the first row. The gears on the input shafts are rigidly connected to the shaft. The gears of the secondary shafts rotate freely. In this case, the gears of the primary and secondary shafts are in constant gearing. Between the gears of the secondary shaft are located clutches of synchronizers, which carry out the inclusion of a particular gear. To perform the reverse movement, an intermediate shaft with a reverse gear is provided in the gearbox. On the secondary shafts, the main gears of the main gear are also located.

The technical disadvantages of these gearboxes are the need for a constant change of engagement of the synchronizer couplings with gears when shifting gears and a relatively large amount of time when shifting to a gear that is not engaged.

These technical solutions are taken as a prototype, as they have the maximum combination of essential features common with the utility model.

PURPOSE OF USEFUL MODEL AND TECHNICAL RESULT

The objective of the utility model is to create a more efficient gearbox with continuous transmission of torque from the engine to the drive wheels, simplify control and reduce gear shifting time.

The technical result is a simplification of the design and material consumption of the gearbox, reducing the number of parts responsible for turning on / off the gears, as well as reducing the time of gear shifting.

DISCLOSURE OF A USEFUL MODEL

The solution of the above problem proposed in the utility model, the achievement of the goal and the required technical result is ensured by the fact that in the gearbox, which contains a gear unit coupled to the engine output shaft and a driven unit coupled to the drive of the drive wheels, according to the utility model

the drive unit contains at least two clutch clutches of the drive unit and at least two mating shafts of the drive unit, each of which has at least one gear, and

the driven unit contains at least two clutch clutches of the driven unit and at least two associated shaft of the driven unit, each of which has at least one gear.

In this case, the shafts of the driving unit are located coaxially inside each other and are arranged to rotate independently with respect to each other, and the shafts of the driven unit are coaxially located inside each other and are made to rotate independently of each other.

In addition, the gearbox includes at least two gears with different gear ratios, made with the possibility of their inclusion / deactivation by turning on / off the corresponding clutch of the master and the corresponding clutch of the driven units, each of the gears is made with the possibility of constant gearing the corresponding gears of the driving unit and the corresponding gears of the driven unit or with the possibility of permanent gearing of the corresponding gears of the driving unit lock and the corresponding gears of the driven unit through gears located on the intermediate shaft.

Moreover, in the gearbox, the gears located on the shafts are rigidly connected to the shafts.

The gearbox can also be made with reverse gear, while the gears located on the shafts are rigidly connected to the shafts with the exception of one reverse gear and one gear of any other gear, which rotate freely and are located on the common shaft, and a clutch is located between the freely rotating gears synchronizer, made with the possibility of switching on / off the corresponding gear or, in another embodiment, the gears located on the shafts are rigidly connected to the shafts for a lawsuit by irradiating one reverse gear, which rotates freely and is connected to a clutch intended only for reverse gear, while near the freely rotating reverse gear, there is a synchronizer clutch configured to enable / disable reverse gear.

In addition, the gearbox is capable of simultaneously turning on only one clutch of the driving unit and one clutch of the driven unit, with the ability to control gears on / off by moving the clutch of the drive unit on and off and on / off the clutch of the driven unit and with transmitting torque from the output shaft of the engine to the drive unit and with the possibility of transmitting torque from the driven unit to the drive wheels.

BRIEF DESCRIPTION OF THE DRAWINGS

The essence of the utility model is illustrated by drawings:

Figure 1 shows the kinematic diagram of a two-stage gearbox according to a utility model, containing:

the output shaft of the engine 1, the drive of the drive wheels 2, the clutch of the first gear of the drive unit of the two-stage gearbox 3; the clutch of the second gear of the leading block of the two-stage gearbox 4; the clutch of the first gear of the driven unit of the two-stage gearbox 5; the clutch of the second gear of the driven unit of the two-stage gearbox 6; the second gear shaft of the driving unit of the two-speed gearbox 7; the shaft of the first transmission of the driving unit of the two-stage gearbox 8; the second gear shaft of the driven unit of the two-speed gearbox 9; the shaft of the first transmission of the driven unit of the two-stage gearbox 10; gear of the second transmission of the driving unit of the two-speed gearbox 11; the gear of the first transmission of the driving unit of the two-stage gearbox 12; gear of the second transmission of the driven unit of the two-speed gearbox 13; gear of the first transmission of the driven unit of a two-stage gearbox 14.

