EP0991876A1 - Boite de vitesses multirapport, en particulier a six vitesses - Google Patents

Boite de vitesses multirapport, en particulier a six vitesses

Info

Publication number
EP0991876A1
EP0991876A1 EP98939525A EP98939525A EP0991876A1 EP 0991876 A1 EP0991876 A1 EP 0991876A1 EP 98939525 A EP98939525 A EP 98939525A EP 98939525 A EP98939525 A EP 98939525A EP 0991876 A1 EP0991876 A1 EP 0991876A1
Authority
EP
European Patent Office
Prior art keywords
gear
transmission
planetary gear
mechanical
gear set
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP98939525A
Other languages
German (de)
English (en)
Inventor
Enno Stodt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Voith Turbo GmbH and Co KG
Original Assignee
Voith Turbo GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Voith Turbo GmbH and Co KG filed Critical Voith Turbo GmbH and Co KG
Publication of EP0991876A1 publication Critical patent/EP0991876A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four sets of orbital gears

Definitions

  • Multi-speed transmission especially six-speed transmission
  • the invention relates to a multi-speed transmission, in particular a six-speed transmission, in particular with the features from the preamble of claim 1.
  • Multi-speed transmissions in the form of automatic transmissions are known in a variety of designs. These are mainly based on a mechanical gear part to which a corresponding starting element is assigned. Hydrodynamic converters or hydrodynamic couplings are primarily used as starting elements in vehicle construction. The operating range of the hydrodynamic components is mainly limited to the start-up range. Gearbox versions with power distribution, in which the hydrodynamic component is used for power transmission in the lower gears, are also possible.
  • the converter gearboxes include all gearboxes in which a converter is connected to additional mechanical elements by one
  • the converter can remain filled during operation in the mechanical gear stages, but can also be bridged filled or emptied. If the converter is placed in an external power branch, it is no longer involved in the power transmission in the mechanical gear stages and can remain filled.
  • Differential converter transmissions are transmissions with power split, in which the power flow is divided into a hydrodynamic and a mechanical branch.
  • a planetary gear set usually a differential
  • a torque converter in such a way that one element is connected to the impeller of the converter, the second element of the planetary gear set is connected to the drive shaft and the third element is connected to the output shaft.
  • the hydrodynamically transmitted power component is reduced due to the effect of the differential, while the mechanically transmitted component increases. This leads to a higher overall efficiency for the transmission than with purely hydraulic energy transmission.
  • the hydrodynamic converter is finally bridged automatically and the power is transmitted purely mechanically.
  • a disadvantage of converter transmissions consists essentially in the fact that the area which can be used for driving and which represents a certain transmission ratio can only be achieved with relatively large converter units, which require considerable installation space and are very expensive. All previously known solutions for planetary coupling transmissions for bus transmissions are through
  • the invention was therefore based on the object of further developing a transmission unit of the type mentioned in such a way that the named
  • the hydrodynamic converter is dispensed with in order to implement a multi-speed transmission, the translation that can be achieved with the converter being realized more cost-effectively and with less effort in terms of the required installation space with an additional gear.
  • a further planetary plane is preferably used for this.
  • the start then takes place with a braking device for one of the gear elements of the planetary gear set, preferably the ring gear, the braking device having to be dimensioned as an inch brake.
  • the basis for this is the dynamic viscosity of the oil.
  • the solution according to the invention offers the advantage of simpler control, since no centrifugal forces have to be compensated for.
  • the braking device always works together with the lowest engine speed when starting, which cannot be achieved with a converter. This leads to a reduction in fuel consumption.
  • the gearbox can be adapted in a large area exclusively to different engines and vehicle masses using software.
  • the installation space is reduced in axial length, since large hydrodynamic converters can be dispensed with.
  • the installation length could therefore be shortened for the entire transmission or the transmission could also be designed as a housing variant.
  • the control for the switching devices and the inching device can be installed above in the installed position. This means an easier and cheaper one
  • an inch device preferably in the form of a multi-disc brake device, is used in the transmission, which at the same time
  • Shift brake for first gear and reverse gear is.
  • the outer slats are surrounded by an annulus. This is filled with oil when starting, so that the slats run fully in the oil.
  • the oil emerges from the inside diameter and flows from there into the oil sump.
  • the oil flow into the annulus is controlled by a solenoid valve in the central control block of the gearbox.
  • the torque is only transmitted by the shear force of the oil.
  • the slats do not touch each other. This can be calculated using the formula for the dynamic viscosity of the oil:
  • Oil is switched off and the disks act in the same way as in the other multi-disk brakes in the transmission.
