EA003825B1 - Transmission devices for ground vehicles and more particularly for motors-cars - Google Patents

Abstract

1. A transmission device wherein a differential mechanism (1, 301, 302) comprises : - a casing element (2); - an input rotary connection element (3, 303) and an output rotary connection element (4); - three rotary elements (5, 6, 7; 350, 360, 370) which are rotatable with respect to the casing element (2) and mutually intermeshed; - two friction coupling means (9, 10; 209, 210; 309, 310) between said elements; - a one-way clutch (8; 208; 308) forbidding one direction of relative rotation of a first one (5, 350) of the rotary elements with respect to a second one (2, 330) of said elements; - actuating means (114, 116; 214, 216; 314, 316) for said coupling means; characterized in that - a first one (9; 209; 310) of said selective coupling means is mechanically in parallel with the one-way clutch (8; 208; 308); - a second one (10; 210; 309) of said selective coupling means is operatively mounted between said first element (5; 350) and a third one of said element (3; 2); - said two friction coupling means are coordinated by an inverter control means (11; 211; 311) between two stable states in each which one of the coupling means is engaged and the other is released, respectively. 2. A device according to claim 1, characterized in that the inverter control means is a common pressure member (11; 211; 311) which is movable between two end positions, each of which corresponds to one of the stable states, and which is acted upon by the actuating means. 3. A device according to claim 1 or 2, characterized in that the inverter control means is integral with the first element (5; 6; 350). 4. A device according to one of claims 1-3, characterized by comprising, mechanically in series with the one-way clutch (8; 208; 308) between the first rotary element (5; 350) and the second element (2; 330), a means for common rotation with axial displaceability (52, 53; 252, 253; 352, 353). 5. A device according to claim 4, characterized in that the first rotary element (5, 350) is guided for axial sliding independently of the means for common rotation (52, 53; 252, 253; 352, 353). 6. A device according to claim 4 or 5, characterized in that the means for common rotation (52, 53; 252, 253; 352, 353) is mounted operatively between one of the first and second elements and a one-way clutch support (51; 251; 351), and in that an axially unslidable bearing (54; 254; 354) is provided mechanically in parallel with the one-way clutch (8; 208; 308) and between the one-way clutch support and the other of said first and second elements. 7. A device according to one of claims 1-6, characterized in that the actuating means comprise an axial movability of the first element (5; 6; 350) under a tooth reaction thrust (F1, F2). 8. A device according to claim 7, characterized in that the actuating means comprise two antagonistic actuators (114, 116; 214, 216; 314, 316) one of which is capable of an action in the same direction as the tooth thrust. 9. A device according to claim 8, characterized in that one of the antagonistic actuators is at least one spring (114; 214; 314). 10. A device according to claim 9, characterized in that said at least one spring acts in a direction contrary to the tooth thrust. 11. A device according to one of claims 8-10, characterized in that the antagonistic actuator which is capable of an action in the same direction as the tooth thrust is a controllable actuator, preferably an hydraulic actuator (116; 216; 316). 12. A device according to one of claims 1-11, characterized in that the first element is a sun wheel (5; 350) of the differential mechanism (1; 302). 13. A device according to one of claims 1-12, characterized in that the second element is the casing element (2). 14. A device according to one of claims 1-13, characterized in that there is provided axially through the first element (5; 350) a stator shaft (21) belonging to the casing element (2), the latter forming the second element. 15. A device according to claim 14, characterized in that the stator shaft (21) is tubular and surrounds a shaft (31) which is fast with the third element (3). 16. A device according to claim 14 or 15, characterized in that the stator shaft (21) is surrounded by a tube (41) which is fast with the other connection element (4). 17. A device according to one of claims 1-15, characterized in that the third element is one of the connection elements (3; 330). 18. A device according to claim 17, characterized in that the device comprises a selective dog-clutch device for: - in a forward drive position, connecting a remaining one of the three intermeshed elements of the differential mechanism with the other connection element and the second element at least selectively with the casing element; - in a reverse drive position, connecting said remaining element of the differential mechanism with the casing element, and the second element with the other connection element. 19. A device according to claim 18, characterized in that the device comprises a third friction coupling means (210; 10) by which the third element (3) is selectively connected to a fourth one of the elements which is formed by one of the rotary elements (6; 5) other than the first element (5; 6). 20. A device according to claim 19, characterized in that the device comprises: - between the fourth element (6; 5) and another one (2) of the elements, a fourth friction coupling means (209; 9) in parallel with a second one-way clutch (208; 8); and - a second inverter control means (211; 11) which coordinates the third and the fourth coupling means between two stable conditions in each of which one of the third and fourth coupling means is engaged and the other one disengaged, respectively. 21. A device according to claim 20 in combination with claim 9 or 10, characterized in that the spring is mounted operatively between both inverter control means. 22. A device according to claim 20, characterized by said actuating means comprising a controllable actuator mounted operatively between said two inverter control means. 23. A device according to one of claims 20-22, characterized in that the second inverter control means (211; 11) is subjected to a tooth reaction thrust of said fourth element (6; 5), which is mounted for displacement under tooth thrust. 24. A device according to one of claims 19-23, characterized in that said other element to which said fourth element can be connected for rotation by the fourth coupling means is said second element (2). 25. A device according to one of claims 19-24, characterized in that one of the connection means (3) is adapted to be coupled with an engine shaft, without interposition of any starting clutch. 26- A device according to one of claims 1-25, characterized in that one of the connection means (41) is connected to a mechanism (302) providing at least two ratios. 27. A device according to claim 26, characterized in that the two-ratios mechanism transfers a motion from a differential mechanism axis to a second, parallel, axis. 28. A device according to claim 27, characterized in that the two ratio-mechanism comprises: - two toothed wheels rotatively mounted onto a first connection shaft; - a second connection shaft having two pinions rigidly mounted thereon and having different diameters: - a clutch selectively coupling one of the toothed wheels with the first shaft; - a one-way clutch coupling the other toothed wheel with the first shaft when the clutch is deactivated; - an auxiliary clutch in parallel with the one-way clutch. 29. A device according to claim 28, characterized in that the toothed wheel associated with a clutch has a possibility of axial movement so that its tooth reaction participates to actuation of the clutch. 30. A device according to one of claims 27-29, characterized by comprising a reverse drive device which once activated by a dog-clutch, selectively by-passes the differential mechanism and the two ratio mechanism. 31. A device according to one of claims 27-29, characterized by comprising a reverse drive device which once activated by a dog-clutch, selectively by-passes the two-ratio mechanism between the axis of the differential mechanism and the second, parallel axis. 32. A device according to claim 26, characterized in that the mechanism having at least two ratios and the differential mechanisms are arranged along two different parallel axes (X1, X2). 33. A device according to claim 32, characterized by comprising a supplemental connection member which is coaxial with the two-ratio mechanism and coupled with the connection element of the differential mechanism other than that which is coupled with the two-ratio mechanism, whereby input and output of the transmission device are co-axial. 34. A device according to claim 33, characterized by a reverse drive mechanism mounted between the two-ratio mechanism and the supplemental connection member, reverse control means being provided for selectively activating the reverse, drive device and jointly deactivating the differential mechanism. 35. A device according to claim 33, characterized in that the differential mechanism and the supplemental connection member are connected by selective dog-clutch means causing the differential mechanism to operate either with several forward drive ratios, or with a reverse drive ratio. 36. A device according to claim 32, characterized in that the mechanism having at least two ratios (302) moreover provides a reverse drive ratio. 37. A device according to one of claims 26-36, characterized in that the two-ratio mechanism (302) is a second differential mechanism according to anyone of claims 1-9. 38. A device according to claim 37, characterized in that, in the second mechanism, the second element (330) is a connection element, and the third element is a casing element (2), the remaining one (360) of the three rotary elements of the second differential mechanism (302) being connected to the other connection element (4). 39. A device according

Description

The invention relates to transmission devices (gearboxes) for land vehicles, and more specifically for cars.

More specifically, this invention relates to automatic transmission devices and / or devices that provide multiple gear ratios with a relatively simple design.

In almost all automatic transmission devices, differential gears (differentials) are used, and more specifically, planetary gears in which selectively engaging couplings, such as brakes, clutches and / or one-way clutches, allow the gear ratio provided by each elemental gear to be changed. Traditionally, a planetary gear provides one of two gear ratios, one of which being a direct gear, obtained by a clutch connecting together two gears with rotating gears. Planetary gears are known that provide more than two gear ratios, but they usually consist of so-called complex planetary gears, that is, planetary gears that have more than three rotating elements with gearing and which are essentially equivalent to at least two elementary planetary gears.

As a result of the current need for automatic transmission devices, providing a large number of different gear ratios, for example, five or even six, it becomes usual to design automatic transmission devices containing four or even five planetary gears. Such transmission devices are heavy, expensive, bulky and significantly reduce energy efficiency.

In addition, the use of numerous planetary gears leads to the use of very complex and expensive automatic control.

EP-A-0 683877 proposes an automatic transmission device in which automatic control is implemented more simply by using axial force on the helicoidal teeth, which serve both as a measure of transmitted torque and as an executive force proportional to this moment. When the planetary gear operates as a reduction gear, this force maintains the direct drive coupling, which is located between the input (master) and output (driven) elements of the planetary gear, in the disengaged state. At the same time, the third gear element is supported by a fixed one-way (overrunning) clutch, when the engine torque is the driving and auxiliary brake, activated by the hydraulic actuator when the engine torque is reversed (engine braking mode). The direct transmission coupling engages under the action of centrifugal weights when the rotational speed is high enough to overcome the axial force on the tooth. Executive hydraulic force also affects the automatic transmission mode, changing the natural balance between axial force on a tooth and executive centrifugal force.

The use of this known device admittedly makes management less complicated and provides less energy loss, but still a simple planetary gear provides only two gear ratios. In addition, it requires the use of a large number of thrust bearings, which are the cause of noise and wear.

Axial movements require the use of splined joints operating under load, which tend to contaminate the signals of torque and speed of rotation, obtained from the axial force on the tooth and centrifugal weights, respectively.

Switching between one or the other of the two gear ratios in a known planetary gear affects all components of the gear train and requires relatively complex synchronization between the actuators. Although the planetary transmission is theoretically capable of providing a relatively large number of gear ratios, it was practically impossible to provide more than two, given the complex process of switching from one to another of the two gear ratios.

