CN109442010B - Nine-speed automobile transmission - Google Patents
Nine-speed automobile transmission Download PDFInfo
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- CN109442010B CN109442010B CN201811503273.2A CN201811503273A CN109442010B CN 109442010 B CN109442010 B CN 109442010B CN 201811503273 A CN201811503273 A CN 201811503273A CN 109442010 B CN109442010 B CN 109442010B
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- clutch
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- 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
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- 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
- F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds
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- 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
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
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- 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
- F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four sets of orbital gears
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- 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
- F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
Abstract
The invention discloses a nine-speed automobile transmission, belonging to the technical field of automatic transmissions; the problems that the prior automatic transmission has more components and a complex structure, and is particularly difficult to provide a slightly gradual and well-graded transmission ratio series and a large transmission ratio range are solved; comprising four planetary wheel sets arranged one behind the other along a main rotation axis; nine rotatable shafts; two brakes and four clutches, for a total of six shift switching elements that allow selective actuation to establish nine forward gears and one reverse gear between the transmission input shaft and the output shaft; the input shaft is detachably connected to a sixth shaft connected to the fourth carrier via a first clutch and to a ninth shaft connected to the first sun gear via a second clutch, the ninth shaft is detachably connected to a seventh shaft connected to the second sun gear and the third sun gear, and the output shaft is connected to the fourth ring gear.
Description
Technical Field
The invention belongs to the technical field of automatic transmissions, and relates to an automatic transmission unit, in particular to a power transmission system for a motor vehicle, and specifically relates to a nine-speed automobile transmission.
Background
The powertrain of a motor vehicle comprises an engine, a nine-speed automotive transmission, and a differential or final drive. Nine-speed automotive transmissions increase the overall operating range of the vehicle by allowing the engine to be operated multiple times within its torque range. The number of forward speed ratios (forward gears) available in the transmission determines the number of times the engine torque range is repeated. A smaller number of forward gears will limit the overall speed range of the vehicle and therefore require a relatively larger engine to produce a wider speed and torque range.
Four-speed automatic transmissions, particularly planetary-gear-structured automatic transmissions, which improve the operability and fuel economy of vehicles, have been increasingly popular in our country today. An increase in the number of forward speed ratios will decrease the step size between ratios and thus improve the shift quality of the transmission by making ratio interchanges substantially imperceptible to the operator under normal vehicle acceleration. Six-, seven-, eight-, and nine-speed automatic transmissions offer significant advantages over four-and five-speed automatic transmissions in terms of vehicle acceleration and improved fuel economy, but are limited in their popularity due to their large size, complexity, and cost.
Automatic transmissions for vehicles of the automatic shiftable planetary design have been described in the prior art several times and are still being developed and improved. For example, DE102009047275, DE102016001560, DE102010052002, and jp2017067214, both from the company jenklin, germany, disclose planetary-gear multi-stage automatic transmissions having four planetary gear sets and six shift control elements.
Disclosure of Invention
The invention aims to solve the technical problem that the prior automatic transmission has more components and a complex structure, and particularly the problems of difficulty in providing slightly gradual and well-graded transmission ratio series and large transmission ratio range are solved, and a nine-speed automobile transmission is provided.
In order to solve the technical problems, the invention is realized by adopting the following technical scheme, which is described in the following with reference to the attached drawings:
the invention relates to an automatic transmission unit, in particular a motor vehicle automatic transmission unit, comprising: four planetary gear sets, namely a first planetary gear set, a second planetary gear set, a third planetary gear set and a fourth planetary gear set, which are arranged in tandem along the main rotating shaft;
six shift switching elements that allow selective engagement to achieve nine forward gears and one reverse gear;
the input shaft is connected with a common outer friction plate bracket of the two clutches in a non-relative-rotation manner, and then is respectively connected with the fourth planet carrier and the first sun gear through the two clutches;
and a power take-off shaft connected to the fourth ring gear in a rotationally fixed manner. This makes it possible to provide an automatic transmission unit having a large number of gears, good classification, a sufficient transmission range, and a compact structure.
By "non-rotatably connected" it is understood that the two members are connected by means of splines or rigid etc. such that the two members rotate with equal angular velocity.
A "clutch" is to be understood in particular to mean a unit which is provided for selectively rotationally fixedly connecting or disconnecting two rotationally arranged clutch elements. In particular, a "brake" is to be understood to mean a unit which is provided for selectively rotationally fixedly connecting or disconnecting a rotatable brake element to or from a stationary unit, in particular a transmission housing.