Figure 2 shows the kinematic diagram of a three-speed gearbox according to a utility model, containing:

motor output shaft 1; drive of driving wheels 2; the clutch of the first and second gears of the driving unit of the three-speed gearbox 15; the clutch of the third gear of the leading block of the three-speed gearbox 16; the clutch of the first gear of the driven unit of the three-speed gearbox 17; the clutch of the second and third gear of the driven unit of the three-speed gearbox 18; the shaft of the third gear of the driving unit of the three-speed gearbox 19; the shaft of the first and second gears of the driving unit of the three-speed gearbox 20; the shaft of the second and third gear of the driven unit of the three-speed gearbox 21; the shaft of the first transmission of the driven unit of the three-speed gearbox 22; gear of the third gear of the driving unit of the three-speed gearbox 23; gear of the second transmission of the driving unit of the three-speed gearbox 24; gear of the first transmission of the driving unit of the three-speed gearbox 25; gear of the third transmission of the driven unit of the three-speed gearbox 26; gear of the second transmission of the driven unit of a three-speed gearbox 27; gear of the first transmission of the driven unit of a three-speed gearbox 28.

Figure 3 shows the kinematic diagram of a five-speed gearbox according to a utility model, containing:

motor output shaft 1; drive of driving wheels 2; the clutch of the first, second and third gears of the driving unit of the five-speed gearbox 29; the fourth gear clutch of the drive unit of the five-speed gearbox 30; a fifth gear clutch of a drive unit of a five-speed gearbox 31; the clutch of the first gear of the driven unit of the five-speed gearbox 32; the clutch of the second gear of the driven unit of the five-speed gearbox 33; the clutch of the third, fourth and fifth gear of the driven unit of the five-speed gearbox 34; the fifth gear shaft of the drive unit of the five-speed gearbox 35; a fourth-gear shaft of a five-speed gearbox drive unit 36; the shaft of the first, second and third gears of the driving unit of the five-speed gearbox 37; the shaft of the third, fourth and fifth gear of the driven unit of the five-speed gearbox 38; the shaft of the second transmission of the driven unit of the five-speed gearbox 39; the shaft of the first transmission of the driven unit of the five-speed gearbox 40; a fifth-gear gear of a drive unit of a five-speed gearbox 41; fourth gear of the drive unit of the five-speed gearbox 42; gear of the third gear of the drive unit of the five-speed gearbox 43; gear of the second transmission of the driving unit of the five-speed gearbox 44; the gear of the first transmission of the driving unit of the five-speed gearbox 45; fifth gear gear of the driven unit of the five-speed gearbox 46; gear of the fourth transmission of the driven unit of the five-speed gearbox 47; gear of the third transmission of the driven unit of the five-speed gearbox 48; gear of the second transmission of the driven unit of the five-speed gearbox 49; gear of the first transmission of the driven unit of the five-speed gearbox 50.

Figure 4 shows the kinematic diagram of a six-speed gearbox according to a utility model, containing:

