DE102008011338B4 - Automatic gearbox with braked planetary unit - Google Patents

Abstract

Automatic gearbox of a motor vehicle, except differential gear, with a gear housing (3) and a gear train arranged in the gear housing for the transmission or distribution of a force, the drive train comprising a planetary unit with a planetary gear carrier (7) and planetary gears arranged thereon, a braking device (13 ) is provided, which has means for applying a braking force producing a braking torque, and the braking torque is able to brake the planetary unit (5) relative to the gear housing, the planetary unit having active surfaces (14) which are provided for introducing the braking torque into the planetary unit (5) and the active surfaces (14) are provided on both sides of the planetary gears (6) and are at least partially arranged laterally next to the planetary gears (6).

Description

The invention relates to an automatic transmission for a motor vehicle, in particular for an automatic transmission as a power transmission, but not for balance and transfer case, with a transmission housing and disposed in the transmission housing gear train for transmitting or distributing a force, the drive train is a planetary unit with a planet and arranged thereon planetary gears and wherein a braking device is provided, the means for applying a braking torque causing braking force, and the braking torque is able to decelerate the planetary unit relative to the transmission housing, wherein the planetary unit has active surfaces which are provided for introducing the braking torque in the planetary unit and the active surfaces are provided on both sides of the Planetenradpaare and at least partially arranged laterally next to the Planetenradpaaren.

Such transmissions are used, for example, as a manual transmission of an automatic transmission, wherein in these transmissions then via the planetary gear and the variation of its degrees of freedom, for example, the switching stages can be realized to switch depending on speed, engine load and vehicle speed different ratios between the drive and drive wheels. However, the invention is not limited to this application, but the invention is applicable everywhere where within a transmission, a planetary gear is to be used, which assumes a function by braking the planetary unit. In particular, these may be transmissions that are used in conjunction with hybrid drives.

The planetary unit may include a plurality of planetary gear pairs and a planet carrier, the planetary gear pairs being disposed on planetary gear pair shafts connected to the planet carrier and each having a first planetary gear and a second planetary gear.

Such transmissions are known in particular as differential gears, as in the WO 2007/025737 A1 are described. Here, the differential gears are used as a transverse compensation of the different speeds of the wheels, resulting in cornering due to the different path lengths of the lanes. The drive torque is to be transmitted symmetrically and therefore free of moments of yaw moment on the individual wheels. In certain driving situations or for influencing the driving character of a motor vehicle, however, it may be desirable to specifically intervene in the driving force distribution to the individual wheels and to optimize the driving behavior thereby or to relieve the driver in critical situations. This can be done by braking intervention as well as by influencing the distribution of the drive power of a differential gear to the individual wheels.

A differential gear of the type mentioned has the peculiarity that upon actuation of the brake device, the otherwise co-rotating with the drive basket and output shaft planetary unit can be braked or blocked.

When the brake device is not actuated, the planetary unit rotates in the block around the output shaft. The differential meets the function of a standard differential. Upon actuation of the braking device, since the individual planet gears of the Planetenradpaare have different effective diameters, transmitted as a result of braking the planetary unit via the intermediate gear to the output shaft, a torque that accelerates or decelerates the output shaft compared to the operation of non-actuated braking device. As a result, a yaw moment is selectively produced, which is caused by the different speeds of the drive wheels or by the resulting different drive wheel torque or Antriebsraddrehzahlen on both sides of the vehicle.

In contrast to differentials, which only have an active lock, which allows maximum full-scale equalization of the output shaft speeds, it can be achieved that even the outside drive wheel that rotates faster in a conventional differential because of the longer outer lane than the inside drive wheel which accelerates beyond the lane length resulting wheel speed beyond.

By selective connection of a yawing moment can be intervened in various driving situations corrective in the driving behavior of the vehicle, or it can be a vehicle with special handling characteristics, in particular special Kurveneinlenkverhalten created. Because of the possibility of adding a yaw moment, such transmissions are also called "active-yaw" transmissions.

