WO2011051636A1 - Dual clutch gearbox - Google Patents

Dual clutch gearbox Download PDF

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Publication number
WO2011051636A1
WO2011051636A1 PCT/FR2010/052333 FR2010052333W WO2011051636A1 WO 2011051636 A1 WO2011051636 A1 WO 2011051636A1 FR 2010052333 W FR2010052333 W FR 2010052333W WO 2011051636 A1 WO2011051636 A1 WO 2011051636A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
gearbox
driven
shaft
gears
Prior art date
Application number
PCT/FR2010/052333
Other languages
French (fr)
Inventor
Aurélien Renault
Original Assignee
Peugeot Citroën Automobiles SA
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 Peugeot Citroën Automobiles SA filed Critical Peugeot Citroën Automobiles SA
Priority to EP10790585A priority Critical patent/EP2494236A1/en
Publication of WO2011051636A1 publication Critical patent/WO2011051636A1/en

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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
    • F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven forward speeds

Definitions

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

Abstract

The present invention relates to a gearbox (1, 1 ') for a vehicle, comprising a first primary shaft (51) carrying drive pinions (53) associated with the even-numbered gears and with reverse gear, a second primary shaft (52) bearing drive pinions (54) associated with the odd-numbered gears, first (61) and second (62) secondary shafts bearing a plurality of driven pinions (63, 64), said driven pinions (63, 64) being mounted freely on said secondary shafts (61, 62), synchronizers (7) carried by the two secondary shafts (61, 62), each synchronizer (7) being positioned between two driven pinions (63, 64), allowing each of said driven pinions (63, 64) to be dog-coupled selectively to the secondary shaft (61, 62) that supports it, said gearbox comprising seven forward gears, each forward gear being defined by a meshing pair comprising a drive pinion (51, 52) in constant mesh with a driven pinion (53, 54), such that a second-gear driven pinion (64.2) is positioned on the same secondary shaft (62) as a first-gear driven pinion (64.1).

Description

Boîte de vitesses à double embrayage  Double clutch gearbox
L'invention concerne une boîte de vitesses pour un véhicule automobile destinée à être reliée à un mécanisme à double embrayage et comportant sept vitesses de marche avant et une vitesse de marche arrière. The invention relates to a gearbox for a motor vehicle intended to be connected to a double-clutch mechanism and comprising seven forward speeds and one reverse speed.
Par vitesses, on entend les rapports des vitesses entre un arbre d'entrée et un arbre de sortie de la boîte de vitesses. By velocities is meant the gear ratios between an input shaft and an output shaft of the gearbox.
L'invention concerne plus particulièrement une telle boîte de vitesses dont le carter renfermant le mécanisme de transmission présentant une optimisation de son dimensionnement. The invention relates more particularly to such a gearbox whose housing enclosing the transmission mechanism having an optimization of its dimensioning.
Une telle boîte de vitesses destinée à être reliée à un mécanisme à double embrayage et comportant sept vitesses de transmission se retrouve dans le document US 2005/0000307. Dans ce document, la boîte de vitesses présente un agencement interne ayant pour but d'optimiser la longueur des arbres primaires et secondaires, permettant d'obtenir une boîte de vitesses relativement peu encombrante dans le sens de ces arbres. Une telle boîte de vitesses est surtout intéressante en vue d'un montage dans le prolongement de l'axe principal du moteur, transversalement dans un véhicule à traction avant. Mais par contre, une telle boîte de vitesses présente une hauteur et une largeur ne permettant que difficilement son implantation perpendiculairement par rapport à l'axe principal du moteur ou pour une implantation sous le moteur. Such a gearbox intended to be connected to a double clutch mechanism and having seven transmission speeds is found in document US 2005/0000307. In this document, the gearbox has an internal arrangement for the purpose of optimizing the length of the primary and secondary shafts, making it possible to obtain a relatively compact gearbox in the direction of these shafts. Such a gearbox is especially interesting for mounting in the extension of the main axis of the engine, transversely in a front-wheel drive vehicle. However, on the other hand, such a gearbox has a height and a width that makes it difficult to implement it perpendicularly with respect to the main axis of the engine or for implantation under the engine.
Le but de l'invention est de proposer une boîte de vitesses double embrayage à sept vitesses présentant une architecture interne permettant d'optimiser son dimensionnement. The object of the invention is to provide a seven-speed dual clutch gearbox having an internal architecture to optimize its dimensioning.
