CA1193112A - Planetary change-speed gear unit shiftable under load - Google Patents
Planetary change-speed gear unit shiftable under loadInfo
- Publication number
- CA1193112A CA1193112A CA000408757A CA408757A CA1193112A CA 1193112 A CA1193112 A CA 1193112A CA 000408757 A CA000408757 A CA 000408757A CA 408757 A CA408757 A CA 408757A CA 1193112 A CA1193112 A CA 1193112A
- Authority
- CA
- Canada
- Prior art keywords
- gear
- planetary
- clutch
- under load
- connects
- Prior art date
- Legal status (The legal status 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 status listed.)
- Expired
Links
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
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
-
- 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
- F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
-
- 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
-
- 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
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2007—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with two sets of orbital gears
-
- 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
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
-
- 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
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
-
- 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
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing
-
- 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
Abstract
ABSTRACT
Planetary change-speed gear unit shiftable under load A planetary change-speed gear unit shiftable under load, in particular for motor vehicles, comprising an automatic gear control system and several coupled planetary gear sets, together with clutches and brakes for attaining drive lines of different gear ratios, in which only two clutches A, B, disposed for example at the drive shaft, are in the form of clutches capable of actuation under load, and the drive torque is in principle transmitted selectively by way of two drive lines. The remaining clutches and brakes can then be engaged at any time when they are not involved in the torque transmission. By suitable choice and positioning of the coupled planetary gear sets, clutches and brakes in relation to the two clutches, capable of actuation under load, the individual constructional elements are utilised for a plurality of purposes, and provide a simple construction with appropriate gear ratios, and a comparatively large number of gear positions.
Planetary change-speed gear unit shiftable under load A planetary change-speed gear unit shiftable under load, in particular for motor vehicles, comprising an automatic gear control system and several coupled planetary gear sets, together with clutches and brakes for attaining drive lines of different gear ratios, in which only two clutches A, B, disposed for example at the drive shaft, are in the form of clutches capable of actuation under load, and the drive torque is in principle transmitted selectively by way of two drive lines. The remaining clutches and brakes can then be engaged at any time when they are not involved in the torque transmission. By suitable choice and positioning of the coupled planetary gear sets, clutches and brakes in relation to the two clutches, capable of actuation under load, the individual constructional elements are utilised for a plurality of purposes, and provide a simple construction with appropriate gear ratios, and a comparatively large number of gear positions.
Description
~a~3~
The invention relates to planetary change-speed gear units shiftable under load, in particular for automatic operation in motor vehicles in accord-ance with the introductory part of claim l. Such gear units are known in various constructions, e.g.
from Ott, ~hrlinger, Knoed]er, Zdansevicuis German publication DE-PS 24 ~7 581 dated August 3, 1978, and have proved satisfactory in particular when only relatively few gear ratios are required. However, each additionally required gear is associated with high constructional cost not only in terms of the gear unit itself, but in particular in the control system, because this has to be adapted to the respective gear graduation in order to a-ttain good gear shifting, i.e. as non-jerky as possible, under all travelling condi~ions. Figures 8 and 9 of the aforesaid specification show a 6 speed gear unit of this kind, which satisfies practical requiremen-ts relatively well, and comprises a high speed forward gear. In spi-te of the advantage of this gear unit in relation to constructional cost and gear shiftability compared with gear units of group construction - only one clutch or brake is engaged or disengaged in shifting from one gear to another - seven clutches and brakes are still necessary, and these have to be matched to each for automatic shifting.
The object of the inven-tion is tilerefore to 33~
provide a planetary change-speed gear unit, shiftable under load, in accordance with the prior art but which is of reduced constructional cost in terms of the overall gear unlt and the gear control system, when measured in terms of the gear graduation which can be attained and utilized in practice.
This object is completely attained by the novel features described hereinafter. In all the gear units, the necessary clutches capable of actuation under load are reduced to two, these being actuated alternately in the forward gear position, whereas the remaining clutches and brakes do not have to be capable of actuation under load. This leads to considerable simplification, not only in the gear unit itself but in particular in the gear control system, because the matching requirement during gear shifting can be limited to this double~clutch system, i.e. the two clutches associated with the input shaft, whereas the preparation for gear shifting in the remaining clutches and brakes take place in that respective drive line which is not loaded.
The gear unit according to the invention has also the advantage that one single planetary gear set is not shifted at all, but acts as a constant in the planetary change-speed gear unit, and the other single planetary gear set has a planet gear carrier in common with the stepped planetary gear set.
a ~-~
" ` ~L ~.J
~-3-Although all planetary gear sets have to be shifted in the case of the double-clutch gear units according to one preferred embodiment disclosed, this particular planetary change-speed gear uni-t has only one single planetary gear set and one three-stage stepped planetary gear set.
The two stepped planetary gear sets of further embodiments disclosed, again have a common planet gear carrier, so leading to relatively low constructional cost. By means of widened toothing on the two-stage stepped planetary gear set for engaging intermediate gear wheels, and a further outer central gear wheel with a connection to a brake, a seventh gear position is obtained, thus providing the gear unit according to a further embodiment with extremely satisfactory gear ratios~
Although the two clutches capable of actuation under load can be disposed at -the most differing positions in the gear uni-t - e.g. one at the input and one at the output of the gear unit - it is advantageous if these clutches are disposed at the input shaft and possibly also combined into a single unit, as described hereinafter. The two clutches when in the form of a single unit allow simplification in the construction of the gear unit and control system. If -the two clutches capable of actuation under load are disposed at the input of the -3a-gear unit, then lower moments result, thus allowing more satisfactory sizing of the two clutches.
Kegresse German publication DE-PS 883 691 dated July 20, 1953 indeed describes a change-speed gear unit comprising two independent clutches, but these transmit the drive torque alternately from an input shaft to an output shaft by way of a respective preliminary shaft.
Embodiments of the invention are described in further detail hereinafter, with reference to the drawings in which:
Figure 1 is a gear diagram of a planetary change-speed gear unit, shiftable under load, comprising a double-clutch system and two single planetary gear sets and one stepped planetary gear set for e.g. six forward gear positions.
Figure 2 is a tabulation of the respective clutches and brakes which are !
~ ~ ~ 3 ~ ~3 en~aged in each gear position and the overall transmission ratîo attained in each gear position for a gear unit in accordance with Figure ].
Figure 3 is a gear diagram correspondi~g to Figure 1, but compri~ing one single planetary gear set and one three-stage stepped planetary gear set.
Figure 4 is a tabulation correspo~ding to Figure 2, but for the gear diagram of Figure 3~
Figure 5 and Figure 7 each show 8 gear diagram corresponding eo Figure 1, but comprising two stepped planetary gear ~ets on one planet gear carrier for six and seven gear positions respectively.
Figure 6 and Figurc 8 are tabulations corresponding to Figure 2, but for the respective gear diagramS of Figures 5 and 7.
Figure 9 and Figure 11 are further embodiment.s in accordance ~ith Figure 1.
Figure 10 and Figure 12 are further tabulations corresponding to Fig~lre 2 and relating to Figures 9 and 11.
All planetary change~speed gear units in accordance with Figures I, 3, 5, 7, 9 and 11 have in common the face that clutches A3 B, which are alternately opPrable and capable of actuation under load at least in the forward gear positions, are disposed at an inpu~
shaft 1~ 100 to 104, and transmi.t the drive torque alternately by way of a respective drive line to the output shaft 2~ 200 to 204.