Such a differential is from the US 6 120 407 A In this differential gear, the planetary unit can be braked by means disposed on an outer circumferential surface of a disc-shaped base body of the planet carrier braking device. For this purpose, the braking device has a friction lamination stack which can be compressed via a hydraulic unit. In this case, active surfaces in the form of inner disks are provided on the planet carrier, which rotatably on than Inner disk carrier acting planet carrier are arranged, while the outer disks are rotatably mounted on the stationary transmission housing.

However, this embodiment has the disadvantage that the braking device and the active surfaces are widely spaced from the planetary unit, resulting in a structurally complex, large and thus relatively heavy and expensive planetary unit. The masses of the planetary unit to be accelerated and braked are relatively high. Also, such a design requires an increased space requirement of the entire differential gear. In addition, due to the different diameters of the first and second planetary gear, the forces acting on these planetary gears apply a moment to the planetary unit, which in the known embodiment has to be absorbed by a complex mounting of the planetary unit. In addition, a complex axial bearing of the planetary unit is also required for location-accurate positioning of the braking device.

Next is from the document US 6,371,255 B1 a braked planet carrier is known, which is used in a down-hole utility vehicle. However, the planet carrier shown there is not suitable for use in an automatic transmission.

He has only on one side a braking surface and is to be moved to actuate a brake disc as a whole.

Also the US 4 160 497 A shows a planet carrier on which a braking device acts. This is used in a wheel hub transmission. Again, however, the brake device acts only on one side of the planet carrier.

The invention provides a transmission of a general type, which takes over the advantages of braking the planetary unit from the differential gears described and allows easy and easy switching of automatic transmissions.

Unless the invention is described in part below with reference to a differential, it should be noted that the essence of the invention is the braking of the planetary unit on the arrangement of the active surfaces and should not be limited to the not claimed here differential. Therefore, the following description shall be understood to mean that the benefits and details described are applicable to all types of transmissions incorporating a planetary unit, particularly automatic transmissions of a motor vehicle.

The arrangement of the active surfaces allows a more compact design. The braking force can act directly next to the planetary unit. An arrangement of the braking device at a distance from the axis of rotation of the intermediate gear spaced location is not required. In the outer area of the planetary unit, the masses to be moved are reduced. By arranging the active surfaces on both sides of the planetary unit it is achieved that the forces and moments which act on the planetary unit in operation via the Planetenradpaare act directly on the active surfaces on the braking device and are intercepted by this. Braking force and braking torque are applied directly to the planetary unit, without having to be routed via a planetary carrier designed to be structurally complex to a braking device located radially on the outside. This also eliminates a complex axial storage. An exact positioning of the planetary unit is ensured due to the braking device adjacent to the active surfaces.

The design according to the invention saves costs because of the smaller space requirement, the simpler structural design and the low weight, both in operation and in development and production. In addition, the low weight and the compact design leads to a more stable and lighter than the prior art planetary unit, so that intervention of the braking device can be made safer, more precise, faster and better dosed. The regulation and monitoring of interventions is thus optimized.

To initiate braking force and braking torque in the planetary unit, it is further provided that the braking device for introducing the braking torque in the planetary unit has on both sides of the planetary unit Reiblammellen. Reiblamellen have a Reibbelagsschicht, which is usually applied to a base body and over which the required braking torque can be transmitted in a very efficient manner on the active surfaces on the planetary unit. Furthermore, friction plates over other measures to initiate a braking torque on a very high power to weight and low space requirements at the same time low cost and long life, which contributes to the compactness and structural simplicity of the differential gear or the automatic transmission.

In a preferred embodiment, at least the friction plate facing the means for applying the braking force is displaceable as a force introduction lamella in the direction of the braking force and transmits the braking force to the active surfaces of the planetary unit facing it. Thus, the required for free rotation of the planetary unit Game are bridged by the force introduction blade, before the active surfaces of the planetary unit abut the braking device and are effectively braked.