motor output shaft 1; drive of driving wheels 2; the clutch of the first, second and reverse gears of the driving unit of the six-speed gearbox 51; the clutch of the third and fourth gears of the driving unit of the six-speed gearbox 52; a fifth and sixth gear clutch of a six-speed gearbox drive unit 53; a clutch of the reverse gear of the driven unit of a six-speed gearbox 54; a clutch of a first, third and fifth gear of a driven unit of a six-speed gearbox 55; the clutch of the second, fourth and sixth gear of the driven unit of a six-speed gearbox 56; a fifth and sixth gear shaft of a six-speed gearbox drive unit 57; the shaft of the third and fourth gears of the driving unit of the six-speed gearbox 58; the shaft of the first, second and reverse gears of the driving unit of the six-speed gearbox 59; a shaft of the second, fourth and sixth gear of the driven unit of a six-speed gearbox 60; the shaft of the first, third and fifth gear of the driven unit of a six-speed gearbox 61; the shaft of the reverse gear of the driven unit of a six-speed gearbox 62; six-speed gearbox intermediate shaft 63; the gear of the fifth and sixth gears of the driving unit of the six-speed gearbox 64; the gear of the third and fourth gears of the driving unit of the six-speed gearbox 65; the gear of the first, second and reverse gears of the driving unit of the six-speed gearbox 66; gear of the second, fourth and sixth gear of the driven unit of a six-speed gearbox 67; gear of the first, third and fifth gears of the driven unit of a six-speed gearbox 68; a gear of the reverse gear of the driven unit of a six-speed gearbox 69; the gear of the fifth and sixth gears of the intermediate shaft of the six-speed gearbox 70; gear of the third and fourth gears of the intermediate shaft of the six-speed gearbox 71; the gear of the first, second and reverse gears of the intermediate shaft of the six-speed gearbox 72; the gear of the second, fourth and sixth gears of the intermediate shaft of the six-speed gearbox 73; the gear of the first, third and fifth gears of the intermediate shaft of the six-speed gearbox 74; gear of the reverse gear of the intermediate shaft of the six-speed gearbox 75; six-speed gearbox synchronizer clutch 76; six-speed gearbox intermediate gear 77.

Figure 5 shows the kinematic diagram of a nine-speed gearbox according to a utility model, containing:

motor output shaft 1; drive of driving wheels 2; the clutch of the first, second, fourth and reverse gears of the driving unit of the nine-speed gearbox 78; the clutch of the third, fifth and sixth gears of the driving unit of the nine-speed gearbox 79; the clutch of the seventh, eighth and ninth gears of the driving unit of the nine-speed gearbox 80; the clutch of the first, third, seventh and reverse gears of the driven unit of the nine-speed gearbox 81; the clutch of the second, fifth and eighth gears of the driven unit of the nine-speed gearbox 82; a fourth, sixth and ninth clutch clutch of a driven unit of a nine-speed gearbox 83; a shaft of a seventh, eighth and ninth gear of a driving unit of a nine-speed gearbox 84; the shaft of the third, fifth and sixth gears of the driving unit of the nine-speed gearbox 85; the shaft of the first, second, fourth and reverse gears of the driving unit of the nine-speed gearbox 86; the shaft of the fourth, sixth and ninth gear of the driven unit of the nine-speed gearbox 87; the shaft of the second, fifth and eighth gears of the driven unit of the nine-speed gearbox 88; the shaft of the first, third, seventh and reverse gears of the driven unit of the nine-speed gearbox 89; the intermediate shaft of the nine-speed gearbox 90; gear of the seventh, eighth and ninth gears of the driving unit of the nine-speed gearbox 91; the gear of the third, fifth and sixth gears of the driving unit of the nine-speed gearbox 92; gear of the first, second, fourth and reverse gears of the driving unit of the nine-speed gearbox 93; gears of the fourth, sixth and ninth gears of the driven unit of the nine-speed gearbox 94; gear of the second, fifth and eighth gears of the driven unit of the nine-speed gearbox 95; gear of the first, third and seventh gears of the driven unit of the nine-speed gearbox 96; the gear of the reverse gear of the driven unit of the nine-speed gearbox 97; gear of the seventh, eighth and ninth gears of the intermediate shaft of the nine-speed gearbox 98; gear of the third, fifth and sixth gears of the intermediate shaft of the nine-speed gearbox 99; gear of the first, second, fourth and reverse gears of the intermediate shaft of the nine-speed gearbox 100; gears of the fourth, sixth and ninth gears of the intermediate shaft of the nine-speed gearbox 101; gear of the second, fifth and eighth gears of the intermediate shaft of the nine-speed gearbox 102; the gear of the first, third and seventh gears of the intermediate shaft of the nine-speed gearbox 103; the gear of the reverse gear of the intermediate shaft of the nine-speed gearbox 104; a nine-speed gearbox 105 synchronization clutch; nine-speed intermediate gear intermediate gear 106.