A cet effet, l'invention a pour objet une boîte de vitesses pour un véhicule, comportant un premier arbre primaire portant des pignons d'entraînement associés aux vitesses paires et à la marche arrière, un second arbre primaire portant des pignons d'entraînement associés aux vitesses impaires, des premier et second arbres secondaires portant une pluralité de pignons entraînés, lesdits pignons entraînés étant montés fous sur lesdits arbres secondaires, des synchroniseurs portés par les deux arbres secondaires, chaque synchroniseur étant positionné entre deux pignons entraînés, permettant de craboter sélectivement chacun desdits pignons entraînés à l'arbre secondaire le supportant, ladite boîte de vitesses comportant sept vitesses de marche avant, chaque vitesse de marche avant étant définie par un engrenage constitué par un pignon d'entrainement engrenant en permanence avec un pignon entraîné, telle qu'un pignon entraîné de deuxième vitesse associé à un engrenage de deuxième vitesse est disposé sur le même arbre secondaire qu'un pignon entraîné de première vitesse associé à un engrenage de première vitesse. la vitesse de marche arrière est constituée d'un train d'engrenage comprenant l'engrenage de deuxième vitesse, ledit engrenage de deuxième vitesse étant constitué d'un pignon d'entrainement de deuxième vitesse engrenant avec le pignon entraîné de deuxième vitesse et par un engrenage de marche arrière, ledit engrenage de marche arrière étant constitué d'un pignon intermédiaire d'entraînement engrenant en permanence avec un pignon entraîné de marche arrière, avec ledit pignon intermédiaire d'entraînement étant solidarisé coaxialement ou venant de matière avec le pignon entraîné de deuxième vitesse. To this end, the subject of the invention is a gearbox for a vehicle, comprising a first primary shaft carrying driving gears associated with the even speeds and in reverse, a second primary shaft carrying associated drive gears. to the at odd speeds, first and second secondary shafts carrying a plurality of driven gears, said driven gears being mounted idly on said secondary shafts, synchronizers carried by the two secondary shafts, each synchronizer being positioned between two driven gears, allowing to selectively engage each said gears driven to the supporting secondary shaft, said gearbox having seven forward gears, each gait speed being defined by a gear constituted by a drive gear meshing permanently with a driven gear, such as a second gear driven gear associated with a second gear gear is disposed on the same secondary shaft as a first gear driven gear associated with a first gear gear. the reverse gear consists of a gear train comprising the second gear gear, said second gear gear consisting of a second gear drive gear meshing with the second gear driven gear and a gear reverse gear, said reverse gear consisting of an intermediate drive gear meshing permanently with a driven reverse gear, with said intermediate drive gear being secured coaxially or integrally with the driven gear of second gear.
Les premier et second arbres primaires sont montés coaxiaux, le premier arbre primaire creux entourant le second arbre primaire. The first and second primary shafts are coaxial mounted, the first hollow primary shaft surrounding the second primary shaft.
La boîte de vitesses comporte quatre synchroniseurs, les premier et deuxième synchroniseurs étant montés sur le second arbre secondaire, les troisième et quatrième synchroniseurs étant montés sur le premier arbre secondaire. The gearbox has four synchronizers, the first and second synchronizers being mounted on the second secondary shaft, the third and fourth synchronizers being mounted on the first secondary shaft.
Dans le but de rendre la boîte de vitesses plus compacte, les pignons entraînés correspondant aux sixième et quatrième vitesses peuvent engrener le même pignon d'entrainement. Il est aussi possible d'avoir les pignons entraînés correspondant aux septième et cinquième vitesses qui engrènent le même pignon d'entraînement. In order to make the gearbox more compact, the driven gears corresponding to the sixth and fourth gears can mesh with the same drive gear. It is also possible to have the driven gears corresponding to the seventh and fifth gears which mesh the same drive pinion.
Suivant un premier agencement interne de la boîte de vitesses, les pignons entraînés de première et de septième vitesses sont positionnés sur le second arbre secondaire, les pignons entraînés de troisième et de cinquième vitesses étant positionnés sur le premier arbre secondaire. According to a first internal arrangement of the gearbox, the first and seventh gear driven gears are positioned on the second secondary shaft, the third and fifth gear driven gears being positioned on the first sub shaft.
Suivant un second agencement interne de la boîte de vitesses, les pignons entraînés de première et de cinquième vitesses sont positionnés sur le second arbre secondaire, les pignons entraînés de troisième et de septième vitesses étant positionnés sur le premier arbre secondaire. According to a second internal arrangement of the gearbox, the first and fifth gear driven gears are positioned on the second secondary shaft, the third and seventh gear driven gears being positioned on the first sub shaft.
Suivant une première variante d'un de ces deux modes d'agencement interne de la boîte de vitesses, les pignons entraînés de deuxième et de sixième vitesses sont positionnés sur le second arbre secondaire, les pignons entraînés de quatrième vitesse et de la vitesse de marche arrière étant positionnés sur le premier arbre secondaire. According to a first variant of one of these two modes of internal arrangement of the gearbox, the second and sixth gear driven gears are positioned on the second secondary shaft, the fourth gear driven gears and the gait speed. rear being positioned on the first secondary shaft.
Suivant une seconde variante d'un de ces deux modes d'agencement interne de la boîte de vitesses, les pignons entraînés de deuxième et de quatrième vitesses sont positionnés sur le second arbre secondaire, les pignons entraînés de sixième vitesse et de la vitesse de marche arrière étant positionnés sur le premier arbre secondaire. According to a second variant of one of these two modes of internal arrangement of the gearbox, the second and fourth gear driven gears are positioned on the second secondary shaft, the sixth gear driven gears and the gait speed. rear being positioned on the first secondary shaft.
