EP1765627A1 - Epicyclic differential transmission - Google Patents

Epicyclic differential transmission

Info

Publication number
EP1765627A1
EP1765627A1 EP05750265A EP05750265A EP1765627A1 EP 1765627 A1 EP1765627 A1 EP 1765627A1 EP 05750265 A EP05750265 A EP 05750265A EP 05750265 A EP05750265 A EP 05750265A EP 1765627 A1 EP1765627 A1 EP 1765627A1
Authority
EP
European Patent Office
Prior art keywords
gear
planet gears
ring gear
teeth
transmission according
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.)
Withdrawn
Application number
EP05750265A
Other languages
German (de)
French (fr)
Inventor
Geoffrey WTC Transmissions Ltd. SEDGWICK
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.)
Ricardo UK Ltd
Original Assignee
Ricardo UK Ltd
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 Ricardo UK Ltd filed Critical Ricardo UK Ltd
Publication of EP1765627A1 publication Critical patent/EP1765627A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/16—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of differential gearing
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/001—Arrangement or mounting of electrical propulsion units one motor mounted on a propulsion axle for rotating right and left wheels of this axle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • F16H2048/104—Differential gearings with gears having orbital motion with orbital spur gears characterised by two ring gears
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/10—Differential gearings with gears having orbital motion with orbital spur gears
    • F16H2048/106—Differential gearings with gears having orbital motion with orbital spur gears characterised by two sun gears
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/02004—Gearboxes; Mounting gearing therein the gears being positioned relative to one another by rolling members or by specially adapted surfaces on the gears, e.g. by a rolling surface with the diameter of the pitch circle
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/3416—Parking lock mechanisms or brakes in the transmission
    • F16H63/3425—Parking lock mechanisms or brakes in the transmission characterised by pawls or wheels