The objective of this invention is to create a transmission device in which the methods and devices for switching the differential from one gear ratio to another are greatly simplified.

Another objective of this invention is to create a transmission device in which a simple differential, that is, having only three meshed elements, provides more than two gear ratios.

In addition, the objective of this invention is to create a transmission device that provides a large number of gear ratios, and at the same time having a highly simple design and increased mechanical efficiency.

According to the first aspect of the invention, a transmission device in which the differential comprises:

housing;

an input rotatable coupling member and an output rotatable coupling member;

three rotating elements made with the possibility of rotation relative to the body and mutual engagement;

two friction coupling devices between said elements;

one-way clutch preventing relative rotation in one of the directions of the first of the rotating elements relative to the second of the mentioned elements;

actuators for coupling devices; and is distinguished by the fact that the first of the selectively engaged coupling devices is arranged mechanically in parallel with the one-way clutch;

the second of the selectively included coupling devices is operatively installed between the first element and the third of the elements;

two friction coupling devices are arranged to consistently switch by means of an inverter between two stable positions, in each of which one of the coupling devices is engaged and the other is respectively disengaged.

In this device, the first rotating element of the differential is involved in all changes in the clutch, which are necessary to change the gear ratio. The first rotating element is

) either bonded to the second element (for example, a housing) by means of the first selectively engaged coupling device and, for one of the torque directions, by means of a one-way clutch installed in parallel with the first coupling device, ίί) or bonded to the third element (for example, one of rotating connecting elements and, in an even more precise example, with an input connecting element) by means of a second selectively engaged coupling device.

The other elements that make up the transmission device are thus represented by much simpler ones. It is advisable to spatially group friction coupling devices next to each other. The actuator is easier to implement, because each friction coupling device has a part that is attached to the first rotating element and therefore it is no longer necessary to transfer forces between elements rotating at different speeds. An inverter, which is usually attached for joint rotation with the first rotating element, when switching between its two stable states, can pass through an intermediate position in which both friction coupling devices are disengaged. This is not a disadvantage, because the overrunning clutch simultaneously realizes the state corresponding to the engagement of the first selectively engageable coupling device. For this, a one-way clutch is installed parallel to the coupling device, which is in the engaged state in the mode of providing the lower of two gear ratios, and the direction prohibited by the one-way clutch is one that provides an even lower gear ratio.

It is especially expedient to combine the first rotating element of the differential with the inverter and to facilitate the activation of the inverter by means of axial force on the tooth; the teeth must be made helicoidal.

Thus, the design is simple and reliable, and the axial force on the tooth is transmitted to the inverter without change. The inverter is preferably implemented as a simple pressure element having two opposite surfaces, each of which is capable of tightening the corresponding first or second friction coupling device.

As a rule, one-way couplings that are commercially available do not allow relative axial movements. For axial movement of the first rotating element, despite the presence of a one-way clutch between the first rotating element and the second element, between them mechanically sequentially one-way clutch preferably a device is installed for joint rotation and provide axial movement.

This clutch for general rotation is advantageously set for interaction between one of the first and the second element and the support of the one-way clutch. Also mechanically parallel with the one-way clutch is installed a bearing fixed in the axial direction between the support of the one-way clutch and the other of the first and second elements mentioned. Thus, the one-way clutch is well protected from any axial force.

On the other hand, to eliminate excessive friction in the device for joint rotation and ensure axial movement, it is advisable that the first rotating element be guided for axial sliding independently of the device for joint rotation and axial movement.

A device for joint rotation can be installed between the first element and the caliper one-way clutch. Therefore, the caliper rotates at the same speed as the first rotating element, while still being axially attached to the second element, which is usually the body. In addition, the caliper is adapted to interact with another actuating device, such as a spring, which can thus push the first rotating element axially without the need for any thrust bearing between them.

In addition, the actuator can consist of a hydraulic pressure element that is connected to the first rotating element, coaxial with it and can simultaneously assist in bringing the first rotating element into a slide. Therefore, all actions necessary for changes in the gear ratio can be performed exclusively by displacing the first rotating element and the inverter connected to it, due to a multitude of control efforts and without transferring control efforts through the thrust bearings.

Above, an elementary construction of connecting and control devices, which are essentially grouped together on one of the rotating elements of the differential, and used to choose between two gear ratios in a planetary gear, has been described. The invention also involves the implementation of another such elementary design on another rotating element of the differential. The third rotary element of the differential may, for example, be permanently connected to one of the driving and driven rotating connecting elements, for example, to the driven element. Thus, planetary gearing is implemented, providing four different modes of operation.

If the same rotating coupling element, for example, the driving element, is controlled by two friction couplings connected to it, which do not work in parallel with the overrunning clutch, one of these four modes of operation corresponding to the state when both of the above-mentioned friction couplings are disengaged is neutral a mode that can be used, for example, to keep a vehicle stationary, while the crankshaft of a vehicle's engine is schaetsya. If the other two selectively engaged coupling devices are brakes that block the differential and, moreover, the driven coupling element, the parking brake function is simultaneously implemented. To switch from this neutral mode to one of the three other modes corresponding to a certain gear ratio, it is simply necessary to change the position of one or both inverters, and this can be done with a progressiveness that is high enough to guarantee acceleration of the vehicle with the desired acceleration. Thus, using a single simple planetary gear, a transmission device is implemented, offering at the same time three gear ratios, one neutral mode and a progressive starting device, and able to do without a clutch or torque transformer, which are traditionally installed in the car between the engine and transmission device.

According to another aspect of the invention, it is possible to use in the transmission device two differentials that are controlled in the manner just described. One of the modes of one of the differentials may be the gear ratio reverse. Preferably, the reverse gear ratio is provided in the differential, which is located further in the kinematic transmission scheme.

Even with a single simple differential, it is possible, as set out below, to provide several gear ratios for moving forward and reversing mode.

According to a further aspect of this invention, a transmission device is realized, which comprises an input rotating coupling element and an output rotating coupling element;

at least two rotating elements, made with the possibility of rotation relative to the housing and which, at least, are indirectly in mutual engagement;

at least one friction coupling device providing a neutral mode in the transmission device during disengagement, and a mode of power transmission between two connecting elements in the engaged state;

actuators for actuating friction clutches, while actuators have:

a) two opposing actuators, at least one of which is managed;

b) axial mobility of at least one of the two interlinked rotating elements and the device for transmitting the axial force on the tooth of the intermeshing rotating element to the pressure element of the friction coupling devices.

This aspect of the invention makes it possible to dispense with the use of a standard clutch or a torque transformer at the input. Friction coupling devices implemented in the transmission device provide a neutral mode in which the path of the power transmission stream from the prime mover to the load being actuated, for example, to the wheels of the vehicle, is broken within the transmission device.

In addition, the axial force on the tooth, created by the gear teeth in the gear, is used as an executive force for friction coupling devices. If the direction of the axial force on the tooth coincides with the direction corresponding to the engagement of the friction coupling devices, then the additional force necessary for coupling the friction coupling devices decreases. Typically, this additional force arises through the use of a controlled drive, such as a hydraulic drive. The disengagement of the coupling device can be performed by a spring that is strong enough to counteract the force exerted on the tooth when energy is not supplied to the controlled drive. Such a device provides a progressive acceleration of the vehicle, while the transmission device is initially in neutral mode, while the engine of the vehicle is pre-switched. The controlled drive is monitored with energy to perform a progressive, smooth starting and acceleration of the vehicle. Stabilization can be provided to eliminate any shock loads. For example, the acceleration of the vehicle can be determined and compared with the desired value. The result of this comparison is the basis for controlling the level of energy supply to the controlled drive and / or power and / or engine speed.

It is also possible to design the transmission device so that the direction of the axial force on the tooth is opposite to the direction of the force produced by the controlled drive. The function of starting and accelerating in this case is self-regulating to a certain extent, because an excessively high acceleration of the vehicle causes an increase in the force on the tooth, this increase, in turn, leads to some disengagement of the coupling device, that is, reduces the clamp in it. The disadvantage of this solution is that the force that will be produced by the drive to ensure the engagement of the friction coupling devices must be higher, because it must overcome the axial force on the tooth and, in addition, ensure the engagement of the coupling device.

According to another aspect of the present invention, a transmission device is implemented that comprises:

an input rotatable coupling member and an output rotatable coupling member;

at least two rotating elements, made with the possibility of rotation relative to the body and which, at least, indirectly, are in mutual engagement;

at least two friction coupling devices, each of which provides, when in the locked state, a corresponding ratio of power transmission between the two connecting elements, with a corresponding gear ratio;

opposing actuators for actuating friction couplings, the actuators comprising at least one controllable opposing actuator;

in which the neutral mode is implemented in the transmission device when both friction coupling devices are in the disengaged state.

These two friction clutches allow one or the other to choose from two gear ratios. When both of these friction clutches are disengaged, a neutral mode is implemented in the transmission device, allowing the vehicle engine to rotate without any corresponding rotation of the vehicle's driving wheels. An unusually simple design is used to choose between the three operating modes.

Preferably, a fourth mode is available, in which both friction coupling devices are in a locked state. This fourth mode is in most cases direct mode.

According to another aspect of the invention, a transmission device is implemented in which the differential comprises:

housing;

an input rotatable coupling member and an output rotatable coupling member;

two coaxial gear elements made with the possibility of rotation relative to the body and containing a sun gear; and crown gear (epicycle);

drove carrying satellites that are engaged with the sun gear and ring gear;

a connecting device between the planet carrier and the output rotating coupling element;

selectively included coupling devices between coaxial gear elements, the case and the leading connecting element;

characterized by a selectively engaging coupling device comprising:

the first structural unit for selectively coupling the sun gear with the input connecting element and with the housing;

the second structural unit for selective coupling of the ring gear with the input connecting element and with the housing, thus realizing:

lower gear ratio when the sun gear is connected to the input coupling element, and the ring gear is connected to the housing;

intermediate gear ratio when the sun gear is connected to the housing and the ring gear is connected to the input coupling element;

direct gear when the sun gear and the ring gear are both connected to the input coupling.

Thus, an extremely simple construction of a three-stage transmission device with a multitude of gears, of which there must be at least three, is realized.

Almost without additional complication of the structure, the neutral mode is further implemented, in which both units disconnect the input connecting element from the sun gear of the wheel and the ring gear, respectively.