In this context, the expression "first, second, third and fourth planetary gear set transmissions arranged one behind the other along the main rotational axis" is to be understood in particular to mean an arrangement of four planetary gear sets, which are arranged in this arrangement along the main rotational axis, wherein the first planetary gear set transmission is advantageously oriented toward the input shaft side and the fourth planetary gear set transmission is advantageously oriented toward the output shaft side. For the sake of simplicity, the terms "first to fourth sun gear", "first to fourth carrier", "first to fourth ring gear" are to be understood as meaning the sun gear or the carrier or the ring gear assigned to the first to fourth planetary gear sets, respectively, i.e. for example the first carrier is understood as meaning the carrier of the first planetary gear set transmission.
A nine-speed automotive transmission includes four planetary gear sets, nine rotatable shafts and six shift switching elements disposed within a housing G;
the four planetary gear sets are respectively a first planetary gear set P1, a second planetary gear set P2, a third planetary gear set P3 and a fourth planetary gear set P4;
the four planetary gear sets are arranged in the order of the first planetary gear set Pl, the second planetary gear set P2, the third planetary gear set P3, the fourth planetary gear set P4, viewed in the axial direction;
the first group of planet wheels Pl comprises a first sun wheel P11, a first planet carrier P12 and a first ring gear P13; the first planet carrier P12 guides the first planet wheels P14 on a circumferential track, the first planet wheels P14 being able to rotate circumferentially on the first planet carrier P12; the first planet gears P14 mesh with the first sun gear P11 and with the first ring gear P13;
the second planetary gear set P2 comprises a second sun gear P21, a second planet carrier P22 and a second ring gear P23; the second planet wheel carrier P22 guides the second planet wheels P24 on a circumferential orbit, and the second planet wheels P24 can rotate circumferentially on the second planet wheel carrier P22; the second planet gears P24 mesh with the second sun gear P21 and with the second ring gear P23;
the third planetary gear set P3 includes a third sun gear P31, a third carrier P32, and a third ring gear P33; the third planet carrier P32 guides the third planet P34 on a circumferential track, the third planet P34 being able to rotate circumferentially on the third planet carrier P32; the third planet gears P34 mesh with the third sun gear P31 and with the third ring gear P33;
the fourth planetary gear set P4 includes a fourth sun gear P41, a fourth carrier P42 and a fourth ring gear P43; the fourth planetary wheel carrier P42 guides the fourth planetary wheel P44 on a circumferential track, the fourth planetary wheel P44 being able to rotate circumferentially on the fourth planetary wheel carrier P42; the fourth planet gear P44 meshes with the fourth sun gear P41 and with the fourth ring gear P43.
The nine rotatable shafts are an input shaft 1, an output shaft 2, a third shaft 3, a fourth shaft 4, a fifth shaft 5, a sixth shaft 6, a seventh shaft 7, an eighth shaft 8 and a ninth shaft 9 respectively;
the output shaft 2 is connected in a rotationally fixed manner to the fourth ring gear P43;
the third shaft 3 is connected with the second planet carrier P22 and the third ring gear P33 in a non-rotatable manner;
the fourth shaft 4 is connected with the first gear ring P13 in a non-rotatable manner;
the fifth shaft 5 is connected with the third planet carrier P32 and the fourth sun gear P41 in a non-rotatable manner;
the sixth shaft 6 is connected to the fourth planet carrier P42 in a rotationally fixed manner;
the seventh shaft 7 is connected to the second sun gear P21 and the third sun gear P31 so as not to be rotatable relative thereto;
the eighth shaft 8 is connected with the first planet carrier P12 and the second ring gear P23 in a non-rotatable manner;
the ninth shaft 9 is connected to the first sun gear P11 in a rotationally fixed manner.
The six gear-shifting switching elements comprise two brakes and four clutches, wherein the two brakes are respectively a first brake B1 and a second brake B2, and the four clutches are respectively a first clutch C1, a second clutch C2, a third clutch C3 and a fourth clutch C4;
the selective engagement of the six shift switching elements results in different gear ratios between the input shaft 1 and the output shaft 2, so that nine forward gears and one reverse gear can be achieved;
the first brake B1 is a torque transmitting device operable to selectively connect the third shaft 3 with the housing G;
the second brake B2 is a torque transmitting device operable to selectively connect said fourth shaft 4 with the housing G;
the first clutch C1 is a torque transmitting device operable to selectively connect the input shaft 1 with the sixth shaft 6;
the second clutch C2 is a torque transmitting device operable to selectively connect the input shaft 1 with the ninth shaft 9;
the third clutch C3 is a torque transmitting device operable to selectively connect said third shaft 3 with the sixth shaft 6;
the fourth clutch C4 is a torque transmitting device operable to selectively connect the seventh shaft 7 with the ninth shaft 9.
