WO2015011349A1

WO2015011349A1 - Dual-clutch gearbox with two input clutches and a range shifter

Info

Publication number: WO2015011349A1
Application number: PCT/FR2014/051257
Authority: WO
Inventors: Philippe Pescarou; Michel Raoul
Original assignee: Renault S.A.S
Priority date: 2013-07-23
Filing date: 2014-05-28
Publication date: 2015-01-29
Also published as: FR3009054B1; FR3009054A1

Abstract

Dual-clutch gearbox with two input clutches (E1, E2) comprising two, concentric, primary shafts (110, 100) connected respectively to the first clutch (E1) and to the second clutch (E2) and bearing a set of fixed gears (101, 102, 111, 112, 113), a secondary shaft (200) bearing several idler gears (210, 211, 212, 213) meshing with the fixed gears of the primary shafts and a reverse-gear auxiliary shaft (300) bearing a reverse gear (301, 302) in mesh with a fixed gear (111) of the primary shaft and a gear of the secondary shaft, the gearbox being characterized in that a first idler gear (212) of the secondary shaft meshing with a fixed gear (111) of a first primary shaft (110) can be coupled with a second idler gear (211) of the secondary shaft meshing with a fixed gear (102) of the second primary shaft (100) so as to cause the torque received from one primary shaft (110, 100) to pass, in at least one gear ratio of the box, via the other primary shaft (100, 110) before being output on the secondary shaft (200) to the wheels of the vehicle.

Description

GEARBOX WITH DOUBLE CLUTCH OF INPUT AND DOUBLE

RANGE

The present invention relates to the field of gearboxes for motor vehicles with thermal or hybrid propulsion. More particularly, the invention relates to automatic gearboxes with double clutch.

It relates to a gearbox with dual input clutch, comprising two concentric primary shafts connected respectively to the first clutch and the second clutch and carrying a set of fixed gears, a secondary shaft carrying several idler gears meshing with the fixed gears of primary shafts, and a reverse gear shaft carrying a reverse gear engaged with a fixed gear of the primary shaft and a pinion of the secondary shaft.

The constant quest for reducing consumption by optimizing the operating speed range of the engines, and the generalization of reduced-space engines, known as "downsized", most often lead to an increase in the number of gear ratios.

But beyond six reports, the transmission is no longer manually manageable by the driver. The elevation of the number of ratios also leads to increasing the number of pairs of gears and walkmans, the complexity of the order, and consequently, the size and mass of the box. For optimal use of the engine, it must be automated.

To overcome these disadvantages, it has already been proposed to reuse existing pairs of gears, to create additional reports.

DE 100 15 336 discloses a six-speed dual-clutch gearbox. obtained by applying this principle. The box has a solid primary shaft E2 linked to a clutch Kl, a hollow primary shaft connected to a second clutch K2, a secondary shaft 6 and an auxiliary shaft 7. The secondary shaft carries two groups of two idle gears, which provide four separate reports, 2 ^nd and 4 ^th one hand, and 3 ^rd and 5 ^th other. These four ratios are obtained by the meshing of a fixed pinion arranged on one of the primary shafts and of a crazy pinion arranged on the secondary shaft. To obtain two additional reports, that is to say a report of first and a report of 6 ^th , one goes through a loop, respectively of reduction and multiplication, with the help of additional meshing, allowing to couple the two primary shafts thanks to the auxiliary shaft. For example, to obtain the ratio of 1 ^ere , one enters through the hollow shaft, that one couples to the solid shaft by means of the auxiliary shaft. The entry is made by the pair of pinions 8a-8b, and the output by the torque 9b-9a, the pinion 9b having been previously connected to the auxiliary shaft by the coupling sleeve 10 shifted to the left. This gives a speed reduction before going out by the ratio of 2 ^ee . It should also be noted that the gearbox is driven by the clutch Kl in 2 ^nd and by the clutch K2 in ^lere . The establishment of the truth table shows that the alternation of even and odd relationships always uses alternating clutches. Therefore, all the passages of the ratio N to N + 1 or Nl are achievable under torque.