In accordance with another aspect of this invention, a transmission device is implemented comprising:

a three-speed device providing a low gear ratio, an intermediate gear ratio and a high gear ratio, with a first gap of gear ratios between a low ratio and an intermediate ratio that is at least a square of the second gap of gear ratios between an intermediate ratio and high ratio;

device with two speeds, sequentially installed device with three speeds and implementing lower and higher gear ratios, having between them the third interval of gear ratios, which is intermediate between the first and second intervals of gear ratios, in which six gears are realized through the following combinations:

first gear: low gear ratio and lower gear ratio;

second gear: low gear ratio and higher gear ratio;

third gear: intermediate gear ratio and lower gear ratio;

fourth gear: high gear ratio and lower gear ratio;

fifth gear: intermediate gear ratio and higher gear ratio;

sixth gear: high gear ratio and higher gear ratio.

Such a six-speed device with the described distribution of gear ratios may be of the type defined in the previous aspect of the invention.

Other features and advantages of the invention will become apparent from the following description, based on examples that do not limit the options for its implementation.

The accompanying drawings show:

FIG. 1 and 2 are sketches of an axial cross section corresponding to the first and second embodiments of the transmission device according to the invention;

FIG. 3 is a somewhat more detailed detail view of an axial cross-section of a third embodiment of a transmission device according to the invention;

FIG. 4 is a section taken along both parallel axes of the transmission device according to the invention, corresponding to the local species with respect to each axis, and with a remote part;

FIG. 5 is a view similar to FIG. 2, but partial and representing a modified embodiment;

FIG. 6 is a view similar to FIG. 2, but showing another modified embodiment;

FIG. 7 and 8 are kinematic diagrams of two more embodiments of the invention;

FIG. 9 is a modified embodiment of the right part of FIG. 8 corresponding to a device with two gear ratios;

FIG. 10 is a kinematic diagram of another embodiment of the invention;

FIG. 11 is a kinematic diagram of a modified embodiment of the right part of the embodiment of the invention in accordance with FIG. ten; and FIG. 12 is a kinematic diagram of another additional embodiment of the transmission device according to the invention.

In the example shown in FIG. 1, the transmission device consists essentially of a differential 1 including:

the housing 2, which is shown only partially and containing the stator shaft 21, which is stationary both in shear and rotation, and passes along the main axis X of the device;

input rotating connecting element 3, which does not have the ability to move relative to the housing 2 and contains the input shaft 31, passing along the main axis X after the end of the stator shaft 21, the input shaft 31, intended for direct or indirect connection to the crankshaft of the engine of the vehicle;

output rotating connecting element 4, designed to connect, at least indirectly, with the wheels of the vehicle, and containing a hollow shaft 31 located along the X axis with the possibility of relative rotation around the shaft 21 of the stator;

rotating element 5 of the sun gear located on the X axis around the stator shaft 21 and made to rotate about the X axis relative to the latter;

rotating ring gear element 6 mounted rotatably around the X axis and mounted around the sun gear element 5 and the stator shaft 21, the input connecting element 3 has a bell-shaped element 32 through which the ring gear 6 is attached to the input shaft 31;

rotating element 7 carrier, which is combined with the output shaft 41 and bears on itself spindles 71, which are evenly distributed around the X axis and eccentric relative to the main X axis and on which satellites 72 are installed, having the possibility of free rotation on them, which are simultaneously engaged with the sun gear element 5 and the ring gear element 6, thus forming a planetary gear with them;

one-way clutch 8, which is depicted simply symbolically and which prevents the sun gear element 5 from rotating relative to the housing 2 in the direction opposite to the direction of rotation of the input shaft 31.

If the transmission device were limited to what was just described, it would work only as a reduction gear speed and only if the torque applied to the input shaft 31 would be a driving torque. In this case, the load from the output shaft 41 acting on the carrier 7 tends to stop the spindles 71 so that the driving moment applied to the ring gear 6 tends to cause reverse rotation of the sun gear element 5. But this is prevented by the presence of one-way clutch 8, therefore the sun gear element 5 is locked and the carrier 7 rotates at a speed intermediate between the zero speed of the sun gear element 5 and the speed of rotation of the ring gear 6 corresponding to the speed of rotation of the input shaft 31.

If the torque applied on the shaft 31 is negative, that is, when the vehicle's engine slows down, the wheels of the vehicle tend to force the output shaft 4 to drive faster than the ring gear 6 connected to the input shaft 31, and this the turn, causes the sun gear 5 to rotate even faster than the carrier 1, which is not prevented by a one-way clutch 8. Such an erroneous action leads to the transition of the engine to idling without braking the vehicle Islands and should be avoided. Therefore, between the sun gear element 5 and the body 2, there is a first friction coupling device, or brake 9, which is mechanically parallel with the one-way clutch 8. In the engaged state, the brake 9 stops the sun gear 5 relative to the body 2 and thus allows the transmission device to operate as a reduction gear with negative torque applied to the input shaft 31, similar to the situation when the torque is positive. The dimensions of the brake 9 are selected on the basis of the necessary for the implementation of the braking operation, which causes the occurrence of a much weaker moment than the maximum driving torque.

The transmission device, in addition, allows for direct transmission due to the presence of the second friction coupling device, or clutch 10, adapted for selective clutch for the total rotation of two of the three rotating elements 5, 6, 7 of the planetary gear in such a way that the entire planetary gear rotates as a single the part around the X axis. This is automatically permitted by the overrunning clutch 8, but requires the release of the brake 9.

In accordance with an important distinctive feature of this invention, the second friction coupling device 10 is connected to the same rotating element, that is, in the example presented, with the sun gear element 5, as the other coupling device already described, that is, one-way clutch 8 and the first coupling device 9.

More specifically, in the present example, the second friction coupling device is installed for interaction between the sun gear element 5 and the input coupling element 3.

It was explained above that the engagement of the second friction coupling device 10 requires disengagement of the first friction coupling device 9. Conversely, the engagement of brake 9 requires disengagement of the clutch 10. Therefore, according to the following important distinctive feature of the invention, the single control element 111 operates as an inverter switching between two stable states, in each of which the corresponding one of the friction coupling devices 9, 10 is engaged, and the other is respectively disengaged. In the examples given, the inverter 111 is an axially movable pressure member. When shifted to the right side of FIG. 1, the pressure element 111 engages the brake 9 and disengages the clutch 10. When shifted to the left side of FIG. 1, the pushing member 111 disengages the brake 9 and engages the clutch 10. Switching from one to the other of these two stable states is carried out by axial translation.

The pressure element 111 is integrated with the sun gear element 5 and therefore rotates at the same rotational speed as the latter. Since both friction coupling devices 9 and 10 have the function of selectively connecting the sun gear element 5 with the corresponding, other element of the differential 1, combining the pressure element 111 with the sun gear element 5 allows the pressure element 111 to be formed as a common pressure element having two opposite pressure platforms , namely, the pressure pad 112 for a set of discs for brake 9 and the pressure pad 113 for a set of discs for clutch 10.

Usually one-way couplings, commercially available, must be installed between two elements that are fixed relative to each other in the axial direction. Thus, taking into account the axial mobility of the sun gear element 5, a one-way clutch 8 cannot be installed directly between the sun gear element 5 and the housing 2. For this reason, a caliper 51 is installed, having axial splines 52 on the outer surface that engage with corresponding axial splines 53 sun gear elements 5, whereby the sun gear element 5 can slide relative to the caliper 51, while remaining connected to it for general rotation. The caliper 51 is stationary axially relative to the housing 2 due to the installation between the caliper 51 and the stator shaft 21 of an axially stationary bearing 54. A one-way clutch 8 is also installed between the caliper 51 and the stator shaft 21 in parallel with the bearing 54.

To control the inversion of both friction coupling devices 9 and 10, the inverter 111 is subjected to the coordinated action of three actuators:

The first actuator consists of the combination of the inverter 111 and the sun gear element 5 already described. Due to this combination, the inverter 111 is subjected to axial force arising on the sun gear element 5 due to the helical shape of its teeth. This axial force is an indication of the torque transmitted by the ring gear;

the second actuating device comprises at least one spring 114, for example a package of cup springs located between the support 51, which is fixed in the axial direction, and the sun gear element 5;

the third actuator is a hydraulic actuator 116 comprising an annular chamber 22 formed within housing 2 and a piston 117, which is integrated with an inverter 111 and has an annular shape enveloping the X axis. The piston 117 thus rotates around the X axis in the chamber 22, which is an integral part of the housing 2.

FIG. 1, arrows P1 and P2 show two possible directions of axial force on a tooth, perceived by element 5 of the sun gear. For a given direction of inclination of the teeth, the axial force appears in the corresponding specific direction when the moment applied to the input shaft 31 is driving, and in the opposite direction when the moment applied to the input shaft 31 is negative (motor braking mode).

If we assume that the axial force on the tooth is directed to the right side (arrow P1), when the torque is driving, then the device operates as follows:

during acceleration, the spring 114 supports the brake 9 in the engaged state, and the clutch 10 in the disengaged: the transmission device works as a reduction gear. During the transmission of the driving torque, the axial force P1 on the teeth enhances the engagement of the brake 9 due to the fact that it is added to the force of the springs 114;

to switch to the upper gear ratio, the corresponding hydraulic pressure is supplied to the actuator 116 to overcome the force of the springs 114 and the forces P1, if any;

to switch the device back, from direct transmission to a reduction in rotational pressure, the only thing that is needed is to relieve the pressure inside the chamber 22 of the drive 116 with the desired intensity.

During the engine braking process, the axial force on the tooth reverses direction, while taking a relatively low value that is not enough to overcome the force of the spring 114. The device thus usually works as a reduction gear speed, excluding the case when the corresponding hydraulic pressure is applied inside the chamber 22. During the switching between both operational modes, i.e. between the two steady states of the inverter 111, there is an intermediate state in which neither of the two frictional coupling devices is not geared. Taking into account that the moment applied to the input shaft 31 is driving, the simultaneous separation of both coupling devices 9 and 10 does not cause any problems, as the sun gear element 5 remains due to the one-way clutch 8 fixed so that the work is carried out in a lower speed mode. If, on the contrary, the moment applied to the input shaft 31 is negative, there is a theoretical risk that the rotational speed of the sun gear element 5 will increase and that the rotational speed of the input shaft 31 will decrease, while the output shaft 41 would accelerate. But essentially this effect is small, taking into account the inertia of the load applied to the shaft 41 (vehicle mass), the low value of the negative torque applied to the shaft 31, and the short duration of this mode.