In order to simplify the differential further constructive, it is preferably provided that the means for applying the braking force are arranged only on one side of the planetary unit and that arranged on the other side of the planetary unit friction plate is designed as Abstützlamelle, the braking force and braking torque is supported on the fixed gear housing.

An arrangement of the means for applying the braking force on both sides of the planetary unit is not absolutely necessary. In a deceleration of the planetary unit rotating as a whole about the output shaft, it is initially axially displaced axially by its lateral play until it abuts firmly against the adjacent friction plate with the side opposite the means for applying the braking force. Then the braking forces can symmetrically attack the planetary unit.

The torque transmitted to the planetary unit must be supported in the fixed gearbox. This can be achieved in an advantageous manner in that the friction plates are rotatably mounted in the fixed gear housing. The support of the braking torque then takes place via the friction plates. No torque is transmitted to other components of the brake device. These can be designed and designed accordingly easier.

Since the Abstützlamelle in contrast to the force introduction blade does not have to be displaced in the axial direction, provided that it rests simultaneously on the transmission housing, it can be provided that the Abstützlamelle is firmly connected to the stationary transmission housing. In particular, the Abstützlamelle be formed in that the friction lining is applied directly to the surface of the fixed gear housing. For example, he can hereby be screwed or glued. This further simplifies the design and saves components and costs.

In order to further improve the initiation of the braking torque in the planetary unit, it can be provided that the active surfaces of the planetary unit have a friction lining in the manner of the friction lining of a friction plate. Thus, a very efficient friction surface pairing can be achieved, which further improves the response and controllability.

It can further be provided that the planet carrier has at least on one side a carrier ring, which is designed in the manner of a friction plate, wherein the active surface is provided on the Planetenradpaaren the opposite side of the carrier ring for cooperation with the friction plates of the braking device with a friction lining. Such a support ring thus forms as a unit both a suitable for holding and for receiving the Planetenradpaare or the planet gears supporting structural element as well as a suitable for the initiation of the braking torque effective area. The friction lining can be glued or screwed to the support ring. The planet carrier is advantageously constructed largely symmetrical and has the said support ring on both sides. Arranged on the carrier ring are the planetary gear pair shafts or the planetary gear shafts which are firmly connected to the carrier ring, in particular screwed, riveted or welded.

The braking device may advantageously be arranged in the fixed gear housing. This is arranged substantially stationary to the motor vehicle and necessary for the actuation of the brake device power transmission means, for example hydraulic oil, compressed air or electrical energy can be introduced without sealing relative to each other moving components or without sliding contacts in the fixed gear housing.

Preferably, the means for applying the brake torque causing the braking force comprise a hydraulic unit with at least one pressure cylinder arranged on or in the stationary gear housing and pressure stamps acting on a force introduction lamella. Such an arrangement transmits the braking force to the planetary unit via the plungers and the force introduction lamella, wherein the braking moment is absorbed by the force introduction lamella and, if the force introduction lamella is non-rotatably arranged on the stationary transmission housing, is also supported by the latter.

The plunger come so not directly with the active surfaces of the planetary unit in contact and can be designed structurally simpler, since they need not take a moment. For uniform introduction of the braking force to the planetary unit, a plurality of pressure pistons are preferably distributed over a circumference, or an annular ram is provided, which is able to apply uniformly to the force introduction lamella upon actuation of the braking device.

Particularly advantageous is an embodiment in which the plunger and the force introduction lamella form a component. The plunger can be connected to the force introduction blade via detachable or non-detachable connection means, in particular screwed, riveted or welded. It It can be provided that the force introduction lamella is formed with the plungers of the same component as a support ring with the Planetenradpaarwellen arranged thereon, which contributes to the further simplification of the differential gear.