The first brake B1 comprises a first brake a component B11, and the second brake B2 comprises a second brake a component B21;
the first clutch C1 includes a first clutch-a element C11 and a first clutch-b element C12, the second clutch C2 includes a second clutch-a element C21 and a second clutch-b element C22, the third clutch C3 includes a third clutch-a element C31 and a third clutch-b element C32, and the fourth clutch C4 includes a fourth clutch-a element C41 and a fourth clutch-b element C42.
A first brake B1 is provided for connecting the first brake a, element B11, which is connected in a rotationally fixed manner to the third shaft 3, to the housing G when actuated; when the second brake B2 is operated, the second brake a, element B21 which is connected with the fourth shaft 4 in a non-rotatable way, and a shell G are connected;
when the first clutch C1 is operated, the first clutch a element C11 connected to the sixth shaft 6 in a non-rotatable manner and the first clutch b element C12 connected to the input shaft 1 in a non-rotatable manner are connected; when the second clutch C2 is actuated, the second clutch a element C21 connected to the ninth shaft 9 in a non-rotatable manner and the second clutch b element C22 connected to the input shaft 1 in a non-rotatable manner are connected; when the third clutch C3 is actuated, the third clutch a element C31 which is connected to the third shaft 3 in a relatively non-rotatable manner and the third clutch b element C32 which is connected to the sixth shaft 6 in a relatively non-rotatable manner are connected; when the fourth clutch C4 is actuated, the fourth clutch a element C41 connected to the seventh shaft 7 in a non-rotatable manner and the fourth clutch b element C42 connected to the ninth shaft 9 in a non-rotatable manner are connected.
In the solution, the input shaft 1 is connected in a rotationally fixed manner to the first clutch b-element C12 and the second clutch b-element C22.
In the technical scheme, a first forward gear is obtained by closing a first brake B1, a second brake B2, a second clutch C2 and a third clutch C3, a second forward gear is obtained by closing the second brake B2, the second clutch C2, the third clutch C3 and a fourth clutch C4, a third forward gear is obtained by closing the second brake B2, the first clutch C1, the second clutch C2 and the third clutch C3, a fourth forward gear is obtained by closing the second brake B2, the first clutch C1, the third clutch C3 and the fourth clutch C4, a fifth forward gear is obtained by closing the first clutch C1, the second clutch C2, the third clutch C3 and the fourth clutch C4, a sixth forward gear is obtained by closing the second brake B2, the first clutch C1, the second clutch C2, and the fourth clutch C4, a seventh forward gear is obtained by closing the first brake B1, the first clutch C1, the second clutch C2, and the fourth clutch C4, an eighth forward gear is obtained by closing the first brake B1, the second brake B2, the first clutch C1, and the fourth clutch C4, a ninth forward gear is obtained by closing the first brake B1, the second brake B2, the first clutch C1, and the second clutch C2, and a reverse gear is obtained by closing the first brake B1, the second clutch C2, the third clutch C3, and the fourth clutch C4.
In the solution, the first planetary gear set Pl, the second planetary gear set P2, the third planetary gear set P3 and the fourth planetary gear set P4 are configured as minus planetary gear sets.
In the technical scheme, the first clutch C1 and the second clutch C2 are provided as plate type gear shifting switching elements with a common outer friction plate support;
the first brake (B1), the second brake (B2), the first clutch (C1), the second clutch (C2), the third clutch (C3) and the fourth clutch (C4) are designed as shift elements which can be shifted as required, in particular as electromechanical and/or electrohydraulic shift elements.
Compared with the prior art, the invention has the beneficial effects that:
the invention can provide nine forward gears and one reverse gear, has the advantages of more gears, good grading, large transmission ratio range, compact structure, high transmission efficiency and small load of each element, and simultaneously reduces the number of components so as to minimize the weight and the production cost.
