DE10013734A1 - Automatic group-load changing gearbox has synchronization and load change functions performed via rotary machine, gear wheels and couplings enabling various couplings, engagements - Google Patents

Abstract

The gearbox has synchronization and load changing functions performed via a rotary machine, input (1) and output (13) shafts, an arrangement of gear wheels and couplings enabling various couplings and engagements and a rotary motor (9) for producing a differential rotation. A mirror-image construction is used and several gearwheel-shaft-coupling units can be arranged in sequence to produce several series group gearings. Independent claims are included for the following: a) A method of changing gear involving a control program for the changeable components and; b) An arrangement with several group gears in series.

Description

Addendum to patent application 199 01 414.0-14 (G1) and additional applications 199 21 064.0-14 (G2), 199 33 373.4-14 (G3), 199 62 854.8 (G4) and 100 01 602.2 (G5)

The invention of the main application relates to an automatic transmission with preference shift wise about a countershaft, in which a planetary gear in cooperation with a rotation machine and a brake the function of a friction clutch (starting clutch) or a rotation torque converter takes over, a synchronized shifting of gears without further synchronization equipment enables and in conjunction with a (claw) clutch as a group transmission works. If two such planetary sets are used, there is one in the lower group of gears Gear shifting possible without torque interruption. The lathe can Electric machine or z. B. be a hydraulic motor. There are predominantly possible uses in motor vehicles.

State of the art

Patent specification DE 41 02 202 C2 (D1) describes a gear arrangement in which an internal combustion engine is connected directly to the side gear 11 of a differential gear 10 . The parallel side gear 12 is connected to an electric motor 5 via a spur gear 24 , 25 . The pinion gears 13 and 14 lead to a further gear 3 via the pinion shaft 15 and a spur gear 16 , 20 . The differential gear 10 can neither be blocked nor fixed on one side (side gear 12 ), so that the side gear 12 must always have the same torque as the side gear 11 when the motor vehicle is driven so that a torque transmission to the pinion shaft 15 can take place. This torque must therefore be permanently supplied by the electric motor 5 . The function specified in the description that the electric motor can serve as a generator during the driving process leads to the state that the pinion shaft 15 (almost) stands and the side gear 12 rotates backwards relative to the side gear 11 and thus drives the generator. For the locomotion of the vehicle, a drive torque must therefore be permanently supplied by the electric motor 5 , which will ultimately quickly lead to the discharge of the on-board electrical system battery.

In the published patent application DE 196 50 723 A1 (D2), a control system for vehicle drive units is presented in which a motor generator 21 is connected directly to the sun gear of a planetary gear set 30 . The planetary gear set can be blocked via a clutch 36 . In contrast to the present application, the vehicle drive unit described in D2 requires a starting clutch 31 , the sun gear of the planetary gear set 30 cannot be fixed (the planetary gear set 30 therefore does not have the function of a group transmission for doubling the number of gears) and the motor generator 21 is not used to synchronize the gears of transmission 4 . Patent specification DE 196 06 771 C2 (D3) describes a hybrid drive in which two electric machines 3 and 4 and switchable planetary gear sets 5 , 6 , between the input shaft 1 (connected to the internal combustion engine) and the output shaft 12 (leading to the drive wheels). 16 are arranged. The switchable planetary gears serve as a stepped gearbox and in cooperation with the electrical machines, a switchable stepless gearbox results, so that favorable operating points can be selected. However, it is a hybrid drive in which, except when the clutch 11 is closed, a torque generated by the electric machine 3 is always required for torque transmission, in which no planetary gear set coupled to the electric machine serves as a group transmission for doubling the number of gears and in which none Synchronization processes are carried out using a planetary gear set and an electric machine.

A hybrid drive is also presented in the published patent application DE 198 18 108 A1 (D4), an electric machine 2 acting on the sun gear of a planetary gear set 35 here (similar to D2) (see, for example, FIG. 2) and that this planetary gear set is used a clutch 36 can be blocked. Similar to D2, however, the sun gear of the planetary gear set 35 cannot be fixed and this planetary gear set therefore does not have the function of a group transmission for doubling the number of gears, and the electric machine 2 is not used for synchronizing the gears of the transmission 4 .

The application WO 98/406 47 relates to a drive unit for motor vehicles with a transmission 18 , the transmission being able to be coupled to the internal combustion engine via a friction clutch and an electrical machine being able to be coupled to the transmission 18 with the aid of a clutch and an intermediate transmission. The electrical machine serves as a starter motor, as a generator and for synchronization. This requires at least two friction clutches and does not take advantage of the advantages that a planetary set with three shafts has.

The patent application US 560 32 42 describes a gear arrangement in which at least one electric or hydraulic lathe synchronization of gears with two shafts enables. Here are at least two vine clutches (or a double-acting friction clutch) required and it does not use the possibilities that a planetary gear with three shafts owns.

The application 199 01 414.0-14 (G1) preceding this additional application describes the integral structure of gears consisting of at least one planetary gear set coupled with at least one (predominantly) unsynchronized countershaft transmission. A wave of a planet set (mainly the sun gear shaft) is directly connected to the crankshaft of the internal combustion engine connected, the second shaft (here mainly the bridge shaft) is directly connected to the integrated shaft laying gear connected, while the third shaft (here mainly the ring gear shaft) with a Brake and a lathe is connected. In addition, the planetary gear set with a (claw) Clutch can be blocked. This means that several functions can be carried out. With the brake released and released (claw) clutch can be turned with the help of the lathe so that a gear can be switched on synchronized (e.g. 1st gear when the vehicle is stationary). Becomes then apply the brake, this gear is activated in the lower group, i. H. the Drive wheels start to move. So all gears of the countershaft transmission can be shifted then this is the bottom group of gears. If the gears of the Countershaft transmission - again synchronized via the lathe - switched in sequence and then the planetary set is blocked, so you get the upper group of gears. Become two Planetary gears each coupled with a countershaft transmission, the gears alternating the are assigned to both planetary gears, there is a power shift in the lower group of gears possible without torque interruption. In addition to the synchronization tasks, an electrical Lathe also take over the functions of starter motor and generator.