3 ~
The clutche~ e.g. C to F, and br~kes G to X9 which ~llow different gear ratios ~n the ~orward gear positions and als~
allow ~hiftin~ into the reverse gear position9 a~ showm in Figur~ 4~ 6, 8~ 10 and 12, sre then operated only when they are not loaded. Thus while one of the drive lines tran~mit~ the torque~ it i5 possibl2 to operate thP clutches and brake6 for the next desired gesr 6hift in the ~econd dri~e line, which i~ unlos~ea. There is thu~ more time for any required synchroniEatio~ and o~erloading of such a unit is preventedO ~he requirement for matching the load tran~mission from one gear ratio to another gear ratio in the most dif~erent travelli~g state~ by means of the gear unit control system i~ thus limited to the two cLutches A and B,capable oif actuation under load,thu~
leading tn con~iderable ~impli~ication~ If the two clutches A and B are for example disposed adjacent to each ~ther at the input shaf~ this leads to further sdvantages ~or their operability and al~o for the con~rol ~ystem in relstio~ to any req~ired synchroni~ation.
In Figure 1~ planetary gesr ~ets nre ~isposed between the output shaft 2 and the clutche~ A, ~ on the input ~haft 1 i the following ~equence~
~ single planetary gear 6et I compri~ing an outer central gear~wheel 13 and the a~50ciated brake I, a planet gear carrier 12 connectcd to the output shaft 21 and an inner central gear wheel 11 having a connection to the clutch A,capable of actuation under loadg by way of an inner shaft 3~ and being also connected by way of this fhaft to a clutch C.
~3~
~ two_~tage stepped planetary gear ~et II compri~ing intermediate wheels 23 in the fir~t wheel trai~ IIa9 Dnd outer central gear wheel6 24, ~5 with ~ssoclsted brakeæ G, and comprising a planet gear carrier 22 b~ich i& connected both to the planet gear carrier 12 of the fir6t 6 ngle planetary ~ear set 1 and also to the clutch E~ ~nd further compri~ing an inner c~ntral gear wheel Z1 ln the fir&t gear wheel tr~in IIa which is connected both to the clutch C on the iDner ~h~ft 3 ~nd to the clutch D.
A single planetary gear set III with a fixed connection by way o the inner central gear ~heel 31 to the CaSing 4, srd 8 connection between the outer cent~al gear wheel ~3 and the clutch B
capable of actuation Inder load. The planet gear carrier 32 is connected to the already-mentioned.clutche5 E and ~ and D~
~ gear unit arranged as shown in Figure 1 and having the re~pective engaged clutche6 and brakes 26 sho~n in Figure 2 repre~ents ~ particularly sati~factory ~olutio~, because six forward and one ~everse gear position~ can be attsined by mean~
of only two &ingle planetary gear ~et~ I, III and one two-~tage ~tepped planetary gear &et II with intermediate gear wheel~, plu~ three respective clutche~ C9 D, E and bra~e~ G, ~
the high~6t gear position being a direct-coupled gear~ snd 3 Yery high ~tep-down r~tio being possible in the fi~t snd rever~e gesr po~ition~O It is further advantageou& that the ~in~le planetary gear &et III in the vicinity of the i~put ~h~ft doe~ not have to be &hiftedO
_7 Fro~ the input ~haft ~nward~g the planetar~ change_6peed gear unit of Figure 3 con~ist~ of a 6ingle planetary gearset I
which is driven by the clutch Bl capable of actuation under load, way of the planet gear carrier 1~19 the planet gear c~rrier also being connccted to a clutch Cl~ The i.nner central gear wheel 111 is connected to a brake Gl, and the outer central ~ear wheel 131 compri~es a connection to an inner hollow 6haft 503~ on which the clutches Dl and ~ are dispo~edO The radially inner shaft 300 coming from the clutch ~ is likewi6e cornected to the clutch El~ and al~o carries the clutch Flo Th~ three-stage stepped planetsr~ gear 6e-t IV between the output shaft 200 and the first single planetary gear ~et also ha~
ir~termediate gear wheel~ 44 in the first ge~r wheel train 4a, and the two onter gear wheel trains IVa and IVc have outer central gear wheels 45~ 46 with associated brake~ ~ and Il.
~he planet gear carrier 43 is connected to the output shaft 200, an~ thiR latter is al60 co~nected to a clutch ~1- The inner central gear wheel of the first gear wheel train IV~ is connected to the clutch Cl, and the inner central gear wheel ~2 of the ~iddle gear wheel tra~n IVb ha~ D COnDe~tion to the clutch Dl~ .
Starting from the iDpUt shaft 9 the planetary change-~peed gear unit of Figure 5 con~i~t6 of ~ three-stage 6tepped planetary gear ~et ~ and a two-~tage stepped planetar~ gear ~et VI with a ro~mon planet gear carri.er 53/63, which i~ connected by way of the clutch D2 to the output Lhaft 2010 The three-6tage ~tepped planetary gear set al.~o ha5 a connection by way of the outer central ~ear ~heel 54 in the fir6t gear wheel trai~
V~ to an in~er 6h~ft 301~ which i6 al~o oDnnected to the clutch A~
cap~ble o~ actuation under load and the clutch C2. The clutch C~
is Dt the aa~e time ~lso di6posed on the OlltpUt ~haft 201q The inner central ge~r wheel6 517 5~ of the middle gear wheel train Vb and ol the fuxther geDr wheel train 5c ha~e ~
respective connection b~ way of the inner 6haft~ 601 and 701 to the clutche~ G2 a~ E2- The ~n~er cen-tral gear wheels of the two-stage planeta~y gear set 61 and 62 ~re also connected to the brake6 I2 and ~2 by way of the inner shaft~ 801 and 901~ The DUter central ~ear wheel 64 of the first gear wheel train VIa is co~nected to the clutch B2capable of actuation under load 9 a~ the outer central gear wheel 65 of the ~econd gear wheel train VIb is connected to the br~ke ~2.
~ igure 7 differ~ from Figure 5 only in that the toothing 69 of the ~ear wheel tr~in VIlb ~f the tw0-6ta~e 6tepped planetary gear 6et is widened, 50 that intermedi~te gear whe~l6 67 with a central gear wheel ~8 and a brake M2 can also be di~p~sed i~ additisn to the outer central gear wheel 65 with the brake ~2~
Starting from the input ~haft, the planetary change-6peed gear unit of ~igure 9 con6i6t6 o~ two 6inele planetary gear ~et~ I3 srd II3, and one tw0~6tage 6tepped plsnetary gear ~et II ~ with inter~ediate gear wheels 33 in the first 6ear wheel train III3s. The inner centrsl gear ~heel 11 of the fir6t ~ingle planetary gear set I3 ha6 a connection to the hr3ke G
3 ~
and the outer central gear wheel 13 i~ connected to the inr,~r aha~t 304, whic~ at the ~a~e time i6 connected to the clutch A~
capable v~ actuation under load, and the clutch C40...A Eurther drive.is poss-ible by w2y of the clutch B~ capable o~ actuation under load~tv the planet carrier 12, which is also cohnected to the outer cent~l gear wheel 23 of the ~econd single planetary gear ~et II3, The inner central gear wheel of the ~econd singl.e planetary gear ~et has a connection to the brake ~9 and the carrier 22 i~
connected by way of the clutch D4 to the planet gear carrier of the two-stage 6tepped planetary gear ~et III3~ which comprises intermediate gear wheel6 33 i~ the first gear wheel train III~a. In addition9 the planet gear carrier 22 of the second single planetary gear cet XI3 i6 connected by w~y of the clutch E4 to the inner 6haft 3057 ~hic~ also ha~ ~ connection to the i~ner central gear wheel 31 vf the fir~t gear wheel trai~
o~ the *wo-6tage ~tepped plsnetary gear ~et. Th~ in~er ~haft 305 al~D carrie~ the clutch ~4~ which is like~i~e di~po~ed at the output ~haft 203. The planet gear carrier 3Z ol the two ~tage 6tepped planetary gear ~et III~ also ha~ a connection to the outp~t shaft 203. Thi~ stepped planetary Kear ~et alsD
compri~es two ~uter central gear wheel~ 349 35 with a~sociated bra~e~ 4 nd ~44 Starting frDm the ~utput shaft 2049 the pl~netary change-~peed gea~ ~nit of Figure 11 co~pri~e~ tw~ planetary gcar sets I4 and IIl~ with intermediate gear wheel6 13 and 237 and a ~tepped planetary gear ~et III4 co~pri~in~ tWD gear wheel trai~6, the lnner central gear wheel Df the secDnd gear wheel train lIIl~b being connected to the brake G5 and th~ outer central gear wheel ~1~33~
33 of the first gear wheel train III4a being connected to the brake H5~ The planet gear carr;er 32 of the stepped planetsry gear set III4 i9 ronnected to the clutch B5, capable of actuation under load, and the outer central gear wheel 34 i3 connected to the inner ceDtral gear wheel of the second planetary gear set 2] and to the.clutch C5. The clutch C5 is also connected by way of the inner shaft 306 ~o the clutch A5 capable of actuation under load, and t~ the clutches D5 and E$, the clutch E5 being connected to the output shaft 204 9 which is also connected to the outer central gear wheel 14 of the first planetary gear set. The clutch D5 is also connected to the inner central gear wheel 11 of the first planetary gear set I4 and to the outer central gear wheel 24 of the second planetary gear set II4 and to the clutch F5, wXich can also provide a connection to the planet gear carrier 22. The planet gear carrier 22 also carries a brake I5, and the planet gear carrier 12 of the first planetary gear set I4 is connected to a brake K5.