Definitions

  • the present invention relates to an epicyclic differential transmission particularly suitable for use in vehicles, especially electrically powered vehicles, having two driving wheels.
  • Vehicles having two driving wheels and a single source of motive power require a means of dividing a single drive shaft into half shafts associated with respective driving wheels.
  • a differential gear is also required to accommodate relative rotation between the driving wheels, for example on cornering.
  • a further requirement is that the driving torque is equally split between the driving wheels so as to avoid torque steer, especially in front- wheel-drive vehicles.
  • a final drive reduction gear which may be a bevel gear
  • a conventional bevel gear differential is incorporated with a conventional bevel gear differential. This arrangement is not particularly compact.
  • Electric vehicles typically require only a single speed reduction gear, because the torque characterization of an electric motor allows road speed to be directly proportional to motor speed.
  • a co-axial arrangement is desirable in which one half shaft passes axially through the armature of the electric motor to the associated driving wheel.
  • a single speed epicyclic differential transmission comprising a housing, an annular rotatable input member having a rotational axis in the housing, opposed rotatable output members on said axis, one of which is adapted to drive through said input member, and an epicyclic gear train arranged about said input member, wherein said input member comprises a sun gear, inner planet gears are provided in mesh with the sun gear, an inner planet gear carrier is provided rotationally fast with the output member associated with said input member, an inner ring gear is provided in mesh on the inside with said inner planet gears, and on the outside with outer planet gears rotatable on axles of said housing, and an outer ring gear is provided in mesh with said outer planet gears and connected to the other of said output members.
  • Such an arrangement provides a single speed transmission of short axial length and in which the elements of the epicyclic gear train act as a differential gear to accommodate relative rotation of the respective output member whilst giving a substantially equal torque split between the driving wheels.
  • the sun gear, inner planet gears and inner ring gear are arranged in a substantially common plane.
  • the inner ring gear, outer planet gears and outer ring gear are arranged in a substantially common plane.
  • the sun gear, planet gears and ring gears are all arranged in a substantially common plane.
  • the arrangement may further include a locking pawl engageable to retain an element of the epicyclic gear train with respect to the housing, so as to lock the transmission and provide a park-lock function.
  • the pawl may for example engage the outer ring gear.
  • the sun gear has 33 teeth
  • the inner planet gears have 26 teeth
  • the inner ring gear has 87 teeth on the inside and 103 teeth on the outside
  • the outer planet gears have 19 teeth
  • the outer ring gear has 141 teeth.
  • the inner ring gear comprises the annulus of an inner epicyclic gear train, and the sun gear of an outer epicyclic gear train.
  • This inner ring gear 'floats' between the other elements of the inner and outer epicyclic gear trains in order to give the effect of a differential gear.
  • gear ratios a careful choice of gear ratios is required in order to ensure a substantially equal torque split, but this is a matter of calculation which is well within the ability of the skilled transmission engineer whilst bearing in mind the required final drive reduction, and the constraints imposed by dimensions of successive planetary gear elements.
  • the axial length of a transmission according to the invention is close to 50% of a conventional final drive/differential unit, and the number of parts is reduced by about 30%. In a small vehicle, short axial length is advantageous because it maximizes space for steering and suspension components.
  • the invention also permits incorporation of a locked or limited slip differential, by for example fixing or controlling the speed ratio between the output shafts. This may be done relatively easily since the output members are immediately adjacent and on the same rotational axis.
  • Fig. 1 shows a schematic arrangement of a transmission according to the invention
  • Fig. 2 shows in axial section a practical embodiment of the scheme of Fig. 1.
  • a transmission has a major axis of rotation 10 on which is provided an electric motor 11 having a hollow armature (not shown).
  • the armature is directly connected to a hollow input shaft 12 of the transmission, as illustrated, which comprises the sun gear 13 of a two stage epicyclic transmission in which all the major gear components lie in a substantially common plane.
  • An array of im er planet gears 14 (typically four) circulate in mesh around the sun gear, and are journalled on the usual planet gear carrier 15.
  • This carrier 15 is coupled to one drive shaft 16 which passes through the input shaft 12 and motor 11 for connection to a drive wheel of a vehicle.
  • an inner ring gear (annulus) 17 which has gear teeth on the inner diameter in mesh with the inner planet gears 14. Additionally, this inner ring gear has gear teeth on the outside diameter, which thus constitutes a sun gear 18 of an outer epicyclic gear train.
  • An array of outer planet gears 19 (typically four) circulate in mesh around the outer sun gear 18, and are journalled on relatively fixed spigots 20 of a transmission casing 21.
  • An outer ring gear (annulus) 22 is in mesh with the outer planet gears 19, and is connected to another drive shaft 23 for connection to a second drive wheel of the vehicle.
  • drive torque from the electric motor 11 is transmitted via the input shaft 12 to the sun gear 13.
  • the reaction torque provided by the inner ring gear 17 causes the inner planet gears to circulate, carrying with them the carrier 15 and drive shaft 16.
  • the outer sun gear 18 also rotates (with the inner ring gear 17), and transmits torque to the outer ring gear 22 via the outer planet gears 19.
  • These outer planet gears are effectively provided with a stationary carrier constituted by the transmission casing 21.
  • the outer ring gear 22 thus rotates, and carries with it the drive shaft 23.
  • speed balance between the drive shafts is controlled by road wheels in contact with the road.
  • the inner ring gear 17/outer sun gear 18 is the differentiating gear which permits relative rotation of the respective drive shafts (for example during vehicle cornering).
  • Drive torque from the electric motor is split between the two epicyclic gear trains, and the torque balance is dictated by the speed ratios which are selected.
  • An equal torque split is desirable for vehicle driving wheels on a substantially common axis, but for example other torque splits may be selected for drive shafts connected to different axles of an all wheel drive vehicle, or for special non-automotive applications.
  • Fig. 1 illustrates a park lock pawl 24 engageable on demand to lock the outer ring gear 22 to the transmission casing 21. It will be appreciated that by preventing the outer ring gear from rotating, the transmission will be locked against movement, and can thus provide a wheel brake for a vehicle.
  • the arrangement is also suitable for modification for external control of the differentiating gear 17/18. It will be appreciated that by externally controlling this gear 17/18, the torque split between the drive shafts 16,23 may be adjusted.
  • a suitable means of braking the differentiating gear 17/18 may be a brake band, clutch or viscous coupling.
  • the transmission provides for minimum drive shaft articulation during vehicle suspension movement as compared with a conventional arrangement of differential gear between the inner drive shaft ends.
  • This arrangement has particular value for small front-wheel-drive vehicles where the vehicle track is relatively narrow.
  • the adjacency of the drive shaft ends provides for relatively simple provision of a coupling which lock the drive shafts together or limit relative rotation therebetween. This arrangement can thus provide a locking differential or a limited-slip differential, which is of value in some kinds of vehicle.
  • the gears are provided with the following number of teeth, to give a substantially equal torque split with no external control of the differentiating gear 17/18.
  • inner sun gear 13 - 33 teeth inner planet gears 14 - 26 teeth inner ring gear 17 - 87 teeth outer sun gear 18 - 103 teeth outer planet gears 19 - 19 teeth outer ring gear 22 - 141 teeth
  • FIG. 2 A practical transmission arrangement for a front- wheel-drive vehicle is illustrated in Fig. 2, and shows in more detail the transmission casing 11, bearings, shaft seals and other conventional components. Where appropriate, parts carry reference numerals corresponding to Fig. 1 ; a park-lock arrangement is not illustrated.
  • transmission casing 21 is directly bolted to the casing 30 of the electric motor, as illustrated.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Retarders (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)