It is also possible to choose the angle of the helix of the teeth in such a way that the axial force on the tooth acts in the direction of P2 when the torque applied to the input shaft 31 is moving. In this case, the spring 114 must be powerful enough to counteract the force P2 on the tooth in all cases when it may actually be necessary to maintain the device in the mode of lowering the rotational speed. There is no need for the springs to provide a large excess of force, it is enough that the clutch 10 opens, even if the brake 9 is only slightly engaged, as the one-way clutch 8 realizes the function of maintaining the sun gear element 5 stationary. During engine braking, brake 9 is hooked more strongly, as the axial force on the tooth reverses and takes direction P1.

To implement the direct transfer mode, pressure 22 is applied to chamber 22, which is high enough to ensure sufficiently strong engagement of coupling 10.

As shown by the dotted lines in FIG. 1, it is possible to replace the springs 114 with springs 118 installed between the caliper 51 and the inverter 111, so that they act in the same direction as the drive 116, and not against the latter. In this case, and if, as shown, no other actuating device is used, it is necessary that when the moment applied to the input shaft 31 is driving, the axial force on the tooth acts in the direction P1. The operation takes place in the mode of lowering the speed of rotation, when the axial force on the tooth overcomes the opposing axial force of the spring 118 and the pressure present in the actuator 116, if any.

Switching to the direct transfer mode occurs when the force P1 on the tooth decreases sufficiently and / or when the pressure or additional pressure supplied inside the actuator chamber 116 is high enough. The engine braking mode is inevitably (automatically) carried out in direct gear, because in this case all the executive forces are directed to the left side in FIG. one.

Other combinations are possible, for example, in which the drive operates in the direction opposite to the springs 118. In this case, the springs 118 tend to facilitate the transition to the direct transfer mode, and energy can be supplied to the drive to implement engine braking. In this case, it is advisable to choose the direction P1 for the axial force on the tooth with the driving torque applied to the input shaft 31. When the engine brakes the axial force on the tooth reverses the direction and promotes the transfer to the direct gear, but this can be selectively counteracted by the appropriate hydraulic pressure .

The example of FIG. 2 will be described only with respect to its differences from FIG. one.

FIG. 1 shows the implementation of the so-called grouped construction of control devices, in which all control devices and coupling devices are grouped strictly together on virtually the only rotating elements of the planetary gear, that is, on the sun gear 5. This provides the possibility of placing other control devices and other selectively-binding devices, at least one other rotating element of the planetary gear, for the implementation of further gear ratios. In the example of FIG. 2, the second executive control devices are grouped on the crown gear 6 of the planetary gear 5, 6, 7.

In this design, in addition to the sun gear element 5, which can be selectively connected to the input coupling 3 or to the housing 2, the ring gear 6 can be selectively connected to the input coupling 3 and the housing 2, the other part 23 of which is here shown. Grouped on the ring gear 6 control and coupling devices are essentially similar to those described for the element 5 of the sun gear. More specifically, inverter 211 is combined with ring gear 6 and has the possibility of axial movement along with it. Element 211 comprises a pressure pad 212 for selectively engaging the brake 209 installed for engagement between the ring gear 6 and the body part 23, and an opposite pressure pad 213 for selectively engaging the coupling 210 mounted for the interaction between the ring gear 6 and the input connector 3. Part 23 the housing 2 forms a chamber 24 of the hydraulic actuator 216, with the piston 217 attached to the ring gear 6 and movable within said chamber. The caliper 251 is connected for general rotation with the ring gear 6, but axially movable relative to it due to the splines 252, 253. Between the caliper 251 and the body part 23 there is an axially fixed bearing 254 parallel to the one-way clutch 208 that prevents the ring gear 6 from rotating relative to the body 2 in the direction opposite to the normal direction of rotation of the input shaft 31. The springs 214, mounted axially between the caliper 251 and the piston 217, are pushed axially to the crown gear 6 in the opposite direction m the direction of the hydraulic pressure which may be present in the chamber 24.

The transmission device of FIG. 2 is capable of implementing four basic operating modes corresponding to four possible combinations of stable states of inverters 111 and 211:

if the element 111 is in its stable position, on the right side of FIG. 2 and element 211 is in its stable position, on the left side of FIG. 2, both clutches 10 and 210 are disengaged. The result is a neutral mode, because the input connector 3 is disconnected from all the rotating elements of the planetary gear;

when starting from this neutral mode, the first gear ratio is provided by moving the inverter 111 to its other stable position, while the ring gear 6 remains stationary through the brake 209 and / or the overrunning clutch 208. This is the first gear ratio corresponding to the low rotation frequency output shaft 41 relative to the input shaft 31;

the second gear ratio is realized by simultaneously or almost simultaneously changing the stable positions of both inverters 111, 211, thus engaging the brake 9 and the clutch 210, at the same time disengaging the clutch 10 and the brake 209. This again implements the speed reduction mode in FIG. . 1, which corresponds to the rotational speed of the output shaft 41, which remains lower than the rotational speed of the input shaft 31, but with a more moderate decrease than in the first gear ratio mode, which has just been described with respect to FIG. 2;

the fourth mode is the direct transfer mode, obtained by maintaining the inverter 211 of the ring gear 6 in the position causing the coupling 210 to engage and moving the inverter 111 to its position, causing the coupling 10 to engage. The input connecting element 3 is thus simultaneously connected to the solar element 5 gears and ring gear 6, which implements a direct transmission in the transmission device.

The sun gear element 5 has helicoidal teeth, the ring gear 6 also has helicoidal teeth and, consequently, the control and coupling devices, grouped on the ring gear 6, are also subjected to the coordinated action of three forces, containing axial force on the tooth, elastic force and force selectively generated by hydraulic device.

Again different combinations of directions of these three forces are possible, as explained in the reference to FIG. 1. In the example shown in FIG. 2, the grouped control and actuation devices connected to the ring gear 6 were reversed with respect to those connected to the sun gear element 5, because during operation the axial forces on the tooth of the ring gear 6 and sun gear element 5 are always equal and oppositely directed. Consequently, in this non-limiting example, the combination of directions of different executive forces is the same for both structural units.

It is noteworthy that, despite the provision of four operating modes in a single simple (single-stage) planetary gear, there is no need to use any control devices and any coupling devices relating, for example, to the carrier 7 and to the output shaft 41, and no thrust bearings to transfer power between rotating elements with different speeds.

As in the example of FIG. 1, the hydraulic pistons are placed at a relatively large distance from the connected rotating elements, with which they are combined and at the same time serve as axial guides for the rotating elements of the planetary gear connected to them. Thus, the splines 52, 53 and 252, 253 do not have a guiding function and therefore do not cause significant friction, which could influence the change in the torque signal received from the axial force on the tooth.

The corresponding choice of direction of the executive forces, more specifically of the four possible combinations described by the example of the structural unit of FIG. 1, minimizes the energy required for a hydraulic drive and, consequently, the power consumption that is actually necessary for the operation of the transmission device.

During shifting between the first and second gear ratio of FIG. 2 there is a danger that there will be a transition mode corresponding to the neutral transmission or direct transmission. This can be avoided by synchronizing the movements of both inverters 111 and 211, respectively, by appropriately controlling the hydraulic pressure inside each of the chambers 22 and 24. For example, to switch from the first gear ratio to the second gear ratio, you can start by engaging the clutch 210 to gradually bring in the rotation of the crown gear 6 until the gear ratio between the output shaft 41 and the input shaft 31 will not correspond to the second gear ratio and only at this stage to start in Turning the sleeve 10, while continuing to increase the tightness of the clutch 210 so that due to mutual compensation of both processes ratio was thus essentially unchanged, to a second gear ratio, to the closure process relationship modifications. Thus, it is obvious that the invention makes it possible in a relatively simple way to synchronize the substantially simultaneous change of modes of the four friction coupling devices.

In neutral mode, the springs 114 and 214 support the brakes 9 and 209 in the engaged state so that the entire planetary gear and with it the output shaft 41 are locked from rotation, thereby providing a parking brake. In this state, it is possible to drive the input shaft 31, for example, by starting the vehicle engine, and then gradually accelerate the vehicle, gradually applying hydraulic pressure inside the chamber 22 to gradually engage the clutch 10 and smoothly start the vehicle. Therefore, the transmission device of FIG. 2 makes it possible to dispense with a clutch or torque converter, which are traditionally installed between the engine and the vehicle's gearbox.

The transmission device of FIG. 3 is described only with respect to its differences from the device of FIG. 2

In the example of FIG. 3, the transmission device comprises two differentials installed in series, namely in the following order from the input coupling element 3 to the output coupling element 4, the first differential 301, which is completely similar to the differential in FIG. 2 and the second differential 302, which will be described in detail below.

Differential 301 differs from differential in FIG. 2 in that the stator shaft 21 is hollow and surrounds the input shaft 31, it is assumed that the vehicle engine is located on the left-hand side of FIG. 3, and not on the right side of the figure (the case of FIG. 2).

The various elements of the differential 301 are indicated by references identical to those of FIG. 2. However, the piston 217, combined with the ring gear 6, is replaced by the piston 27 combined with the housing 2, and the corresponding hydraulic chamber, indicated by reference 64, defines the element 6 forming the ring gear. The springs 214 no longer abut the piston, but are installed around the guide rods 61, which are integrated with the ring gear element 6 and slide through the caliper 251, which has corresponding bores (holes). The springs 214 are installed between the back side of the caliper and the flange 62 of the rods 61. To better perform the function of the sliding direction, the ring gear element 6 has an inner hole with a sleeve 63 for sliding along the peripheral outer surface of the hollow shaft 41, which is now not only the output shaft of the first differential 301, but also the input shaft of the second differential 302. The shaft 41 is thus connected to the input coupling 330 of the differential 302.

The differential 302 comprises a simple planetary gear, essentially comprising a sun gear element 350, a ring gear element 360 and a carrier 370. The crown gear 360 is integrated with the output element 4 and is axially stationary relative to the sleeve 26, which belongs to the housing 2 by means of bearings 365. 4 contains a ring gear 42 coaxial with the main axis X. The ring gear 42 is designed to engage with a gear not shown in FIG. Mounted on an axis parallel to the axis X. The carrier 370 carries the Me eccentrically disposed axis 371 on which are rotatably mounted satellites 372 in engagement with the teeth of member 350 and sun gear member 360 with the teeth of the ring gear.