The representations of Figures 29 4 3 6~ 8, ~0 and 12 generally require no further description, because they make it clear which of tbe clutches A and B capable of actuation under load are engaged in ~he respecti~e gear positions, and also which clutches C to F
are engaged. It is also apparent which preparatory shiftîng operations have to be carried out in the respective unloaded driYe line for shifting into high and reverse speeds. It ;s also apparent that in the forward gear positions the clutches A and B capable of actuation under load are engaged alternately, and in addition the gear ~a~
ratio~ i~ all gear positions can be ~een from the figuresO
Particul~rly Eatisfacto~y embDdiment~ are attained b~
Fi~ure6 5 and 7 i~ co~nection with the respecti~e high 6peed gea.r positions - gear 6 ~f Figure 6 and gear 7 of Figure 8 Although in both embodi~ents the torque i~ tran~mitted from the inpu~
shaft 101, by way o~ the two clutches B2 capable of act~ation under load and the hollow shaft 600, to the outer central gear wheel 64 in the fir~t gear wheel train ~I~ of the tw0-6tage ~tepped planetary gear ~et VI~ the output is not taken from the planet gear carrier as in the ~ormal manner1 but from the outer central ~ear wheel 54 in the fir~t ge~r wheel train ~f the three_stage planet~ry gear set Vq and from there by way of the radislly inward lying inner shaft 301 or 302~ which are also connected to the clutch A2, c2pable of actuation under-load, to ~he output shaft ~0l or 292.
The two-~tage ~tepped plsnetary gear ~et i~ then ,held by a brake 52 by way of the ~r~ner central gear wheel 61 of the fir~t gear wheel train VIa 9 wherea~ the three-stage ~tepped planetDry gear set Y i6 held by the brake G2 by way of the inner central gear wheel 51 of the middle g ar wheel trsin ~o .
~ hi~ gear ~peed is also atta-ned without any additional con~tructional c06t, because the neces6ary clutcnes etc, are already required for attaining the other gear ~p~eds.
The irvention i~ not l~mitea to the illu~trated change-~peed ~23~
gear un;ts9 but it i~ also for exc~mple possible to additionally fit these gear units with a torque converter, or again the clutches A, B capable ~f actuati~n under load can be disposed separated at various positions in the gear unit.
The invention relates to planetary change-speed gear units shiftable under load, in particular for automatic operation in motor vehicles in accord-ance with the introductory part of claim l. Such gear units are known in various constructions, e.g.
from Ott, ~hrlinger, Knoed]er, Zdansevicuis German publication DE-PS 24 ~7 581 dated August 3, 1978, and have proved satisfactory in particular when only relatively few gear ratios are required. However, each additionally required gear is associated with high constructional cost not only in terms of the gear unit itself, but in particular in the control system, because this has to be adapted to the respective gear graduation in order to a-ttain good gear shifting, i.e. as non-jerky as possible, under all travelling condi~ions. Figures 8 and 9 of the aforesaid specification show a 6 speed gear unit of this kind, which satisfies practical requiremen-ts relatively well, and comprises a high speed forward gear. In spi-te of the advantage of this gear unit in relation to constructional cost and gear shiftability compared with gear units of group construction - only one clutch or brake is engaged or disengaged in shifting from one gear to another - seven clutches and brakes are still necessary, and these have to be matched to each for automatic shifting.
The object of the inven-tion is tilerefore to 33~
provide a planetary change-speed gear unit, shiftable under load, in accordance with the prior art but which is of reduced constructional cost in terms of the overall gear unlt and the gear control system, when measured in terms of the gear graduation which can be attained and utilized in practice.
This object is completely attained by the novel features described hereinafter. In all the gear units, the necessary clutches capable of actuation under load are reduced to two, these being actuated alternately in the forward gear position, whereas the remaining clutches and brakes do not have to be capable of actuation under load. This leads to considerable simplification, not only in the gear unit itself but in particular in the gear control system, because the matching requirement during gear shifting can be limited to this double~clutch system, i.e. the two clutches associated with the input shaft, whereas the preparation for gear shifting in the remaining clutches and brakes take place in that respective drive line which is not loaded.
The gear unit according to the invention has also the advantage that one single planetary gear set is not shifted at all, but acts as a constant in the planetary change-speed gear unit, and the other single planetary gear set has a planet gear carrier in common with the stepped planetary gear set.
a ~-~
" ` ~L ~.J
~-3-Although all planetary gear sets have to be shifted in the case of the double-clutch gear units according to one preferred embodiment disclosed, this particular planetary change-speed gear uni-t has only one single planetary gear set and one three-stage stepped planetary gear set.
The two stepped planetary gear sets of further embodiments disclosed, again have a common planet gear carrier, so leading to relatively low constructional cost. By means of widened toothing on the two-stage stepped planetary gear set for engaging intermediate gear wheels, and a further outer central gear wheel with a connection to a brake, a seventh gear position is obtained, thus providing the gear unit according to a further embodiment with extremely satisfactory gear ratios~
Although the two clutches capable of actuation under load can be disposed at -the most differing positions in the gear uni-t - e.g. one at the input and one at the output of the gear unit - it is advantageous if these clutches are disposed at the input shaft and possibly also combined into a single unit, as described hereinafter. The two clutches when in the form of a single unit allow simplification in the construction of the gear unit and control system. If -the two clutches capable of actuation under load are disposed at the input of the -3a-gear unit, then lower moments result, thus allowing more satisfactory sizing of the two clutches.
Kegresse German publication DE-PS 883 691 dated July 20, 1953 indeed describes a change-speed gear unit comprising two independent clutches, but these transmit the drive torque alternately from an input shaft to an output shaft by way of a respective preliminary shaft.