The additional application 199 21 064.0-14 (G2) preceding this additional application describes an arrangement of the lathe in alignment with the shaft (s) of the planetary gear (the Planetary gear) with which the lathe is directly coupled to the planetary gear (s) can be. A necessary reduction for the starter operation takes place via an internal performance branching of the planetary gear (s). For multi-part electrical lathes can u. U. without additional mechanical switching purely electrically between the functions Synchronization mode, starter mode and generator mode can be switched. More detail improvements are indicated.

The previous additional application prior to this additional application 199 33 373.4-14 (G3) describes the simplified structure of a 6-speed gearbox compared to the previous applications Gearbox (+ reverse gear), in which the lower 3 gears by applying brakes without Torque interruption can be switched. There is also a possibility of Installation of the gearbox specified in the rear area. Further detail improvements will be made shown.  

Preliminary remark on further additional registrations

In the book
Alfred Krappel and 26 co-authors
Crankshaft start generator (KSG)
Basis for future vehicle concepts
expert publisher Renningen
ISBN 3-8169-1808-5
different possibilities and applications of crankshaft start generators (KSG) are described. These are electrical machines that are directly connected to the crankshaft of internal combustion engines of motor vehicles. They can be used both as a starter with high torque (at low speeds) and as a generator with high power (at higher speeds). In the case of further additional registrations (including the current ones), the possibilities given with the KSG are expanded in such a way that the KSG is integrated into the transmission and takes over the additional tasks of transmission synchronization and power shifting. It is therefore called the gear synchronization start generator GSSG here. Of course, the tasks performed by GSSG from transmission synchronization and power shift can also be carried out by a different type of lathe, e.g. B. a hydraulic unit to be taken over.

The additional application 199 62 854.8 (G4) preceding this additional application describes Applications that take advantage of the high torque of the GSSG, even without planetary gear To be able to carry out synchronization and powershift operations. The input shaft of the Transmission divided into two sections, each of which alternately gears are assigned. For A friction clutch can be used to increase the starting torque, otherwise it is sufficient Claw couplings. Arrangements with group gears are described, but each group needs their own synchronization and load switching device.

The additional additional application 100 01 602.2 (G5) preceding this additional application describes other applications that use the high torque of the GSSG for synchronization and powershift Take advantage of processes, but now again using at least one planetary gear set. In the opposite For the applications in G1, G2 and G3, a single or a double is now sufficient Acting planetary gear set for all powershift operations, while in G1, G2, G3 for powershift operations two panet sets are required and load switching is only possible in the lower group. The gearboxes described with further groups each need their own for each further group own synchronization and load switching devices.

Advantages of the invention

In this application, gear arrangements are described that consist of (basically any many) series transmissions (countershaft), all Synchronization and powershift operations can be performed by a GSSG. (Only to increase the switching speed when downshifting the last group, a small additional rotary motor can be useful.) A single or double acting Planet set according to G5 can be used. The division of the input shaft into Two waves have been simplified considerably with the success that for synchronization and load switching operations significantly fewer (claw) clutches than must be used in G4. As with all previous registrations, a distinction must be made between the possibilities of intervention of the lathe - this happens either over at least a planetary gear set or a two-part input shaft - and the actual transmission. Except from the planetary gear set for the possibility of intervention of the lathe can otherwise be simple unsynchronized countershaft transmissions are used. Whether the countershaft transmission with axial sliding gears or z. B. be switched with shift sleeves, is from the respective Depending on the application.

Description of the invention

In the variants described below, crankshaft start generators (KSG) or similarly designed components are integrated into the transmission that perform the functions

• - Starting the internal combustion engine
• - Generator for charging the on-board electrical system battery
• - Gearbox synchronization
• - Replacement of the starting clutch
• - Torque transmission during powershift operations

can take over. As already described above, these KSG are here gear synchro nization start generator called GSSG. In principle, z. B. hydraulic units for Come into play. Then the functions of starting the internal combustion engine and generator are omitted Charging the on-board electrical system battery.

The description is given in exemplary embodiments using the associated basic drawings.

Show it

FIG. 1a is a schematic diagram of a 18-speed transmission (+ 8 reverse gears) in the unwound section in a variant 1.3

FIG. 1b is a simplified schematic view of the variant 1.3 in the axial direction

Fig. 1c is a space-saving design of (claw) clutches the variant 1.3

Fig. 2 is a schematic diagram of a 6-speed transmission (+ 2 reverse gears) in a variant 2.3

FIG. 3 is a detailed schematic diagram of a modified accessibility to the last group of countershaft gears in a version 3.3

Fig. 4 is a schematic diagram of a 9-speed transmission (+ 3 reverse gears) in a variant 4.3

Fig. 5 is a detailed schematic diagram of another possibility of intervention of GSSG 9, version 5.3

In all variants, several gear stages are connected in series as group gears. As is well known, the number of gears of the individual groups is correct when interpreted correctly multiplied by the total number of gears. All variants are synchronized and loaded Shifting all gears with a GSSG from the 1st group.  

Variant 1.3

The transmission has an input shaft 1 which can be connected directly to the crankshaft of the internal combustion engine (not shown) and an output shaft 13 which can be connected directly to the differential gear (not shown) of the drive wheels.

The gear 3 can in principle be firmly connected to the shaft 1 . In variant 1.3 , the gear wheel 3 is connected to shaft 1 via the (claw) coupling 5 and can be rotated with respect to shaft 1 by means of motor 21 when the coupling 5 is released. The purpose of this device is described below. First, the clutch 5 is always closed, so that the gear 3 rotates at the speed of shaft 1 .