The publication JP 2003 120764 reproduces the architecture of the previous publication, and shows that by two reductions and two multiplications, it is possible to produce eight reports. However, the truth table shows that alternating clutches is not met for the 3 ^rd to 4 ^th pass, _{a nd} it is not possible to adopt a compensation strategy allowing passage under torque. Under these conditions, there is more interest to achieve eight forward gears.

In this same publication, as well as in the publication FR 2 885 978, a seven-report version is presented. As for the eight-speed version, the alternation of the clutches is broken during the transition from 3 ^rd to 4 ^th . The only possibility of this passage under torque then is to move from 3 ^rd 5 ^th, before engaging the 4 ^th. The auxiliary shaft is also used to perform reverse gear.

The aim of the present invention is to go further in the simplification, in particular of the auxiliary shaft, by taking again the principle of the bypass and coupling loop of the primary shafts to provide additional reports.

For this it proposes to ensure the coupling of the primary shafts by the connection of existing nuts in the box. The idle gears involved in the coupling mesh one with the hollow primary shaft and the other with the solid primary shaft. Preferably it is the pinion 3 ^rd and 4 ^th. Finally, the jumps of the ^era in 2 ^nd and 5 ^th in 6 ^th , being equal to the jump of 3 ^th in 4 ^th , the staging of all reports advantageously respects a geometric progression.

To achieve this, the invention provides in particular that a first idler gear of the secondary shaft already meshing with a fixed gear of a first input shaft can be coupled with a second idle gear of the secondary shaft meshing already with a fixed gear of the second primary shaft, so as to transit, on at least one ratio of the box, the torque received from the first input shaft by the second input shaft before its output on the secondary shaft towards the vehicle wheels. Preferably, the pair transits between a 3 ^{th idle} gear and a 4 ^th ^idle gear, on the first forward gear.

The present invention will be better understood on reading the following description of a non-limiting embodiment thereof, with reference to the accompanying drawings, on the following:

FIG. 1 is a schematic representation of a known box with bypass on an auxiliary shaft; FIG. 2 is the truth table of this box;

FIG. 3 is a schematic representation of the proposed box, with a range doubler by bridging two idle gears and a MAR pinion,

Figure 4 is the truth table of the proposed box, - Figures 5A, 5B and 5C show the path of the torque MAR, in the ^st and ^2nd in this box, and Figure 6 illustrates a variant of Figure 3 to MAR synchronized and synchronized.

Figure 1 is a diagram of a gearbox dual clutch El, E2 and partial range doubler. It comprises two concentric primary shafts 1, 10 respectively connected to the first clutch El and the second clutch E2. The shafts 1 and 10 carry a set of fixed pinions 2, 11, 12, 13. The secondary shaft 20 carries several idle gears 21, 22, 23, 24 meshing with the fixed gears of the primary shafts. A reverse drive shaft 30 carries a bypass input fixed gear 31 in engagement with a fixed gear 2 of the solid primary shaft 1, a bypass output idler 32 and engaged with the fixed gear 13 of the hollow primary shaft 10 and the reverse idler gear 33. Finally, an intermediate reverse gear 34 is engaged with the idler gear 33 and the fixed gear 11. Reports of ^st and 6 ^th are respectively obtained from the ratios of 2 ^nd and 5 ^th. The box has four basic reports: the 2 ^nd and the 4 ^th, arranged on the hollow input shaft 10, and the ratio of 3 ^rd and 5 ^th, on the primary shaft 1. The full corresponding idle gears 21, 22, 23, 24 are carried by the secondary shaft 20. The ratio of 2 ^ee is obtained by the meshing fixed pinions 11 and 21 crazy; the ratio of 4 ^ee is obtained by meshing fixed gears 12 and crazy 22; the ratio of 3 ^ee is obtained by meshing fixed gears 2 and fou 23; finally, the 5 ^th ratio is obtained by the meshing of fixed pinions 3 and fou 24. Each idler pinion can be connected in rotation to the secondary shaft 20 by synchronization and interconnection groups 2 for the reports of 2 ^nd and 4 ^th and 3 for the 3 ^rd and 5 ^th reports. These four reports have direct torque transmission paths.