Embodiments of the invention are described in further detail hereinafter, with reference to the drawings in which:
Figure 1 is a gear diagram of a planetary change-speed gear unit, shiftable under load, comprising a double-clutch system and two single planetary gear sets and one stepped planetary gear set for e.g. six forward gear positions.
Figure 2 is a tabulation of the respective clutches and brakes which are !
~ ~ ~ 3 ~ ~3 en~aged in each gear position and the overall transmission ratîo attained in each gear position for a gear unit in accordance with Figure ].
Figure 3 is a gear diagram correspondi~g to Figure 1, but compri~ing one single planetary gear set and one three-stage stepped planetary gear set.
Figure 4 is a tabulation correspo~ding to Figure 2, but for the gear diagram of Figure 3~
Figure 5 and Figure 7 each show 8 gear diagram corresponding eo Figure 1, but comprising two stepped planetary gear ~ets on one planet gear carrier for six and seven gear positions respectively.
Figure 6 and Figurc 8 are tabulations corresponding to Figure 2, but for the respective gear diagramS of Figures 5 and 7.
Figure 9 and Figure 11 are further embodiment.s in accordance ~ith Figure 1.
Figure 10 and Figure 12 are further tabulations corresponding to Fig~lre 2 and relating to Figures 9 and 11.
All planetary change~speed gear units in accordance with Figures I, 3, 5, 7, 9 and 11 have in common the face that clutches A3 B, which are alternately opPrable and capable of actuation under load at least in the forward gear positions, are disposed at an inpu~
shaft 1~ 100 to 104, and transmi.t the drive torque alternately by way of a respective drive line to the output shaft 2~ 200 to 204.
3 ~
The clutche~ e.g. C to F, and br~kes G to X9 which ~llow different gear ratios ~n the ~orward gear positions and als~
allow ~hiftin~ into the reverse gear position9 a~ showm in Figur~ 4~ 6, 8~ 10 and 12, sre then operated only when they are not loaded. Thus while one of the drive lines tran~mit~ the torque~ it i5 possibl2 to operate thP clutches and brake6 for the next desired gesr 6hift in the ~econd dri~e line, which i~ unlos~ea. There is thu~ more time for any required synchroniEatio~ and o~erloading of such a unit is preventedO ~he requirement for matching the load tran~mission from one gear ratio to another gear ratio in the most dif~erent travelli~g state~ by means of the gear unit control system i~ thus limited to the two cLutches A and B,capable oif actuation under load,thu~
leading tn con~iderable ~impli~ication~ If the two clutches A and B are for example disposed adjacent to each ~ther at the input shaf~ this leads to further sdvantages ~or their operability and al~o for the con~rol ~ystem in relstio~ to any req~ired synchroni~ation.
In Figure 1~ planetary gesr ~ets nre ~isposed between the output shaft 2 and the clutche~ A, ~ on the input ~haft 1 i the following ~equence~
~ single planetary gear 6et I compri~ing an outer central gear~wheel 13 and the a~50ciated brake I, a planet gear carrier 12 connectcd to the output shaft 21 and an inner central gear wheel 11 having a connection to the clutch A,capable of actuation under loadg by way of an inner shaft 3~ and being also connected by way of this fhaft to a clutch C.
~3~
~ two_~tage stepped planetary gear ~et II compri~ing intermediate wheels 23 in the fir~t wheel trai~ IIa9 Dnd outer central gear wheel6 24, ~5 with ~ssoclsted brakeæ G, and comprising a planet gear carrier 22 b~ich i& connected both to the planet gear carrier 12 of the fir6t 6 ngle planetary ~ear set 1 and also to the clutch E~ ~nd further compri~ing an inner c~ntral gear wheel Z1 ln the fir&t gear wheel tr~in IIa which is connected both to the clutch C on the iDner ~h~ft 3 ~nd to the clutch D.
A single planetary gear set III with a fixed connection by way o the inner central gear ~heel 31 to the CaSing 4, srd 8 connection between the outer cent~al gear wheel ~3 and the clutch B
capable of actuation Inder load. The planet gear carrier 32 is connected to the already-mentioned.clutche5 E and ~ and D~
~ gear unit arranged as shown in Figure 1 and having the re~pective engaged clutche6 and brakes 26 sho~n in Figure 2 repre~ents ~ particularly sati~factory ~olutio~, because six forward and one ~everse gear position~ can be attsined by mean~
of only two &ingle planetary gear ~et~ I, III and one two-~tage ~tepped planetary gear &et II with intermediate gear wheel~, plu~ three respective clutche~ C9 D, E and bra~e~ G, ~
the high~6t gear position being a direct-coupled gear~ snd 3 Yery high ~tep-down r~tio being possible in the fi~t snd rever~e gesr po~ition~O It is further advantageou& that the ~in~le planetary gear &et III in the vicinity of the i~put ~h~ft doe~ not have to be &hiftedO
_7 Fro~ the input ~haft ~nward~g the planetar~ change_6peed gear unit of Figure 3 con~ist~ of a 6ingle planetary gearset I
which is driven by the clutch Bl capable of actuation under load, way of the planet gear carrier 1~19 the planet gear c~rrier also being connccted to a clutch Cl~ The i.nner central gear wheel 111 is connected to a brake Gl, and the outer central ~ear wheel 131 compri~es a connection to an inner hollow 6haft 503~ on which the clutches Dl and ~ are dispo~edO The radially inner shaft 300 coming from the clutch ~ is likewi6e cornected to the clutch El~ and al~o carries the clutch Flo Th~ three-stage stepped planetsr~ gear 6e-t IV between the output shaft 200 and the first single planetary gear ~et also ha~
ir~termediate gear wheel~ 44 in the first ge~r wheel train 4a, and the two onter gear wheel trains IVa and IVc have outer central gear wheels 45~ 46 with associated brake~ ~ and Il.
~he planet gear carrier 43 is connected to the output shaft 200, an~ thiR latter is al60 co~nected to a clutch ~1- The inner central gear wheel of the first gear wheel train IV~ is connected to the clutch Cl, and the inner central gear wheel ~2 of the ~iddle gear wheel tra~n IVb ha~ D COnDe~tion to the clutch Dl~ .
Starting from the iDpUt shaft 9 the planetary change-~peed gear unit of Figure 5 con~i~t6 of ~ three-stage 6tepped planetary gear ~et ~ and a two-~tage stepped planetar~ gear ~et VI with a ro~mon planet gear carri.er 53/63, which i~ connected by way of the clutch D2 to the output Lhaft 2010 The three-6tage ~tepped planetary gear set al.~o ha5 a connection by way of the outer central ~ear ~heel 54 in the fir6t gear wheel trai~
V~ to an in~er 6h~ft 301~ which i6 al~o oDnnected to the clutch A~
cap~ble o~ actuation under load and the clutch C2. The clutch C~
is Dt the aa~e time ~lso di6posed on the OlltpUt ~haft 201q The inner central ge~r wheel6 517 5~ of the middle gear wheel train Vb and ol the fuxther geDr wheel train 5c ha~e ~
respective connection b~ way of the inner 6haft~ 601 and 701 to the clutche~ G2 a~ E2- The ~n~er cen-tral gear wheels of the two-stage planeta~y gear set 61 and 62 ~re also connected to the brake6 I2 and ~2 by way of the inner shaft~ 801 and 901~ The DUter central ~ear wheel 64 of the first gear wheel train VIa is co~nected to the clutch B2capable of actuation under load 9 a~ the outer central gear wheel 65 of the ~econd gear wheel train VIb is connected to the br~ke ~2.