The gear 4 and the associated shaft 2 is rotatably connected via a (claw) clutch 8 to the shaft 1 and 9 can selectively assume a changed against the shaft 1 speed with released clutch 8 by means of a GSSG. In this variant, the GSSG 9 is not connected directly to the gear 4 , but via the "inverting" planetary gear 18 , 19 , 20 . The land shaft 17 of this planetary gear 18 , 19 , 20 rotates at approximately half the speed of shaft 1 . This speed is generated here by the planetary gear 14 , 15 , 16 , but can in principle also, for. B. be provided by a countershaft transmission. With the dimensions shown, the translations are chosen so that the ring gear 20 is when the gear 4 rotates at the speed of shaft 1 . Electric machines deliver the highest torques both in generator operation and in motor operation at low speeds. The GSSG 9 can thus apply high torques to the gear 4 at speeds close to the speed of shaft 1 . The advantage here is that the GSSG 9 of this variant can be constructed like a conventional KSG with an energized stator and a contactless rotor. The costs, weight and space of the planetary gear 18 , 19 , 20 (and the provision of the shaft shaft speed) are disadvantageous. (Other solutions are presented in variants 2.3 , 4.3 and 5.3 or in G4 and G5.)

In the idling state, all clutches with the exception of clutches 5 , 7 a, 7 c, 7 e should be open. The mentioned couplings 5 , 7 a, 7 c. 7e should be closed so that a defined state occurs. (Due to the bearing friction, however, a reasonably defined state occurs even when the clutches are open.)

The 1st gear is switched on by turning the GSSG 9 electrically so that the gear 4 is stationary when the vehicle is stationary (or rotates accordingly when the vehicle is idling). In this state, the gear 4 f can be shifted to the right so that it meshes with the gear 4 g. The 1st gear is activated by accelerating the speed of the gear wheel 4 to the speed of shaft 1 with the help of the GSSG 9 and then closing the clutch 8 . In this variant, the GSSG 9 must be braked to zero speed. This process can optionally be supported by an additional brake (not shown) to increase the starting torque. The 1st gear works via the clutch 8 with the gears 4 and 4 a (1st group), the clutch 7 a with the gears 4 b and 4 c (2nd group), the clutch 7 c with the gears 4 d and 4 e (3rd group) and the clutch 7 e with the meshed gears 4 f and 4 g (4th group). As usual, in 1st gear all groups are switched to the lowest (lower) gear ratio. When all associated clutches are closed, 1st gear (like all other gears) works without electrical support with the greatest possible efficiency with this transmission design.

Basically, the gear 3 can be rotated with the help of the motor 21 when the 1st gear is working and the clutch 5 is released so that the clutch 8 a can be closed synchronously. The 2nd gear would run empty. Since the GSSG 9 can apply a high torque, a different procedure is expedient in which the clutch 5 remains closed. In the 2nd gear is shifted under load by first relieving and opening the clutch 8 with the help of the GSSG 9 and then, again with the help of the GSSG 9 , the speed of the gear 4 (the shaft 2 ) is increased so that the Clutch 8 a can be closed synchronized Now the 1st group works with the higher gear ratio and the 2nd gear is activated. When then the coupling 7 a is released, the 2nd gear, without electrical assistance works with the highest possible efficiency. Torque is only exerted via the GSSG 9 during the power shift.

In 3rd gear is switched by the speed of the gear wheel 4 is reduced compared to the speed of shaft 1 with the clutch 8 released using the GSSG 9 to such an extent that the clutches 6 a and 8 c can be closed synchronously. The 3rd gear is activated by first relieving and opening the clutches 8 a and 7 c with the help of the GSSG 9 , then accelerating the speed of the gear wheel 4 to the speed of shaft 1 and then closing the clutch 8 . Now the 3rd gear works without electrical support with the greatest possible efficiency, with the 1st group working in the lower and the 2nd group in the higher gear ratio. From the 3rd Shifting to 4th gear is the same as shifting from 1st to 2nd gear, this process is also accomplished using the GSSG 9 as a power shifting process. In the 4th Gear work 1st and 2nd group in the higher ratio, the clutches 5 , 5 a, 8 c and 7 e are closed.

In this state, the gear 4 can be rotated (slower than shaft 1 ) with the clutch 8 open using the GSSG 9 so that the clutches 7 a and 6 c can be closed. With this, 5th gear is switched on and runs along empty. The 5th gear is activated by first relieving and opening the clutches 5 a and 8 c with the help of the GSSG 9 , then increasing the speed of the gear 4 to the speed of shaft 1 and then closing the clutch 8 . Then 5th gear works without electrical support with the greatest possible efficiency. The 3rd group is shifted into the higher gear while all other groups work in the lower gear.

The gears 6, 7 and 8 are the same as the gears 2, 3 and 4, only that now the gears 3 d and 3 e are responsible for the torque transmission and not the gears 4 d and 4 e.

In the 8th The clutches 5 , 5 a, 5 c and 8 e are closed. Now with the help of the GSSG 9 with the clutch 8 open, the gear 4 can be turned so that the clutches 7 a, 7 c and 6 e can be closed synchronized, so that the 9th gear is switched on. The 9th gear is activated by first relieving and releasing the clutches 5 a, 5 c and 8 e with the help of the GSSG 9 , then adjusting the speed of the gear wheel 4 to the speed of shaft 1 and then closing the clutch 8 . Now the 9th gear works with the greatest possible efficiency without electrical support, the 4th group working with the higher gear ratio and all other groups with the lower gear ratio. If it is no longer expected that it should be shifted back to 8th gear, the gear 4 f is shifted to the left, so that it does not have to turn too fast with the even higher gears.

The gears 10 to 16 get the gears 2 to 8 as described above, only that now instead of the gear pair 4 f and 4 g the gear pair 3 f and 3 g is responsible for the torque transmission. At the 16th The clutches 5 , 5 a, 5 c and 5 e are closed. With the dimensions shown, the 16th gear is one gear step below the speed of shaft 1 .

In the 16th With the clutch 8 disengaged, the gear 2 can be rotated with the aid of the GSSG 9 so that the clutch 11 can be closed synchronously, so that the 17th gear is engaged. The 17th gear is activated by first using the GSSG 9 z. B. the clutch 5 e is relieved and opened, then the speed of shaft 2 increased to the speed of shaft 1 and then the clutch 8 is closed. Now the 17th gear works without electrical support as a direct connection from shaft 1 to shaft 13 with the greatest possible efficiency.