Below, the utility model is discussed in more detail with reference to the drawings attached to the description, which show, by way of example, preferred but optional options for the possible implementation of the utility model, structural design and operation of the vehicle gearbox proposed in the utility model.

IMPLEMENTATION OF A USEFUL MODEL

Distinctive features of the claimed gearbox are:

lack of constant mechanical switching;

the presence of at least two or more clutches of the drive unit clutch and at least two or more clutches of the drive unit clutch with the possibility of simultaneously engaging one clutch of the drive unit and one clutch of the driven unit and the ability to control gear shifting by turning on / off the clutch of the drive unit and turning on / off the clutch of the drive unit and transmitting torque from the output shaft of the engine to the drive unit and with the possibility of transmission to torque from the driven unit to the drive wheels;

the implementation of the shafts of the master and slave unit located coaxially inside each other with the possibility of independent rotation relative to each other;

providing the ability to control gears when driving only with the help of appropriate clutches without mechanical gear shifting.

To control the clutches of the gearbox, a computerized gearbox control system can be used, including input sensors, an electronic control unit, electro-hydraulic control units and actuators that can be located directly on the gearbox housing.

Input sensors monitor the speed at the input and output of the gearbox, the pressure and temperature of the oil. An electronic control unit based on sensor signals - implements the gearbox control algorithm embedded in it.

The electro-hydraulic control unit provides operation of the hydraulic circuit of the gearbox control, which may include spool valves; solenoid valves; pressure control valves; multiplexer. The spools can be operated by the selector lever. Solenoid valves can shift to reverse gear. Pressure control valves provide friction clutch operation. Solenoid valves and pressure control valves are the actuators of the gearbox control system.

The operation of the gearbox according to the utility model is as follows:

Vehicle engine started. All clutches of both units are switched off (the so-called neutral gear). At the same time, the clutch 3 of the master unit and the clutch 5 of the slave unit are turned on (in accordance with FIG. 1). The torque from the output shaft of the engine 1 is transmitted through the clutch 3 of the drive unit to the shaft 8. The gear 12 located on the shaft 8 and in constant engagement with the gear 14 located on the shaft 10 sets it in motion. Next, the torque through the clutch 5 of the driven unit is transmitted to the drive of the drive wheels 2. The first gear is engaged.

The clutch 3 of the master unit and the clutch 5 of the slave unit are turned off and at the same time the clutch 4 of the master unit and the clutch 6 of the slave unit are turned on. The torque from the output shaft of the engine 1 is transmitted through the clutch 4 of the drive unit to the shaft 7. The gear 11 located on the shaft 7 and in constant engagement with the gear 13 located on the shaft 9 sets it in motion. Next, the torque through the clutch 6 is transmitted to the drive of the drive wheels 2. The second gear is engaged.

The operation of the automatic transmission shown in FIG. 2 is different in that it has three gears due to the fact that two gears are located on the inner shafts.

The operation of the automatic transmission shown in FIG. 3 is different in that it has five gears due to the fact that three gears are located on the inner shafts.

The operation of the automatic transmission shown in FIG. 4 is different in that it has six forward gears due to the fact that each gear of the drive unit transmits torque through the intermediate shaft to one of the two gears of the driven unit and one reverse gear, which is activated by the synchronizer clutch and having a separate clutch.

The operation of the automatic transmission shown in FIG. 5 is different in that it has nine forward gears due to the fact that each gear of the drive unit transmits torque through an intermediate shaft to one of the three gears of the driven unit and one reverse gear, the gear of which is located on the same shaft with the gear of the first gear and included by the synchronizer clutch located between the gears of these gears.

In more detail, the operation of the gearbox is shown by the example of a nine-speed gearbox (Figure 5).