~ igure 7 differ~ from Figure 5 only in that the toothing 69 of the ~ear wheel tr~in VIlb ~f the tw0-6ta~e 6tepped planetary gear 6et is widened, 50 that intermedi~te gear whe~l6 67 with a central gear wheel ~8 and a brake M2 can also be di~p~sed i~ additisn to the outer central gear wheel 65 with the brake ~2~
Starting from the input ~haft, the planetary change-6peed gear unit of ~igure 9 con6i6t6 o~ two 6inele planetary gear ~et~ I3 srd II3, and one tw0~6tage 6tepped plsnetary gear ~et II ~ with inter~ediate gear wheels 33 in the first 6ear wheel train III3s. The inner centrsl gear ~heel 11 of the fir6t ~ingle planetary gear set I3 ha6 a connection to the hr3ke G
3 ~
and the outer central gear wheel 13 i~ connected to the inr,~r aha~t 304, whic~ at the ~a~e time i6 connected to the clutch A~
capable v~ actuation under load, and the clutch C40...A Eurther drive.is poss-ible by w2y of the clutch B~ capable o~ actuation under load~tv the planet carrier 12, which is also cohnected to the outer cent~l gear wheel 23 of the ~econd single planetary gear ~et II3, The inner central gear wheel of the ~econd singl.e planetary gear ~et has a connection to the brake ~9 and the carrier 22 i~
connected by way of the clutch D4 to the planet gear carrier of the two-stage 6tepped planetary gear ~et III3~ which comprises intermediate gear wheel6 33 i~ the first gear wheel train III~a. In addition9 the planet gear carrier 22 of the second single planetary gear cet XI3 i6 connected by w~y of the clutch E4 to the inner 6haft 3057 ~hic~ also ha~ ~ connection to the i~ner central gear wheel 31 vf the fir~t gear wheel trai~
o~ the *wo-6tage ~tepped plsnetary gear ~et. Th~ in~er ~haft 305 al~D carrie~ the clutch ~4~ which is like~i~e di~po~ed at the output ~haft 203. The planet gear carrier 3Z ol the two ~tage 6tepped planetary gear ~et III~ also ha~ a connection to the outp~t shaft 203. Thi~ stepped planetary Kear ~et alsD
compri~es two ~uter central gear wheel~ 349 35 with a~sociated bra~e~ 4 nd ~44 Starting frDm the ~utput shaft 2049 the pl~netary change-~peed gea~ ~nit of Figure 11 co~pri~e~ tw~ planetary gcar sets I4 and IIl~ with intermediate gear wheel6 13 and 237 and a ~tepped planetary gear ~et III4 co~pri~in~ tWD gear wheel trai~6, the lnner central gear wheel Df the secDnd gear wheel train lIIl~b being connected to the brake G5 and th~ outer central gear wheel ~1~33~
33 of the first gear wheel train III4a being connected to the brake H5~ The planet gear carr;er 32 of the stepped planetsry gear set III4 i9 ronnected to the clutch B5, capable of actuation under load, and the outer central gear wheel 34 i3 connected to the inner ceDtral gear wheel of the second planetary gear set 2] and to the.clutch C5. The clutch C5 is also connected by way of the inner shaft 306 ~o the clutch A5 capable of actuation under load, and t~ the clutches D5 and E$, the clutch E5 being connected to the output shaft 204 9 which is also connected to the outer central gear wheel 14 of the first planetary gear set. The clutch D5 is also connected to the inner central gear wheel 11 of the first planetary gear set I4 and to the outer central gear wheel 24 of the second planetary gear set II4 and to the clutch F5, wXich can also provide a connection to the planet gear carrier 22. The planet gear carrier 22 also carries a brake I5, and the planet gear carrier 12 of the first planetary gear set I4 is connected to a brake K5.
The representations of Figures 29 4 3 6~ 8, ~0 and 12 generally require no further description, because they make it clear which of tbe clutches A and B capable of actuation under load are engaged in ~he respecti~e gear positions, and also which clutches C to F
are engaged. It is also apparent which preparatory shiftîng operations have to be carried out in the respective unloaded driYe line for shifting into high and reverse speeds. It ;s also apparent that in the forward gear positions the clutches A and B capable of actuation under load are engaged alternately, and in addition the gear ~a~
ratio~ i~ all gear positions can be ~een from the figuresO
Particul~rly Eatisfacto~y embDdiment~ are attained b~
Fi~ure6 5 and 7 i~ co~nection with the respecti~e high 6peed gea.r positions - gear 6 ~f Figure 6 and gear 7 of Figure 8 Although in both embodi~ents the torque i~ tran~mitted from the inpu~
shaft 101, by way o~ the two clutches B2 capable of act~ation under load and the hollow shaft 600, to the outer central gear wheel 64 in the fir~t gear wheel train ~I~ of the tw0-6tage ~tepped planetary gear ~et VI~ the output is not taken from the planet gear carrier as in the ~ormal manner1 but from the outer central ~ear wheel 54 in the fir~t ge~r wheel train ~f the three_stage planet~ry gear set Vq and from there by way of the radislly inward lying inner shaft 301 or 302~ which are also connected to the clutch A2, c2pable of actuation under-load, to ~he output shaft ~0l or 292.
The two-~tage ~tepped plsnetary gear ~et i~ then ,held by a brake 52 by way of the ~r~ner central gear wheel 61 of the fir~t gear wheel train VIa 9 wherea~ the three-stage ~tepped planetDry gear set Y i6 held by the brake G2 by way of the inner central gear wheel 51 of the middle g ar wheel trsin ~o .
~ hi~ gear ~peed is also atta-ned without any additional con~tructional c06t, because the neces6ary clutcnes etc, are already required for attaining the other gear ~p~eds.
The irvention i~ not l~mitea to the illu~trated change-~peed ~23~
gear un;ts9 but it i~ also for exc~mple possible to additionally fit these gear units with a torque converter, or again the clutches A, B capable ~f actuati~n under load can be disposed separated at various positions in the gear unit.
Claims (9)
1. A planetary change-speed gear unit adapted to shift under load and more particulary for motor vehicles, having more than two forward speeds, having a plurality of coupled planetary gear assemblies, with clutches and clutch brakes, and with two clutches (A,B) adapted to shift under load, arranged in parallel with the input shaft and connected drivably therewith, characterized in that the clutches (A-A5,B-B5), adapted to shift under load, are actuated alternately, at least in the forward speeds, and connect the input-shaft (1,100 - 104) to the output-shaft (2,200-204) through two separate power paths, whereby the gear-elements for the operation may be used repeatedly for the individual speeds, their connection to and disconnection from the respective power-paths being effected by shift elements resulting in improved quality of shifting (C,D,E,F,G,H,J,K,L).