If the planet gears are formed by pairs of planetary gears, each having two different effective diameters, these form an intermediate gear. For the standard transmission ratio of the intermediate gear, 0.85 <i ₀ <0.95 is preferably selected, more preferably 0.89 <i ₀ <0.91. The default translation is the translation that results when the planetary unit is blocked. It describes, by way of example with respect to a differential gear, the ratio of the drive basket speed, ie the drive shaft speed, to the output shaft speed. If the intermediate gearbox does not accelerate the respective output shaft assigned to it, but decelerates, one of the standard translations corresponding to the standard ratio greater than 1 can be selected so that the respective other output shaft is then accelerated via the speed compensation in the planetary or differential gear.

In the case of a pair of planetary gears, the ratio Z of the effective diameter of the first planetary gear to the effective diameter of the second planetary gear should be 0.90 to 0.98, preferably 0.93 to 0.95, more preferably 0.94. The ratio S of the effective diameter of the first sun gear to the effective diameter of the second sun gear should be 1.01 to 1.07, preferably 1.03 to 1.05, more preferably 1.04. The ratio R _{1 of} the effective diameter of the first sun gear to the effective diameter of the first planetary gear should be 1.4 to 1.6, preferably 1.48 to 1.52, more preferably 1.50. The ratio R _{2 of} the effective diameter of the second planetary gear to the effective diameter of the second sun gear should be 0.68 to 0.78, preferably 0.72 to 0.74, more preferably 0.735. These specifications allow the compact design with sufficient effective surfaces to initiate the braking torque, the desired standard ratio and good efficiency.

The application of the invention is of course not limited to the illustrated bevel gear differential assembly. In other types of differential gears, such as spur gear differentials, in particular planetary design, or worm gear differentials, the system described can also be used. Furthermore, an application in a transfer case is also conceivable if the specific intervention in the driving dynamics of a vehicle front and rear axle should be accelerated or delayed differently. A differential can be used as an alternative or in addition to other control systems such as electronic stability programs. Areas of application of the invention are in addition to the classically powered by internal combustion engines motor vehicles also hybrid drives in which a braked planetary unit is used, or a two types of drives having vehicle drive.

Further features and advantages of the invention will become apparent from the subclaims and from the following description of preferred embodiments with reference to the drawings.

In the drawings show

1a a schematic representation of a prior art differential gear according to the prior art,

1b a deployable in an automatic transmission, braked planetary unit for performing switching operations according to the prior art,

1c a further embodiment of a used in an automatic transmission, braked planetary unit for making switching operations according to the prior art,

2 a possible embodiment of a differential gear according to the invention,

3 a plan view of a force introduction blade or a planet carrier,

4 a side view of a planet carrier in section, and

5 an overview of a possible dimensioning of a differential gear according to the invention,

6a a first used in an automatic transmission, braked planetary unit according to the invention (corresponding 1b )

6b a second embodiment of a used in an automatic transmission, braked planetary unit according to the invention (corresponding 1c ), and

7 A third embodiment of a planetary unit according to the invention, in which the output shaft is formed as a ring gear.

1a respectively. 1b and 1c show a schematic representation of a prior art differential gear or, planetary gear of an automatic transmission and are to Explanation of the general operation of a transmission with a braked planetary unit 5 used. Drive power is transmitted to the drive cage via a drive shaft 1 or a drive shaft 1 introduced and there in the manner known for differentials on two output shafts 2 distributed. The structure of the differential gear is substantially symmetrical to both output sides. The output shafts 2 in 1a In addition, each have an intermediate gearbox 4 with the drive basket 1 coupled. The same applies to the output shafts 1 in the 1b and 1c , in which case only one intermediate gear is provided. Differential, drive basket 1 or drive shafts 1 , Output shafts 2 and intermediate gear 4 are at least partially in a fixed gearbox 3 arranged and stored herein.

