C.r.f. Societa Consortile Per Azioni

Dario Caenazzo

Andrea Piazza

Domenico Mesiti

Gianluigi Pregnolato

Carlo Emilio Baret

Filippo Baldascini

Marco Garabello

Valter Pastorello

Gian Luigi Pregnolato

Maurizio Uberti

Fabio Pesola

Paolo Marchese

Paolo Delzanno

The gearbox comprises a case, a rod mounted on the case, a pair of sliding shift forks mounted on the rod, and travel-limit elements arranged on the rod for defining travel-limit positions for the shift forks. The travel-limit elements comprise a pair of bushes which are separate from the rod and have each a first axially outer larger-diameter portion and a second axially inner smaller-diameter portion so as to define at least one axial abutment surface for the shift fork adjacent thereto.

Discrete-ratio gearbox for motor vehicle

The gearbox comprises a pair of coaxial input shafts, that is, an inner input shaft and an outer input shaft, a first, upper output shaft, a second, lower output shaft, and an intermediate shaft. A driven gearwheel for a fourth gear and a driven gearwheel for a reverse gear are idly mounted on the opposite ends of the upper output shaft, the driven gearwheel meshing with an intermediate gearwheel idly mounted on the intermediate shaft. A driven gearwheel for a sixth gear and a driven gearwheel for a first gear are idly mounted on opposite ends of the lower output shaft. A first driving gearwheel is drivingly connected for rotation with the outer input shaft at an end thereof and meshes both with the driven gearwheel for the fourth gear and with the third driven gearwheel for the sixth gear. A second driving gearwheel meshing with the driven gearwheel for the first gear and a third driving gearwheel meshing with the intermediate gearwheel are drivingly connected for rotation with the inner input shaft at the opposite end thereof. The third driving gearwheel, the driven gearwheel for the reverse gear and the intermediate gearwheel are straight gearwheels.

Gearbox with six or more forward gears for single-clutch or twin-clutch motor-vehicle transmissions

The device comprises four shift forks, each slidable among a first engagement position, a second engagement position and an intermediate neutral position between the two engagement positions, and an operating unit comprising four double-acting hydraulic actuators identical to each other and arranged to control each the displacement of a respective shift fork among the two engagement positions and the neutral position. The operating unit further comprises a support plate having holes for fixing to the gear case, and an actuator block accommodating the hydraulic actuators. The support plate and the actuator block are integrated to form a single body. In the assembled condition of the operating unit on the gear case, the actuator block is disposed on the side of the support plate facing towards the inside of the gear case.

Servo-assisted gearshift control device for a motor-vehicle dual-clutch transmission

The electro-hydraulic control system comprises a gear shift control device and a hydraulic control circuit. The gear shift control device includes four shift forks, operatively associated each to a respective engagement sleeve of the transmission to cause this latter to move between first and second engagement positions, and an operating unit comprising four double-acting hydraulic actuators arranged to control each the displacement of a respective shift fork. The hydraulic control circuit comprises a supply unit, a distributor valve adapted to select every time one of the four hydraulic actuators and two solenoid valves adapted to control the hydraulic actuator selected by the distributor valve. The distributor valve has four operating positions, each of which corresponds to the selection of a respective hydraulic actuator. The two solenoid valves are arranged to be connected each to a respective pressure chamber of the hydraulic actuator selected by the distributor valve.

Electro-hydraulic control system for a motor-vehicle dual-clutch transmission

The transmission comprises a gearbox having first and second input shafts coaxial to one another, wherein the second input shaft carries driving gearwheels associated to the even gears (second, fourth and sixth) and to the highest gear (sixth or seventh); and a clutch unit having first and second dry friction clutches arranged to couple a drive shaft of the motor vehicle respectively to the first and second input shafts of the gearbox. The first friction clutch associated to the first input shaft is normally disengaged, whereas the second friction clutch associated to the second input shaft is normally engaged.

Double clutch transmission for a motor vehicle

The control system including four actuating forks, each associated to one or two gears and having a first engagement member, and a first hydraulically-operated actuator for controlling engagement of all gears. The first hydraulically-operated actuator includes: a shaft provided with four second engagement members for engagement each with a respective first engagement member of the actuating forks and arranged to turn about and translate along its axis; a cylinder coaxial to the shaft and arranged only to translate in the direction of its axis; and a pin drivingly connected either to the shaft or the cylinder and engaging in an S-shape groove provided either in the cylinder or shaft, respectively, so as to link the rotational and translational movements of the shaft with the translational movement of the cylinder. A second hydraulically-operated actuator is arranged to lock or release selectively the translational movement of the cylinder.

Servo-assisted control system for the gears of a single clutch gearbox of a motor vehicle

A control system including: first and second actuator devices for controlling the engagement of first and second sets of gears by selection and engagement movements, respectively; a first solenoid valve arranged to put the first or the second actuator device alternatively into communication with a fluid supply; a second solenoid valve arranged to control the selection movements of the actuator device which is in communication with the fluid supply; a distributor interposed between the fluid supply and the actuator devices and displaceable under the control of the first solenoid valve between a first position in which it puts the fluid supply into communication with the first actuator device and a second position in which it puts the fluid supply into communication with the second actuator device; third and fourth proportional pressure solenoid valves arranged to control the engagement movements of the actuator device which is in communication with the fluid supply.