Abstract

A single speed epicyclic differential transmission allows an input shaft (12) to be connected to two output shafts (16, 23) with substantially equal torque split. The transmission includes two epicyclic gear trains having a common annulus/sun gear (17, 18) which acts on a differentiating gear to accommodate speed variation of the output shafts (16, 23).

Description

Epicyclic Differential Transmission
The present invention relates to an epicyclic differential transmission particularly suitable for use in vehicles, especially electrically powered vehicles, having two driving wheels.
Vehicles having two driving wheels and a single source of motive power require a means of dividing a single drive shaft into half shafts associated with respective driving wheels. A differential gear is also required to accommodate relative rotation between the driving wheels, for example on cornering. A further requirement is that the driving torque is equally split between the driving wheels so as to avoid torque steer, especially in front- wheel-drive vehicles.
Usually a final drive reduction gear, which may be a bevel gear, is incorporated with a conventional bevel gear differential. This arrangement is not particularly compact.
Electric vehicles typically require only a single speed reduction gear, because the torque characterization of an electric motor allows road speed to be directly proportional to motor speed. For compact packaging a co-axial arrangement is desirable in which one half shaft passes axially through the armature of the electric motor to the associated driving wheel.
According to the present invention there is provided a single speed epicyclic differential transmission comprising a housing, an annular rotatable input member having a rotational axis in the housing, opposed rotatable output members on said axis, one of which is adapted to drive through said input member, and an epicyclic gear train arranged about said input member, wherein said input member comprises a sun gear, inner planet gears are provided in mesh with the sun gear, an inner planet gear carrier is provided rotationally fast with the output member associated with said input member, an inner ring gear is provided in mesh on the inside with said inner planet gears, and on the outside with outer planet gears rotatable on axles of said housing, and an outer ring gear is provided in mesh with said outer planet gears and connected to the other of said output members.
Such an arrangement provides a single speed transmission of short axial length and in which the elements of the epicyclic gear train act as a differential gear to accommodate relative rotation of the respective output member whilst giving a substantially equal torque split between the driving wheels.
Preferably the sun gear, inner planet gears and inner ring gear are arranged in a substantially common plane. Preferably the inner ring gear, outer planet gears and outer ring gear are arranged in a substantially common plane. In the preferred embodiment the sun gear, planet gears and ring gears are all arranged in a substantially common plane. A particular advantage of the arrangement is that the inner ends of the output members can be arranged very close together, thus allowing maximum half shaft length and minimizing half shaft articulation during vehicle suspension movement.
In the preferred embodiment four inner planet gears and four outer planet gears are provided.
The arrangement may further include a locking pawl engageable to retain an element of the epicyclic gear train with respect to the housing, so as to lock the transmission and provide a park-lock function. The pawl may for example engage the outer ring gear.
In a preferred arrangement the sun gear has 33 teeth, the inner planet gears have 26 teeth, the inner ring gear has 87 teeth on the inside and 103 teeth on the outside, the outer planet gears have 19 teeth and the outer ring gear has 141 teeth. Such an arrangement provides an overall gear reduction of 7.24: 1.
It will be appreciated that the inner ring gear comprises the annulus of an inner epicyclic gear train, and the sun gear of an outer epicyclic gear train. This inner ring gear 'floats' between the other elements of the inner and outer epicyclic gear trains in order to give the effect of a differential gear. It will be understood that a careful choice of gear ratios is required in order to ensure a substantially equal torque split, but this is a matter of calculation which is well within the ability of the skilled transmission engineer whilst bearing in mind the required final drive reduction, and the constraints imposed by dimensions of successive planetary gear elements.
In one preferred embodiment the axial length of a transmission according to the invention is close to 50% of a conventional final drive/differential unit, and the number of parts is reduced by about 30%. In a small vehicle, short axial length is advantageous because it maximizes space for steering and suspension components.
The invention also permits incorporation of a locked or limited slip differential, by for example fixing or controlling the speed ratio between the output shafts. This may be done relatively easily since the output members are immediately adjacent and on the same rotational axis.