Every intermediate gear 4 has a planetary unit 5 on, the z. B. in the case of the differential gear of 1a at giermomentfreien straight ahead as a whole with the drive basket 1 and output shaft 2 rotates. The planetary units 5 include multiple Planetenradpaare 6 which are expediently arranged at regular intervals along the circumference. In 1a and 1c are each intermediate gear 4 and planetary unit 5 two planetary gear pairs 6 recognizable. 1b In contrast, shows a likewise conventional design in which not only Planetenradpaaren individual planet gears apply. The planet gears or Planetenradpaare are each on a Planetenradpaarwelle 8th arranged with a planet carrier 7 connected is. Each pair of planetary gears 6 has a first planetary gear 9 and a second planetary gear 10 on. The first planetary gear 9 combs with you 1 one with the drive basket 1 rotatably connected first sun gear 11 , the second planetary gear 10 meshes with one with the respective output shaft 2 rotatably connected second sun gear 12 ,

1a shows further per output side a braking device 13 applying a braking force to the planetary unit 5 can transfer. The brake device 13 acts between the stationary gearbox 3 and the planetary unit 5 ,

Will now be in 1a on a driven side the planetary unit 5 braked or blocked, the planetary unit 5 no longer circulating freely or standing opposite the stationary gearbox housing 3 , The over the drive basket 1 from the drive power directly driven first sun gear 11 drives over the first planetary gear 9 and on the rotatably connected second planetary gear 10 the output shaft 2 , A power transmission from the drive basket 1 on the output shaft 2 over the intermediate gear 4 is guaranteed. The differential speed forced between the two output shafts is balanced in the differential. With blocking the planetary unit 5 is the ratio of the drive basket speed to the speeds of the output shafts 2 and the ratio of the speeds of the output shafts 2 fixed to each other, regardless of turning or straight ahead. A simultaneous blocking of both intermediate gears 4 on both output sides is not possible.

1b and 1c show against the 1a no differential, but a planetary gear set as part of an automatic transmission. In 1b the planetary gearset transmits the power via the intermediate gearbox 4 without translation error from the output shaft 1 on the output shaft 2 , but he ensures a reversal of the direction of rotation due to the Ravigneaux set used. In 1c however, is similar to the application in 1a a translation error exists, so that drive shaft 1 and output shaft 2 Although the same direction of rotation, but have different rotational speeds.

In 1a . 1b and 1c are the brake devices 13 recognizable only on one side of the planetary unit 5 and arranged relatively far from the output shaft axes, which leads to the disadvantages mentioned above.

In 2 an embodiment of a differential gear is shown. It is shown only one output side of the differential gear. The drive shaft (not shown) drives the drive cage 1 via bevel gear teeth. The drive basket 1 is rotatable to the fixed gear housing 3 stored. At the end is the first sun wheel 11 arranged with the first planetary gear 9 engaged. The first planetary gear 9 is non-rotatable with the second planetary gear 10 to the planetary gear pair 6 connected and arranged coaxially with this. The second sun wheel 12 stands with the second planetary gear 10 engaged, which in turn with the output shaft 2 rotatably connected.

6a and 6b clarify how the for a differential according to 2 already described invention concept of a planetary unit 5 an automatic transmission was transmitted. The too 2 already described aspects can be easily in the 6a and 6b find again. It shows the 6a an embodiment of the invention in 1b illustrated transmission and 6b an embodiment of the invention in 1c illustrated transmission.

In the 6a and 6b drives the drive shaft 1 over the first sun wheel 11 the first planetary gear 9 At the second planetary gear 10 rotatably connected. The second planetary gear 10 in turn drives the second sun gear 12 on, in 6a a Ravigneaux set is used and the first and second sun gears have identical effective diameters so as to extend from the drive shaft 1 to the output shaft 2 to a reversal of direction comes. In the transmission according to 6b is, however, as well as in 2 , a Planetenradpaar provided with a translation error. Of course, both principles can also connect to each other, so that both a reversal of rotation and a rotation speed change caused by the translation error can be realized.