Drawings
The invention is further described below with reference to the accompanying drawings:
FIG. 1 is a schematic illustration of an automatic transmission unit according to one embodiment of the present invention;
in the figure:
g shell;
1. an input shaft;
2. an output shaft;
3. a third axis;
4. a fourth axis;
5. a fifth shaft;
6. a sixth axis;
7. a seventh axis;
8. an eighth axis;
9. a ninth axis;
b1 A first brake;
b2 A second brake;
c1 A first clutch;
c2 A second clutch;
c3 A third clutch;
c4 A fourth clutch;
p1 a first planetary gear set;
p2 a second planetary gear set;
p3 a third planetary gear set;
p4 a fourth planetary gear set;
a P11 first sun gear;
p12 a first carrier;
a P13 first ring gear;
p14 a first planet;
a P21 second sun gear;
p22 second planet carrier;
p23 second ring gear;
p24 second planet;
a P31 third sun gear;
p32 third carrier;
p33 third ring gear;
p34 third planet;
a P41 fourth sun gear;
p42 fourth planet carrier;
p43 fourth ring gear;
p44 fourth star wheel;
b11 A first brake a element;
b21 A second brake a element;
c11 A first clutch a element;
c12 A first clutch b element;
c21 A second clutch a element;
c22 A second clutch b element;
c31 A third clutch a element;
c32 A third clutch b element;
c41 A fourth clutch a element;
c42 A fourth clutch b element;
Detailed Description
The invention is described in detail below with reference to the attached drawing figures:
fig. 1 shows an exemplary embodiment of an automatic transmission unit, which is designed as an automatic transmission unit for a motor vehicle. The automatic transmission unit has four planetary gear sets Pl, P2, P3, P4. The first, second, third and fourth planetary gear sets Pl, P2, P3, P4 are arranged one behind the other along the main axis of rotation. All planetary gear sets Pl, P2, P3, P4 of the automatic transmission unit have a negative ratio planetary gear set. The transmission unit has six shift switching elements B1, B2, C1, C2, C3, C4. The shift elements are provided for shifting exactly nine forward automatic transmission gears V1, V2, V3, V4, V5, V6, V7, V8, V9 and a reverse gear VR. However, the automatic transmission unit can also be operated with only eight forward transmission gears, for example by not shifting the first forward transmission gear V1 or the ninth forward transmission gear V9.
The automatic transmission unit is provided for connecting a drive machine, not shown in detail, of the motor vehicle to a drive wheel, not shown in detail, of the motor vehicle. The transmission ratio between the drive machine and the drive wheels can be adjusted by means of the transmission unit. The transmission unit can be connected to a hybrid drive module, by means of which the drive torque can be varied. Furthermore, a CVT can be realized by means of the hybrid drive module and the transmission unit, as a result of which a transmission unit can be realized whose transmission ratio can be steplessly adjusted at least in some regions.
The automatic transmission unit has an input shaft 1, which is provided for introducing a drive torque into the transmission unit. A module, not shown in detail, can be connected to the input shaft 1, which module is intended in particular to provide a starting function. The module connected upstream may be, for example, a torque converter or a wet start clutch. In principle, however, the module provided for starting can also be integrated in the transmission unit or started, for example, using one of the clutch units B1, B2, C1, C2, C3, C4.
In addition, the automatic transmission unit has a power take-off shaft 2 which is provided for drawing a drive torque out of the transmission unit. The power take-off shaft 2 is arranged for connection with the driving wheels of a motor vehicle. A module, not shown in detail, can be connected downstream of the drive output shaft 2, by means of which the torque drawn off from the automatic transmission unit can be distributed to the drive wheels, for example a planetary transmission provided to compensate for a rotational speed difference between the drive wheels, or an all-wheel drive unit which distributes the drive torque to two different input shafts. The power input shaft 1 and the power output shaft 2 can in principle be arranged arbitrarily relative to one another. In this case, it is particularly advantageous to arrange the two opposite sides of the automatic transmission unit coaxially, but it is also conceivable to arrange the two sides of the transmission unit on the same side.
The first planetary gear set P1 is disposed on the input side. The first planetary gear set Pl has a single-stage planetary gear set. The single planetary gear set includes a first sun gear P11, a first carrier P12, and a first ring gear P13. The planet wheel carrier P12 guides the planet wheels P14 on a circumferential orbit. The planet gears P14 mesh with the sun gear P11 and with the ring gear P13. The planet wheels P14 are rotatable circumferentially on the planet carrier P12. The characteristic coefficient (planetary gear set fixed gear ratio) K1= -2.64 of the first planetary gear set Pl.
The second planetary gear set P2 is arranged centrally on the input side. The second planetary gear set P2 has a single-stage planetary gear set. The single-stage planetary gear set includes a second sun gear P21, a second carrier P22, and a second ring gear P23. The planetary carrier P22 guides the planetary wheels P24 on a circumferential orbit. The planetary gears P24 mesh with the sun gear P21 and with the ring gear P23. The planet wheels P24 are rotatable circumferentially on the planet carrier P22. The characteristic coefficient (planetary set fixed gear ratio) K2= -2.64 of the second planetary gear set P2.