Other features of the invention will be apparent from the following description of a preferred embodiment shown by way of example only in the accompanying drawings in which:-
Fig. 1 shows a schematic arrangement of a transmission according to the invention, and Fig. 2 shows in axial section a practical embodiment of the scheme of Fig. 1.
With reference to Fig. 1, a transmission has a major axis of rotation 10 on which is provided an electric motor 11 having a hollow armature (not shown). The armature is directly connected to a hollow input shaft 12 of the transmission, as illustrated, which comprises the sun gear 13 of a two stage epicyclic transmission in which all the major gear components lie in a substantially common plane. An array of im er planet gears 14 (typically four) circulate in mesh around the sun gear, and are journalled on the usual planet gear carrier 15. This carrier 15 is coupled to one drive shaft 16 which passes through the input shaft 12 and motor 11 for connection to a drive wheel of a vehicle.
Around the planet gears 14 is an inner ring gear (annulus) 17 which has gear teeth on the inner diameter in mesh with the inner planet gears 14. Additionally, this inner ring gear has gear teeth on the outside diameter, which thus constitutes a sun gear 18 of an outer epicyclic gear train.
An array of outer planet gears 19 (typically four) circulate in mesh around the outer sun gear 18, and are journalled on relatively fixed spigots 20 of a transmission casing 21.
An outer ring gear (annulus) 22 is in mesh with the outer planet gears 19, and is connected to another drive shaft 23 for connection to a second drive wheel of the vehicle.
In use drive torque from the electric motor 11 is transmitted via the input shaft 12 to the sun gear 13. The reaction torque provided by the inner ring gear 17 causes the inner planet gears to circulate, carrying with them the carrier 15 and drive shaft 16.
The outer sun gear 18 also rotates (with the inner ring gear 17), and transmits torque to the outer ring gear 22 via the outer planet gears 19. These outer planet gears are effectively provided with a stationary carrier constituted by the transmission casing 21. The outer ring gear 22 thus rotates, and carries with it the drive shaft 23.
It will be understood that speed balance between the drive shafts is controlled by road wheels in contact with the road. The inner ring gear 17/outer sun gear 18 is the differentiating gear which permits relative rotation of the respective drive shafts (for example during vehicle cornering). Drive torque from the electric motor is split between the two epicyclic gear trains, and the torque balance is dictated by the speed ratios which are selected. An equal torque split is desirable for vehicle driving wheels on a substantially common axis, but for example other torque splits may be selected for drive shafts connected to different axles of an all wheel drive vehicle, or for special non-automotive applications.
Fig. 1 illustrates a park lock pawl 24 engageable on demand to lock the outer ring gear 22 to the transmission casing 21. It will be appreciated that by preventing the outer ring gear from rotating, the transmission will be locked against movement, and can thus provide a wheel brake for a vehicle.
The arrangement is also suitable for modification for external control of the differentiating gear 17/18. It will be appreciated that by externally controlling this gear 17/18, the torque split between the drive shafts 16,23 may be adjusted. A suitable means of braking the differentiating gear 17/18 may be a brake band, clutch or viscous coupling.
By placing the inner ends of the drive shafts 16,23 immediately adjacent, the transmission provides for minimum drive shaft articulation during vehicle suspension movement as compared with a conventional arrangement of differential gear between the inner drive shaft ends. This arrangement has particular value for small front-wheel-drive vehicles where the vehicle track is relatively narrow. Furthermore the adjacency of the drive shaft ends provides for relatively simple provision of a coupling which lock the drive shafts together or limit relative rotation therebetween. This arrangement can thus provide a locking differential or a limited-slip differential, which is of value in some kinds of vehicle.
In the schematic embodiment of Fig. 1, the gears are provided with the following number of teeth, to give a substantially equal torque split with no external control of the differentiating gear 17/18. inner sun gear 13 - 33 teeth inner planet gears 14 - 26 teeth inner ring gear 17 - 87 teeth outer sun gear 18 - 103 teeth outer planet gears 19 - 19 teeth outer ring gear 22 - 141 teeth
The overall reduction ratio of these individual ratios, is 7.24:1.
A practical transmission arrangement for a front- wheel-drive vehicle is illustrated in Fig. 2, and shows in more detail the transmission casing 11, bearings, shaft seals and other conventional components. Where appropriate, parts carry reference numerals corresponding to Fig. 1 ; a park-lock arrangement is not illustrated.
It will be appreciated that the transmission casing 21 is directly bolted to the casing 30 of the electric motor, as illustrated.