2. A planetary change-speed gear unit, adapted to shift under load, according to claim 1, characterized in that two single planetary gear assemblies (sun-wheel, ring-gear, planetary-gear carrier) (I,II), and a two-stage stepped set of planetary gears (II), with two ring-gears (24,25), in the one gear train (IIa) of which are located a sun-wheel and intermediate gears, three clutches (C,D,E) not adapted to shift under load, and clutch brakes (G,H) for changing the forward and reverse speeds, are arranged with the following connections:
a) the clutch (A), adapted to shift under load, connects the input shaft (1) to an inner shaft (3) carrying the sun-wheel (11) and planetary gear set (I);
b) the clutch (B), adapted to shift under load, connects the input shaft (1) to the ring gear (33) of the planetary gear set (III), the sun-wheel (31) of which is secured to the housing;
c) the clutch (E) connects the planetary gear carrier (32) of the planetary gear set (III) to the planetary gear carrier (22) of the stepped set of planetary gears (II) which is connected to the planetary gear carrier (12) of the planetary gear set (I) and to the output shaft (2);
d) the clutch (D) connects the planetary gear carrier (32) to the sun-wheel (21) of the stepped set of planetary gears (II);
e) the clutch (C) connects the inner shaft (3) to the sun-wheel (21);
f) the clutch brakes (G,H,J) are associated with the ring gears (24,25) of the stepped set of planetary gears (II) and to the ring gear (13) of the planetary gear set (I) (Fig.1).
a) the clutch (A), adapted to shift under load, connects the input shaft (1) to an inner shaft (3) carrying the sun-wheel (11) and planetary gear set (I);
b) the clutch (B), adapted to shift under load, connects the input shaft (1) to the ring gear (33) of the planetary gear set (III), the sun-wheel (31) of which is secured to the housing;
c) the clutch (E) connects the planetary gear carrier (32) of the planetary gear set (III) to the planetary gear carrier (22) of the stepped set of planetary gears (II) which is connected to the planetary gear carrier (12) of the planetary gear set (I) and to the output shaft (2);
d) the clutch (D) connects the planetary gear carrier (32) to the sun-wheel (21) of the stepped set of planetary gears (II);
e) the clutch (C) connects the inner shaft (3) to the sun-wheel (21);
f) the clutch brakes (G,H,J) are associated with the ring gears (24,25) of the stepped set of planetary gears (II) and to the ring gear (13) of the planetary gear set (I) (Fig.1).
3. A planetary change-speed gear unit according to claim 1, characterized in that a single set of planetary gears (sun-wheel, ring-gear, planet-wheel, planetary gear carrier) (I1) and a three stage stepped set of planetary gears (IV) with two ring gears (45,46) in a first gear train (IVa) and a third gear train (IVc) and two sun-wheels (41,42) in the first gear train (IVa) and the second gear train (IVb), intermediate gears (44) being arranged in the first gear train, together with four clutches (C1,D1,E1,F1) not adapted to shift under load, and three clutch brakes (G1,H1,J1) for changing the forward and reverse speeds, are arranged with the following connections:
a) the clutch (A1), adapted to shift under load, connects the input shaft (100) to an inner shaft (300);
b) the clutch (B1), adapted to shift under load, connects the input shaft (100) to a first hollow shaft (600) carrying the carrier of planetary gear set (I1);
c) the clutch (C1) connects the carrier (121) of planetary gear set (I1) to the sun-wheel (41) of the first gear train (IVa) of the stepped set of planetary gears (IV);
d) the clutch (D1), through a second hollow shaft (500), connects the ring gear (131) of the planetary gear set (I1) to the sun-wheel (42) of the second gear train (IVb) of the stepped set of planetary gears (IV);
e) the clutch (E1) connects the inner shaft (300) to the second hollow shaft (500);
f) the clutch (F1) connects the inner shaft (300) to the carrier (43) of the stepped set of planetary gears (IV) and to the output shaft (200);
g) the clutch brake (G1) is associated with the sun-wheel (111) of the planetary gear set (I1), while the clutch brakes (H1,J1) are associated with the ring gears (45,46) of the stepped set of planetary gears (IV) (Fig.3).
a) the clutch (A1), adapted to shift under load, connects the input shaft (100) to an inner shaft (300);
b) the clutch (B1), adapted to shift under load, connects the input shaft (100) to a first hollow shaft (600) carrying the carrier of planetary gear set (I1);
c) the clutch (C1) connects the carrier (121) of planetary gear set (I1) to the sun-wheel (41) of the first gear train (IVa) of the stepped set of planetary gears (IV);
d) the clutch (D1), through a second hollow shaft (500), connects the ring gear (131) of the planetary gear set (I1) to the sun-wheel (42) of the second gear train (IVb) of the stepped set of planetary gears (IV);
e) the clutch (E1) connects the inner shaft (300) to the second hollow shaft (500);
f) the clutch (F1) connects the inner shaft (300) to the carrier (43) of the stepped set of planetary gears (IV) and to the output shaft (200);
g) the clutch brake (G1) is associated with the sun-wheel (111) of the planetary gear set (I1), while the clutch brakes (H1,J1) are associated with the ring gears (45,46) of the stepped set of planetary gears (IV) (Fig.3).
4. A planetary change-speed gear unit, adapted to shift under load, according to claim 1, characterized in that a three stage (V) and a two stage (VI) stepped set of planetary gears, having a common planetary gear carrier (53,56), two clutches (C2,D2) not adapted to shift under load, and five clutch brakes (L2,K2,J2,H2,G2) for changing the forward and reverse speeds, are arranged with the following connections:
a) the clutch (A2), adapted to shift under load, connects the input shaft (101) to an inner shaft (301) carrying the ring gear (54) of the three stage stepped set of planetary gears (V);
b) the clutch (B2), adapted to shift under load, connects the input shaft (101) to a ring gear (64) in the first gear train (VIa) of the two stage stepped set of planetary gears (VI);
c) the clutch (C2) connects the inner shaft (301) to the output shaft (201);
d) the clutch (D2) connects the output shaft (201) to the common planetary gear carrier (53,63);
e) the clutch brake (L2) is associated with the second ring gear (65), while the clutch brakes (K2,J2) are associated with the sun-wheels (61,62) of the two stage stepped set of planetary gears (VI);
f) the clutch brakes (H2,G2) are associated with the two sun-wheels (51,52) of the second and third gear trains of the three stage stepped set of planetary gears (V) (Fig. 5).
a) the clutch (A2), adapted to shift under load, connects the input shaft (101) to an inner shaft (301) carrying the ring gear (54) of the three stage stepped set of planetary gears (V);
b) the clutch (B2), adapted to shift under load, connects the input shaft (101) to a ring gear (64) in the first gear train (VIa) of the two stage stepped set of planetary gears (VI);
c) the clutch (C2) connects the inner shaft (301) to the output shaft (201);
d) the clutch (D2) connects the output shaft (201) to the common planetary gear carrier (53,63);
e) the clutch brake (L2) is associated with the second ring gear (65), while the clutch brakes (K2,J2) are associated with the sun-wheels (61,62) of the two stage stepped set of planetary gears (VI);
f) the clutch brakes (H2,G2) are associated with the two sun-wheels (51,52) of the second and third gear trains of the three stage stepped set of planetary gears (V) (Fig. 5).
5. A planetary change-speed gear unit according to claim 1, characterized in that a three-stage (V) and a two stage (VI1) stepped set of planetary gears, with a common planetary gear carrier (53,66) having widened gears (69), and intermediate gears (67) meshing therewith, in the two stage stepped set of planetary gears (VI1), and with two clutches (C2,D2), not adapted to shift under load, and six clutch brakes (L2,M2,K2,J2,H2,G2) for changing the forward and reverse speeds, are arranged with the following connections:
a) the clutch (A2), adapted to shift under load, connects the input shaft (101) to an inner shaft (302) carrying the ring-gear (54) of the three stage stepped set of planetary gears (V);
b) the clutch (B2), adapted to shift under load, connects the input shaft (101) to a ring gear (64) in the first gear train of the two stage stepped set of planetary gears (VI1);
c) the clutch (C2) connects the inner shaft (302) to the driven shaft (202);
d) the clutch (D2) connects the output shaft (2.02) to the common planetary gear carrier (53,56);
e) the clutch brake (L2) is associated with the second ring gear (65) and the clutch brake (M2) is associated with the third ring gear (38), meshing with the intermediate gear (67), of the stepped set of planetary gears (VI1);
f) the clutch brakes (K2,J2) are associated with the sun-wheels (61,62) of the two stage stepped set of planetary gears (VI1);
g) the clutch brakes (H2,G2) are associated with the sun-wheels (51,52) of the second and third of the three stage stepped set of planetary gears (Fig.7).
a) the clutch (A2), adapted to shift under load, connects the input shaft (101) to an inner shaft (302) carrying the ring-gear (54) of the three stage stepped set of planetary gears (V);
b) the clutch (B2), adapted to shift under load, connects the input shaft (101) to a ring gear (64) in the first gear train of the two stage stepped set of planetary gears (VI1);
c) the clutch (C2) connects the inner shaft (302) to the driven shaft (202);
d) the clutch (D2) connects the output shaft (2.02) to the common planetary gear carrier (53,56);
e) the clutch brake (L2) is associated with the second ring gear (65) and the clutch brake (M2) is associated with the third ring gear (38), meshing with the intermediate gear (67), of the stepped set of planetary gears (VI1);
f) the clutch brakes (K2,J2) are associated with the sun-wheels (61,62) of the two stage stepped set of planetary gears (VI1);
g) the clutch brakes (H2,G2) are associated with the sun-wheels (51,52) of the second and third of the three stage stepped set of planetary gears (Fig.7).
