Well-known is the power transmission for vehicles with friction clutch and gear box including input shaft with drive power gears, output shaft with movable drive gears, respectively engaged permanently to the drive power gears of the input shaft. The gears change by means of synchronizers movably attached to the output shaft with released clutch. The reverse gear is effected by engaging of a parasite gear wheel with gear wheels from an input shaft and an output shaft.

The disadvantage of this power transmission is the breaking off the driving torque, when changing the gears, which lowers the comfort and the dynamic characteristics of the vehicle, thus making the gears change harder.

The second well-known power transmission for vehicles uses a hydraulic torque converter and a gear box, consisting of polyplate clutches and planetary mechanisms which change the gears without interrupting the drive torque.

The disadvantage of this second power transmission is the sophisticated mechanism for automatic changing the gears, which puts a permanent pressure on the clutches and causes a lower efficiency.

A third known transmission for vehicles with direct changing the gears with an uncontrollable centrifugal friction clutch, planetary mechanisms (gears) and polyplate clutches, is the "Antonov"transmission. In that transmission, the power needed for the engagement of the polydisk clutches in the gear box is provided by centrifugal weights and the changing of the gears is made by the loading, which uses the opposition of the centrifugal and the axial power of the angular gear wheels.

The main disadvantage of this transmission is the small number of sequence gears (up to three) and the large number of elements (gear wheels, bearings, polydisk clutches and centrifugal weights).

The aim of the invention is to create a power transmission of high efficiency, with up to five forward gears, one reverse and blocking, on the basis of the first, mentioned kind of mechanical transmission using as much as possible its parts, including the gear box case; to remove the main disadvantage of the mechanical transmission (breaking off the driving torque when changing the gears) and make conditions for an automatic changing the forward gears by putting on electronically controlled switch-on mechanism, which uses information (data) from the transducers in vehicles with full electronic controlled engines.

The solution of the problem is a power transmission with two dry friction monodisk clutches put into a clutch case, attached unmovably to the flywheel of the engine; a complete of centrifugal weights, attached movable to the clutch case; an armature, sliding over the compression disk of one of the clutches and attached movably to the centrifugal weights; an electromagnet, attached unmovably to the case; an arm mechanism, attached movably to the clutch case, connected with a radial axial bearing and a gear box.

The gear box is with five forward gears and one reverse; the box has two coaxial input shafts, connected by splines with the driven disks of the clutches and one output shaft with gear wheels attached to it. To the output shaft, unmovably are attached the gear wheels for the second and forth gears. To the input shaft are connected the drive gear wheels for the third and fifth gears and the reverse. To the output shaft, unmovably is attached output gear wheel and movably are attached driven gear wheels for the second, third, forth and fifth gears, which are constantly engaged with the drive gear wheels of the input shafts. Two synchronizers are movably attached to the output shaft. The synchronizer for the first, second and forth gears is connected with the output shaft through an idle running clutch. The reverse driven gear wheel is moulded on the movable socket of the synchronizer for third and fifth gears. The driven gear wheel for the third gear is put in to the synchronizer through an idle running clutch and is attached movably to the gear wheel for the forth gear through an idle running clutch. An axle is attached ummovably to the case of the gear box, where a parasite gear wheel rolls for the reverse gear and blocking.

The advantages of the invention, compared to the previous constructions are: * to the first power transmission- the gears change without breaking off the drive torque putting in an electronically controlled switch on mechanism of smaller dimensions, which does not need of speeding up the mechanisms * to the second power transmission- much higher efficiency coefficient smaller dimensions almost two times less elements less lubricating oil no need of filter system for the oil * to the"Antonov"transmission- smaller dimension more consecutive gears possibility to change the regime of switching gears by the "Tiptronic"driver blocking when the engine is cut off-"parking position" no need of filter system of the oil An example of the power transmission is shown on the attached two figures, which show the main mechanical diagram and a view on the arm system.

To the flywheel of the engine 3 by a case 6 are fixed two dry friction onedisk clutches, consisted of compression disks 4 & 5, support disk 10 and driven disks 11 & 12. To the case are attached movably also: a set of centrifugal weights 9 with armature 7 and an arm system, with arms 34 and rollers 36, bars 35, axles 37, and support arms 38. The arms are attached movably to the radial-axial bearing 13. To the case 1, unmovably is attached electromagnet 8.

The driven disk 11 is connected by splines with the inner input shaft 14 of the gear box, and the driven disk 12 is connected by splines with an outer input shaft 16. To the outer input shaft 16, unmovably are attached: the second gear drive gear wheel 15, engaged to the driven gear wheel 31 and the forth gear drive wheel 17 engaged to the driven gear wheel 28.