  • the described property of the oil is also used in converter-inch clutches, in large control clutches, in wheel brakes in large construction machines, in VISCO clutches as a differential lock in all-wheel drive vehicles, in vibration dampers, etc.
  • the inching device can also be designed, for example, as described in DE 195 14 276 A1.
  • the disclosure of this document, in particular with regard to the structure and functioning of the device described therein, is hereby fully incorporated into the disclosure content of this application.
  • the multi-speed transmission has at least one transmission input shaft and one transmission output shaft, a first one mechanical transmission part, means for coupling the first mechanical transmission part to the transmission input shaft and a starting element.
  • a second mechanical transmission part is provided. This includes at least one planetary gear stage. A first gear element of the second mechanical gear part is coupled to the first mechanical gear part and the gear output shaft. The starting element is designed as a braking device and is assigned to a further second transmission element of the second mechanical transmission part.
  • the first mechanical transmission part is associated with means for realizing the individual gear stages, which can be actuated in such a way that the ratios in first gear and in reverse can be determined by the second mechanical transmission part.
  • the planetary gear set of the second mechanical gear part comprises at least the following gear elements: a sun gear, a ring gear, a web and planet gears.
  • the first gear element is preferably formed by the sun gear and the second gear element by the web.
  • a third gear element of the second mechanical gear part is connected in a rotationally fixed manner to a first gear part element of the first mechanical gear part.
  • the starting element is preferably designed as an inch brake. However, it is also possible to do this as an inch coupling. Slat-type start-up elements are preferably used.
  • the means for realizing the gear stages are designed in the form of clutch and / or braking devices, preferably in the form of plates.
  • Every variant is conceivable which provides the possibility of connecting the second mechanical transmission part for the starting and reverse gear.
  • a variant with three planetary gear sets is conceivable - a first planetary gear set, a second planetary gear set and a third planetary gear set.
  • Each planetary gear set comprises at least one sun gear, a ring gear, a web and planet gears as gear elements.
  • a first gear element of the first planetary gear set is non-rotatably connected to the gear input shaft.
  • a second gear element of the third planetary gear set is rotatably connected to the gear output shaft.
  • Planetary gear set of the first mechanical transmission part is formed by the sun gear.
  • the wide gear element of the third planetary gear set of the first mechanical gear part is preferably formed by the web.
  • the third gear element of the second mechanical gear part is connected in a rotationally fixed manner to the third gear element of the third planetary gear set of the first mechanical gear part, which is designed as the first gear part element.
  • the third gear element of the third planetary gear set of the first mechanical gear part is formed by the ring gear.
  • the third gear element of the second mechanical gear part is preferably likewise formed by the ring gear thereof.
  • the means for realizing the individual gear stages comprise at least two clutch elements - a first clutch element and a second
  • the first gear elements of the second and third planetary gear sets can be coupled at least indirectly to the gear input shaft by means of the first clutch element.
  • Another second gear element of the second and a third gear element of the third planetary gear set can be coupled to the transmission input shaft by means of the second coupling element.
  • a braking device is assigned to a further third gear element of the first, the second and the third planetary gear set of the first mechanical gear part.
  • the first gear elements of the second and third planetary gear sets of the first mechanical gear part are preferably each formed by the sun gear.
  • the second gear element of the second planetary gear set of the first mechanical gear part is from the web and the third gear elements of the individual planetary gear sets of the first mechanical gear part are each formed by the ring gears.
  • the transmission arrangement according to the invention can be combined with further elements, for example with at least one power take-off for driving further vehicle components, for example a fan, or angular drives.
  • further vehicle components for example a fan, or angular drives.
  • a hydrodynamic retarder in the overall transmission is also conceivable.
  • Fig. 1 shows a schematic simplified representation of the basic structure of a transmission designed according to the invention
  • Fig. 2 illustrates the circuit diagram for an embodiment corresponding to Figure 1;
  • 3a illustrates the drive for the transmission oil pump
  • Fig. 3b illustrates a combination of the transmission with subordinate
  • FIG. 1 schematically illustrates the structure and the mode of operation of a multi-speed transmission 1 designed according to the invention, in particular a six-speed transmission, using a simplified illustration.
  • This comprises a first mechanical transmission part 2 for the representation of five gears and one, this first mechanical transmission part in
  • the transmission also has a transmission input shaft E and a transmission output shaft A.