The 18th Gear is obtained by using the GSSG 9 with the clutch 8 released, the speed of shaft 2 is increased above the speed of shaft 1 to such an extent that the clutches 5 a and 6 a (or 7a and 8a) can be closed simultaneously. Thus, the gears 3 and 3 a work coupled with the gears 4 a and 4 as countershaft transmissions with a gear ratio by one gear jump in the fast. With coupled shafts 1 a and 2 a, the 18th gear works with the greatest possible efficiency without electrical support.

When shifting down the gears, the procedure is analogous in the opposite order. When shifting from 9th to 8th gear, gear 4 f must be shifted to the right at synchronous speed. During this time, the GSSG 9 must ensure torque transmission. The associated runtime of the GSSG 9 can be greatly reduced with the help of the (optional) clutch 5 and motor 21 components. In the 9th Gear can namely with released clutch 5 and closed clutches 5 a, 5 c and 8 e with the help of the motor 21, the gear 4 f can be rotated so that it can be moved synchronized to the right. The 8th gear runs so empty and is activated by first relieving and releasing the clutch 8 with the help of the GSSG 9 and then changing the speed of shaft 2 so that the clutch 5 can be closed synchronously.

For the reverse gears, the gear 4 f remains in the left position and a reversal of the direction of rotation is achieved via the intermediate gear 22 with the shaft 23 . (Exemplary embodiments are described in G4 and G5.) Otherwise, the 8 possible reverse gears as the forward gears 1 to 8 are switched and activated.

Fig. 1a shows the "developed" arrangement of the shafts, gears and couplings. Fig. 1b shows (rotated by 90 ° in the axial direction) how the shafts can be arranged so that shaft 13 is in alignment with shaft 1 (this is indicated by dashed lines in Fig. 1a). As a result, with appropriate design, the additional gears 17 and 18 are possible and the transmission can be constructed to save space. In this "wound" arrangement, the gear 3 g must be arranged in front of the clutch 8 a and the gear 4 g additionally in front of the clutch 8 c. Because of the clarity, the clutches 8 a, 8 c and 8 e are arranged to the right of the associated gear wheels 4 b, 4 d and 4 f. In the detailed schematic diagram 1 c it is shown how. B. the clutches 7 c and 8 c both concentric left of the associated gear 4 d can be arranged. This can save considerable overall length. (Of course, this also applies to clutches 8 a and 8 e). In principle, the couplings 5 a, 5 c and 5 e to the right of the gears 3 b, 3 d and 3 f can be arranged concentrically to and within the couplings 6 a, 6 c and 6 e, then these would be identical parts to the couplings 8 a, 8 c and 8 e.

With the dimensions shown, the 18th gear is quickly translated by a factor of 1.18, this factor is also the gear jump between the individual gears. The total spread is about 16.

The GSSG 9 with the "inverting" gear planetary gear 18 , 19 , 20 is optimally designed for synchronization and powershift operations, but not for generator and starter operation. Favorable operating points for generator and starter operation can be found e.g. B. received by the planetary gear set 14 , 15 , 16 is blocked and the GSSG 9 thus (almost) rotates at the speed of shaft 1 (was not specially drawn).

Interim remarks

Version 1.3 consists of 4 group gears connected in series, each with 2 gears. Since all combinations are possible, you get 16 courses. Since shaft 13 is also in line with shaft 1 , 2 further gears are possible (or as many gears as the 1st group has). With the exception of the last group gearbox, all gears of the group gearboxes must be shiftable as desired. In the last group gearbox, the gears are only shifted through once when the gears are completely run through.

What is new about this application is that all groups can be synchronized by a single GSSG. This is achieved in that 2 independent "paths" can be switched through the gear. Including clutch 5 and engine 21 , these are:

• - A "work path" on which the torque is transmitted from shaft 1 to shaft 13 and
• - a "synchronization path" on which the expected gear (usually work +/- 1) synchronized in advance and then switched as a power shift.

Without clutch 5 and motor 21 you get (almost) the same result, only now 2 different synchronization processes have to be carried out:

• - The "work path" runs over the gear 3 . Then is synchronized in advance with the help of the GSSG 9 via the gear 4 and then the power shift is carried out or
• - The "work path" runs over the gear 4 . Then the powershift process becomes the synchronization process and the new gear is switched on when the synchronization speed is reached under load. (If the switching operations are fast, there is no disadvantage with this procedure.)

(Basically, the GSSG

9

also on the gear

3rd

act, then the torques higher and the revs lower.)  

You can switch between the "work path" and the "synchronization path" with short-term torque transmission via the GSSG 9 . When the associated (claw) clutches are closed, the torque transmission using the GSSG 9 is no longer required and the transmission works without electrical (or hydraulic etc.) support with the efficiency of a conventional group transmission (is in the text as the greatest possible efficiency designated).

In addition to the advantage that only one GSSG is required, there is a further advantage that the one GSSG only has to cover the torque and speed range of shaft 1 and not the substantially larger torque and speed range of shaft 13 or an intermediate shaft.

The 2 independent paths up to the last group transmission can be switched, because 4 combination options can be switched in each of the inner groups, which should be listed using the example of the 2nd group of variant 1.3 :

• - From the gear 3 a via the clutch 5 a to the gear 3 b
• - From the gear 3 a via the clutch 8 a on the gear 4 b
• - From the gear 4 a via the clutch 6 a to the gear 3 b
• - From the gear 4 a via the clutch 7 a on the gear 4 b.