The third planetary gear set P3 is arranged centrally on the output side. The third planetary gear set P3 has a single-stage planetary gear set. The single planetary gear set includes a third sun gear P31, a third carrier P32, and a third ring gear P33. The planetary carrier P32 guides the planetary wheels P34 on a circumferential orbit. The planetary gears P34 mesh with the sun gear P31 and with the ring gear P33. The planet gears P34 are rotatable circumferentially on the planet carrier P32. The characteristic coefficient (fixed gear ratio of the planetary gear set) K3= -1.45 of the third planetary gear set P3.
The fourth planetary gear unit P4 is arranged on the output side. The fourth planetary gear set P4 has a single-stage planetary gear set. The single planetary gear set includes a fourth sun gear P41, a fourth carrier P42, and a fourth ring gear P43. The planetary carrier P42 guides the planetary wheels P44 on a circumferential orbit. The planetary gears P44 mesh with the sun gear P41 and with the ring gear P43. The planet gears P44 rotate circumferentially on the planet carrier P42. The characteristic coefficient (planetary gear set fixed gear ratio) K4= -1.45 of the fourth planetary gear set P4.
The two brake units B1, B2 are designed as brake units and each have only one brake a element B11, B21. When the brakes B1, B2 are actuated, the brake a-elements B11, B21 are connected to the transmission case, respectively, so that the angular velocity at which the brake a-elements rotate is zero.
The four clutches C1, C2, C3, C4 are configured as clutch units. The clutches each have a rotatable clutch a element C11, C21, C31, C41 and a rotatable clutch b element C12, C22, C32, C42. The two elements C11, C21 of the clutch a are connected to one another in a rotationally fixed manner and together form an outer disk carrier. When the clutches C1, C2, C3, C4 are actuated, the clutch a elements C11, C21, C31, C41 and the second clutch b elements C12, C22, C32, C42 are connected, and both elements have equal rotational angular velocities.
The nine-speed motor vehicle transmission according to the invention, as shown in fig. 1, comprises four planetary gear sets Pl, P2, P3, P4 arranged in a housing G and comprises a total of nine rotatable shafts 1, 2, 3, 4, 5, 6, 7, 8, 9 and six shift switching elements B1, B2, C1, C2, C3, C4. The shift switching elements comprise two brakes B1, B2 and four clutches C1, C2, C3, C4, which are selectively engaged such that different gear ratios are obtained between the input shaft 1 and the output shaft 2, so that nine forward gears and one reverse gear are achieved, wherein the input shaft 1 is releasably connected via the first clutch C1 to a sixth shaft 6, which is connected to the fourth planet carrier P42; the input shaft 1 is releasably connected to a ninth shaft 9, which is connected to the first sun gear P11, via a second clutch C2; a third shaft 3, which is connected to the second carrier P22 and the third ring gear P33 via a first brake B1 and is releasably connected to the sixth shaft via a third clutch C3, is connected to the housing G; the seventh shaft 7 is detachably connected to the ninth shaft 9 via a fourth clutch C4, and the seventh shaft is connected to the second sun gear P21 and the third sun gear P31; the fourth shaft 4 is connected to the housing G via a second brake B2, and is connected to the first ring gear P13; the fifth shaft 5 is connected with a third planet carrier P32 and a fourth sun gear P41; the eighth shaft 8 is connected with the first planet carrier P12 and the second gear ring P23; the output shaft 2 is connected to the fourth ring gear P43.
As can be seen from fig. 1, the input shaft first shaft 1 is connected to the first clutch B element C12 and the second clutch B element C22 in a rotationally fixed manner, the output shaft second shaft 2 is connected to the fourth ring gear P43 in a rotationally fixed manner, the third shaft 3 is connected to the second carrier P22, the third ring gear P33, the first brake a element B11 and the third clutch a element C31 in a rotationally fixed manner, the fourth shaft 4 is connected to the first ring gear P13 and the second brake a element B21 in a rotationally fixed manner, the fifth shaft 5 is connected to the third carrier P32 and the fourth sun gear P41 in a rotationally fixed manner, the sixth shaft 6 is connected to the fourth carrier P42, the first clutch a element C11 and the third clutch B element C32 in a rotationally fixed manner, the seventh shaft 7 is connected to the second sun gear P21, the third sun gear P31 and the fourth clutch a element C41 in a rotationally fixed manner, the eighth shaft 8 is connected to the first carrier P12 and the fourth ring gear P23 in a rotationally fixed manner, the fourth clutch a element P21 and the ninth clutch element P42 in a rotationally fixed manner, the fourth clutch B21 in a rotationally fixed manner, the eighth shaft 8 is connected to the first carrier P12 and the fourth clutch B23 in a element P11 in a rotationally fixed manner.