  • the first mechanical transmission part 2 comprises three planetary gear sets, a first planetary gear set 5 and a second
  • the planetary gear sets 5, 6 and 7 each comprise at least one sun gear, planet gears, a ring gear and a web. These individual planetary gear set components are numbered as follows for the individual planetary gear sets 5 to 7:
  • a permanent mechanical coupling is present between the transmission input shaft E and a first transmission part of the first planetary gear set 5, which is provided by the sun gear 5.1.
  • a first gear element of the planetary gear sets 5, 6 or 7 can be coupled to the gear input shaft E via a switching element K.
  • the transmission input shaft can be coupled to a first transmission element of the second planetary gear set 6 and the third planetary gear set 7 via a first coupling element K1.
  • the first gear elements are from the sun gears 6.1
  • Planetary gear set 6 and 7.1 of the planetary gear set 7 are formed.
  • a second coupling element K2 enables a further second coupling possibility of the transmission input shaft E with a second transmission element of the second planetary gear set 6.
  • This second transmission element is formed by the web 6.3 of the second planetary gear set 6.
  • the individual planetary gear sets 5, 6 and 7 of the first mechanical transmission part 2 are coupled to one another.
  • the web 5.3 of the first planetary gear set 5 is rotatably connected to the ring gear 6.4 of the second planetary gear set 6.
  • Another rotationally fixed connection exists between the web 6.3 of the second planetary gear set 6 and the ring gear 7.4 of the third planetary gear set 7 as well as the sun gears 6.1 of the second planetary gear set 6 and 7.1 of the third planetary gear set 7.
  • This coupling is realized by appropriate connecting elements, preferably in the form of connecting shafts .
  • the sun gears 6.1 and 7.1 of the second planetary gear set 6 and the third planetary gear set 7 are arranged on a first transmission shaft 8 in a rotationally fixed manner.
  • the coupling between the web 6.3 and the ring gear 7.4 of the second and third planetary gear sets 6 and 7 takes place via a connection 9.
  • a further mechanical coupling exists between the web 5.3 of the first planetary gear set 5 and the
  • the transmission input shaft E is continuously coupled to a first transmission element of the first planetary gear set 5.
  • This first gear element is formed by the sun gear 5.1 of the first planetary gear set 5.
  • the transmission input shaft can also be coupled to a first transmission part of the second planetary gear set 6 and the third planetary gear set 7.
  • the coupling of the Transmission input shaft E with a second transmission part of the second planetary gear set 6 takes place via a further second coupling element K2.
  • the second gear element of the second planetary gear set 6 is formed by the web 6.3.
  • the individual planetary gear sets 5, 6 and 7 are furthermore each designated at least one braking element, here for the first planetary gear set 5 with B1, for the second planetary gear set 6 with B2 and for the third planetary gear set 7 with B3.
  • the individual brake elements B1, B2 and B3 are each assigned to the ring gears 5.4, 6.4 and 7.4.
  • the first mechanical transmission part 2 is connected to the transmission output shaft A. This connection is made via the web 7.3 of the third planetary gear set 7.
  • the second mechanical transmission part 3 which is arranged downstream of the first mechanical transmission part 2 and comprises a planetary gear set 4, is also coupled to the transmission output shaft A. This coupling takes place via a sun gear 4.1 of the planetary gear set 4.
  • a mechanical connection between the first mechanical transmission part 2 and the second mechanical transmission part 3 takes place via two couplings 12 and 13, respectively.
  • the first coupling 12 is realized between the web 7.3 of the third planetary gear set and the sun gear 4.1 of the planetary gear set 4, which simultaneously the Coupling of the first mechanical transmission part 2 with the
  • Transmission output shaft A enables.
  • these elements, the web 7.3 and the sun gear 4.1 are arranged on a common transmission shaft 14.
  • Another mechanical coupling 13 exists between the ring gears 4.4 of the planetary gear set 4 and 7.4 of the third planetary gear set 7 of the second mechanical transmission part 2. Die coupling mentioned preferably take place directly.
  • the connecting shaft 14 forms the output shaft A of the transmission 1.
  • the individual switching elements i.e. the clutch and brake elements K1, K2 and B1, B2, B3 and B4 are preferably each designed in a multi-plate design.
  • Other transmission devices are also conceivable.
  • the individual gear stages can be implemented.
  • the additional second mechanical transmission part 3 realizes a further gear which is connected upstream of the other gear stages. Furthermore, the transmission of power in reverse gear also takes place via this.
  • the actuation of the individual switching elements, i.e. the commissioning or the loosening of the individual switching elements is illustrated with the aid of a circuit diagram in FIG. 2.
  • the starting process is implemented by actuating the brake element B4 assigned to the second mechanical transmission part 3.
  • This braking element B4 is also referred to as a so-called starting brake.
  • the web 4.3 of the planetary gear set 4 is braked.
  • Brake element B4 is dimensioned as a so-called inch brake.
  • the inch brake is relatively easy to control because no centrifugal forces have to be compensated.