This is achieved because the gears are "nested" (eg gear 3 b lies between the gears 3 a and 4 a) and because the shaft belonging to the gear 3 a is guided through the other gears to the right, which means also for the gear 4 b there is an optional access to the gears 3 a and 4 a. This inserted shaft and access via (at least) 2 gearwheels and the output via (at least) 2 gearwheels also means that in addition to the "work path", the "synchronization path" required for the adjacent gear can also be switched. (Of course, not all clutches may be closed at the same time, as there would then be "gear salad". An additional independent electronic circuit, which excludes "prohibited" clutch combinations, should be available in any case. Mechanical monitoring by, for example, a slide that moves with the gears and only allows the "permitted" clutch combinations with corresponding recesses.) Because of the arbitrary assignment of the gears of the inner groups, the individual groups can in principle be designed to disengage either to the right or to the left. In variant 1.3 , shaft 1 comes from the left, the group transmissions are all drawn out to the right and shaft 13 goes to the right. With this construction (or of course exactly the other way round), the transmission can be designed without additional measures so that the shaft 13 is aligned with the shaft 1 by folding the arrangement according to FIG. 1b. This possibility is basically given according to 3 groups (with 4 waves). Then a direct connection from shaft 1 to shaft 13 is possible (as described for variant 1.3 ). Because of the direction of rotation, direct connection would result in 3 groups (usually very fast) in reverse gears, which is normally not advisable. (If, for example, a planetary gear is interposed to reduce the speed, reverse gears are definitely possible.) Therefore, a fourth group is provided for variant 1.3 . With the 4 groups and the shifting you get 2 × 2 × 2 × 2 + 2 = 18 forward gears. This is certainly appropriate for commercial vehicles, but the number of gears is too high for cars. For this reason, versions 2.3 and 3.3 present gearboxes in which switching from shaft 1 to shaft 13 is possible even with fewer groups. (If this switching is not wanted, the gearboxes can be of any design). Variant 4.3 has no possibility of switching through from shaft 1 to shaft 13 . Here it is shown how more than 2 courses can be realized per group.

Variant 2.3

Variant 2.3 is a 6-speed gearbox (+2 reverse gears), in which with 2 group countershaft drives with 3 shafts the possibility of a direct shift from shaft 1 to shaft 13 can be created. This is done by making use of the fact that in the last (here the 2nd) group the gears are no longer shifted alternatively but only one after the other. In addition, the 1st gear of the 2nd group is again equipped with a sliding gear 4 b. This enables the 1st gear of the 2nd group to be decoupled (important here, see below) and reverse gears can be integrated (was not shown here).

The GSSG 9 is designed for "pendulum operation" (see also G4 and G5), ie it has a conventional stator and a stator that "rotates" with shaft 1 . Both act on a common rotor, which is connected to the gear 4 (the shaft 2 ). Associated with this are the advantages that part of the GSSG 9 can serve as a generator in all operating states, that simple starter operation is possible (see there), that a section always has a low relative speed and thus transmit a high torque in synchronization and power shift operation can. After part is only that the "co-rotating stator" must receive electrical energy contacts. (An appropriately designed hydraulic lathe, for example, can also be used here, which can at least replace the rotating part.) As with variant 1.3 , the GSSG 9 can also engage the gear 3 instead of the gear 4 , ie the two gears switch places. (The gearbox must then be designed a little differently and the 6th gear is then the direct gear, in contrast to the 5th in the illustrated version). Here, a friction clutch 24 is provided to increase the starting torque. It can be replaced by a (claw) clutch 8 (or 5) if the starting torque supplied by the GSSG 9 is large enough.

The first gear is switched on by the gear 4 being braked to the speed 0 when the (optional) friction clutch 24 is released (or brought to a synchronization speed when the vehicle is idling) and the gear 4 b to the right when the clutch 7 a is closed is brought into meshing engagement with the gear 4 b. The 1st gear is activated by switching the inner part of the GSSG 9 into a generator and the outer part into a motor operation and thus accelerating the speed of shaft 2 to the speed of shaft 2 . This process can be supported by the (optional) friction clutch 24 . When clutch 24 (or 8 or 5) is fully closed, 1st gear works with the greatest possible efficiency without electrical support.

In the 2nd gear is switched and it is activated by the speed of gear 4 (shaft 2 ) is increased so far above the speed of shaft 1 that the clutch 8 a can be closed with the clutch 24 released using the GSSG 9 . Then the clutch 7 a can be released and the 2nd gear works without electrical support with the greatest possible efficiency. In 3rd gear is switched by using the GSSG 9 with clutch 24 released, the speed of gear 4 (shaft 2 ) is reduced as far as the speed of shaft 1 that the clutch development 6 a can be closed synchronized. The 3rd gear is activated by first relieving and opening the clutch 8 a with the help of the GSSG 9 and then by the GSSG 9 (possibly supported via the clutch 24 ) the speed of the gear wheel 4 (the shaft 2 ) to the speed of the shaft 1 is accelerated. When clutch 24 is finally closed, 3rd gear operates with the greatest possible efficiency without electrical assistance.

If it is no longer expected that it should be shifted back into 2nd gear, the gear 4 b can be shifted to the left and then the clutch 8 a can be closed again (if the intermediate carrier 10 is mounted on the axle 1 a, the synchronization speed will change through the inevitable rubbing). In this state, the gear is switched to 4th gear and it is activated by using the GSSG 9 and released clutch 24 to increase the speed of gear 4 (shaft 2 ) to such an extent that clutch 25 can be closed. If clutch 6 a is then released, 4th gear works without electrical support with the greatest possible efficiency. With this arrangement, an access from gear 3 a to gear 3 b is possible without the gear 3 b being arranged between gear 3 a and gear 4 a. The gear 4 b shifted to the left (or disengaged) thus releases a path from the gear 3 a to the gear 3 b via the intermediate carrier 10 and the couplings 8 a and 25 .

In 5th gear is switched by using the GSSG 9 with clutch 24 released, the speed of gear 4 (shaft 2 ) is reduced to such an extent that clutch 11 can be closed synchronously. The 5th gear is activated by first relieving and releasing the clutch 25 with the aid of the GSSG 9 and then increasing the speed of the gear wheel 4 (the shaft 2 ) to the speed of shaft 1 and closing the clutch 24 . The last process can again be supported by the friction clutch 24 . When the clutch 24 is finally closed, the 5th gear works as a direct connection from shaft 1 to shaft 13 with the greatest possible efficiency.

In 6th gear is switched and it is activated by the speed of the gear 4 (the shaft 2 ) is increased with the clutch 24 open using the GSSG 9 to such an extent that the clutches 8a and 7a (or an optional clutch 26 ) can be closed synchronized. Thus, the gears 3 a and 4 a are coupled to each other and generate a translation into the fast for the shaft 2 . The gearbox then works with the greatest possible efficiency without electrical support.