Exemplary shift logic, individual gear ratios and gear ratio steps of the multi-gear automatic transmission according to fig. 1 are shown in table 1. For each gear, only four shift elements need to be closed. From this shift pattern, the respective transmission ratio of the individual gears and the shift skip or transmission ratio step (ratio between the gears) which can be determined therefrom for the next higher gear can be derived as an example, the value of which is 9.25 in total for the speed ratio range of the transmission. In table 1, "x" indicates that the clutch and the brake are operated.
TABLE 1
As can be seen from table 1, in the sequential shifting mode, two adjacent gears each have to engage only one shifting element and disengage one shifting element, and the other three shifting elements are engaged as is, i.e., when shifting into adjacent gears, three shifting elements are shared. It is also clear that small shift jumps and a dense transmission ratio range can be achieved during shifting.
A first forward gear is obtained by closing the first brake B1, the second brake B2, the second clutch C2 and the third clutch C3, a second forward gear is obtained by closing the second brake B2, the second clutch C2, the third clutch C3 and the fourth clutch C4, a third forward gear is obtained by closing the second brake B2, the second clutch C2 and the third clutch C3, a fourth forward gear is obtained by closing the second brake B2, the first clutch C1, the third clutch C3 and the fourth clutch C4, a fifth forward gear is obtained by closing the first clutch C1, the second clutch C2, the third clutch C3 and the fourth clutch C4, a sixth forward gear is obtained by closing the second brake B2, the first clutch C1, the second clutch C2 and the fourth clutch C4, a sixth forward gear is obtained by closing the first brake B1, the first clutch C1, the second clutch C2 and the fourth clutch C4, a ninth forward gear is obtained by closing the first brake B1, the second brake C2, the fourth clutch C4, the first brake B1, the ninth forward gear and the ninth forward gear are obtained by closing the first brake B1, the first clutch C3, the second clutch C4, the ninth forward gear and the ninth clutch C4.
According to the invention, different gear ratio steps can be achieved, depending on the shift logic, even in the same transmission diagram, so that a specific or vehicle-specific variant can be implemented.
Furthermore, it is optionally provided according to the invention that an additional one-way clutch is provided at each suitable point of the multi-speed automatic transmission, for example for connecting one shaft to the housing or optionally for connecting two shafts.
On the input shaft side or on the output shaft side, an axle differential and/or a distributor differential may be provided.
In the context of an advantageous development of the invention, the input shaft 1 can be separated from the drive motor as required by a clutch element, as which a hydrodynamic torque converter, a hydraulic clutch, a dry starting clutch, a wet starting clutch, a magnetic particle clutch or a centrifugal clutch can be used. Such a starting element can also be arranged in the direction of the power flow below the transmission, in which case the input shaft 1 is fixedly connected to the crankshaft of the drive motor.
Furthermore, the multi-speed automatic transmission according to the invention allows a torsional damper to be arranged between the drive motor and the transmission.
Within the scope of a further embodiment of the invention, which is not shown, it is possible to provide a wear-free brake, for example a hydraulic or electric retarder or the like, on each shaft, preferably on the input shaft 1 or the output shaft 2, which is of particular importance for use in commercial vehicles. Furthermore, an auxiliary drive can be provided on each shaft, preferably on the input shaft 1 or the output shaft 2, for driving additional assemblies.
The friction shifting elements used can be designed as power-shifting clutches or brakes. In particular, force-locking clutches or brakes, for example disk clutches, band brakes and/or cone clutches, can be used.
A further advantage of the multi-gear automatic transmission proposed here is that an electric machine can be installed on each shaft as a generator and/or as an additional drive.