Other reports, ^ere, 6 ^th and reverse are obtained by indirect torque transmission paths, via a bypass by the auxiliary shaft 30. The auxiliary shaft from left to right has the fixed gear 31, the pinions 32 and 33, between which is interposed a group synchronization and clutch Ml. The fixed gear 31 meshes with the fixed gear 2 of the solid shaft 1, thus ensuring a permanent connection between the solid primary shaft 1 and the auxiliary shaft 30. The idler gear 32 meshes with the fixed gear 13 of the Hollow primary shaft 10. By moving the clutch Ml to the left, the idler gear 32 is connected to the auxiliary shaft 30. Therefore, the primary shafts 1 and 10 are interconnected in a fixed gear ratio. This ratio is a ratio of reduction of speed or multiplication of speed, according to the direction of flow of the torque in this derivation. Gear ratios between gears 2 and 31 on the one hand, and 13 and 32 on the other hand can thus be judiciously chosen with a multiplication in the direction of flow of the hollow primary shaft 10 to the solid shaft 1, to obtain the ratio of 6 ^ee from the ratio of 5 ^ee . In the reverse flow direction, from the primary shaft 1 full to the hollow primary shaft 10, the reduction ratio allows to obtain the ratio of 1 ^ere from the ratio of 2 ^ee .

The use of the bypass in the opposite direction, to obtain the extreme ratios of the box, gives jumps (ratio of 2 consecutive ratios) identical. But in a classic gearbox with discrete gear ratios, the jump between reports of ^st and 2 ^nd is large (often on the order of 1.8) while jumping between reports from 5 ^th and 6 ^th is small (often of the order of 1.2). Conversely, a significant jump between reports from 5 ^th and 6 ^th would be frowned upon in driveability, and can make it difficult to manage these two reports. This problem is solved by the choice of a geometric staggering, that is to say with jumps of the same value.

The reverse is obtained through the auxiliary shaft according to the following path: clutch El, solid primary shaft 1, fixed gear 2, fixed gear 31, auxiliary shaft 30, idler gear 33 clutched on the auxiliary shaft 30 by the dog clutch Ml moved right, intermediate reverse gear 34, pinion 11, hollow primary shaft 10, and finally secondary shaft 20, by the idler gear 21 clutched by the dog clutch M2 moved to the right.

The corresponding truth table of FIG. 2 indicates the starting clutch, E1 or E2, on each gear, and the internal connections of the clutch sleeves M1, M2 and M3. Clutches El and E2 intervene alternately in the succession of reports. Under these conditions, all the passages of two consecutive reports, are achievable under torque, as in a conventional gearbox with two clutches.

FIG. 3 schematically shows the gearbox proposed as a range doubler by bridging two idle gears and a sliding gear in its optimum version, that is to say with a maximum simplification of the internal transmission elements of the transmission. couple. The box is dual input clutch El, E2. It comprises two concentric primary shafts 100, 110 respectively connected to the first clutch E2 and the second clutch El. The first primary shaft 110 is a solid shaft, and the second primary shaft 100 is a hollow shaft. The primary shafts 100, 110 carry a set of fixed gears 101, 102, 111, 112, 113. The secondary shaft 200 carries several idle gears 210, 211, 212, 213 meshing with the fixed gears of the primary shafts. The auxiliary reverse gear shaft 300 carries a rear gear wheel 301, meshing with a fixed gear 112 of the primary shaft 110, and a toothing 220 rotating on the secondary shaft 200.

As in Figure 1, the relationship of ^st and 6 ^th are respectively obtained from the ratios of 2 ^nd and 5 ^th. The box has four basic reports: the 2 ^nd and 4 ^th one hand, arranged on the hollow input shaft 100 and the relationship of 3 ^rd and 5 ^th, on the other hand, on the primary shaft 110. The corresponding idle gears are carried by a single secondary shaft 200. The ratio of 2 ^ee is obtained by the meshing pinion fixed 101 and crazy 210; the ratio of 4 ^ee is obtained by the meshing of fixed gears 102 and fools 211; the ratio of 3 ^ee is obtained by meshing fixed gears 111 and crazy 212; finally, the ratio of 5 ^ee is obtained by the meshing of fixed pinions 113 and crazy 213. Each idler pinion can be connected in rotation to the secondary shaft 200 by the synchronization groups and of interconnection, 2 for 2 ^nd and 4 ^th reports, and 3 for 3 ^rd and 5 ^th reports. These links constitute the four direct transmission paths of the couple in the box.