D'autres avantages et caractéristiques techniques de la présente invention apparaîtront plus clairement à la lumière de la description qui suit en référence aux figures des dessins annexés parmi lesquelles : Other advantages and technical characteristics of the present invention will emerge more clearly in the light of the description which follows with reference to the figures of the appended drawings in which:
La figure 1 représente, de manière schématique, un premier mode de réalisation d'un dispositif de transmission d'un véhicule suivant l'invention ; et Figure 1 shows schematically a first embodiment of a transmission device of a vehicle according to the invention; and
La figure 2 représente, de manière schématique, un deuxième mode de réalisation d'un dispositif de transmission d'un véhicule suivant l'invention. Sur la figure 1 est représenté de manière schématique un premier mode de réalisation d'un dispositif de transmission d'un véhicule. Le dispositif de transmission est constitué d'une boîte de vitesses 1 , d'un différentiel 2 et d'un dispositif à double embrayage 3. L'arbre de sortie d'un moteur (non représenté) est relié au dispositif de transmission par un arbre d'entrée 4. L'arbre d'entrée 4 entraine en rotation une cloche d'embrayage 33 renfermant un premier embrayage 31 et un second embrayage 32 du dispositif à double embrayage 3. Le premier 31 et le second 32 embrayages relient de manière sélective l'arbre d'entrée 4, respectivement, soit à un premier arbre primaire 51 de la boîte de vitesses 2, soit à un second arbre primaire 52 de la boîte de vitesses 2. Les premier 51 et second 52 arbres primaires sont montés coaxiaux avec le second arbre primaire 52 portant le premier arbre primaire 51 qui est creux. Sur le premier arbre primaire 51 est fixement positionné des pignons d'entraînement 53 correspondant aux vitesses paires et à la vitesse de marche arrière de la boîte de vitesses 1 . Sur le second arbre primaire 52 est fixement positionné des pignons d'entraînement 54 correspondant aux vitesses impaires de la boîte de vitesses 1 . La boîte de vitesses 1 comporte aussi un premier arbre secondaire 61 et un second arbre secondaire 62, positionnés parallèlement aux deux arbres primaires 51 et 52. Les premier et second arbres secondaires 61 et 62 portent des pignons entraînés 63 montés fous. Chacun de ces pignons entraînés 63 engrenant en permanence avec un des pignons d'entraînement 53 du premier arbre primaire 51 ou un des pignons d'entraînement 54 du second arbre primaire 52. La boîte de vitesses 1 ainsi représenté comporte sept vitesses de marche avant et une vitesse de marche arrière, disposées comme suit : la première vitesse correspond à l'engrenage Z1 est formée par un pignon entraînant de première vitesse 54.1 porté par le second arbre primaire 52 engrenant avec un pignon entraîné de première vitesse 64.1 monté fou sur le second arbre secondaire 62, la deuxième vitesse correspond à l'engrenage Z2 est formée par un pignon entraînant de deuxième vitesse 53.2 porté par le premier arbre primaire 51 engrenant avec un pignon entraîné de deuxième vitesse 64.2 monté fou sur le second arbre secondaire 62, la troisième vitesse correspond à l'engrenage Z3 est formée par un pignon entraînant de troisième vitesse 54.3 porté par le second arbre primaire 52 engrenant avec un pignon entraîné de troisième vitesse 63.3 monté fou sur le premier arbre secondaire 61 , la quatrième vitesse correspond à l'engrenage Z4 est formée par un pignon entraînant de quatrième vitesse 53.2 porté par le premier arbre primaire 51 engrenant avec un pignon entraîné de quatrième vitesse 63.2 monté fou sur le premier arbre secondaire 61 , la cinquième vitesse correspond à l'engrenage Z5 est formée par un pignon entraînant de cinquième vitesse 54.5 porté par le second arbre primaire 52 engrenant avec un pignon entraîné de cinquième vitesse 63.5 monté fou sur le premier arbre secondaire 61 , - la sixième vitesse correspond à l'engrenage Z6 est formée par un pignon entraînant de sixième vitesse 53.6 porté par le premier arbre primaire 51 engrenant avec un pignon entraîné de sixième vitesse 64.2 monté fou sur le second arbre secondaire 62, la septième vitesse correspond à l'engrenage Z7 est formée par un pignon entraînant de septième vitesse 53.7 porté par le second arbre primaire 52 engrenant avec un pignon entraîné de septième vitesse 64.7 monté fou sur le second arbre secondaire 62, la vitesse de marche arrière correspond au train d'engrenages formé par l'engrenage