The downshift works in reverse order. During the power shift from 3rd to 2nd gear, the GSSG 9 must ensure a slightly longer torque transmission, since the gear 4 b must be shifted to the right under synchronization conditions. Two reverse gears can be realized with an additional gear as in variant 1.3 . With the dimensions shown, 6th gear translates by a factor of 1.43, this factor is also the gear jump. The total spread is 6.

The clutch 24 can be closed for the warm start process, the outer portion of the GSSG 9 then works as a starter motor. The clutch 24 can be opened for the cold start. The outer part can then deliver about half the starter speed and the speed of the inner part is added to the speed of the outer part. The two parts can therefore each deliver a high torque at about half the speed.

In variant 2.3 , in the last (second) group, the displaceable (or also disengageable) gear 4 b, the intermediate carrier 10 and the additional clutch 25 result in an arrangement of the gears 3 b and 4 (to the right in the drawing) b created with a selectable coupling option to the gears 3 a and 4 a. Version 3.3 shows another possible solution for this process.

Variant 3.3

This variant is shown as a detailed representation of the principle based on FIG. 2. Therefore, a displaceable gearwheel 4 b on an intermediate carrier 10 is also shown. For the version 3.3, these devices (or a disengageable gear 4 b) are not required. Basically, more than 2 gears (here 3b and 4b) can be controlled with variant 3.3 . Here too, use is made of the fact that the gears of the last group only have to be actuated in a specific sequence.

In variant 3.3 , the gears 3 b and 4 b (and any other gears) must be mounted with a relatively large diameter. The provided with longitudinal grooves and with the gears 3 b and 4 b (or intermediate carrier 10 ) drivers 27 and 28 are guided so that the axially displaceable drivers 29 and 30 also provided with suitable longitudinal grooves and axially displaceable by the drivers 27 and 28th can be moved through. The driver 29 is connected with external longitudinal grooves via the associated internal longitudinal grooves 32 to the gear 4 a in a rotationally fixed and longitudinally displaceable manner, while the driver 30 is connected with internal longitudinal grooves via the associated external longitudinal grooves 31 of the shaft 1 a in a rotationally fixed and longitudinally displaceable manner with the gear 3 a is. Between the drivers 27 , 28 and the drivers 29 , 30 there is a rotationally fixed connection when they are coupled. Both drivers 29 , 30 can also each produce a rotationally fixed connection with driver 27 or driver 28 .

In idle mode, driver 29 should be on the left and driver 30 on the right of driver 28 . The 1st gear is switched on by turning the gear 4 with the aid of the GSSG 9 with the clutch 24 ( 8 ) released so that the driver 29 can be pushed into the driver 28 synchronized (there should still be space on the right). The 1st gear is activated by accelerating the gear 4 to the speed of shaft 1 and then closing the clutch 24 ( 8 ). (Many details are the same as in variant 2.3 , which is why not everything is repeated here.) The 2nd gear is switched on and activated by first disengaging the clutch 24 and then using the GSSG 9 to increase the speed of gear 4 as far as possible. that the driver 30 from the right just in case can be pushed into the driver 28 . Now the driver 29 can be pulled out of the driver 28 to the left. The 3rd gear is switched on by turning the driver 29 via the GSSG 9 in such a way that it can be pushed synchronously up to the left side of the driver 27 . The 3rd gear is activated by removing the torque 30 via the GSSG 9 of the driver 30 to the left from the driver 28 and then accelerating the speed of gear 4 to the speed of shaft 1 and closing the clutch 24 . The 4th gear is switched on and activated by first increasing the speed of gear 4 with the clutch 24 released via the GSSG 9 so that the driver 30 is pushed into the driver 27 synchronized and then the driver 29 is pulled out of the driver 27 to the left can be. (Drawn position).

This process is also possible for more than 2 gears if the longitudinal grooves are long enough. Here, use is made of the fact that in the last group the combination between the gears 3 a, 4 a and the gears 3 b, 4 b is only required in a certain sequence when switching up and down and the drivers 29 and 30 in exactly can be moved away in this order. The. 5th and 6th gear and reverse gears are switched and activated in the same way as variant 2.3 .

Variant 4.3

In this variant, switching from shaft 1 to shaft 13 is dispensed with. As the variant is drawn, the gearbox can be mounted parallel to the internal combustion engine with a section next to the internal combustion engine, because the gears 3 b1 and 3 b2 are mounted to the left for loading. This results in a space-saving construction z. B. for vehicles with front-wheel drive and transversely installed internal combustion engine or for vehicles with all-wheel drive. This variant with 2 groups (3 waves) shows how more than 2 gears can be realized per group.

The GSSG 9 now acts on the transmission via the sun gear 37 of a planetary gear set 37 , 38 , 39 , the ring gear 39 is connected directly to the shaft 1 and the web shaft 2 of the planet gears 38 is connected directly to the gear 4 . The gear 3 is connected directly to the shaft 1 . The structure is similar to variants 1.2 and 2.2 from G5. The sun gear 37 can be fixed with the (claw) brake 41 , then the planetary gear set 37 , 38 , 39 reduces from the shaft 1 to the shaft 2 . With the (claw) clutch 40 , the planetary gear set 37 , 38 , 39 can be blocked, then there is the transmission ratio 1 between shaft 1 and shaft 2 . The planetary gear set 37 , 38 , 39 can thus be understood as another group. However, it is cheaper to consider gears 3 and 4 as a group with 3 gears. (G5 describes further options, e.g. a double-acting planetary gear set or additional gear wheels parallel to gear 3. All of these options can be used here and drive to a group with a corresponding (almost unlimited) number of gears.)