The reverse ratio is obtained by the intermediate gear 301, carried by an intermediate reverse gear 300. This gear meshes permanently with the fixed gear 112 of the solid primary shaft 110, and, on demand, with the gearing outer sleeve 3 carried by the secondary shaft 200.

The connection of the primary shafts, carried out by the auxiliary shaft in the known box, is provided by a clutch sleeve Ml between the idle gears of 4 ^th 211 and 3 ^th 212. The idler gear 211 of 4 ^th being connected to the hollow primary shaft 100, and the idler gear 212 of 3 ^ee being connected to the solid primary shaft 110, the connection of the idle gears 211 and 212 by the sleeve Ml ensures the connection of the primary shafts.

The truth table of FIG. 4 indicates, for each report, the starting clutch and the internal connections of the interconnection sleeves Ml, M2 and M3. Successive ratios alternately use the El and E2, so that all the passages of two consecutive reports, are achievable under torque.

Figures 5A to 5C show the connections and the path of the torque on each reverse gear, first and second. In reverse (FIG. 5A), the reverse intermediate gear is moved along its axis by a control finger (not shown) so as to pass the torque received from the solid primary shaft onto the secondary shaft. 200 by meshing on the toothing 220 of a sliding sleeve of the secondary shaft M3 maintained in neutral position. The couple follows the following path: clutch El, primary shaft full llO, fixed gear 112, intermediate reverse gear 301, and finally secondary shaft 200 by meshing on the toothing 220 of the sleeve 3 maintained in neutral position. The reverse idler gear is "wandered" to the right in the diagram.

In the ^era (Figure 5B), the torque passes between an idler gear to ^3rd and an idler gear 4 _ n ^th part of the clutch El, and then continues on the primary shaft 110 with the teeth 111, and passes over the secondary shaft 200 by the idler gear 212 of 3 ^th . Its path continues on the secondary shaft by the idler gear 211 of 4 ^th , linked to the idler gear 212 of 3 ^th by the displacement to the left of the sleeve Ml. The torque then passes on the hollow primary shaft 100 by the fixed gear 102, and finally leaves on the secondary shaft 200 by the fixed gear 101. On the ratio of ^1ère , the crazy gear 210 of 2 ^ee is craboté by the M2 sleeve (moved to the right on the diagrams). The idler gear 212 ^3rd of the secondary shaft 200 meshing with the fixed gear 111 of the primary solid shaft 110 is coupled to the idler gear 211 of 4 ^th of the output shaft 200 meshing with the fixed gear 102 of the hollow primary shaft 100, so as to pass the torque received from the first primary shaft 110 to the second primary shaft 100 before its output on the secondary shaft 200 towards the wheels of the vehicle. In sixth, the highest ratio of the box, the couple transits in the opposite direction between a crazy gear 4 ^th and a crazy gear 3 ^th .

In 2 ^nd (Figure 5C), the torque passes directly from the hollow primary shaft on the secondary shaft 200. Its path is simpler: it starts from the clutch E2, then continues on the primary shaft 100 by the toothing 101, and passes on the secondary shaft 200 by the idler gear 210 of 2 ^eme clutched by the sleeve M2 moved to the right.

The truth table of FIG. 4 and these examples of transmission path, show that the interconnection of the gears crazy 3 ^rd and 4 ^th 211 212 can advantageously replace the auxiliary shaft of the known box.