de la deuxième vitesses Z2 et par un engrenage supplémentaire ZR constitué d'un pignon intermédiaire d'entraînement 64. R monté fou sur le second arbre secondaire 62, engrenant avec un pignon entraîné de marche arrière 63. R monté fou sur le premier arbre secondaire 61 . Pour permettre au pignon entraînant de deuxième vitesse 53.2 d'entraîner le pignon entraîné de marche 63. R, le pignon intermédiaire d'entraînement 64. R est solidarisé avec le pignon entraîné de deuxième vitesse 64.2. Ces deux derniers pignons pouvant être obtenu à partir d'une même pièce moulée ou forgée avant usinage ou par deux pignons indépendants soudés, vissés ou emmanchés sur un même tube creux monté libre sur le second arbre secondaire. FIG. 2 schematically represents a second embodiment of a transmission device of a vehicle according to the invention. In Figure 1 is shown schematically a first embodiment of a transmission device of a vehicle. The transmission device consists of a gearbox 1, a differential 2 and a double-clutch device 3. The output shaft of an engine (not shown) is connected to the transmission device by a input shaft 4. The input shaft 4 rotates a clutch housing 33 enclosing a first clutch 31 and a second clutch 32 of the dual clutch device 3. The first 31 and the second 32 clutches connect selectively the input shaft 4, respectively, either to a first primary shaft 51 of the gearbox 2, or to a second primary shaft 52 of the gearbox 2. The first 51 and second 52 primary shafts are mounted coaxial with the second primary shaft 52 carrying the first primary shaft 51 which is hollow. On the first primary shaft 51 is fixedly positioned drive gears 53 corresponding to the even speeds and the reverse speed of the gearbox 1. On the second primary shaft 52 is fixedly positioned drive gears 54 corresponding to the odd speeds of the gearbox 1. The gearbox 1 also comprises a first secondary shaft 61 and a second secondary shaft 62, positioned parallel to the two primary shafts 51 and 52. The first and second secondary shafts 61 and 62 carry driven gears 63 mounted idle. Each of these driven gears 63 meshes permanently with one of the drive pinions 53 of the first input shaft 51 or one of the drive gears 54 of the second input shaft 52. The gearbox 1 thus shown has seven forward speeds and a reverse speed, arranged as follows: the first speed corresponds to the gear Z1 is formed by a first gear driving gear 54.1 carried by the second primary shaft 52 meshing with a driven gear of first gear 64.1 mounted crazy on the second secondary shaft 62, the second speed corresponds to the gear Z2 is formed by a driving pinion second speed 53.2 carried by the first primary shaft 51 meshing with a second speed driven gear 64.2 idly mounted on the second secondary shaft 62, the third gear corresponds to the gear Z3 is formed by a third gear driving gear 54.3 carried by the second primary shaft 52 meshing with a third gear driven gear 63.3 idly mounted on the first secondary shaft 61, the fourth gear corresponds to the gear Z4 is formed by a fourth gear driving gear 53.2 carried by the first primary shaft 51 meshing with a fourth gear driven gear 63.2 idly mounted on the first secondary shaft 61, the fifth gear corresponds to the gear Z5 is formed by a fifth gear 54.5 driven gear carried by the second primary shaft 52 meshing with a fifth gear driven gear 63.5 mounted crazy on the first secondary shaft 61, - the sixth gear corresponds to the gear Z6 is formed by a sixth gear driving gear 53.6 carried by the first input shaft 51 meshing with a sixth gear driven gear 64.2 idly mounted on the second secondary shaft 62, the seventh gear corresponds to the gear Z7 is formed by a pinion driving seventh gear 53.7 carried by the second primary shaft 52 meshing with a seventh gear driven gear 64.7 idly mounted on the second secondary shaft 62, the reverse speed corresponds to the gear train formed by the gear of the second gear Z2 and by a additional gear ZR consisting of a drive intermediate gear 64. R mounted loosely on the second secondary shaft 62, meshing with a driven reverse gear 63. R mounted loosely on the first secondary shaft 61. To enable the second gear driving pinion 53.2 to drive the driven gear 63. R, the drive pinion 64. R is secured to second gear driven pinion 64.2. These last two gears can be obtained from the same molded part or forged before machining or by two independent gears welded, screwed or fitted on the same free mounted hollow tube on the second secondary shaft.