The nine-speed gearbox (Figure 5) gearbox is as follows. Vehicle engine started. All clutches of both units are switched off (the so-called neutral gear). At the same time, the clutch 78 of the master unit and the clutch 81 of the slave unit are engaged. The torque from the output shaft of the engine 1 is transmitted through the clutch 78 of the drive unit to the shaft 86. The gear 93 located on the shaft 86 and in constant engagement with the gear 100 located on the intermediate shaft 90 sets it in motion. The gear 103, also located on the countershaft 90 and in constant engagement with the gear 96, located on the shaft 89 sets it in motion. Next, the torque through the clutch 81 of the driven unit is transmitted to the drive of the drive wheels 2. The first gear is engaged.

The clutch clutch 81 of the driven unit is turned off and at the same time the clutch 82 of the driven unit is engaged. The torque from the output shaft of the engine 1 is transmitted through the clutch 78 of the drive unit to the shaft 86. The gear 93 located on the shaft 86 and in constant engagement with the gear 100 located on the intermediate shaft 90 sets it in motion. The gear 102, also located on the intermediate shaft 90 and in constant engagement with the gear 95, located on the shaft 88 sets it in motion. Next, the torque through the clutch 82 is transmitted to the drive of the drive wheels 2. The second gear is engaged.

In the same order, all other forward gears are engaged.

To engage reverse gear, the driver must shift the gear lever to the reverse gear position. At this point, all the clutches of both blocks are turned off. The synchronizer clutch 105 disengages from the first gear 103 and engages with the reverse gear 104. At the same time, the clutch 78 of the master unit and the clutch 81 of the slave unit are engaged. The torque from the output shaft of the engine 1 is transmitted through the clutch 78 of the drive unit to the shaft 86. The gear 93 located on the shaft 86 and in constant engagement with the gear 100 located on the intermediate shaft 90 sets it in motion. The gear 104, also located on the intermediate shaft 90 through the intermediate gear 106, which is in constant engagement with the gear 97 located on the shaft 89 sets it in motion. Next, the torque through the clutch 81 is transmitted to the drive of the drive wheels 2. The reverse gear is engaged.

Thus, the gearbox according to the utility model provides the opportunity to achieve the desired technical result, namely, simplifying the design and material consumption by reducing the number of parts and increasing its compactness, speeds up and simplifies gear on / off due to the possibility of using modern computerized control units and operation control.

Individual parts and components of the inventive gearbox can be manufactured using materials and technologies known in the engineering industry.

Specific dimensions and individual design features of individual parts and assemblies can be selected from standard sizes and standards of industrial engineering.

INFORMATION SOURCES

1. Cars: Design, construction and calculation. Transmission. / Ed. A.I. Grishkevich. - Mn .: Vysh. school, 1985 .-- 240 p.

2. SU 1299842 B60K 17/08, publ. 03.30.87, BI No. 12

3. Oles Kalayda “The future is today. Dual clutch gearbox. How it works. ”Magazine“ Buy a car ”№13 2010, 07.20.-02.08, p. 57 (prototype)

4. http://www.zr.ru/archive/kauto/2010/13/057.html;

5.http: //systemsauto.ru/box/dsg.html

Claims (25)