The sun gear element 350 is connected to grouped coupling and control devices comprising a brake 309 for selectively connecting the sun gear element 350 to the housing 2, a coupling 310 for selectively connecting the sun gear element 350 to the input connecting element 330 of the inverter 311 containing the pressure element combined with sun gear element 350 and comprising a pressure pad 312 for engaging the brake 309 in one of its two steady states and an oppositely directed pressure pad 313 d For engaging clutch 310 in another of its two stable states. The sun gear element 350 defines with the housing 2 a camera 322 of a hydraulic drive 316, designed, when powered, to bring the sun gear element 350 into a stable state, corresponding to the engagement of the coupling 310 and the disengagement of the brake 309.

In accordance with differences from the structural unit connected to the sun gear element 5 of the differential 301, one-way clutch 308 is installed parallel to the clutch 310 and no longer parallel to the brake 309. The one-way clutch 308 prevents the solar shester element 350 from rotating faster than the inlet coupling 330. However, the method of mounting the one-way clutch directly is similar to the one already described: the one-way clutch 308 is installed in parallel with the axially fixed bearing 354 between the inlet coupling element 330 and caliper 351. The entrance coupling element itself is fixed from axial movements relative to the housing 2 by a bearing, schematically depicted 333. The caliper 351 is connected for common rotation with the sun gear element 350 with slots 352, 353. Springs 314 are installed between the caliper 351 and the sun element 350. gears to bring the sun gear element 350 in the direction opposite to the determined pressure in the hydraulic chamber 322. The planetary gear teeth are helicoidal and, therefore, x structural units described above, the sun gear member 350 operates a combination of three forces comprising the tooth thrust, the elastic force of the springs 314 and the force generated by the hydraulic pressure in the chamber 322.

The differential 302 further comprises a cam coupling 373 comprising a control element 374 having connecting teeth 376. The control element 374 is movable between the neutral position, which is depicted as the forward gear position, in which the carrier 370 is connected for common rotation with the input coupling element 330 of the second differential 302, and the reverse gear position B, in which the carrier 370 is disconnected from the inlet coupling 330 and connected to the sleeve 26 integrated with the housing. The control element 374 is a tube movably mounted between the shaft of the stator 21 and the stator sleeve 26.

The operation of the second differential 302 will be described below for the case when the cam clutch is in the Ό position, allowing to realize two different gear ratios for moving forward.

When the coupling 310 is engaged, the input coupling 330 is connected for general rotation simultaneously with the sun gear element 350 via the coupling 310 and the planet carrier 370 via the coupling teeth 376 of the cam coupling 373. The differential 302 thus operates in a direct transmission mode. When the clutch 310 is disengaged and the brake 309 is engaged, the sun gear element 350 is interlocked with the housing 2 and the input coupling 330 alone leads the carrier 370. Therefore, the satellites 372 roll over the teeth of the sun gear 350 and cause the ring gear 360 to rotate faster than the carrier 370 Differential

302 operates in this case in overdrive mode.

During switching between these two stable states, the ring gear 360 tends to slow down the load applied to the output element 4, and therefore the sun gear element 350 tends to rotate faster than the assembly containing the carrier 370 and the input coupling 330. But this is prevented by one-sided coupling 308.

When the cam clutch 373 is in position B, the carrier 370 is prevented from rotating, and therefore the satellites 372 work as a device for changing the direction of rotation between the sun gear 350 and the ring gear 360. In this case, the clutch 310 must be engaged by appropriate hydraulic pressure inside the chamber 322 acting against the springs 314 so that the movement caused by the input coupling 330 is transmitted by the sun gear element 350. The change of direction of rotation occurs with a decrease in rotational speed, since the diameter of the ring gear 360 is larger than the diameter of the ring gear of the sun gear element 350.

By choosing the relationship between the different diameters of the gear elements, the choice about which FIG. 3 gives an approximate representation, the transmission device of FIG. 3, when the cam clutch 373 is in the Ό position, provides six gear ratios for moving forward, which are respectively distributed.

These are the next six gear ratios to obtain the first total gear ratio, the differential 301 operates with the first reduction ratio (the highest reduction in rotational speed) and the second differential 302 operates in its lower (direct gear) mode;

to obtain a second total gear ratio, the differential 302 switches to overdrive mode, while the differential 301 remains in the maximum speed reduction mode;

to obtain the third total gear ratio, the differential 301 operates with its second gear ratio (moderate reduction of the rotational speed), and the differential 302 operates in the direct transmission mode;

the fourth gear ratio is direct transmission through the entire transmission device;

The fifth ratio is obtained when the differential 301 operates with its second ratio (moderate decrease in rotational speed), and the differential 302 in overdrive mode, and in the sixth gear ratio, the differential 301 operates in direct mode and the differential 302 in overdrive mode;

for reverse mode, when the cam clutch 373 is in the K position, a convenient gear ratio is achieved when the differential 301 is in the mode of its second gear ratio (moderate decrease in speed).

The position Ν of the cam clutch 373 results in the disengagement of the output element 4, a mode that may be useful, for example, for manually pushing the vehicle or towing it, despite the fact that in the absence of power supply to the differential 301, the parking brake mode is implemented differential 301. This ability to neutralize the parking brake function follows from the location of the differential 301 above the cam clutch along the path of power transmission between the engine and the wheels of the vehicle.

The transmission device of FIG. 3 is distinguished by the fact that it provides six gear ratios and a rear gear only by means of two simple planetary gears, only three hydraulic pistons and six friction clutches. In addition, hydraulic actuators provide only extra power and, therefore, their energy consumption is reduced. Among these six friction coupling devices, three are always in the engaged state, as a result of which they do not produce any residual friction in the transmission.

The way in which the three gear ratios of the first differential 301 are obtained in the main planetary gear provides a much longer gap between the first and second gear ratios than between the second gear ratio and the direct gear ratio. More specifically, the first gear ratio gap is basically equal to more than the square of the second gear ratio gap, and even more typically, around the cube of the second gear ratio gap. For example, such gear ratios as 1: 4.2, 1: 1.4 and 1: 1 give the first interval of gear ratios 4.2 / 1.4 = 3.00 between the first and second gear ratios, and the second interval of gear ratios 1.4 / 1 = 1.4 between the second gear ratios and direct drive ratio. The upward gear ratio in the second differential is chosen to be intermediate between the first and second gear ratio spacing in the first differential, i.e. approximately 1.8, thus the upward gear ratio is approximately 1: 1.8.

The example of FIG. 4 will be described only with respect to its differences from the example of FIG. 3. In the example of FIG. 4, differentials 301 and 302 are substantially identical to those of FIG. 3, but located along the X1 and X2 axes, respectively, which are parallel and separate with each other. The output element 41 of the differential 301 carries the output gear 43, which is engaged with the input gear 334 of the differential 302, this input gear 334 is combined with the input coupling 330. In the differential 302, there is no longer either the input shaft 31 or the stator shaft 31 and, therefore, the centerpiece is occupied by an input connecting element 330 with a shaft 336 carrying a toothed wheel 334 and surrounded by a cam sleeve 374 having a sleeve-shaped control element.

The biaxial arrangement of FIG. 4 is realized simply due to the fact that both differentials 301, 302 are simply connected to each other through a single rotating connection (output shaft 41 of the first differential with input coupling 330 of the second differential), and allows for a very short design. Therefore, it is possible to consider the option, for example, of an inline six-cylinder engine with a transverse arrangement in the vehicle and connected to a six-speed automatic transmission. Low axial distance requirements are further reduced by the possibility of not using a clutch or torque transformer between the engine and the transmission device itself.

The example of FIG. 5 will be described only with respect to its differences from the example of FIG. 2

The carrier 7 is no longer rigidly connected to the output shaft 41. A cam clutch 73 is installed in the differential between them, comprising a cam clutch 44, which is provided with an engaging member 29 and connected for general rotation to the output shaft 41, and movable in the axial direction between the position Ν ( neutral), position Ό (forward), which is depicted to engage for general rotation between carrier 7 and output shaft 41, and position K (backward movement) that engages between ring gear 6 and output shaft 41. For For this purpose, the ring gear 6 is provided with cam teeth 65;

a cam clutch 28 installed with anti-rotation lock on the stator shaft 21 and moving together with the cam clutch 44. When the cam clutch 44 is in the K position, the cam clutch 28 connects the carrier 7 to the stator shaft 21, and therefore to the housing 2;

cam clutch 255, freely rotating on the cam clutch 44 and connected for general movement with it. The cam clutch 255 is permanently coupled to the teeth 256 of the cam clutch, which is provided with the caliper 251, which is no longer connected to the crown gear 6 of the position Ό through the cam clutch 255 which, in this position, also engages the teeth 65 of the cam clutch.

When moving forward, the device operates in the same way as the device in FIG. 2. When moving backward, brake 209 and clutch 10 (FIG. 2) are engaged, axes 71 are blocked by cam clutch 28, and satellites 72 work as a device for changing the direction of rotation between sun gear element 5 connected to the input and ring gear 6, which is connected with the output and which has the ability to rotate in the opposite direction due to the disconnection from the caliper 251 one-way clutch. It is desirable that the reduction in rotational speed between the sun gear 5 and the ring gear 6 is high.

Thus, a fully functional automatic transmission for a vehicle with three forward gear ratios, reverse gear ratios, neutral and a device for smooth starting and acceleration is made using a single simple planetary gear set. For switching from forward to reverse, the cam clutch device is usually satisfactory, since such a shift usually takes place when the vehicle is stopped, that is, in a situation where all parts involved in the movement of the cam clutch are stationary, even if the engine rotates the input shaft 31.

In reverse mode, the ring gear 6 rotates, while the caliper 251 is stationary. Therefore, between the spring 214 and the element 6 of the ring gear mounted thrust bearing 141.

The embodiment of FIG. 6 will be described only with respect to its differences from the embodiment of FIG. 2

Springs 114 and 214 were removed and replaced with a single spring 14 placed between sun gear 5 and ring gear 6 in order to push them in mutually opposite directions, which for each of them are the same as those provided by springs 114 and 214 of FIG. 2, i.e. opposing respective hydraulic actuators. Since the rotational speeds of the sun gear 5 and the ring gear 6, except for the direct transmission mode, are different, between the spring 14 and one of the elements of the sun gear 5 and the ring gear 6, for example, in the illustrated example of the sun gear 5, a thrust bearing 142 is inserted.