The gearbox of FIG. 6 corresponds to that of FIG. 3, with regard to the forward gears, and the manner of obtaining them: interconnection of the basic gears 2 ^nd , 4 ^th and 3 ^rd , 5 ^th by the sleeves 2 and 3 and the bypass sleeve Ml idler pinions of 3 ^rd and 4 ^th to the extreme ratios of the first and sixth. The auxiliary reverse gear shaft carries two idle gears 301, 302 meshing respectively with a fixed gear 112 of the solid primary shaft 110 and an idle gear 210 of the secondary shaft 200 and which are interconnected by displacement. a sliding sleeve M4 on the reversing reverse intermediate shaft, so as to ensure the reversal of movement and its return on the secondary shaft 200 in reverse.

The torque transmission path of the reverse gear is different from that of FIG. 5A. The torque starts from the clutch El, continues on the primary shaft 110 by the toothing 112. It passes on the auxiliary intermediate reverse shaft 300 by the idler gear 301. It continues its way on this auxiliary by the second idler gear 302, connected to the idler gear 301 by the left displacement of the sleeve M4. Finally, it leaves towards the secondary shaft 200 by the idler pinion 210 of 2 ^eme clutched by the sleeve M2 moved to the right, which meshes directly with the idle gear 302. Comparing this box with the known box of Figure 1, we note that the intermediate gear 34 necessary to physically connect the idler gear 33 to the fixed gear 11 of the hollow primary shaft 10, and perform the reversal of movement is no longer necessary.

In the two non-limiting embodiments described above, the box has six gears. forward and reverse gear. Staging ratios are preferably geometric. Finally, it should be emphasized that all adjacent upward or downward ratio passes, from N to N + 1 or N-1, are made under torque.

Claims

1. Double input clutch gearbox (E1, E2) comprising two concentric primary shafts (110, 100) connected respectively to the first clutch (El) and the second clutch (E2) and carrying a set of fixed gears (101). , 102, 111, 112, 113), a secondary shaft (200) carrying a plurality of idle gears (210, 211, 22, 213) meshing with the fixed gears of the primary shafts and a reverse gearshaft (300) carrying a pinion reverse gear (301, 302) engaged with a fixed gear (111) of the primary shaft and a pinion of the secondary shaft, characterized in that a first idler gear (212) of the secondary shaft meshing with a fixed gear () 111 of a first primary shaft (110) can be coupled with a second idler gear (211) of the secondary shaft meshing with a fixed gear (102) of the second primary shaft (100), so as to make transit on at least one ratio of the box, the torque received from a primary shaft (110, 100) by the at primary shaft (100, 110) before its output on the secondary shaft (200) towards the wheels of the vehicle.

2. Gearbox according to Claim 1, characterized in gue on the first forward ratio, the torque passes between an idler ^3rd (212) and an idler gear 4 ^th (211).

3. A gearbox according to claim 1 or 2, characterized in that gue on the highest ratio forward, the couple transits between a crazy ^wheel 4 ^th (211) and a crazy gear 3 ^th (212).

4. Transmission according to claim 2, characterized in that the first primary shaft (110) is a solid shaft and the second primary shaft (100) is a hollow shaft.

5. Gearbox according to claim 2, 3 or 4, characterized in that the intermediate reverse gear (301) is wandered along its axis so as to be able to pass the torque received from the solid primary shaft. (110) on the secondary shaft (200) by meshing on the toothing of a sliding sleeve (3) of the secondary shaft held in neutral position.

6. Gearbox according to one of claims 4 or 5, characterized in that on the second gear ratio, the torque transits directly from the primary shaft (100) hollow on the secondary shaft (200).

Gearbox according to one of Claims 1 to 4, characterized in that the auxiliary reverse gear shaft carries two idle gears (301, 302) meshing respectively with a fixed gear (112) of the primary shaft. solid (110) and an idler gear 210 of which are interconnected by the displacement of a sliding sleeve (4) on the reverse ratio, so as to ensure on this report the reversal of the movement and its return to the secondary shaft (200).

8. Gearbox according to one of the preceding claims, characterized in that the staggering ratio is geometric.

9. Gearbox according to one of the preceding claims, characterized in that all the passages of the ratio N to N + 1 or N-1 are made under torque.

10. Gearbox according to one of the preceding claims, characterized in that it has six forward gears and a reverse gear.