Pour permettre la sélection d'une de ces vitesses, chacun des pignons entraînés peut être solidarisé par crabotage au premier 61 ou au second 62 arbre secondaire sur lequel il est monté au moyen d'une bague de synchro. L'activation de la bague de synchro correspondante se faisant par déplacement d'un baladeur. Un même baladeur pouvant commander deux bagues de synchro suivant le sens dans lequel il est déplacé le long du premier 61 ou du second 62 arbre secondaire. L'ensemble constitué de deux bagues de synchro et d'un baladeur forme un synchroniseur 7. Une telle boîte de vitesses à sept vitesses de marche avant et une vitesse de marche arrière est commandée par quatre synchroniseurs 7 positionnés entre deux pignons entraînés ; Le premier synchroniseur 7.1 étant positionné entre le pignon entraîné de la première vitesse 64.1 et le pignon entraîné de la septième vitesse 64.7, le second synchroniseur 7.2 étant positionné entre le pignon entraîné de la deuxième vitesse 64.2 et le pignon entraîné de la sixième vitesse 64.6, le troisième synchroniseur 7.3 étant positionné entre le pignon entraîné de la troisième vitesse 63.3 et le pignon entraîné de la cinquième vitesse 63.5 et le quatrième synchroniseur 7.4 étant positionné entre le pignon entraîné de la quatrième vitesse 63.4 et le pignon entraîné de la marche vitesse 64. R. Comme vu précédemment, le premier arbre primaire 51 et le second arbre primaires 52 sont reliés indépendamment à l'arbre d'entrée 4 du double embrayage 3 par, respectivement, le premier embrayage 31 et le second embrayage 32. Lorsqu'une vitesse paire est déjà sélectionnée avec le second embrayage 32 fermé, reliant l'arbre d'entré 4 avec le second arbre primaire 52 et avec le pignon fou correspondant à cette vitesse paire craboté sur son arbre secondaire, une vitesse impaire peut être présélectionnée par crabotage de son pignon fou correspondant sur son arbre secondaire, en maintenant ouvert le premier embrayage 31 . Le passage de la vitesse paire à la vitesse impaire se faisant par la fermeture et par l'ouverture simultanément du second embrayage 32 et du premier embrayage 31 . Le passage entre une vitesse impaire et une vitesse paire se faisant d'une manière analogue. Un tel passage de vitesses s'effectue sans rupture de couple entre l'arbre d'entré 4 de l'embrayage 3 et une couronne dentée 21 du différentiel 2 engrenant en permanence avec deux pignons 65 solidaires des deux arbres secondaires 61 et 62 de la boîte de vitesses 1 . Chaque pignons 65 étant positionné à une extrémité du premier 61 et du second 62 arbre secondaire, du même coté de la boîte de vitesses 1 . To allow the selection of one of these speeds, each of the driven gears can be interconnected by interconnection to the first 61 or second 62 secondary shaft on which it is mounted by means of a synchro ring. The activation of the corresponding sync ring is done by moving a player. The same player can control two sync rings according to the direction in which it is moved along the first 61 or the second 62 secondary shaft. The assembly consisting of two synchro rings and a player forms a synchronizer 7. Such a seven-speed gearbox forward and reverse gear is controlled by four synchronizers 7 positioned between two driven gears; The first synchronizer 7.1 being positioned between the driven gear of the first gear 64.1 and the driven gear of the seventh gear 64.7, the second gear 7.2 being positioned between the driven gear of the second gear 64.2 and the driven gear of the sixth gear 64.6, the third synchronizer 7.3 being positioned between the driven gear of the third gear 63.3 and the driven gear of the fifth gear 63.5 and the fourth synchronizer 7.4 being positioned between the driven gear of the fourth gear 63.4 and the driven gear of the gear step 64. R. As seen previously, the first primary shaft 51 and the second primary shaft 52 are independently connected to the input shaft 4 of the double clutch 3 by, respectively, the first clutch 31 and the second clutch 32. When a speed pair is already selected with the second clutch 32 closed, connecting the input shaft 4 with the second primary shaft 52 and with the idler gear corresponding to this pair speed geared on its secondary shaft, an odd speed can be preselected by interconnection of its corresponding idler gear on its secondary shaft, in now open the first clutch 31. The passage of the even speed to the odd speed being effected by closing and simultaneously opening the second clutch 32 and the first clutch 31. The passage between an odd speed and an even speed is done in a similar way. Such shifting is performed without breaking torque between the input shaft 4 of the clutch 3 and a ring gear 21 of the differential 2 meshing permanently with two pinions 65 integral with the two secondary shafts 61 and 62 of the gearbox 1. Each pinion 65 being positioned at one end of the first 61 and the second 62 secondary shaft, on the same side of the gearbox 1.
Du fait de la répartition des synchroniseurs sur les deux arbres secondaires 61 et 62, une telle boîte sept vitesses à double embrayage présente l'avantage d'être plus compact suivant l'axe des arbres primaires et secondaire, mais présente par contre l'inconvénient de présenter une hauteur et une largeur plus importante, rendant une telle boîte de vitesse 1 plus adapté à être positionné dans le prolongement du moteur que transversalement ou sous celui-ci. Le fait de positionner les deux pignons entraînés de plus grand diamètre, le pignon entraîné de la première vitesse 64.1 et le pignon entraîné de la deuxième vitesse 64.2 sur le même second arbre secondaire 62, permet d'optimiser la forme du carter formant la surface extérieure de la boîte de vitesse 1 . De même l'utilisation du pignon d'entraînement intermédiaire 64. R de plus petit diamètre que le pignon entraîné de deuxième vitesse 64.2, permet de diminuer la distance entre les axes des deux arbres secondaires 61 et 62 et permet aussi de diminuer le diamètre du pignon entraîné de marche arrière 63. R, pignon de plus grand diamètre du premier arbre secondaire, optimisant encore la hauteur et la largeur de la boîte de vitesses. Due to the distribution of the synchronizers on the two secondary shafts 61 and 62, such a seven-speed double clutch gearbox has the advantage of being more compact along the axis of the primary and secondary shafts, but has the disadvantage to have a height and a greater width, making such a gearbox 1 more suitable to be positioned in the extension of the engine transversely or below it. Positioning the two larger diameter driven wheels, the driven gear of the first gear 64.1 and the driven gear of the second gear 64.2 on the same second secondary shaft 62, optimizes the shape of the casing forming the outer surface. of the gearbox 1. Similarly, the use of the intermediate drive gear 64. R of smaller diameter than the driven gear of second speed 64.2 makes it possible to reduce the distance between the axes of the two secondary shafts 61 and 62 and also makes it possible to reduce the diameter of the reverse gear 63. R, pinion of larger diameter of the first secondary shaft, further optimizing the height and width of the gearbox.