Below are the 2 . 6a and 6b described. The pair of planetary gears shown 6 is on the planetary gear pair shaft 8th rotatably mounted and can rotate around this. The planetary gear pair shaft 8th is on both sides, each with a carrier ring 16 connected. The planet carrier 7 includes the carrier rings 16 and planetary gear pair shafts 8th , the planetary unit 5 In addition, also includes the Planetenradpaare 6 ,

On the side of the left carrier ring 16 is a friction plate 15 arranged as the force introduction lamella 15 ' is trained. The brake device 13 , in the 2 . 6a and 6b exemplified as a hydraulic brake device brings about a plunger 17 a braking force on the force introduction lamella 15 ' on. This is designed annular and rotationally fixed via a toothing located on the outer edge but in the direction of the axes of rotation of the wear shaft 2 , the drive basket 1 or the drive shaft 1 and the intermediate gear 4 slidable in the fixed gearbox 3 stored. The brake device 13 is suitably designed so that a uniform pressure on the force application lambs 15 ' can raise.

On the side of the right carrier ring 16 is also a friction plate 15 provided as a support lamella 15 '' is trained. Also the support lamella 15 '' is rotationally fixed and in the same direction as the force introduction lamella 15 ' slidable in the fixed gearbox 3 arranged. The mobility of the Abstützlamelle 15 ' However, it is not significant for the function of the differential gear. The support lamella 15 '' Can also be directly on the stationary gearbox 3 be applied or attached to this, so that on a Abstützlamelle 15 '' can be dispensed with as a separate component. In 6a respectively. 6b becomes the support lamella 15 '' via a form-fitting in the transmission housing 3 engaging support ring held axially. This absorbs the axial forces occurring during braking.

At the carrier rings 16 effective areas are provided. These are the areas over the braking force and braking torque in the planetary unit 5 be introduced. They are preferably located on both sides of the Planetenradpaare 6 at the friction plates 15 facing side surfaces of the carrier rings 16 , The side surfaces of the carrier rings 16 can serve themselves in whole or only partially as effective area. As active surfaces are preferably friction surfaces, the nature of the friction surfaces of the friction plates 15 correspond to the side surfaces of the carrier rings 16 placed.

With the embodiment described above, a compact, easily controllable, lightweight and cost-effective differential gear or automatic transmission is provided. Also due to the simple structure, it has a long service life and is characterized by a low space requirement and low structural complexity.

The two sides of the planetary unit 5 arranged friction plates 15 with little play to the sides in the fixed gearbox 3 are accommodated, ensure by forming an abutment stable storage of the planetary unit 5 , The in the intermediate gear 4 occurring forces and moments, especially when delaying or blocking the planetary unit, ie when using the intermediate gear 4 , by the braking device 13 occur through the two sides of the planetary unit 5 arranged components effectively collected and in the fixed gear housing 3 initiated. The planetary unit 5 comes, therefore, as in 2 shown without an additional axial bearing. Due to the compact design and the resulting low masses results in a fast and efficient controllability of engagement by the braking device.

3 shows an embodiment of a friction plate 15 in a top view. On the front side, friction surfaces which are regularly distributed over the circumference and which face the active surfaces of the planetary unit can be seen. At the outer edge is a toothing, the non-rotatable and simultaneously axially displaceable mounting in the fixed gear housing 3 allows. In a particular embodiment of the differential gear or the automatic transmission is provided that the in 3 shown friction plate 15 component same or at least the type as a carrier ring 16 Use finds. It can affect the friction plates 15 to act dry or wet fins. Preference is given to wet blades are used in the manner of a hydraulic clutch blade.

6b shows a possible embodiment of a planet carrier 7 with two carrier rings 16 , which is essentially the embodiment of in 3 shown friction plate 15 correspond. Between the carrier rings 16 and fixedly connected to them is the planetary gear pair shaft 8th shown on like in 2 recognizable, the Planetenradpaare 6 are rotatably mounted. The planetary gear waves 8th In addition, keep the carrier rings 16 upon exposure of the braking force to distance to ensure the free rotation of the Planetenradpaare. For a uniform load on the carrier rings 16 To ensure further support elements between the support rings can be provided, the deformation and thus an uneven loading of the active surfaces of the support rings 16 prevent the action of the braking force. On the side surfaces of the carrier rings 16 is similar to a friction plate a friction lining applied.