6. A planetary change-speed gear unit, adapted to shift under load, according to claim 1, characterized in that two single planetary gear assemblies (sun-wheel, ring-gear, planetary gear) (I3,II3) and a two stage stepped set of planetary gears (III3) having two ring gears (34,35), in the first gear train (III3a) are located a sun-wheel (31) and intermediate gears (33), together with four clutches (C4,D4,E4,F4), not adapted to shift under load, and clutch brakes (G4,H4,J4,K4) for changing the forward and reverse speeds, are arranged with the following connections.
a) the clutch (A4), adapted to shift under load, connects the input shaft (103) to an inner shaft (304) carrying the ring gear (13) of planetary gear set (I3);
b) the clutch (B4), adapted to shift under load, connects the input shaft (103) to the planetary gear carrier (12) of the first planetary gear set (I3) which is connected to the ring gear (23) of the second planetary gear set (II3);
c) the clutch (C4) connects the inner shaft (304) to a further inner shaft (305) carrying the sun-wheel (31) of the stepped set of planetary gears (III3);
d) the clutch (D4) connects the planetary gear carrier (22) of the second planetary gear set (II3) to the planetary gear carrier (32) of the stepped set of planetary gears (III3) which is secured to the output shaft (203);
e) the clutch (E4) connects the planetary gear carrier (22) of the second planetary gear set (II3) to the further inner shaft (305);
f) the clutch (F4) connects the further inner shaft (305) to the output shaft (203);
g) the clutch brakes (G4,H4) are associated with the sun-wheels(11,21) of the planetary gears sets (I3,II3), h) the clutch brakes (J4,K4) are associated with the ring gears (34,35) of the stepped set of planetary gears (III3) (Fig.9).
a) the clutch (A4), adapted to shift under load, connects the input shaft (103) to an inner shaft (304) carrying the ring gear (13) of planetary gear set (I3);
b) the clutch (B4), adapted to shift under load, connects the input shaft (103) to the planetary gear carrier (12) of the first planetary gear set (I3) which is connected to the ring gear (23) of the second planetary gear set (II3);
c) the clutch (C4) connects the inner shaft (304) to a further inner shaft (305) carrying the sun-wheel (31) of the stepped set of planetary gears (III3);
d) the clutch (D4) connects the planetary gear carrier (22) of the second planetary gear set (II3) to the planetary gear carrier (32) of the stepped set of planetary gears (III3) which is secured to the output shaft (203);
e) the clutch (E4) connects the planetary gear carrier (22) of the second planetary gear set (II3) to the further inner shaft (305);
f) the clutch (F4) connects the further inner shaft (305) to the output shaft (203);
g) the clutch brakes (G4,H4) are associated with the sun-wheels(11,21) of the planetary gears sets (I3,II3), h) the clutch brakes (J4,K4) are associated with the ring gears (34,35) of the stepped set of planetary gears (III3) (Fig.9).
7. A planetary change-speed gear unit, adapted to shift under load, according to claim 1, characterized in that two planetary gear sets (I4,II4), each comprising intermediate gears (13,23), and a two stage stepped set of planetary gears (III4), with two ring gears (33,34) and four clutches (C5,D5,E5,F5), not adapted to shift under load, and clutch brakes (G5,H5,L5,K5) for changing the forward and reverse speeds are arranged with the following connections:
a) the clutch (A5), adapted to shift under load, connects the input shaft (104) to an inner shaft (306);
b) the clutch (B5), adapted to shift under load, connects the input shaft (104) to the planetary gear carrier (32) of the stepped set of planetary gears (III4);
c) the clutch (C5) connects the inner shaft (306) to the sun-wheel (21) of the planetary gear set (II4) which is secured to the ring gear (34) of the second gear train (b) of the stepped set of planetary gears (III4);
d) the clutch (D5) connects the inner shaft (306) to the sun-wheel (11) of the planetary gear set (I4) which is connected to the ring gear (34) of the planetary gear set (II4);
e) the clutch (E5) connects the inner shaft (306) to the output shaft (204) which is secured to the ring gear (14) of the planetary gear set (I4);
f) the clutch (F5) connects the planetary gear carrier (22) and the ring gear (24) of the planetary gear set (II4);
g) the clutch brakes (G5,H5) are associated with the sun-wheel (31) of the stepped set of planetary gears (III4) and with the ring gear (33) of the first gear train (a) of this stepped set of planetary gears;
h) the clutch brakes (J5,K5) are associated with the planetary gear carriers (22,12) of the two planetary gear sets (II4,I4) (Fig.11).
a) the clutch (A5), adapted to shift under load, connects the input shaft (104) to an inner shaft (306);
b) the clutch (B5), adapted to shift under load, connects the input shaft (104) to the planetary gear carrier (32) of the stepped set of planetary gears (III4);
c) the clutch (C5) connects the inner shaft (306) to the sun-wheel (21) of the planetary gear set (II4) which is secured to the ring gear (34) of the second gear train (b) of the stepped set of planetary gears (III4);
d) the clutch (D5) connects the inner shaft (306) to the sun-wheel (11) of the planetary gear set (I4) which is connected to the ring gear (34) of the planetary gear set (II4);
e) the clutch (E5) connects the inner shaft (306) to the output shaft (204) which is secured to the ring gear (14) of the planetary gear set (I4);
f) the clutch (F5) connects the planetary gear carrier (22) and the ring gear (24) of the planetary gear set (II4);
g) the clutch brakes (G5,H5) are associated with the sun-wheel (31) of the stepped set of planetary gears (III4) and with the ring gear (33) of the first gear train (a) of this stepped set of planetary gears;
h) the clutch brakes (J5,K5) are associated with the planetary gear carriers (22,12) of the two planetary gear sets (II4,I4) (Fig.11).
8. A planetary change-speed gear unit, adapted to shift under load, according to claim 1, characterized in that the two clutches (A-A5, B-B5), adapted to shift under load, constitute a structural unit and are arranged side by side in the axial or radial direction.
9. A planetary change-speed gear unit, adapted to shift under load, according to claims 4 or 5, characterized in that, in order to obtain an overdrive, the input shaft (101) is connected, through the clutch (B2), adapted to shift under load, and the hollow shaft (600), to the ring gear (64) of the first gear train (VIa,VIla) of the two stage stepped set of planetary gears (VI,VI1), the sun wheel (61) and the sun-wheel (51) of the central gear train (Vb) of the three stage planetary gear set (V) being supported by the clutch brakes (J2,G2), and the ring gear (54) of the first gear train (Va) of the three stage planetary gear set (V), and the inner shaft (301,302) secured thereto, being connected to the output shaft (201,202) (Figs. 5 and 7).