La figure 2 représente une configuration différente des engrenages des quatre dernières vitesses Z4, Z5, Z6 et Z7 tels que présenté en figure 1 . Ainsi le pignon d'entraînement de la cinquième vitesse 54.5 vient engrener avec le pignon entraîné de la septième vitesse 64.7 remplaçant le pignon d'entraînement de la septième vitesse 54.7 visible en figure 1 . Pour conserver le même rapport de démultiplication, le pignon d'entraînement de la cinquième vitesse 54.5 étant plus petit que le pignon d'entraînement de la septième vitesse 54.7, le pignon entraîné de la septième vitesse 64.7 est diminué de diamètre, modifiant de fait la distance entre l'axe des arbres primaires 51 et 52 et l'axe du second arbres secondaires 62. FIG. 2 represents a different configuration of the gears of the last four speeds Z4, Z5, Z6 and Z7 as presented in FIG. Thus the drive gear of the fifth speed 54.5 meshes with the driven gear of the seventh speed 64.7 replacing the driving gear of the seventh speed 54 visible in Figure 1. For keep the same gear ratio, fifth gear 54.5 drive pinion being smaller than seventh speed drive pinion 54.7, the seventh gear 64.7 driven pinion is decreased in diameter, thereby changing the distance between the axis of the primary shafts 51 and 52 and the axis of the second secondary shafts 62.
La modification de cette distance a des répercutions sur les engrenages de la première vitesse Z1 et de la deuxième vitesse Z2 et sur le pignon entraîné de la sixième vitesse 64.6 qui peut directement engrener sur le pignon d'entraînement de la quatrième vitesse 53.4 tout en conservant un rapport de démultiplication pratiquement constant. Une telle configuration de la boîte de vitesses permet de diminuer encore l'encombrement suivant l'axe des arbres primaires et secondaire, tout en améliorant le rendement de la boîte de vitesses 1 ' du fait de la diminution du nombre de pièce en mouvement. Par contre la diminution du diamètre des engrenages de la première vitesse Z1 et de la deuxième vitesse Z2, ainsi que la diminution de diamètre des pignons entraînés des sixième 64.6 et septième 64.7 vitesses diminue le couple transmissible par la boîte de vitesses 1 ' sur ces quatre vitesses. Bien entendu l'augmenter les dimensions de l'ensemble des pignons constituant cette boîte de vitesses 1 ' permet d'enlever cette limitation de couple, mais augmente aussi le volume global de la boîte de vitesses 1 '. Une telle configuration diminue aussi les possibilités de modifications de certains rapports de démultiplication de certaines vitesses notamment, pour une dimension de l'entraxes des deux arbres secondaires figée, lie le rapport de démultiplication de la quatrième vitesse au rapport de démultiplication de la sixième vitesse et lie le rapport de démultiplication de la cinquième vitesse au rapport de démultiplication de la septième vitesse. The modification of this distance has repercussions on the gears of the first gear Z1 and the second gear Z2 and on the driven gear of the sixth gear 64.6 which can directly mesh with the drive gear of the fourth gear 53.4 while maintaining a gear ratio virtually constant. Such a configuration of the gearbox makes it possible to further reduce the bulk along the axis of the primary and secondary shafts, while improving the efficiency of the gearbox 1 'due to the reduction in the number of moving parts. On the other hand, the reduction in the diameter of the gears of the first speed Z1 and the second speed Z2, as well as the reduction in the diameter of the driven gears of the sixth 64.6 and seventh 64.7 speeds, reduces the torque transmissible by the gearbox 1 'on these four speeds. Of course, increasing the dimensions of all the gears constituting this gearbox 1 'makes it possible to remove this torque limitation, but also increases the overall volume of the gearbox 1'. Such a configuration also reduces the possibilities of modifying certain gear ratios of certain speeds, in particular, for a fixed axle dimension of the two secondary shafts, relates the gear ratio of the fourth gear to the gear ratio of the sixth gear and Link the gear ratio of the fifth gear to the gear ratio of the seventh gear.