  • the outer disks of the braking element B4 are surrounded by an annular space, not shown here. This is filled with oil during the start-up process so that the slats run fully in the oil. The oil then emerges from the inside diameter and from there flows into the oil sump.
  • the oil flow into the annulus is controlled, for example, with a solenoid valve in the central control block of the transmission. In the case of flooded fins, the torque M is
  • This starting process is shown as the first gear in the shift pattern.
  • the first clutch element K1 and the fourth brake element B4 are actuated. It is thereby achieved that the transmission input shaft E is in drive connection via the first coupling element K1 with the sun gear 6.1 of the second planetary gear set 6 and the sun gear 7.3 of the third planetary gear set 7. Furthermore, it is
  • the inching function implemented by the fourth braking element B4 enables an optimal starting process. This starting gear is entered in the shift pattern as the first gear.
  • the first clutch element K1 remains activated, the fourth brake element B4 is released and the third brake element B3 is activated.
  • the power transmission takes place from the transmission input shaft via the first clutch element K1, the transmission shaft 8 to the sun gears 6.1 of the second planetary gear set 6 and 7.1 of the third planetary gear set 7.
  • the power transmission in traction mode also takes place via the transmission input shaft E, the first clutch element K1, the transmission shaft 8 to the sun gears 6.1 of the second planetary gear set 6 and 7.1 of the third planetary gear set 7.
  • Planetary gear set 7 has a differential speed, which causes the planet gears meshing with these to also be set in rotation, the web 7.3 being driven.
  • the transmission input shaft E is then coupled to the transmission output shaft A via the web 7.3.
  • the ring gear 5.4 is braked by the first braking element B1, the web 5.3 is driven and, via the coupling 10 with the second planetary gear set 6, the ring gear 6.4 of the second planetary gear set 6, the relative speed between the two, ie between the sun gear 6.1 and the ring gear 6.4 Web 6.3 driven.
  • the power is then further transmitted to the transmission output shaft A, the ring gear 7.4 also being set in rotation, as a result of which
  • the transmission input shaft is coupled to the web 6.3 and thus to the ring gear 7.4 of the third planetary gear set 7.
  • the transmission input shaft E is additionally coupled to the sun gear 7.1 of the planetary gear set 7 via the coupling element K1.
  • the sun gear 5.1 of the first planetary gear set 5 is also in drive connection with the transmission gear shaft E. Due to the
  • the speed of the sun gear 6.1 results from the relative speed.
  • the sun gear 7.1 of the third planetary gear set 7 is also driven via the transmission shaft 8 and, in connection with the rotation of the ring gear 7.4 of the third planetary gear set, thereby enables the drive of the web 7.3 and thus of the transmission output shaft A.
  • the transmission variant described in FIGS. 1 and 2 is only one basic variant of many, the decisive factor being that the inch brake, for example in the form of a multi-disc brake device, is used to implement the starting process.
  • the transmission described here is characterized in that these six forward gears, one reverse gear, only two clutch devices and four
  • the gear arrangement described can be combined with various elements in accordance with the additional tasks to be solved, for example the drive of further units, the implementation of the braking function or the implementation of the power transmission on the axle of a vehicle.
  • Possible basic variants are only a combination of the described transmission with a retarder.
  • a can be selected depending on the installation position of the transmission
  • Angular output corresponding dimensioning and design can be provided.
  • FIGS. 1 and 2 can also be used without a retarder without power take-off or without a retarder with one or more
  • Power take-offs with a power take-off on the left or a power take-off on the right.
  • the design of a power take-off is shown in FIG. 3a.
  • the power take-off is designated 20 and serves to drive the oil pump.
  • FIG. 3b illustrates the provision of an angular output 21, which is coupled to the transmission output shaft A.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne une boîte de vitesses multirapport comprenant un arbre d'entrée (e) et un arbre de sortie (A), un premier élément mécanique (2), des moyens d'accouplement du premier élément mécanique avec l'arbre d'entrée, un élément de démarrage, caractérisée en ce qu'elle présente les particularités suivantes: un deuxième élément mécanique (3) comprenant au moins un étage à train planétaire (4), un premier élément du deuxième élément mécanique (4.1) est accouplé avec le premier élément mécanique et l'arbre de sortie, l'élément de démarrage est réalisé sous forme d'un dispositif de freinage (B4) et est associé à un autre deuxième élément de la boîte (4.2) du deuxième élément mécanique (3), et au premier élément mécanique sont associés des moyens permettant d'obtenir les rapports individuels et qui sont commandés de telle façon que les transmissions en première vitesse et en marche arrière puissent être déterminées par le deuxième élément mécanique.
EP98939525A 1997-06-26 1998-06-24 Boite de vitesses multirapport, en particulier a six vitesses Ceased EP0991876A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19727153 1997-06-26
DE19727153A DE19727153C2 (de) 1997-06-26 1997-06-26 Mehrganggetriebe, insbesondere Sechsgang-Getriebe
PCT/EP1998/003847 WO1999000611A1 (fr) 1997-06-26 1998-06-24 Boite de vitesses multirapport, en particulier a six vitesses