Claims (6)
1. A nine-speed automotive transmission characterized by: comprising four planetary gear sets, nine rotatable shafts and six shift switching elements arranged in a housing (G);
the four planetary gear sets are respectively a first planetary gear set (P1), a second planetary gear set (P2), a third planetary gear set (P3) and a fourth planetary gear set (P4);
the four planetary gear sets are arranged in the order of a first planetary gear set (Pl), a second planetary gear set (P2), a third planetary gear set (P3), a fourth planetary gear set (P4) viewed axially;
the first set of planet gears (Pl) comprises a first sun gear (P11), a first planet carrier (P12) and a first ring gear (P13); the first planet carrier (P12) guides the first planet wheel (P14) on a circumferential track, the first planet wheel (P14) being capable of rotating circumferentially on the first planet carrier (P12); the first planet wheel (P14) meshes with the first sun wheel (P11) and with the first ring gear (P13);
the second planetary gear set (P2) comprises a second sun gear (P21), a second planet carrier (P22) and a second ring gear (P23); the second planet wheel carrier (P22) guides the second planet wheels (P24) on a circular orbit, and the second planet wheels (P24) can rotate on the second planet wheel carrier (P22) in a circle; the second planet wheels (P24) are meshed with the second sun wheel (P21) and the second gear ring (P23);
the third planetary gear set (P3) comprises a third sun gear (P31), a third planet carrier (P32) and a third ring gear (P33); the third planet carrier (P32) guides the third planet (P34) on a circumferential track, the third planet (P34) being able to rotate circumferentially on the third planet carrier (P32); the third planet gears (P34) are meshed with the third sun gear (P31) and the third ring gear (P33);
the fourth planetary wheel set (P4) comprises a fourth sun wheel (P41), a fourth planet wheel carrier (P42) and a fourth gear ring (P43); the fourth planetary wheel carrier (P42) guides the fourth planetary wheel (P44) on a circumferential track, and the fourth planetary wheel (P44) can rotate on the fourth planetary wheel carrier (P42) in a circumferential mode; the fourth planet gear (P44) is meshed with the fourth sun gear (P41) and with the fourth ring gear (P43);
the nine rotatable shafts are an input shaft (1), an output shaft (2), a third shaft (3), a fourth shaft (4), a fifth shaft (5), a sixth shaft (6), a seventh shaft (7), an eighth shaft (8) and a ninth shaft (9) respectively;
the output shaft (2) is connected in a rotationally fixed manner to a fourth ring gear (P43);
the third shaft (3) is connected with the second planet carrier (P22) and the third gear ring (P33) in a non-rotatable way;
the fourth shaft (4) is connected with the first gear ring (P13) in a non-rotatable manner;
the fifth shaft (5) is connected with the third planet wheel carrier (P32) and the fourth sun wheel (P41) in a non-rotatable manner;
the sixth shaft (6) is connected with a fourth planet wheel carrier (P42) in a non-rotatable manner;
the seventh shaft (7) is connected with the second sun gear (P21) and the third sun gear (P31) in a non-rotatable manner;
the eighth shaft (8) is connected with the first planet wheel carrier (P12) and the second ring gear (P23) in a non-rotatable manner;
the ninth shaft (9) is connected to the first sun gear (P11) in a rotationally fixed manner;
the six gear-shifting switching elements consist of two brakes and four clutches, the two brakes are respectively a first brake (B1) and a second brake (B2), and the four clutches are respectively a first clutch (C1), a second clutch (C2), a third clutch (C3) and a fourth clutch (C4);
the selective engagement of the six shift elements enables different gear ratios to be obtained between the input shaft (1) and the output shaft (2), so that nine forward gears and one reverse gear can be achieved;
a first brake (B1) is a torque transmitting device operable to selectively connect the third shaft (3) with the housing (G);
the second brake (B2) is a torque transmission device operable to selectively connect said fourth shaft (4) with the housing (G);
the first clutch (C1) is a torque transmitting device operable to selectively connect the input shaft (1) with the sixth shaft (6);
the second clutch (C2) is a torque-transmitting device operable to selectively connect the input shaft (1) with the ninth shaft (9);
a third clutch (C3) is a torque transmitting device operable to selectively connect said third shaft (3) with a sixth shaft (6);
the fourth clutch (C4) is a torque transmitting device operable to selectively connect the seventh shaft (7) with the ninth shaft (9).
2. The nine-speed automotive transmission of claim 1, wherein:
the first brake (B1) comprises a first brake a-element (B11), the second brake (B2) comprises a second brake a-element (B21);
the first clutch (C1) comprises a first clutch-a element (C11) and a first clutch-b element (C12), the second clutch (C2) comprises a second clutch-a element (C21) and a second clutch-b element (C22), the third clutch (C3) comprises a third clutch-a element (C31) and a third clutch-b element (C32), the fourth clutch (C4) comprises a fourth clutch-a element (C41) and a fourth clutch-b element (C42);
-providing that the first brake a-element (B11) connected non-rotatably to the third shaft (3) is connected to the housing (G) when the first brake (B1) is actuated; -providing that the second brake (B2), when actuated, connects the second brake a-element (B21) non-rotatably connected to the fourth shaft (4) and the housing (G);
-providing that the first clutch (C1), when actuated, connects the first clutch a element (C11) connected in a rotationally fixed manner to the sixth shaft (6) and the first clutch b element (C12) connected in a rotationally fixed manner to the input shaft (1); -the second clutch-a element (C21) connected in a rotationally fixed manner to the ninth shaft (9) and the second clutch-b element (C22) connected in a rotationally fixed manner to the input shaft (1) are connected when the second clutch (C2) is actuated; -that the third clutch (C3) is actuated, whereby the third clutch a element (C31) connected in a rotationally fixed manner to the third shaft (3) and the third clutch b element (C32) connected in a rotationally fixed manner to the sixth shaft (6) are connected; when the fourth clutch (C4) is actuated, the fourth clutch a element (C41) connected in a rotationally fixed manner to the seventh shaft (7) and the fourth clutch b element (C42) connected in a rotationally fixed manner to the ninth shaft (9) are connected.