Il est aussi possible de ne modifier que l'engrenage de la septième vitesse Z7' ou l'engrenage de la sixième vitesse Z6' pour conserver une plus grande latitude de modification des rapports de démultiplications de ces vitesses. En contre partie l'encombrement suivant l'axe des arbres primaires et secondaire, et l'amélioration du rendement de la boîte de vitesses 1 ' est moins optimal. Bien entendu, l'invention n'est pas limitée au seul mode de réalisation qui vient d'être décrit, il pourra y être apporté de nombreuses modifications de détail sans sortir, pour cela, du cadre de l'invention. It is also possible to modify only the gear of the seventh speed Z7 'or the gear of the sixth gear Z6' to maintain a greater latitude for modifying the gear ratios of these speeds. In counterpart the congestion along the axis of the primary and secondary shafts, and the improvement of the efficiency of the gearbox 1 'is less optimal. Of course, the invention is not limited to the single embodiment that has just been described, it may be made many changes in detail without departing, for this, from the scope of the invention.

Claims

REVENDICATIONS
1 . Boîte de vitesses (1 , 1 ') pour un véhicule, comportant un premier arbre primaire (51 ) portant des pignons d'entraînement (53) associés aux vitesses paires et à la marche arrière, un second arbre primaire (52) portant des pignons d'entraînement (54) associés aux vitesses impaires, des premier (61 ) et second (62) arbres secondaires portant une pluralité de pignons entraînés (63, 64), lesdits pignons entraînés (63, 64) étant montés fous sur lesdits arbres secondaires (61 , 62), des synchroniseurs (7) portés par les deux arbres secondaires (61 , 62), chaque synchroniseur (7) étant positionné entre deux pignons entraînés (63, 64), permettant de craboter sélectivement chacun desdits pignons entraînés (63, 64) à l'arbre secondaire (61 , 62) le supportant, ladite boîte de vitesses comportant sept vitesses de marche avant, chaque vitesse de marche avant étant définie par un engrenage comportant un pignon d'entraînement (51 , 52) engrenant en permanence avec un pignon entraîné (53, 54), un pignon entraîné de deuxième vitesse (64.2) étant disposé sur le même arbre secondaire (62) qu'un pignon entraîné de première vitesse (64.1 ), caractérisée en ce que la vitesse de marche arrière est constituée d'un train d'engrenages comprenant l'engrenage de deuxième vitesse (Z2), ledit engrenage de deuxième vitesse (Z2) étant constitué d'un pignon d'entraînement de deuxième vitesse (53 .2) engrenant avec le pignon entraîné de deuxième vitesse (64.2) et par un engrenage de marche arrière (ZR), ledit engrenage de marche arrière (ZR) étant constitué d'un pignon intermédiaire d'entraînement (64. R) engrenant en permanence avec un pignon entraîné de marche arrière (63. R), ledit pignon intermédiaire d'entraînement (64. R) étant solidarisé coaxialement ou venant de matière avec le pignon entraîné de deuxième vitesse (64.2). 1. A gearbox (1, 1 ') for a vehicle, having a first primary shaft (51) carrying drive gears (53) associated with even speeds and reverse, a second primary shaft (52) carrying gears drive shaft (54) associated with the odd speeds, first (61) and second (62) secondary shafts carrying a plurality of driven gears (63,64), said driven gears (63,64) being idler mounted on said secondary shafts (61, 62), synchronizers (7) carried by the two secondary shafts (61, 62), each synchronizer (7) being positioned between two driven gears (63, 64), for selectively engaging each of said driven gears (63). , 64) to the secondary shaft (61, 62) supporting it, said gearbox having seven forward speeds, each forward speed being defined by a gear having a driving gear (51, 52) meshing with permanence with a pi a driven gear of second gear (64.2) being disposed on the same secondary shaft (62) as a driven gear of first gear (64.1), characterized in that the reverse gear is constituted a gear train including the second gear gear (Z2), said second gear gear (Z2) consisting of a second gear gear (53 .2) meshing with the second gear gear speed (64.2) and a reverse gear (ZR), said reverse gear (ZR) consisting of an intermediate drive gear (64. R) meshing permanently with a driven reverse gear (63. R), said drive intermediate gear (64. R) being secured coaxially or integrally with the second gear driven gear (64.2).
2. Boîte de vitesses (1 , 1 ') selon la revendication 1 , caractérisée en ce que les premier (51 ) et second (52) arbres primaires sont montés coaxiaux, le premier arbre primaire (51 ) creux entourant le second arbre primaire (52). 3. Boîte de vitesses (1 , 1 ') selon la revendication 1 ou 2, caractérisée en ce qu'elle comporte quatre synchroniseurs (7), les premier (7.1 ) et deuxième (7.2) synchroniseurs étant montés sur le second arbre secondaire (62), les troisième (7.Gearbox (1, 1 ') according to Claim 1, characterized in that the first (51) and second (52) primary shafts are mounted coaxially, the first primary shaft (51) surrounding the hollow shaft ( 52). Gearbox (1, 1 ') according to claim 1 or 2, characterized in that it comprises four synchronizers (7), the first (7.1) and second (7.2) synchronizers being mounted on the second secondary shaft ( 62), the third (7.
3) et quatrième (7.4) synchroniseurs étant montés sur le premier arbre secondaire (61 ). 3) and fourth (7.4) synchronizers being mounted on the first secondary shaft (61).