In each of the first and second gear ratios of the embodiment of FIG. 6, one of the hydraulic actuators receives energy and pushes the piston of the other actuator back through the spring 14 and the thrust bearing 142.

In direct transfer mode, both hydraulic actuators deliver energy to compress the spring 14 to the maximum, while at the same time engaging, as in the embodiment of FIG. 2, couplings 10 and 210.

In a modified embodiment, which is not shown, the assembly of the spring 14 and the thrust bearing 142 may be replaced by an additional hydraulic drive, from which power is removed to provide a direct transfer mode.

The embodiment of FIG. 7 will be described with respect to its differences from the embodiment of FIG. 4. The digital references used in FIG. 7, which have already been used in the preceding figures, correspond to the same or similar elements.

The embodiment of FIG. 7 contains a second differential 302, which is generally generally similar to that of FIG. 4 except for the following main differences:

the input coupling 330 of the differential 302 is combined with the planet carrier 370 and with the input shaft 131 of the transmission device;

the reverse gear is no longer included in the second differential 302 and is a separate block 303, which will be described later, in the transmission device;

the second differential 302 is installed above the first differential 301 along a path of power transmission between the input shaft 131 and the output toothed rim 42 of the transmission device; and the ring gear element 360 of the second differential 302 is combined with an output coupling element 304, which consists of gear teeth, leading a gear-driven rotating coupling element 3 of the first differential 301 through the intermediate gear 81.

The first differential 301 is basically similar to the differential of FIG. 6 except that its output rotatable coupling element 4 is connected to the planet carrier 7 via a cam clutch device having a cam coupling 44 which is movable between position Ό connecting the carrier 7 with the output coupling element 4 for general rotation with it, and the positions B, Ν, in which the carrier 7 and the output coupling element 4 are separated from each other, as shown.

The output coupling element 4 of the first differential 301 is provided with a gear teeth, meshed with a gear teeth of the intermediate output element 45, with which the output gear teeth 42 and which is mounted for rotation on the input shaft 131 of the transmission device. Thus, the input (shaft 131) and output (spider 42) of the entire transmission device are coaxial. The advantage of this option is that it allows you to freely orient the transmission device relative to the common axis X3 of the entrance and exit in the engine compartment of the vehicle, depending on the available space.

The reversing device 303 is installed around the geometrical axis X3 in such a way as to selectively bypass the first differential 301. The reversing device 303 comprises a cam clutch device 361 that selectively connects the second differential ring gear 360 and the output connecting element 304 for general rotation 82, which rotates freely around the input shaft 131. Pinion 82 is engaged with an intermediate, eccentrically located stepped gear 83, which in turn is located is engaged in engagement with the third ring gear 84 of the intermediate output element 45.

The design is such that, in direct transmission, the direction of rotation of the output gear rim 42 is opposite to that of the input shaft 131 by applying an intermediate gear 81 between the output coupling 304 of the second differential 302 and the input coupling 3 of the first differential 301, while the output gear 42 and the input shaft 131 have the same direction of rotation in reverse mode. The cam clutch 362 of the cam clutch device 361 can move between positions Ν, Ό shown in FIG. 7, in which the output element 304 of the second differential 302 is disconnected from the gear 82 and the position B in which they are joined together. The cam clutches 44 and 362 work together so that the reverse mode is implemented when the cam clutch 44 is in position ΒΝ, while the cam clutch 362 is in position B, the forward drive mode is realized when the cam clutch 44 is in position Ό, while the cam clutch 362 is in the Ν, Ό position, and the neutral mode is implemented when the cam clutch 44 is in the B, Ν position and the cam clutch 362 is in the, Ό position. In the forward position, the parking brake function is performed by the first differential 301, when with drives

116 and 216 the power supply is removed, despite the fact that the output ring gear 42 rotates freely in neutral mode. Therefore, the input shaft 131 of the transmission device can be directly connected to the crankshaft of the engine 101, without installing any input clutch or torque transformer.

The embodiment of FIG. 8 will be described only with respect to its differences from the embodiment of FIG. 7

The second differential 302 is similar to that of FIG. 7, except that its output coupling 304 is no longer connected to the reverse gear, but directly engages with the gear teeth of the input coupling 3 of the first differential 301, instead of engaging via the intermediate gear 81, as in FIG. 7

The first differential 301 is identical to that of FIG. 7 except that the carrier 7 is constantly connected to the output element 4 of the first differential 301.

In addition, instead of selectively connecting the ring gear 6 to the housing 2, the assembly of the coupling 209 and one-way clutch 208 connects the ring gear 6 to the yoke 86, which has the ability to rotate around the axis X4 of the first differential 301.

The output element 4 and the yoke 86 are provided with corresponding gear rims that are in engagement with the corresponding gear rims, combined with the corresponding rings 87, 88, which can be rotated around the input shaft 131 and coaxial with it. The stationary ring 89 is combined with the housing 2, aligned with the rings 87 and 88, and mounted between them. Three rings 87, 88 and 89 have the ability to rotate around the hollow shaft of the intermediate connecting element 45, and are located between the two toothed flanges 46 of this hollow shaft. The first cam coupling 91 selectively connects a ring 87 with an output toothed rim 42 of a transmission device for realizing transmission, or with a stationary ring 89, to lock the carrier 7 for reversing mode. The second cam clutch 92 selectively connects a second ring 88 for general rotation with an output toothed rim 42 or with a fixed ring 89, for connecting the casing 86 or to the output toothed rim to realize reverse gear or to body 2 for realizing direct gear. Both cam clutches 91, 92 are synchronized with the slide 93.

The embodiment of FIG. 9 will be described only with respect to its differences from the embodiment of FIG. eight.

The second differential 302 is replaced by a two-speed device 402 with intermediate shafts, which simultaneously performs power transfer from the X3 axis, along which the input shaft 131 is located, to the parallel X4 axis of the first differential 301, not shown here, but more specifically from the input shaft 131 of the transmission device coupling element 3 of the first differential 301.

The device 402 contains two drive gears 410, 420 of different diameters that are rotatably mounted on the input shaft 131 and meshes with corresponding driven gears 411, 421, combined with the input coupling element 3. The smaller of the leading gears 410 is selectively connected to the input shaft 131 with one-way clutch 408 installed in parallel with clutch 413, which engages when power is supplied to actuator 416.

Leading gear 420, having a larger diameter, is installed with the possibility of axial movement on the input shaft 131 and is selectively connected for general rotation with it when the friction clutch 423 is engaged. The engagement of the coupling 423 is initiated by a hydraulic actuator 426, which pushes the drive gear 420 axially in the direction corresponding to the force 425 on the tooth, which the drive gear 420 experiences when transferring the driving moment from the input shaft 131 to the input coupling 3. Between the driving gears 410 and 420 spring 414 in series with the thrust bearing 442.

The operation of the embodiment of FIG. 9 is as follows:

When no energy is applied to either of the actuators 416 and 426, and a driving moment is applied to the input shaft 131, a one-way clutch 408 drives the pinion gear 410, which in turn actuates the input coupling 3 with the lower of the two gear ratios. The drive 416 can be energized to maintain the same gear ratio if the moment applied to the input shaft 131 becomes negative (engine braking mode).

The device 402 switches to a higher gear ratio when energy is removed from drive 416, and drive 426 is energized to engage coupling 423. This results in a lower rotational speed of the input shaft 131, while the rotational speed of the pinion gear 410 is determined by the rotational speed. input coupling element 3, remains unchanged, as allowed by one-way clutch or overrunning clutch 408.

The embodiment of FIG. 10 will be described with respect to its differences from the previous embodiments.

The first differential 301 and the second device 402 are installed in series along the same geometrical axis X5. The vehicle engine 101 is connected to the input coupling element 3 of the first differential 301 via the input coupling 102. The first differential 301 is basically similar to that of FIG. 6 except that the output element is a hollow shaft 41, which is also the input connecting element of the second device 402. The second device 402 is identical to that of FIG. 9 except that its input coupling element is, as already mentioned, a hollow shaft through which the stator shaft passes, 21 of the first differential 301.

Instead of a rigid connection with the input coupling element 3, both driven gears 411 and 421 of the second device 402 are rigidly connected to the ring 94, which is selectively connected to the output gear 42 by a cam clutch 96. The other cam clutch 97 selectively connects the output gear 42 to an intermediate element 98 reverse gear, which includes gear 99. Intermediate gear 181 is engaged with gear 99 and gear ring 182, located on the input coupling element 3 of the first differential 301.

The intermediate output element 98, the output gear rim 42 and the ring 94 as well as the driven gears 411 and 421 are located along a common axis X6, which is parallel to the axis X5 of the first differential 301 and the second device, 402.

Cam clutches 96 and 97 are repelled from each other by a spring 183, due to which, in the initial position of both cam clutches, the output toothed rim 42 is disconnected from both forward motion coming through either one of the driven gears 411 or 421, and from reverse movement coming through the intermediate output element 98 reverse. Starting from this position, the forward travel mode is set by pushing the cam clutch 96 towards the cam clutch 97, which remains stationary, and vice versa, the reverse gear mode is established by pushing the cam clutch 97 towards the cam clutch 96, which remains stationary.

In reverse mode, both the first differential 301 and the second device 302 are shunted.

Therefore, an input clutch 102 is necessary to provide starting and acceleration of the vehicle in reverse mode.

The example of FIG. 11 will be described with respect to its differences from the example of FIG. ten.

The kinematic connection 182, 181, 99, 98, 97 reverse between the input of the first mechanism and the output ring gear 42 is completely excluded, and the output ring gear 42 is also connected to the driven gears 411 and 421, as well as from the driven gear 484 reverse . The intermediate gear 483, which is engaged with the driven gear 484 reverse and with the driving gear 482 reverse, is installed for free rotation around the hollow shaft 41 in the second device 402.

Instead of being mounted between the pinion gear 410 and the input connecting element of the second device, a one-way clutch 408 is now installed between the pinion gear 410 and the ring 184. The cam clutch 186 selectively connects the hollow shaft 41 with the ring 184 for forward running or the gear 482 reverse gear to realize reverse gear. Since the power flow through the first differential 301 for both forward and reverse travel, this embodiment does not require the installation of any input coupling 102 (FIG. 10) between the engine 101 and the input coupling element 3 of the first differential 301.