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DEP3131138.5-12 | 1981-08-06 | ||
| DE19813131138 DE3131138C2 (en) | 1981-08-06 | 1981-08-06 | "Powershiftable planetary gear change" |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1193112A true CA1193112A (en) | 1985-09-10 |
Family
ID=6138723
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000408757A Expired CA1193112A (en) | 1981-08-06 | 1982-08-05 | Planetary change-speed gear unit shiftable under load |
Country Status (4)
| Country | Link |
|---|---|
| BR (1) | BR8204599A (en) |
| CA (1) | CA1193112A (en) |
| DE (1) | DE3131138C2 (en) |
| GB (1) | GB2103736B (en) |
Families Citing this family (33)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0621620B2 (en) * | 1987-07-28 | 1994-03-23 | 日産自動車株式会社 | Gearbox of automatic transmission |
| DE3818710C1 (en) * | 1988-06-01 | 1990-01-18 | Renk Ag, 8900 Augsburg, De | Gearbox for vehicles |
| DE3837778A1 (en) * | 1988-11-08 | 1990-05-10 | Kloeckner Humboldt Deutz Ag | MULTIPLE LOAD CIRCUIT FOR A VEHICLE TRANSMISSION |
| FR2656055B1 (en) * | 1989-12-18 | 1994-04-29 | Lepelletier Pierre | MULTI-SPEED AUTOMATIC TRANSMISSION FOR MOTOR VEHICLE. |
| US5011465A (en) * | 1990-04-20 | 1991-04-30 | Deere & Company | Wide speed-range multi-speed power shift transmission |
| DE4222911A1 (en) * | 1992-03-06 | 1993-09-09 | Renk Ag | Multi-gear gearbox with planetary gearing and switch coupling - has first and second separately operated switching brakes to block or release rotation of the first planetary support of first planetary gear. |
| JP3620092B2 (en) * | 1995-03-24 | 2005-02-16 | アイシン・エィ・ダブリュ株式会社 | Automatic transmission for vehicles |
| JP4096448B2 (en) * | 1998-06-05 | 2008-06-04 | アイシン・エィ・ダブリュ株式会社 | Automatic transmission |
| DE19949507B4 (en) * | 1999-10-14 | 2014-10-23 | Zf Friedrichshafen Ag | Multi-speed transmission |
| US6669596B1 (en) * | 2002-07-22 | 2003-12-30 | General Motors Corporation | Dual input clutch planetary transmission |
| US6764426B2 (en) * | 2002-11-25 | 2004-07-20 | General Motors Corporation | Multi-speed dual-clutch transmissions having three interconnecting members and four brakes |
| US6746363B1 (en) * | 2002-11-25 | 2004-06-08 | General Motors Corporation | Multi-speed dual-clutch planetary transmission mechanisms having a stationary gear member and one brake |
| US6811512B2 (en) * | 2002-11-25 | 2004-11-02 | General Motors Corporation | Multi-speed dual-clutch planetary transmission mechanisms having a stationary gear member and two brakes |
| US6743142B1 (en) * | 2002-11-25 | 2004-06-01 | General Motors Corporation | Multi-speed dual-clutch planetary transmission mechanisms having three interconnecting members |
| US6743143B1 (en) * | 2002-11-25 | 2004-06-01 | General Motors Corporation | Multi-speed dual-clutch planetary transmission mechanisms having four gear sets and a stationary member |
| US6716132B1 (en) * | 2002-11-25 | 2004-04-06 | General Motors Corporation | Family of multi-speed dual-clutch transmissions having four interconnected planetary gear sets |
| DE102004014082A1 (en) * | 2004-03-23 | 2005-10-20 | Zahnradfabrik Friedrichshafen | Planetary gear, in particular dual-clutch planetary gear |
| DE102004014081A1 (en) | 2004-03-23 | 2005-10-13 | Zf Friedrichshafen Ag | Planetary gear, in particular dual-clutch planetary gear |
| DE102004042007A1 (en) * | 2004-08-31 | 2006-03-02 | Daimlerchrysler Ag | Power split transmission for a hybrid vehicle |
| CN102562968B (en) * | 2012-02-20 | 2014-04-23 | 天津同步动力科技有限公司 | Automatic transmission driving device for unpowered interrupted gear-shifting and gear-shifting control method thereof |
| DE102013204172A1 (en) * | 2013-03-12 | 2014-09-18 | Zf Friedrichshafen Ag | vehicle transmissions |
| DE102013213590A1 (en) | 2013-07-11 | 2015-01-15 | Zf Friedrichshafen Ag | Double clutch |
| DE102013017326B4 (en) * | 2013-10-18 | 2019-12-19 | Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr | Double clutch transmission in planetary gear design |
| DE102015218583A1 (en) | 2015-09-28 | 2017-03-30 | Zf Friedrichshafen Ag | Transmission for a motor vehicle, and powertrain for a motor vehicle |
| DE102015218587A1 (en) | 2015-09-28 | 2017-03-30 | Zf Friedrichshafen Ag | Transmission for a motor vehicle, and powertrain for a motor vehicle |
| DE102015218572A1 (en) | 2015-09-28 | 2017-03-30 | Zf Friedrichshafen Ag | Transmission for a motor vehicle |
| DE102015218592A1 (en) | 2015-09-28 | 2017-03-30 | Zf Friedrichshafen Ag | Transmission for a motor vehicle, and powertrain for a motor vehicle |
| DE102015218590A1 (en) | 2015-09-28 | 2017-03-30 | Zf Friedrichshafen Ag | Transmission for a motor vehicle, and powertrain for a motor vehicle |
| EP3147539B1 (en) | 2015-09-28 | 2020-11-25 | ZF Friedrichshafen AG | Transmission for a motor vehicle |
| DE102015218591A1 (en) | 2015-09-28 | 2017-03-30 | Zf Friedrichshafen Ag | Transmission for a motor vehicle, and powertrain for a motor vehicle |
| DE102016221122A1 (en) * | 2016-10-26 | 2018-04-26 | Zf Friedrichshafen Ag | Transmission for a motor vehicle |
| DE102016221115A1 (en) | 2016-10-26 | 2018-04-26 | Zf Friedrichshafen Ag | Transmission for a motor vehicle |
| DE102017125068A1 (en) * | 2017-10-26 | 2019-05-02 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Double clutch |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE875924C (en) * | 1940-10-20 | 1953-05-07 | Daimler Benz Ag | Epicyclic gears, in particular countershafts for multi-stage epicyclic gears for all-terrain vehicles |
| DE883691C (en) * | 1942-10-07 | 1953-07-20 | Elizabeth Jammes | Change gear |
| US2651950A (en) * | 1949-10-24 | 1953-09-15 | Pacifie Car And Foundry Compan | Fourteen-speed planetary transmission |
| DE2447581C3 (en) * | 1974-10-05 | 1978-08-03 | Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen | Planetary gear change gears, in particular for motor vehicles |
-
1981
- 1981-08-06 DE DE19813131138 patent/DE3131138C2/en not_active Expired
-
1982
- 1982-08-05 CA CA000408757A patent/CA1193112A/en not_active Expired
- 1982-08-05 BR BR8204599A patent/BR8204599A/en unknown
- 1982-08-06 GB GB08222753A patent/GB2103736B/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| GB2103736B (en) | 1985-02-20 |
| GB2103736A (en) | 1983-02-23 |
| BR8204599A (en) | 1983-07-26 |
| DE3131138C2 (en) | 1983-06-01 |
| DE3131138A1 (en) | 1983-02-24 |
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| Date | Code | Title | Description |
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| MKEX | Expiry |