1. A vehicle gearbox comprising a gear unit coupled to a motor output shaft and a driven unit coupled to a drive of a drive wheel, characterized in that the drive unit comprises at least two clutch clutch of the drive unit and at least , two shafts of the drive unit mating with them, each of which has at least one gear, and the driven unit contains at least two clutch couplings of the driven unit and at least two drive shafts mating with them block, each of which has at least one gear. 2. The gearbox according to claim 1, characterized in that it is configured to simultaneously engage one clutch of the driving unit and one clutch of the driven unit. 3. The gearbox according to claim 1, characterized in that it is configured to control gears on / off by moving the clutch of the drive unit on and off and on / off the clutch of the driven unit. 4. The gearbox according to claim 1, characterized in that it is made with the possibility of transmitting torque from the output shaft of the engine to the drive unit and with the possibility of transmitting torque from the driven unit to the drive wheels. 5. The gearbox according to claim 1, characterized in that the shafts of the drive unit are located coaxially inside each other. 6. The gearbox according to claim 1, characterized in that the shafts of the drive unit are capable of independent rotation relative to each other. 7. The gearbox according to claim 1, characterized in that the shafts of the driven unit are located coaxially inside each other. 8. The gearbox according to claim 1, characterized in that the shafts of the driven unit are capable of independent rotation relative to each other. 9. The gearbox according to claim 1, characterized in that it includes at least two gears with different gear ratios, made with the possibility of turning them on / off by turning on / off the respective clutch clutch of the master and the corresponding clutch clutch of the driven units. 10. The gearbox according to claims 1 and 9, characterized in that each of the gears is made with the possibility of permanent gearing of the corresponding gears of the driving unit and the corresponding gears of the driven unit. 11. The gearbox according to claims 1 and 9, characterized in that each of the gears is made with the possibility of permanent gearing of the corresponding gears of the drive unit and the corresponding gears of the driven unit through gears located on the intermediate shaft. 12. The gearbox according to claim 1, characterized in that the gears located on the shafts are rigidly connected to the shafts. 13. The gearbox according to claims 1 and 12, characterized in that it is made with reverse gear, while the gears located on the shafts are rigidly connected to the shafts with the exception of one reverse gear and one gear of any other gear, which rotate freely and are located on total shaft. 14. The gearbox of claim 13, wherein a synchronizer clutch is located between the freely rotating gears and is configured to enable / disable the corresponding gear. 15. The gearbox according to claims 1 and 12, characterized in that it is made with reverse gear, while the gears located on the shafts are rigidly connected to the shafts with the exception of one reverse gear, which rotates freely and is connected to the clutch, intended only for reverse gear. 16. The gearbox according to claim 15, characterized in that a synchronizer clutch is arranged near the freely rotating reverse gear, configured to enable / disable reverse gear. 17. A vehicle gearbox comprising a gear unit coupled to a motor output shaft and a driven unit coupled to a drive of the drive wheels, characterized in that the drive unit comprises at least two clutch clutch of the drive unit and at least , two shafts of the drive unit mating with them, each of which has at least one gear, and the driven unit contains at least two clutches of the driven unit and at least two drive shafts mating with them block, on each of which at least one gear is located, the shafts of the drive unit are located coaxially inside each other with the possibility of independent rotation relative to each other, the shafts of the driven unit are located coaxially inside each other with the possibility of independent rotation relative to each other, and the box the gears are configured to simultaneously engage one clutch of the driving unit and one clutch of the driven unit, with the ability to control when moving gears on / off in the middle Twomey on / off driving unit clutches and turn on / off the slave unit and clutches to transmit torque from the output shaft of the engine to the drive unit and to transmit torque from the slave unit to the drive wheels. 18. The gearbox according to 17, characterized in that it includes at least two gears with different gear ratios, made with the possibility of their inclusion / deactivation by turning on / off the respective clutch clutch master and the corresponding clutch clutch slave units. 19. The gearbox according to 17, characterized in that each of the gears is made with the possibility of constant gearing of the corresponding gears of the drive unit and the corresponding gears of the driven unit. 20. The gearbox according to 17, characterized in that each of the gears is made with the possibility of permanent gearing of the corresponding gears of the drive unit and the corresponding gears of the driven unit through gears located on the intermediate shaft. 21. The gearbox according to claim 17, characterized in that the gears located on the shafts are rigidly connected to the shafts. 22. The gearbox according to 17, characterized in that it is made with reverse gear, while the gears located on the shafts are rigidly connected to the shafts with the exception of one reverse gear and one gear of any other gear, which rotate freely and are located on a common shaft . 23. The gearbox according to claim 22, characterized in that a synchronizer clutch is located between the freely rotating gears and is configured to enable / disable the corresponding gear. 24. The gearbox according to claim 17, characterized in that it is made with reverse gear, while the gears located on the shafts are rigidly connected to the shafts with the exception of one reverse gear, which rotates freely and is connected to a clutch intended only for reverse gear . 25. The gearbox according to paragraph 24, wherein a synchronizer clutch is located near the freely rotating reverse gear, configured to enable / disable reverse gear.