4. Boîte de vitesses (1 ') selon l'une quelconque des revendications précédentes, caractérisée en ce que les pignons entraînés correspondant aux sixième (64.6) et quatrième (63.4) vitesses engrènent le même pignon d'entraînement (53.4). 5. Boîte de vitesses (1 ') selon l'une quelconque des revendications précédentes, caractérisée en ce que les pignons entraînés correspondant aux septième (64.7) et cinquième (63.5) vitesses engrènent le même pignon d'entraînement (54.4. Gearbox (1 ') according to any one of the preceding claims, characterized in that the driven gears corresponding to the sixth (64.6) and fourth (63.4) speeds mesh the same drive pinion (53.4). 5. Gearbox (1 ') according to any one of the preceding claims, characterized in that the driven gears corresponding to the seventh (64.7) and fifth (63.5) gear meshing the same drive pinion (54.
5). 5).
6. Boîte de vitesses (1 , 1 ') selon l'une quelconque des revendications 3 à 5, caractérisée en ce que les pignons entraînés de première (64.1 ) et de septième vitesses (64.7) sont positionnés sur le second arbre secondaire (62), les pignons entraînés de troisième (63.3) et de cinquième vitesses (63.5) étant positionnés sur le premier arbre secondaire (61 ). 7. Boîte de vitesses (1 , 1 ') selon l'une quelconque des revendications 3 à 5, caractérisée en ce que les pignons entraînés de première (64.1 ) et de cinquième vitesses (64.Gearbox (1, 1 ') according to one of Claims 3 to 5, characterized in that the first (64.1) and seventh-speed (64.7) driven gears are positioned on the second drive shaft (62). ), the driven gears of third (63.3) and fifth gear (63.5) being positioned on the first secondary shaft (61). 7. Gearbox (1, 1 ') according to any one of claims 3 to 5, characterized in that the driven gears first (64.1) and fifth gear (64.
7) sont positionnés sur le second arbre secondaire (62), les pignons entraînés de troisième (63.3) et de septième vitesses (63.5) étant positionnés sur le premier arbre secondaire (61 ). 7) are positioned on the second secondary shaft (62), the third (63.3) and seventh gear (63.5) driven gears being positioned on the first secondary shaft (61).
8. Boîte de vitesses (1 , 1 ') selon la revendication 6 ou 7, caractérisée en ce que les pignons entraînés de deuxième (64.2) et de sixième vitesses (64.6) sont positionnés sur le second arbre secondaire (62), les pignons entraînés de quatrième vitesse (63.4) et de la vitesse de marche arrière (63. R) étant positionnés sur le premier arbre secondaire (61 ). Gearbox (1, 1 ') according to claim 6 or 7, characterized in that the second (64.2) and sixth gear (64.6) driven gears are positioned on the second secondary shaft (62), the pinions fourth gear (63.4) and the reverse gear (63. R) are positioned on the first secondary shaft (61).
9. Boîte de vitesses (1 , 1 ') selon la revendication 6 ou 7, caractérisée en ce que les pignons entraînés de deuxième (64.2) et de quatrième vitesses (64.6) sont positionnés sur le second arbre secondaire (62), les pignons entraînés de sixième vitesse (63.4) et de la vitesse de marche arrière (63. R) étant positionnés sur le premier arbre secondaire (61 ). Gearbox (1, 1 ') according to Claim 6 or 7, characterized in that the second (64.2) and fourth-speed (64.6) driven gears are positioned on the second secondary shaft (62), the pinions sixth gear (63.4) and the reverse gear (63. R) are positioned on the first secondary shaft (61).
PCT/FR2010/052333 2009-10-30 2010-10-29 Dual clutch gearbox WO2011051636A1 (en)

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FR0957657 2009-10-30
FR0957657A FR2952154B1 (en) 2009-10-30 2009-10-30 DOUBLE CLUTCH GEARBOX

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US9470292B2 (en) 2012-03-23 2016-10-18 Pacific Rim Engineered Products (1987) Ltd. Dual clutch type power transmission with alternative torque transmission path providing alternative ratios
CN103195880A (en) * 2013-03-29 2013-07-10 长城汽车股份有限公司 Variable-speed transmission mechanism of double-clutch speed changer
CN103557295A (en) * 2013-08-19 2014-02-05 吉孚动力技术(中国)有限公司 Dual-clutch transmission adopting specific gear-connected reverse gear structure
CN105370819A (en) * 2014-08-29 2016-03-02 广州汽车集团股份有限公司 Automatic ten-gear double-clutch transmission
CN113685503A (en) * 2020-05-18 2021-11-23 广州汽车集团股份有限公司 Ten keep off two separation and reunion derailleurs and vehicle
CN113685501A (en) * 2020-05-18 2021-11-23 广州汽车集团股份有限公司 Ten keep off two separation and reunion derailleurs and vehicle
CN113685501B (en) * 2020-05-18 2024-03-22 广州汽车集团股份有限公司 Ten-gear double-clutch transmission and vehicle
CN113685503B (en) * 2020-05-18 2024-03-22 广州汽车集团股份有限公司 Ten-gear double-clutch transmission and vehicle

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FR2952154A1 (en) 2011-05-06
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