5 shows an overview of an exemplary suitable dimensioning of a differential gear, wherein the planetary unit 5 with planetary gear pairs 6 is designed and as part of an intermediate gear 4 acts, the Planetenradpaare 6 have different effective diameter, so a deliberate translation error. As vehicle data, the dynamic tire radius R _dyn = 0.315 m and the axle ratio i _axle = 3.5 are given arbitrarily but realistically. The radius of the first sun gear is r ₁ = 30 mm, that of the first planetary gear r ₂ = 20 mm, that of the second planetary gear r ₃ = 21.2 mm and finally that of the second sun gear r ₄ = 28.85 mm. The web radius, ie the radius on which the planetary gear pairs 6 rotate about the output shaft axis or the radius with which the Planetenradpaarwellen 8th are spaced from the output shaft axis, r _web = 50 mm.

This results in a ratio Z of the effective diameter of the first planetary gear to the effective diameter of the second planetary gear of 0.94 and a ratio S of the effective diameter of the first sun gear to the effective diameter of the second sun gear of 1.04. The ratio R _{1 of} the effective diameter of the first sun gear to the effective diameter of the first planetary gear is 1.50, while the ratio R _{2 of} the effective diameter of the second planet gear to the effective diameter of the second sun gear is 0.735. The standard ratio of the intermediate gear follows from this information with i ₀ = 0.907.

• – n_Propshaft (Antriebswellendrehzahl oder Motordrehzahl)
• – n_Diff (Antriebskorbdrehzahl)
• – Δn (relative Differenzdrehzahl zwischen Abtriebswelle und Antriebskorb)
• – n_RL (Abtriebswellendrehzahl)
• – n_Steg (Rotationsdrehzahl der Planeteneinheit)
• – n_23/Steg (Drehzahl der Planetenradpaare um die Planetenradpaarwelle)

If these values are taken as a basis, the following are taken from the table in FIG. 1 for the assumed output side for respectively assumed vehicle speeds V 4 calculate removable sizes:

• - n _Propshaft (drive shaft speed or engine speed)
• - n _Diff (drive _{basket speed} )
• - Δn (relative differential speed between output shaft and drive cage)
• - n _RL (output shaft speed)
• - n _bridge (rotational speed of the planetary unit)
• N _{23 / bridge} (rotational speed of the planetary gear pairs about the planetary gear pair shaft)

In addition to the above data, the table in 4 a rough calculation of the caused by the differential _gear or the braking device for the respective vehicle _speeds V loss line P _verl. , The calculation is in each case an assumed output torque of an output shaft of .DELTA.T ₄ = 1200 nm and a resulting due to the standard translation of the intermediate gear of i ₀ = 0.907 following drive torque of the drive cage T ₁ = 1320nm based. The clutch torque T _K , that is, the braking torque acting on the planetary unit, corresponding to the standard ratio of the intermediate gear of i ₀ = 0.907 is about 10% of ΔT ₄ = 1200 Nm, ie T _K = 120 Nm.

In 7 is shown a further embodiment of the invention, wherein the drive shaft 1 also drives a planetary unit, which has a braking device 13 can be braked. Unlike in the 2 . 6a and 6b described gear is in the embodiment according to 7 the output shaft 2 as a ring gear 18 formed with an internal toothing. This ring gear 18 can, for example in conjunction with a further to be provided external toothing (not shown) for direct output of the drive power or the direct drive of another drive body can be used. The intermediate gear 4 is doing of first planetary gears 9 formed by the drive shaft 1 transmitted drive power in the ring gear 18 initiate.