The embodiment of FIG. 12 will be described only with respect to its differences from the embodiment of FIG. eight.

The first differential 301 was modified so that each of the friction coupling devices 9, 10, 209, 210 is controlled by a separate drive 317, 318, 319, 320, which are shown simply by arrows. The sun gear element 5 and the ring gear element 6 are fixed axially. For this reason, it is no longer necessary to use bearings in parallel with one-way couplings 8, 208.

All springs are removed from this option.

In this embodiment, the available gear ratios are the same as in the embodiment of FIG. 8. However, the coupling engagement required for the implementation of each gear ratio, respectively, is determined by the energy supply to the corresponding one of the hydraulic actuators.

The second differential 302 has not been altered with respect to that of FIG. 8, but can be changed based on the same principles as the first differential 301, if you install the 350 sun gear element stationary in the axial direction, remove the spring 314 and install a separate drive for each of the friction coupling devices 309 and 310 instead of the common drive 316.

Of course, the invention is not limited to the illustrated and described embodiments.

Other executive forces besides those presented can be used, for example, the force produced by centrifugal weights, causing a switch to a mode with a higher gear ratio when the rotational speed increases, or a second hydraulic force acting in the opposite direction to the first to get a positive effect in one or another direction of the operating mode of the grouped executive and control devices.

This was noted in the embodiment of FIG. 2 and those derived from it, that even with two structural blocks of control and coupling devices in a simple single-stage transmission, one of the rotating elements of the differential (in the example, it drove) remains completely free from such a structural unit. Thus, the option of installing a third structural unit connected to the carrier can be considered.

This invention is compatible with complex differentials having at least four rotating elements. Then it is possible to increase the number of structural units of coupling and control devices.

Claims (86)