The second group has the input gears 3 a and 4 a and the clutches 5 a, 6 a, 7 a and 8 a as before (the changed position of these clutches results because this group is drawn out to the left). The number of gears in this group is increased because intermediate carriers 33 and 34 and shift sleeves 35 and 36 are installed, which allow the gears 3 b1, 3 b2, 4 b1 or 4 b2 to be used for torque transmission. With the gear 3 b1 the reverse gears are in this variant, coupled, via the gear 4 of the b1 1st gear running of this group, the gears 3 and 4 b2 b2 each of the 2nd and 3rd gear. All gears are collected on the shaft 13 with the gears 3 c1, 3 c2, 4 c1 and 4 c2. In this way (almost any number of) gears can be installed in the 2nd group. It is important that the forward gears are alternately assigned to the intermediate carriers 33 and 34 . The second group has 3 forward gears and one reverse gear, so we get a total of 3 × 3 = 9 forward gears and 3 reverse gears, which are shifted according to the following procedure.

The 1st gear is switched on synchronously by turning the sun gear 37 backwards so quickly via the GSSG 9 that the web shaft 2 is stationary (or rotates synchronously when the vehicle is rolling). Now the clutch 7 a and the shift sleeve can be closed to the left. The 1st gear is activated by using the GSSG 9 to slow the speed of the sun gear 37 to zero. If the brake 41 is then closed, the 1st gear works without electrical support with the greatest possible efficiency. In the 2nd gear is switched and it is activated by accelerating the speed of the sun gear 37 with the help of the GSSG 9 to the speed of shaft 1 with the brake 41 released . If clutch 40 is then closed, 2nd gear works with the greatest possible efficiency without electrical support. In the 3rd gear is switched and it is activated by the speed of the sun gear 37 is increased so far when the clutch 40 is released that the clutch 8 a can be closed. Now, when even the clutch 7 a is opened, the 3rd gear without electrical assistance with the greatest possible effect operates degrees.

In the 4th gear is switched by using the GSSG 9, the sun gear 37 is rotated so that the shift sleeve 35 to the left and the clutch 6 a can be closed. The 4th gear is activated by first releasing the clutch 8 a via the GSSG 9 and then using the GSSG 9 to slow the speed of the sun gear 37 down to zero. If the clutch 41 is then closed, the 4th gear works without electrical support with the greatest possible efficiency. The 5th and 6th gear is as before the 2nd and 3rd speed is obtained, except that now instead of the clutch 8 a the clutch 5 must be operated a.

In the 7th gear is switched by using the GSSG 9, the sun gear 37 is rotated so that the shift sleeve 36 can be closed to the right and the clutch 7 a. The 7th gear is activated by first torque relieved via the GSSG 9, the clutch 5 a is opened and then braked again by means of the GSSG 9, the speed of the sun wheel 37 to zero. If the brake 41 is then closed, the 7th gear works without electrical support with the greatest possible efficiency. Gears 8 and 9 are the same as gears 2 and 3.

When downshifting, the sequence is reversed. The three reverse speeds to as the 1st, 2nd, and 3rd gear gets, except that now the sliding sleeve must be closed 35 to the right and the first two reverse gears via the clutch 6 a work, while for the third reverse gear, the clutch 5 a must be closed. With the dimensions shown, gait jumps of 1.25 and a spread by a factor of 6 can be achieved, but these parameters can be set within wide limits.

The warm start can take place with the clutch 40 closed as in variant 2.3 , the cold start with the clutch 40 open as in variant 2.3 .

Due to the small gear jumps, the sun gear 37 is small, ie high speeds at low torques of the GSSG 9 are required on the sun gear 37 . This design is therefore useful for internal combustion engines with large torques and low speeds. G5 shows how other interpretations can be achieved.

Variant 5.3

FIG. 5 is a change in the detail of FIG. 2. The associated features can, however, be applied to all other variants. Here, the shaft 1 is pulled through the gear 3 into the space between the gear 3 and gear 4 . A detachable connection between shaft 1 and gear 3 can be established by the (claw) coupling 5 , such between shaft 1 and gear 4 by means of the coupling 8 . The clutches 5 and 8 must be switched so that there is always at least one of these connections. In addition, the gears 3 and 4 can be connected via an optional friction clutch 24 . The "co-rotating stator" of the GSSG 9 is e.g. B. connected to gear 3 , the rotor with gear 4 (the other way around, this part of GSSG 9 can also be replaced by a hydraulic motor, for example).

To the functional sequence. Assume that the transmission operates via the gear 4 when the clutch 8 is closed. Then, with the clutch 5 open, a "synchronization path" can be established using the GSSG 9 via the gear 3 , ie the associated gear is switched on. It is activated by first releasing the associated clutch 6 a or 7 a of the gear 4 a via the GSSG 9 and then using the GSSG 9 to adjust the speed of gear 3 to the speed of shaft 1 . The optional friction clutch 24 can act as a support. Then the clutch 5 can be closed and then the clutches 24 and 8 can be closed.

Now the gear works via the gear 3 with the clutch 5 closed and with the help of the GSSG 9 a "synchronization path" can be established via the gear 4 . The associated gear is then switched on. It is activated by first releasing the associated clutch 8 a or 5 a or 25 of the gear 3 a via the GSSG 9 and then using the GSSG 9 to adjust the speed of gear 4 to the speed of shaft 1 . The optional friction clutch 24 can act as a support. Then the clutch 8 can be closed and then the clutches 24 and 5 can be opened and a "synchronization path" can be built up again via the gear 3 , etc.

Associated with this arrangement are the advantages that a "synchronization path" can always be built up before the gear changes and that an optional friction clutch can almost always support the load shifting process. With this design, the additional motor 21 of variant 1.3 can be omitted. In variant 1.3 , these advantages can be achieved in that the sun gear 14 is connected directly to the gear 3 .

If the inner portion of GSSG 9 by z. B. a hydraulic motor is replaced, the outer portion of the GSSG 9 works like a conventional KSG. If this KSG can be switched between gear 3 and gear 4 , the synchronization and switching processes can be additionally supported by the KSG.

closing remarks

Many of the specified features of the variants (including previous registrations) can be combined with each other, e.g. B. the arrangement of GSSG 9 and the associated couplings according to variant 5.3 with the other features of variants 1.3 , 3.3 and 4.3 . In addition, e.g. B. in many places friction clutches or friction brakes to increase the starting or powershift torques are used. The resulting variety of variants is not listed here.