3. The nine-speed automotive transmission of claim 1, wherein: the input shaft (1) is connected to the first clutch b element (C12) and the second clutch b element (C22) in a rotationally fixed manner.
4. The nine-speed automotive transmission of claim 1, wherein:
a first forward gear is obtained by closing the first brake (B1), the second brake (B2), the second clutch (C2) and the third clutch (C3), a second forward gear is obtained by closing the second brake (B2), the second clutch (C2), the third clutch (C3) and the fourth clutch (C4), a third forward gear is obtained by closing the second brake (B2), the first clutch (C1), the second clutch (C2) and the third clutch (C3), a fourth forward gear is obtained by closing the second brake (B2), the first clutch (C1), the third clutch (C3) and the fourth clutch (C4), a fifth forward gear is obtained by closing the first clutch (C1), the second clutch (C2), the third clutch (C3) and the fourth clutch (C4), a sixth forward gear is obtained by closing the second brake (B2), the first clutch (C1), the second clutch (C2) and the fourth clutch (C4), a seventh forward gear is obtained by closing the first brake (B1), the first clutch (C1), the second clutch (C2) and the fourth clutch (C4), an eighth forward gear is obtained by closing the first brake (B1), the second brake (B2), the first clutch (C1) and the fourth clutch (C4), and an eighth forward gear is obtained by closing the first brake (B1), the second brake (B2), the first clutch (C1), and the second clutch (C2) achieve a ninth forward gear, and a reverse gear is achieved by closing the first brake (B1), the second clutch (C2), the third clutch (C3), and the fourth clutch (C4).
5. The nine-speed automotive transmission of claim 1, wherein:
the first planetary gear set (Pl), the second planetary gear set (P2), the third planetary gear set (P3), and the fourth planetary gear set (P4) are configured as a negative gear ratio planetary gear set.
6. The nine-speed automotive transmission of claim 1, wherein:
the first brake (B1), the second brake (B2), the first clutch (C1), the second clutch (C2), the third clutch (C3) and the fourth clutch (C4) are configured as shift elements that can be shifted as required.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811503273.2A CN109442010B (en) | 2018-12-10 | 2018-12-10 | Nine-speed automobile transmission |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201811503273.2A CN109442010B (en) | 2018-12-10 | 2018-12-10 | Nine-speed automobile transmission |
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| CN109442010B true CN109442010B (en) | 2023-01-10 |
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| Publication number | Priority date | Publication date | Assignee | Title |
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Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012084371A1 (en) * | 2010-12-21 | 2012-06-28 | Zf Friedrichshafen Ag | Multi-speed gearbox |
| CN103270338A (en) * | 2010-12-21 | 2013-08-28 | 腓特烈斯港齿轮工厂股份公司 | Multi-stage gearbox |
| CN106151416A (en) * | 2015-05-13 | 2016-11-23 | 现代自动车株式会社 | Epicyclic train for the automatic transmission of vehicle |
| US9534669B1 (en) * | 2016-03-16 | 2017-01-03 | Hyundai Motor Company | Planetary gear train of automatic transmission for vehicles |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7896774B2 (en) * | 2007-07-17 | 2011-03-01 | GM Global Technology Operations LLC | Multi-speed transmission |
| KR20180116935A (en) * | 2017-04-18 | 2018-10-26 | 현대자동차주식회사 | Planetary gear train of automatic transmission for vehicles |
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Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012084371A1 (en) * | 2010-12-21 | 2012-06-28 | Zf Friedrichshafen Ag | Multi-speed gearbox |
| CN103270338A (en) * | 2010-12-21 | 2013-08-28 | 腓特烈斯港齿轮工厂股份公司 | Multi-stage gearbox |
| CN106151416A (en) * | 2015-05-13 | 2016-11-23 | 现代自动车株式会社 | Epicyclic train for the automatic transmission of vehicle |
| US9534669B1 (en) * | 2016-03-16 | 2017-01-03 | Hyundai Motor Company | Planetary gear train of automatic transmission for vehicles |
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