In 7 combs the first sun gear 11 over the planet 9 with the ring gear 18 , contrary to 2 . 6a and 6b no Planetenradpaar is provided. Also is in 7 not like in 6a a Ravigneaux set provided. Of course, the embodiments described in the various figures and the associated technical aspects can also be applied to the embodiment according to FIG 7 transferred and vice versa. The person skilled in the art will know how to adapt the gearbox on the basis of the respective requirements of a specific application.

LIST OF REFERENCE NUMBERS

1

Drive basket / drive shaft

2

output shaft

3

fixed gear housing

4

intermediate gear

5

planetary unit

6

planet wheel

7

planet

8th

Planetenradpaarwelle

9

first planetary gear

10

second planetary gear

11

first sun gear

12

second sun wheel

13

braking device

14

active surfaces

15

friction plate

15 '

Force application plate

15 ''

Abstützlamelle

16

support ring

17

plunger

18

ring gear

Claims (13)

Automatic transmission of a motor vehicle, except differential, with a transmission housing ( 3 ) and a gear train arranged in the transmission housing for transmitting or distributing a force, wherein the drive train is a planetary unit with a planet carrier ( 7 ) and arranged thereon planetary gears, wherein a braking device ( 13 ) is provided, the means for applying a brake torque causing braking force, and the braking torque, the planetary unit ( 5 ) is able to decelerate relative to the transmission housing, wherein the planetary unit active surfaces ( 14 ), which is used to initiate the braking torque in the planetary unit ( 5 ) are provided and the active surfaces ( 14 ) on both sides of the planetary gears ( 6 ) and at least partially laterally next to the planetary gears ( 6 ) are arranged. Transmission according to claim 1, characterized in that the braking device ( 14 ) for introducing the braking torque into the planetary unit ( 5 ) on both sides of the planetary unit ( 5 ) Friction plates ( 15 ) having. Transmission according to Claim 2, characterized in that at least the friction plate facing the means for applying the braking force ( 15 ) as a force introduction lamella ( 15 ' ) is displaceable in the direction of the output shaft axis and the braking force on the active surfaces facing it ( 14 ) transmits the planetary unit. Transmission according to one of claims 2 or 3, characterized in that the means for applying the braking force only on one side of the planetary unit ( 5 ) arranged on the other side of the planetary unit ( 5 ) arranged friction plate ( 15 ) as Abstützlamelle ( 15 '' ) is formed, the braking force and braking torque on the fixed gear housing ( 3 ) is supported. Transmission according to one of claims 2 to 4, characterized in that the friction plates ( 15 ) rotationally fixed in the fixed gear housing ( 3 ) are arranged. Transmission according to one of claims 4 or 5, characterized in that the Abstützlamelle ( 15 '' ) fixed to the stationary gear housing ( 3 ) connected is. Transmission according to one of the preceding claims, characterized in that the active surfaces ( 14 ) of the planetary unit ( 5 ) a friction lining according to the type of friction lining of a friction plate ( 15 ) exhibit. Transmission according to one of the preceding claims, characterized in that the planet carrier ( 7 ) at least one side a support ring ( 16 ), which is designed in the manner of a friction plate, wherein the active surface ( 14 ) on the side facing away from the planetary gears of the carrier ring ( 16 ) for the interaction of the braking device ( 13 ) is equipped with a friction lining. Transmission according to one of the preceding claims, characterized in that the braking device ( 13 ) in the fixed gear housing ( 3 ) is arranged. Transmission according to one of claims 3 to 9, characterized in that the means for applying the braking torque causing braking force a hydraulic unit with at least one on or in the stationary transmission housing ( 3 ) arranged pressure cylinder and on a force introduction lamella ( 15 ' ) acting plunger ( 17 ). Transmission, except as a differential, according to claim 10, characterized in that the plunger ( 17 ) and the force introduction lamella ( 15 ' ) form a component. Transmission according to one of the preceding claims, characterized in that the planetary gears are formed as Planetenradpaare. Transmission according to one of the preceding claims, characterized in that an output shaft 2 is formed in the form of a ring gear.

Images