Claims (16)

1. Automatic group powershift transmission with synchronization and powershift function via a lathe with an input shaft 1 and an output shaft 13 , the input shaft 1 being assigned at least two gear wheels 3 and 4 , one gear wheel (e.g. gear wheel 3 ) being fixed to the shaft 1 can be connected and a second gearwheel (e.g. gearwheel 4 ) can assume a rotational speed that deviates from shaft 1 by either being connected in a rotationally fixed manner to shaft 1 by means of a coupling 8 ( 24 ) or by being released from the shaft 1 or that between shaft 1 and the (e.g.) gear 4, a planetary gear set 37 , 38 , 39 is connected, which assumes the speed of shaft 1 when blocked (e.g. via clutch 40 ) and, when fixed, e.g. B. the brake 41 for the gear 4 delivers a reduced speed compared to shaft 1 and a rotary motor 9 which can generate a differential speed between shaft 1 and the gear 4 when the clutch 8 ( 24 ) or with the clutch 40 and brake 41 released and at least two other gears 3 a and 4 a, which are in meshing engagement with the gears 3 and 4 , and two clutches 6 a and 7 a, which are connected to the gear 4 a, and a clutch 5 a, with the gear 3 a is connected, and a clutch 8 a, which is connected via a shaft 1 a through the gear 4 a through the gear 3 a, and a gear 3 b, which is arranged between the gears 3 a and 4 a and with the couplings 5 a or 6 a optionally rotatably connected to the gear 3 a or 4 a and a gear 4 b, which is attached from the gear 4 a seen on the other side than the gear 3 b and optionally via the Coupling 7 a with the gear 4 a or via the clutch 8 a and the axis 1 a can be connected to the gear 3 . 2. Automatic group powershift transmission according to claim 1, characterized in that the Arrangement according to claim 1 can be constructed as a mirror image, that is to the other side is built. 3. Automatic group powershift transmission according to claim 1 and 2, characterized in that a plurality of gear shaft coupling units 1 a, 2 a, 3 a, 4 a, 5 a, 6 a, 7 a, 8 a, 3 b, 4 b; 1 c, 2 c, 3 c, 4 c, 5 c, 6 c, 7 c, 8 c, 3 d, 4 d; 1 e, 2 e, 3 e, 4 e, 5 e, 6 e, 7 e, 8 e, 3 f, 4 f etc. can be arranged in succession and result in several group transmissions connected in series, the shaft 13 being the output of the last group is. 4. Automatic groups powershift transmission according to claim 1 to 3, characterized in that the gear 3 is connected detachably via a clutch 5 with the shaft 1 and the gear wheel 4 is releasably connected via a coupling 8 to the shaft 1 and the gears 3 and 4 can be connected via a friction clutch 24 and that (a part) a lathe 9 can exert a torque between the gear wheels 3 and 4 and can generate a speed difference between these two gear wheels. 5. The method according to claim 4, characterized in that a control program for the switchable components is present, which ensures that at least one of the clutches 5 or 8 is always closed and that with an open clutch 5 or 8 using the lathe 9 in parallel a path is synchronized to the torque-transmitting transmission components, which corresponds to the next gear to be expected and which can take place as a power shift operation with the help of the lathe 9 and possibly with the support of the clutch 24 . 6. The method according to claim 1 to 3, characterized in that a control program for the switchable components is present and that this control program either proceeds according to claim 5 or that the power shift including synchronization of the gear to be switched on under load with the help of the lathe 9 and optionally with support a friction brake or a friction clutch. 7. The device according to claim 1 to 6, characterized in that a plurality of group transmissions connected one behind the other are always built up to the same side and that the shafts 1 , 2 ; 1 a, 2 a, 1 b, 2 b; 1 c, 2 c, 1 d, 2 d; 1 e, 2 e, 1 f, 2 f; , , .; 13 are arranged so that the shaft 13 is in alignment with the shaft 1 and that a direct connection can be made by the shaft 1 to the shaft 13 via a coupling 11 . 8. Apparatus according to claim 1 to 6, characterized in that with disengaged gear 4 b via the clutch 8 a and a clutch 25 there is also access from gear 3 a to gear 3 b when the gear 3 b is not between the gears 3 a and 4 a is arranged. 9. The device according to claim 1 to 6, characterized in that via longitudinally grooved drivers 27 and 28 , displaceable drivers 29 and 30 and axle parts 31 and 32, there is also an access from gear 3 a to gear 3 b when the gear 3 b is not arranged between the gears 3 a and 4 a. 10. The device according to claim 7 to 9, characterized in that the device also can be constructed in mirror image. 11. The device according to claim 8 to 10, characterized in that already driven with two groups, an arrangement can be created in which the axis 13 is in alignment with shaft 1 and via a clutch 11 a direct connection from shaft 1 to shaft 13th can be done. 12. The apparatus according to claim 1 to 11, characterized in that the lathe 9 is connected via an inverting planetary gear set 18 , 19 , 20 to the gear 4 (or the gear 3 ) and that this inverting planetary gear set additionally with a friction brake parallel to the lathe 9th can be equipped. 13. The apparatus according to claim 12, characterized in that a second planetary gear set 14 , 15 , 16 , which is connected via a common land shaft 17 to the planetary gear set 18 , 19 , 20 , for. B. the sun gear 14 is connected directly to the gear 3 and that this gear 3 can be uncoupled from the shaft 1 via a coupling 5 . 14. The apparatus of claim 12 and 13, characterized in that the devices 12 and 13 can also be constructed in mirror image. 15. The apparatus according to claim 1 to 14, characterized in that at least one shaft z. B. 1a, 2a can be provided with intermediate supports 33 and 34 and that on these intermediate supports at least two gears 3 b1, 3 b2 or 4 b1, 4 b2 can be optionally connected to the intermediate supports via at least two shift sleeves 35 , 36 and that the gears for the forward gears of this group are arranged alternately on the intermediate carriers. 16. The apparatus according to claim 1 to 15, characterized in that the lathe 9 consists of a co-rotating portion between gear 3 and gear 4 and a portion connected to the housing 12 and that the co-rotating portion can be a hydraulic unit and that the other portion KSG - is similar component and can be switched back and forth between gear 3 and 4 .