Servo-assisted control system for the gears of a double clutch gearbox of a motor vehicle

The system includes at least one transmission belt for coupling the shafts of auxiliary devices to a pulley which can be coupled for operation to the shaft of the combustion engine, and an electromagnetically operated clutch between this pulley and the shaft of the engine. An overrunning clutch is interposed between the pulley and the shaft of the engine. The clutch is normally disengaged and de-energized. The pulley has a hub fitted on an extension of the shaft of the engine with the interposition of the overrunning clutch, and has a channel-shaped cross section with a concavity facing the internal combustion engine. The electromagnetically operated clutch comprises a winding which is fixed to the engine and which extends into the concavity of the pulley, and a ferromagnetic ring carried in an axially translatable way by a support element fixed with respect to rotation to the extension of the shaft of the engine.

System for transmitting motion between the shaft of an internal combustion engine of a motor vehicle and a group of auxiliary devices

The gearbox comprises: a first, inner input shaft which carries a first and a second driving gear wheel associated with odd gears and with a reverse gear; a second, outer input shaft which is disposed coaxially with the first and carries a third and a fourth driving gear wheel associated with even gears; a first output shaft which carries a first driven gear wheel meshing with the first driving gear wheel to form a first gear, a second driven gear wheel meshing with the second driving gear wheel to form a fifth gear and a third driven gear wheel meshing with the fourth driving gear wheel to form a sixth gear; and a second output shaft which carries a fourth driven gear wheel meshing with the first driven gear wheel to form the reverse gear, a fifth driven gear wheel meshing with the second driving gear wheel to form a third gear, a sixth driven gear wheel meshing with the third driving gear wheel to form a second gear and a seventh driven gear wheel meshing with the fourth driving gear wheel to form a fourth gear.

Gearbox for a double clutch transmission of a motor vehicle

An automotive compressor is provided having a casing defining an intake section for fluid for compression, and a delivery section for delivering the compressed fluid. An impeller is movable angularly inside the casing to increase the pressure of the fluid. A distributor is carried by the intake section of the casing to conduct the fluid for compression to the impeller. The casing and the distributor are defined by separate members connected releasably to each other.

Automotive compressor

The transmission comprises: a first input shaft carrying first, second and third driving gearwheels associated to odd gears and to a reverse gear; a second input shaft made in the form of a hollow shaft coaxial with the first input shaft and carrying fourth and fifth driving gearwheels associated to even gears; a first friction clutch for coupling the first input shaft to a driving shaft of the vehicle; a second friction clutch for coupling the second input shaft to the driving shaft; a first output shaft arranged parallel to the first and second input shafts and carrying a first idle driven gearwheel meshing with the first driving gearwheel for providing a first gear, a second idle driven gearwheel meshing with the second driving gearwheel for providing a third gear and a third idle driven gearwheel meshing with the fifth driving gearwheel for providing a sixth gear, as well as a first engagement sleeve for selectively engaging the first or the third gear and a second engagement sleeve for engaging the sixth gear; and a second output shaft arranged parallel to the first and second input shafts and carrying a fourth idle driven gearwheel meshing with the first idle driven gearwheel for providing the reverse gear, a fifth idle driven gearwheel meshing with the third driving gearwheel for providing a fifth gear, a sixth idle driven gearwheel meshing with the fourth driving gearwheel for providing a second gear, and a seventh idle driven gearwheel meshing with the fifth driving gearwheel for providing a fourth gear, as well as a third engagement sleeve for selectively engaging the reverse gear or the fifth gear and a fourth engagement sleeve for selectively engaging the second or the fourth gear.

Double clutch transmission for motor vehicles

The transmission includes: a first input shaft carrying drive gearwheels for first gear, third gear, fifth gear, sixth gear and reverse; a second input shaft, coaxial to the first, carrying drive gearwheels for second gear and fourth gear; first and second clutches for coupling the first and the second input shafts respectively to a drive shaft of the motor vehicle; and at least one output shaft carrying a plurality of driven gearwheels, each meshing, either directly or indirectly, with a corresponding drive gearwheel; a first engagement sleeve associated with the drive gearwheels or driven gearwheels of first and third gears; a second engagement sleeve associated with the drive gearwheels or driven gearwheels of second and fourth gears; a third engagement sleeve associated with the drive gearwheels or driven gearwheels of fifth and sixth gears; and a fourth engagement sleeve associated with the drive gearwheel or driven gearwheel of reverse gear.

Double-clutch transmission architecture for a motor vehicle

The system includes at least one transmission belt operable to couple the drive shafts of auxiliary devices with a pulley operatively connectable to the crankshaft of the internal combustion engine, and a servo controlled clutch operable selectively to control the coupling of the pulley with the crankshaft of the internal combustion engine. Between the pulley and the crankshaft of the engine is interposed an overrun clutch such that when the angular velocity of the crankshaft is greater than and, respectively, less than that of the pulley, the pulley is able to be driven in rotation by the crankshaft and, respectively, becomes freely rotatable with respect to this crankshaft. The servo controlled clutch is normally de energised and disengaged. The system further includes control devices for causing energisation and engagement of the servo controlled clutch and activation of the machine as a motor, whilst the internal combustion engine is not running, in order to restart the motor by means of the electric machine operating as a motor.

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Orbassano, Italy

Dario Caenazzo