To the inner input shaft 14, unmovably are attached the drive gear wheel 18 for the third gear, engaged with the driven gear wheel 26, the reverse drive gear wheel 20 and the fifth gear drive gear wheel 21, engaged to the driven gear wheel 22. The driven gear wheels 31,28,26,22 are attached movably to the output shaft by the gear wheel 23. On that output shaft are attached movably the synchronizers 29 and 24. The synchronizer 29 is connected to the output shaft 23 through an idle running clutch 30. To the movable socket of the synchronizer 24 is moulded the reverse driven gear wheel. To the case 1, on an unmovable axle is rolled a parasite reverse gear wheel 19. The driven gear wheel for the third gear 26 switches on to the synchronizer 24 through the idle running clutch 25 and is connected to the forth gear driven wheel gear through the idle running clutch 27. Between the flywheel of the engine and the compression disk 5 are put support springs 39.

The way the power transmission works When the engine speed increases, the centrifugal weights 9 open, overcoming the strength of the springs 39, smoothly switching on the disk 11. When sharply pressing the gas pedal, the opening of the centrifugal weights 9 delays, by switching on of the electromagnet 8, which pulls out the armour 7. After reaching the needed engine speed, the tension of the electromagnet smoothly goes down till full breaking, giving that way the start of the car according to the driver's wish. If the speed-change lever is put on D (forward), the switching on mechanism will switch on the synchronizer on position A (to the flywheel) and the torque will go from the driven disk 11 consecutively through the following elements: input shaft 14 third gear drive wheel gear 18 third gear driven wheel gear 26 an idle running clutch 27 driven wheel gear 28 for the forth gear, now-drive wheel gear for the first gear drive wheel gear 17 for the forth gear, now-driven wheel gear for the first gear outer input shaft 16 second gear drive wheel gear 15, second gear driven wheel gear 31 synchronizer for the first, second and forth gears (switched on to the wheel gear 31) an idle running clutch 30 output shaft with wheel gear 23 main drive 32 Going that way is the first gear (speed) After starting the car and speeding up on first gear, the switching mechanism moves the radial-axial bearing 13 to the flywheel 3, which moves the arms 34, they pull out the bars 35 and by supporting arms 38, the compression disk 4 moves to the support disk 10. After eliminating the clearances followed by moving the bars 35, starts redistribution and reversing the direction of the centrifugal power. That goes to splitting off the driven disk 11 and engaging the driven disk 12, which leads the drive torque in the following sequence: outer input shaft 16 drive wheel gear for the second gear 15 driven wheel gear for the second gear 31 synchronizer for the first, second and forth gears (switched on the wheel gear 31) idle running clutch 30 output shaft with wheel gear 23 main drive 32 That's the way of the second gear (speed) While speeding up on the second gear (speed), the mechanism prepares to switch on the third gear (speed). The synchronizer 24 switches on to the driven wheel gear for the third gear 26 by means of the idle running clutch. This is possible, because the inner input shaft 14 is free.

Going on the third gear is effected by moving the radial-axial bearing 13 to the gear box. While it moves the driven disk 12 disengages and the driven disk 11 engages.

By the time of speeding up on third gear (speed), the mechanism prepares to go on forth gear (speed). The synchronizer 29 switches off from the driven gear wheel 31 and switches on to the driven gear wheel for forth gear 28. Forth gear is effected by moving of the radial-axial bearing 13 to the flywheel 3, which disengages the driven disk 11 and engage the driven disk 12.

The drive torque goes in the following sequence: outer input shaft 16 forth gear drive wheel gear 17 forth gear driven wheel gear 28 synchronizer 29 idle running clutch 30 output shaft with wheel gear 23 main drive 32 Driving on forth gear (speed) the mechanism prepares to switch on to the fifth gear by switching off the synchronizer 24 from the driven gear wheel for third gear 26 and switches on to the driven wheel gear for the fifth gear 22. Fifth gear (speed) is effected by moving the radial-axial bearing 13 to the gear box, which disengages the driven disk 12, and engages the driven disk 11. The drive torque is transmitted by inner input shaft 14, the drive gear wheel for the fifth gear 21, the driven gear wheel for the fifth gear 22 and the synchronizer 24 of the output shaft 23.

Changing the gears in the reverse order is analogical. There is always time for preparation for the next gear, because the input shaft with the relevant drive wheel gear will be free.

In emergency breaking, the power transmission is prevented from overloading by switching on the electromagnet 8. In this way the power of the centrifugal weights slows down and the input shafts 14 and 16 are released. By the time of the emergency breaking, there are two more actions: 1. switching off the synchronizer to the free input shaft 2. moving of the radial-axial bearing 13 and switching off the synchronizer to the second input shaft When the breaking stops, depending on the rotation frequency of the output shaft, it is possible for the synchronizer to be switched on to the right gear (speed). When sharply pressing the gas pedal, the right gear (speed) switches on by holding the increasing of the engine speed by means of the electronic feedback.

Switching on the reverse gear (speed) is effected manually by moving of the parasite gear wheel 19 and its being engaged to the reverse drive wheel gear 20 and the driven one to the synchronizer 24.

The blocking is effected manually when the engine is stopped by additional moving of the parasite wheel gear for reverse and its engagement to a rack, attached to the case 1.