Publications (1)

Publication Number Publication Date
EP0991876A1 true EP0991876A1 (fr) 2000-04-12

Family

ID=7833718

Family Applications (1)

Application Number Title Priority Date Filing Date
EP98939525A Ceased EP0991876A1 (fr) 1997-06-26 1998-06-24 Boite de vitesses multirapport, en particulier a six vitesses

Country Status (5)

Country Link
US (1) US6524208B1 (fr)
EP (1) EP0991876A1 (fr)
JP (1) JP2002510377A (fr)
DE (1) DE19727153C2 (fr)
WO (1) WO1999000611A1 (fr)

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US6746363B1 (en) * 2002-11-25 2004-06-08 General Motors Corporation Multi-speed dual-clutch planetary transmission mechanisms having a stationary gear member and one brake
US6752736B1 (en) * 2002-12-06 2004-06-22 General Motors Corporation Multi-speed dual-clutch planetary transmissions having a stationary fourth gear set member
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DE102010042664A1 (de) * 2010-10-20 2012-04-26 Zf Friedrichshafen Ag Mehrstufengetriebe
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Also Published As

Publication number Publication date
JP2002510377A (ja) 2002-04-02
WO1999000611A1 (fr) 1999-01-07
DE19727153A1 (de) 1999-02-11
DE19727153C2 (de) 1999-05-20
US6524208B1 (en) 2003-02-25

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