CLAIM 1. A transmission device in which the differential (1, 301, 302) comprises a housing (2); input rotating connecting element (3, 303) and output rotating connecting element (4); three rotating elements (5, 6, 7; 350, 360, 370), made with the possibility of rotation relative to the body (2) and being in mutual engagement with each other; two friction coupling devices (9, 10; 209, 210; 309, 310) between these elements; one-way clutch (8; 208; 308), preventing relative rotation in one of the directions of the first of the rotating elements (5, 350) relative to the second of the mentioned elements (2, 330); actuators (114, 116; 214, 216; 314, 316) for coupling devices, characterized in that the first selectively coupling devices (9; 209; 310) are arranged mechanically in parallel with the one-way clutch (8; 208; 308); The second of the mentioned selectively coupling devices (10; 210; 309) is installed between the first element (5; 350) and the third element (3; 2); two friction coupling devices are arranged to consistently switch by means of an inverter (111; 211; 311) between two stable positions, in each of which one of the coupling devices is hooked and the other is respectively disengaged. 2. The device according to claim 1, characterized in that the inverter is a common pressure element (111; 211; 311) made movable between two end positions, each of which corresponds to one of the stable positions, and which is actuated by actuators . 3. The device according to claim 1 or 2, characterized in that the inverter is made in one piece with a part of the first element (5; 6; 350). 4. Device according to one of claims 1 to 3, characterized in that it comprises mechanically arranged in series with a one-way clutch (8; 208; 308) between the first rotating element (5; 350) and the second rotating element (2; 330 ) a device (52, 53; 252, 253; 352, 353) for providing general rotation with the possibility of axial movement. 5. The device according to claim 4, characterized in that the first rotating element (5, 350) is adapted for axial movement independently of the device (52, 53; 252, 253; 352, 353) for general rotation. 6. The device according to claim 4 or 5, characterized in that the device (52, 53; 252, 253; 352, 353) for general rotation is operatively installed between one of the first and second rotating elements and the caliper (51; 251; 351) one-way clutch, while it is mechanically parallel with the one-way clutch (8; 208; 308) and between the caliper one-way clutch and the other of the first and second rotating elements mounted bearing axially fixed (54; 254; 354). 7. Device according to one of claims 1 to 6, characterized in that the actuators contain the axial mobility of the first rotating element (5; 6; 350) due to the axial force of the tooth reaction (G1, E2). 8. The device according to claim 7, characterized in that the actuators contain two opposing drives (114, 116; 214, 216; 314, 316), one of which is adapted to act in the same direction as the axial force on a tooth. 9. The device according to claim 8, characterized in that one of the opposing drives is at least one spring (114; 214; 314). 10. The device according to claim 9, characterized in that it contains at least one spring acting in the direction opposite to the axial force on the tooth. 11. Device according to one of claims 8 to 10, characterized in that the opposing actuator acting in the same direction as the axial force on the tooth is a controlled actuator, preferably a hydraulic actuator (116; 216; 316). 12. Device according to one of claims 1 to 11, characterized in that the first element is the sun gear (5; 350) of the differential (1; 302). 13. Device according to one of claims 1 to 12, characterized in that the second element is a housing (2). 14. Device according to one of claims 1 to 13, characterized in that the stator shaft (21) is mounted axially through the first element (5; 350) and is part of the housing (2), the latter forming the second element. 15. The device according to claim 14, characterized in that the shaft (21) of the stator is hollow and surrounds the shaft (31) connected to the third element (3). 16. The device according to claim 14 or 15, characterized in that the stator shaft (21) is surrounded by a pipe (41), which is connected to another connecting element (4). 17. Device according to one of claims 1 to 15, characterized in that the third element is one of the connecting elements (3; 330). 18. The device according to claim 17, characterized in that it comprises a selectively-engaging device for a cam clutch for connecting in the forward position, the remaining one of the three interlinked elements of the differential with another connecting element and the second element at least selectively with housing; in the reverse position, the remaining differential element with the housing and the second element with a different connecting element. 19. The device according to claim 18, wherein the device comprises a third friction coupling device (210; 10), by means of which the third element (3) is selectively connected to the fourth of the elements formed by one of the rotating elements (6; 5), different from the first element (5; 6). 20. The device according to claim 19, characterized in that the device comprises a fourth friction coupling device (209; 9) located between the fourth element (6; 5) and one other (2) of the elements, parallel to the second one-way clutch (208; 8 ); and a second inverter (211; 111) for matching the operation of the third and fourth coupling devices between two stable modes, in each of which one of the third and fourth coupling devices is hooked and the other is respectively unhooked. 21. Device according to one of claims 9, 10, or 20, characterized in that a spring is placed between the two inverters. 22. The device according to claim 20, characterized in that the actuators contain a controlled drive operatively installed between two inverters. 23. A device according to one of claims 20 to 22, characterized in that the second inverter (211; 111) is subjected to the axial force of the reaction of the tooth of the fourth element (6; 5) installed for displacement under the action of the axial force on the tooth. 24. Device according to one of claims 19 to 23, characterized in that said other element, to which the fourth element is attached for rotation by the fourth coupling device, is the second element (2). 25. The device according to claim 17, characterized in that one of the connecting elements (3) is adapted for connection with the engine crankshaft without any starting clutch between them. 26. Device according to one of claims 1 to 25, characterized in that one of the connecting devices (41) is connected to the device (302) providing at least two gear ratios. 27. The device according to p. 26, characterized in that the device with two gear ratios is made with the possibility of transmitting rotation from the axis of the differential to the second, parallel axis. 28. The device according to p. 27, characterized in that the device with two gear ratios contains two gears mounted for rotation on the first transmission shaft; the second transmission shaft having two gears, fixedly mounted on it and having different diameters; a coupling that selectively connects one of the gears to the first shaft; a one-way clutch connecting the other gear to the first shaft when the clutch is disconnected; auxiliary clutch parallel with one way clutch. 29. The device according to p. 28, characterized in that the gear wheel connected to the clutch, is made with the possibility of axial movement so that the reaction of his tooth was involved in the inclusion of the clutch. 30. Device according to one of claims 27 to 29, characterized in that it comprises a reversing device, which once operated through a cam clutch, selectively shunts the differential, and a device with two gear ratios. 31. Device according to one of claims 27-29, characterized in that it comprises a backing device, which once operated by means of a cam clutch, selectively shunts a device with two gear ratios between the axis of the differential and the second parallel axis. 32. The device according to p. 26, characterized in that the device having at least two gear ratios, and the differentials are located on two different parallel axes (X1, X2). 33. The device according to p. 32, characterized in that it contains an additional connecting element located coaxially with a device with two gear ratios and connected to a connecting element of a differential other than that connected to a device with two gear ratios, as a result of which input and output transmission device coaxially. 34. The device according to p. 33, characterized in that the reversing device is located between the device with two gear ratios and an additional connecting element, wherein a control device for changing the direction of movement is provided for selectively actuating the reversing device and simultaneously deactivating the differential. 35. The device according to p. 33, characterized in that the differential and the additional connecting element are selectively connected by means of a cam clutch for operating the differential or with several forward gear ratios, or with a reverse gear ratio. 36. The device according to p. 32, characterized in that the device (302), having at least two ratios, additionally provides a gear ratio reverse. 37. Device according to one of claims.26-36, having a distinctive feature that the device with two ratios (302) is the second differential according to any one of claims 1-9. 38. The device according to Claim 37, characterized in that in the second device the second element (330) is a connecting element, and the third element is a housing (2), and the remaining one (360) of the three rotating elements of the second differential (302) is connected to another connecting element (4). 39. The device according to claim 38, characterized in that the second element of the second device is a connecting element with the first device (301). 40. Device according to one of paragraphs.38 or 39, characterized in that the other rotating element (370) of the second device (302) is made with the possibility of selective connection with the connecting element (330) to provide a direct forward gear ratio and, alternatively, another gear ratio forward or with the housing (2) to ensure the gear ratio reverse. 41. Device according to one of claims 38-40, characterized in that the device with two gear ratios is located above the differential in the direction of power transmission flow through the transmission device. 42. Device according to one of claims 1 to 9, characterized in that the second element (330) is a connecting element, the third element is a housing (2), while the remaining one (360) of the three rotating elements is connected to another connecting element ( four). 43. The device according to claim 42, wherein the second element is an input connecting element (330). 44. Device according to one of claims 38-43, characterized in that the connecting element (330) forming the second element is further configured to selectively connect with one another (370) of rotating elements. 45. Device according to one of paragraphs.38-43, characterized in that the remaining one of the three rotating elements is selectively connected to the reverse device. 46. The device according to claim 42 or 43, characterized in that the other rotating element (370) is made with the possibility of selectively connecting with the connecting element (330) to provide the gear ratio of the forward gear forward transmission and, optionally, another gear ratio of the forward motion, or with housing (2) to ensure reverse gear ratio. 47. The device according to one of paragraphs.38-46, characterized in that the other gear ratio of the forward stroke is a gear ratio. 48. Transmission device in which the transmission mechanism contains an input rotating connecting element (3) and an output rotating connecting element (4); at least two rotating elements, made with the possibility of rotation relative to the body and, at least, indirectly, are in mutual engagement with each other; at least one friction coupling device to provide a neutral mode in the transmission mechanism, when it is disengaged, and a mode of power transmission between two connecting elements in the engaged state; actuators for actuating friction clutches, with actuators comprising c) at least two opposing actuators, one of the two opposing actuators being controlled; ά) axial mobility of at least one of the two interlinked rotating elements and the transmitting device for transmitting the axial force on the tooth of the intermeshing rotating element to the pressure element of the friction coupling devices. 49. The device according to p. 48, characterized in that the device for the transmission of axial force is an integral part of the connection between one of the intermeshing rotating elements and the pressure element. 50. The device according to p. 48 or 49, characterized in that the controlled opposing device is installed to counteract the axial force on the tooth in the process of transmitting the driving torque. 51. Device according to one of Claims 48-50, characterized in that the controlled opposing device is installed in order to act in the same direction as the axial force on the tooth in the process of transmitting the driving torque. 52. Device according to one of paragraphs.48-51, characterized in that the actuators contain a spring opposing the controlled opposing device. 53. Device according to one of claims 48-52, characterized in that the input connecting element is permanently connected to the prime mover (101). 54. Device according to one of claims 48-53, characterized in that the pressure element (113) is part of an inverter (111), having in its composition another pressure element (112) for another friction coupling device (9), while the inverter configured to move between two end positions, in each of which the corresponding of the coupling devices is in the engaged state, and the other in the disengaged state. 55. The device according to claim 54, characterized in that one of the friction coupling devices is an auxiliary coupling device arranged mechanically in parallel with a one-way clutch installed for interaction between the two elements of the transmission mechanism. 56. Device according to one of claims 49-54, characterized in that at least one friction coupling device contains two such friction coupling devices. 57. The device according to p. 56, characterized in that two such friction coupling devices are installed to interact between one of the connecting elements and the corresponding one of the intermeshing rotating elements, while the neutral mode is realized when the two such friction coupling devices mentioned are both uncoupled condition. 58. Transmission device, in which the transmission mechanism contains an input rotating connecting element (3) and an output rotating connecting element (4); at least two rotating elements, made with the possibility of rotation relative to the body and which, at least, indirectly, are in mutual engagement with each other; at least two friction coupling devices, each of which is configured to provide, when it is in the engaged state, a corresponding power transfer ratio between the two connecting elements, with a corresponding gear ratio; counter actuators for actuating the friction clutches, wherein the actuators comprise at least one controllable opposing actuator; in which the neutral mode is implemented in the transmission mechanism when the two friction coupling devices are both in the disengaged state. 59. The device according to § 57 or 58, in which both friction coupling devices are installed between the corresponding one of the intermeshing rotating elements and the corresponding one of the input and output connecting elements. 60. The device according to § 59, in which the corresponding one connecting element is an input connecting element. 61. Device according to one of paragraphs.57-60, in which the further gear ratio is implemented when both friction clutch devices are in the engaged state. 62. The apparatus of claim 61, wherein the further gear ratio is a direct gear ratio, with power being transmitted through intermeshing rotating elements, whereby an axial force on the tooth is maintained during the direct gear mode. 63. The device according to p. 56 or 57, characterized in that the pressure element (113, 213) of each of the two friction coupling devices is part of the corresponding inverter (111, 211), having in its composition the other pressure element (112) for the corresponding other friction coupling device (9), with each inverter configured to move between two extreme positions, in each of which the corresponding coupling device is in the engaged state, and the other in the disengaged state. 64. An apparatus according to Claim 58, characterized in that at least one of the said other friction coupling devices is an auxiliary coupling device mounted mechanically in parallel with a one-way clutch disposed between the two elements of the transmission mechanism. 65. The device according to p. 55 or 64, characterized in that it comprises a device for general rotation mounted mechanically in series with a one-way clutch (8) for axial rotation, which is placed between the one-way clutch and one of the two elements, between which the auxiliary adhesion device. 66. The device according to claim 65, wherein the device for general rotation (52, 53; 252, 253; 352, 353) is operatively installed between one of the two elements and the support of the one-way clutch (51; 251; 351), and the caliper of the one-way clutch and the other of the two elements mentioned is mechanically installed in parallel with the one-way clutch (8; 208; 308) axially stationary bearing (54; 254; 354). 67. The device according to p. 66, characterized in that one of the opposing devices is configured to affect the caliper. 68. Device according to one of claims 48-67, characterized in that it comprises a second transmission mechanism installed in series with a transmission, providing at least two transmission ratios. 69. The device according to p. 68, wherein the second transmission mechanism comprises a reversing device. 70. The device according to one of claims 48-68, further comprising a reverse gear mechanism mounted in series with the transfer mechanism, having a reverse gear device. 71. The device according to p. 68 or 70, characterized in that the reverse drive mechanism is configured to bypass the second mechanism. 72. Device according to one of claims 47-71, in which the input connector device is permanently connected to the prime mover for simultaneous rotation; neutral mode is a parking brake mode; the output rotating coupling element is associated with the load that must be transmitted through the cam clutch device. 73. The device according to p, in which the device of the Cam clutch is made with the possibility of providing three modes: the mode of the forward course and the parking mode, the neutral mode allowing free rotation of the loading devices; and reverse mode. 74. Transmission device in which the differential (1) contains the housing (2); input rotating connecting element (3) and output rotating connecting element (4); two coaxial gear elements (5, 6), made with the possibility of rotation relative to the body (2) and containing the sun gear (5) and ring gear (6); drove (7) carrying satellites (72) that are engaged with the sun gear (5) and the ring gear (6); the connection device between the planet carrier (7) and the output rotating coupling element; selective coupling devices between coaxial gear elements, the housing and the inlet coupling element; characterized in that selective coupling devices comprise a first structural unit for selective coupling of the sun gear (5) with the inlet connecting element and with the housing (2); a second structural unit for selectively coupling the ring gear (6) to the inlet connector and to the housing, thus ensuring a low gear ratio when the sun gear is connected to the inlet coupling element, and the ring gear is connected to the housing; intermediate gear ratio when the sun gear (5) is connected to the housing (2), and the ring gear (6) is connected to the input coupling element (3); the gear ratio of the direct gear when the sun gear (5) and the ring gear (6) are both connected to the input coupling element. 75. The device according to p. 74, characterized in that the implementation of the neutral mode is ensured, when the sun gear (5) and the ring gear are both connected to the housing. 76. The device according to p. 74 or 75, characterized in that at least one of the structural blocks comprises between the respective coaxial gear element and the housing the first friction coupling device (9) installed mechanically in parallel with the one-way clutch (8); the second friction coupling device (10) placed between the coaxial gear element and the input coupling element. 77. The device according to p. 76, characterized in that the first and second friction coupling devices are made with the possibility of coordinated switching by an inverter (111; 211; 311) between two stable positions, in each of which one of the coupling devices of the structural unit is engaged, and the other respectively uncoupled. 78. The device according to p. 77, characterized in that the inverter is a common pressure element (111; 211; 311), arranged to move between two end positions, each of which corresponds to one of the stable positions, and which is actuated by actuators . 79. The device according to p. 77 or 78, characterized in that the inverter is made in one piece with the corresponding coaxial gear element (5; 6; 350). 80. Device according to one of claims 74-79, characterized in that one of the connecting elements (6) is connected to a device with two gear ratios. 81. The device according to clause 80, wherein the lower of these two relations is a direct gear ratio (74). 82. The device according to p. 80 or 81, characterized in that the higher of these two gear ratios is a step-up gear ratio (75). 83. The device according to one of paragraphs 80-82, characterized in that it is made with the possibility of providing six gears using the following combinations: first gear: low gear ratio and lower gear ratio; second gear: low gear ratio and higher gear ratio; third gear: intermediate gear ratio and lower gear ratio; fourth gear: direct gear and lower gear ratio; fifth gear: intermediate gear ratio and higher gear ratio; sixth gear: direct gear and higher gear ratio. 84. Device according to one of claims 74-83, characterized in that the connection device between the planet carrier and the output coupling element comprises a cam coupling (44, 28; 91), by means of which the carrier separates from the output coupling element (4; 42) and is connected with the housing (2), another cam coupling (255; 92) for disconnecting one of the coaxial gear elements (6) from at least a part of the corresponding structural unit and connecting it with the output coupling element (4; 42) to implement the mode reversing. 85. Transmission device containing a mechanism with three gear ratios, providing a low gear ratio, intermediate gear ratio and high gear ratio, with the first interval of gear ratios between the low gear ratio and intermediate gear ratio, which is at least a square of the second gear ratio between intermediate gear ratio and upper gear ratio; a mechanism with two gear ratios, installed in series with a mechanism with three gear ratios and providing lower and higher gear ratios, with a third interval of gear ratios between them, the value of which is intermediate between the first and second interval of gear ratios, in which six gears are provided with the following combinations: first gear: low gear ratio and lower gear ratio; second gear: low gear ratio and higher gear ratio; third gear: intermediate gear ratio and lower gear ratio; fourth gear: upper gear ratio and higher gear ratio; fifth gear: intermediate gear ratio and higher gear ratio; sixth gear: upper gear ratio and higher gear ratio. 86. The device according to p, in which the mechanism with three gear ratios contains a planetary gear having a housing; input rotating coupling element; output rotating connecting element; sun gear; ring gear; drove connected to the output rotating connecting element and carrying satellites meshed with the sun gear and the ring gear, and in which a low gear ratio is established due to the connection for the general rotation of the sun gear with the rotating connector and the ring gear with the body; the intermediate ratio is established by connecting to the overall rotation of the ring gear with the input rotating coupling element and the sun gear with the housing; the upper relation is established by the connection for the overall rotation of the ring gear and the sun gear with the input rotating coupling element.