Claims

Claims
1. An epicyclic differential transmission comprising a housing (21), an annular rotatable input member (12) having a rotational axis (10) in the housing, opposed rotatable output members (16,23) on said axis (10), one of which is adapted to drive through said input member (12), and an epicyclic gear train arranged about said input member (12), wherein said input member (12) comprises a sun gear (13), inner planet gears (14) are provided in mesh with the sun gear (13), an inner planet gear carrier (15) is provided rotationally fast with the output member (16) associated with said input member (12), an inner ring gear (17) is provided in mesh on the inside with said inner planet gears (14), and on the outside with outer planet gears (19) rotatable on axles (20) of said housing, and an outer ring gear (22) is provided in mesh with said outer planet gears (19) and connected to the other of said output members (23).
2. A transmission according to claim 1 wherein said sun gear (13), inner planet gears (14) and inner ring gear (17) are arranged in a substantially common plane.
3. A transmission according to claim 1 or claim 2 wherein the inner ring gear (17), outer planet gears (19) and outer ring gear (22) are arranged in a substantially common plane.
4. A transmission according to claim 2 or claim 3 wherein the sun gear (13), planet gears (14,19) and ring gears (17,22) are all arranged in a substantially common plane.
5. A transmission according to any preceding claim wherein four inner planet gears (14) and four outer planet gears (19) are provided.
6. A transmission according to any preceding claim and further including a locking pawl (24) engageable to retain an element of the epicyclic gear train with respect to the housing (21), so as to lock the transmission and provide a park-lock function.
7. A transmission according to claim 6 wherein said pawl (24) engages the outer ring gear (22).
8. A transmission according to any preceding claim wherein the sun gear (13) has 33 teeth, the inner planet gears (14) have 26 teeth, the inner ring gear (17) has 87 teeth on the inside and 103 teeth on the outside, the outer planet gears (19) have 19 teeth and the outer ring gear (22) has 141 teeth.
EP05750265A 2004-06-08 2005-06-08 Epicyclic differential transmission Withdrawn EP1765627A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB0412736.1A GB0412736D0 (en) 2004-06-08 2004-06-08 An electrically driven single speed differential transmission
PCT/GB2005/002286 WO2005120877A1 (en) 2004-06-08 2005-06-08 Epicyclic differential transmission

Publications (1)

Publication Number Publication Date
EP1765627A1 true EP1765627A1 (en) 2007-03-28

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP05750265A Withdrawn EP1765627A1 (en) 2004-06-08 2005-06-08 Epicyclic differential transmission

Country Status (5)

Country Link
EP (1) EP1765627A1 (en)
JP (1) JP2008501920A (en)
CN (1) CN1964864A (en)
GB (1) GB0412736D0 (en)
WO (1) WO2005120877A1 (en)

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CN1964864A (en) 2007-05-16
WO2005120877A1 (en) 2005-12-22
JP2008501920A (en) 2008-01-24
GB0412736D0 (en) 2004-07-07

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