EP1809926A1 - Ensemble transmission - Google Patents

Ensemble transmission

Info

Publication number
EP1809926A1
EP1809926A1 EP05794695A EP05794695A EP1809926A1 EP 1809926 A1 EP1809926 A1 EP 1809926A1 EP 05794695 A EP05794695 A EP 05794695A EP 05794695 A EP05794695 A EP 05794695A EP 1809926 A1 EP1809926 A1 EP 1809926A1
Authority
EP
European Patent Office
Prior art keywords
speed
torque converter
transmission
gear
input
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Withdrawn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
EP05794695A
Other languages
German (de)
English (en)
Inventor
Werner Koch
Werner Klement
Martin Becke
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 EP1809926A1 publication Critical patent/EP1809926A1/fr
Withdrawn legal-status Critical Current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
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
    • 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
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • F16H2003/0933—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts with coaxial countershafts
    • 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
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five 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
    • F16H2200/003—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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0065—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising nine forward speeds

Definitions

  • the invention relates to a transmission unit, in detail with the features of the preamble of claim 1.
  • Transmission units in particular automatic transmission, are known from the prior art in a variety of different designs.
  • these comprise a starting element, a lock-up clutch assigned thereto, and a speed / torque conversion unit arranged downstream of the starting element and the lock-up clutch, which is characterized by at least one speed step.
  • a speed / torque conversion unit arranged downstream of the starting element and the lock-up clutch, which is characterized by at least one speed step.
  • the invention therefore an object of the invention to develop a transmission unit of the type mentioned in such a way that the disadvantages mentioned are avoided.
  • it is necessary to focus on a cancellation of the radial forces on the output shaft and to turn off at the same power to be transmitted to a significant reduction in the overall length.
  • the solution according to the invention should be characterized by a reasonable design effort.
  • speed / torque conversion device stands for devices in which a speed change or torque change also causes a torque or speed change.
  • the transmission module comprises a transmission input and at least one transmission output. Between these is a starting element in the form of a hydrodynamic coupling or a hydrodynamic speed / torque converter, comprising a primary wheel and a secondary wheel, which together form a working space which can be filled with working fluid. Further, the starting element is associated with a device for bridging.
  • the transmission module further comprises a mechanical change gear, which is connected via the starting element or the device for bridging the starting element with the transmission input and whose output is connected to the transmission output or forms this.
  • the change gear comprises at least one gear.
  • the device for. Bridging the starting element designed as a bridging circuit.
  • the change gear is implemented as a summing gear, comprising two inputs, a first input and a second input, wherein the first input is formed by a first countershaft and the second input from a second countershaft, wherein the first and the second input to form a first power branch can be connected to the primary wheel via the first speed / torque converter with the secondary wheel and with the formation of a second power branch via the second speed / torque converter.
  • Countershaft is also connectable via at least one a speed-characterizing speed / torque converter means of the transmission to the transmission output. Both countershafts are arranged parallel and with the same axial distance to extend the theoretical axis of rotation of the starting element.
  • the speed / torque conversion means of the lock-up circuit and the speed / torque conversion means characterizing at least one speed are symmetrical with respect to a plane which is writable by the extension of the theoretical rotation axis of the starting element and a perpendicular thereto, and thus made as a double gear.
  • the symmetrical structure preferably takes place with respect to the axis of rotation of the hydrodynamic component.
  • the first and the second Speed / torque conversion means are associated with means for selectively ensuring or interrupting power transfer via the first and second speed / torque conversion means to the change speed transmission.
  • the solution according to the invention is characterized in that the function of the lock-up clutch now by a
  • Bridging circuit is adopted, which can be arranged freely in terms of positioning in the transmission.
  • the bridging function can also be shifted into the transmission itself if the hydrodynamic component is designed as a separate unit.
  • a bypass of the hydrodynamic component is possible, which is free of a rotationally fixed coupling between the primary wheel and the secondary wheel.
  • the secondary wheel can run freely in this case and is free of a support against a rotating or stationary element.
  • the filling of the hydrodynamic component can then be maintained without significant disadvantages.
  • the bridging ie the circumvention of the hydrodynamic power branch, takes place by changing between the two power paths via the first or second speed / torque converter of the lock-up circuit.
  • the radial forces on the output shaft ie the transmission output
  • the decisive advantage lies in the distribution of the moments on the two countershafts, so that the individual power-transmitting elements of the speed / torque converter means of the lock-up circuit and the transmission must be designed with respect to the power to be transmitted only over the individual countershaft actually to be transmitted moments, which is reflected in a significant reduction in size.
  • the maximum force on each tooth of the output shaft gear is only half as large, a significant length advantage can be achieved here.
  • the two countershafts, the lock-up circuit and the change gear are arranged symmetrically to extend the symmetrical axis of rotation of the starting element.
  • the gearbox input is coaxial with the gearbox output.
  • each speed / torque converter of the lock-up circuit comprises one input and two outputs connectable to the inputs of the change-speed gear, there are also a plurality of possibilities with regard to the arrangement of the means.
  • the means for ensuring or interrupting the power transmission via the first or second speed / torque converter means comprise at least one switching element, usually in the form of a coupling device. In this case, embodiments with only a single coupling device and a plurality of coupling devices can be distinguished. Furthermore, with assignment of the individual coupling device to only one of the power branches, d. H.
  • the individual power branches, in particular speed / torque converter means of the lock-up circuit associated clutch devices are preferably arranged coaxially with each other.
  • a single coupling device is provided, which is arranged coaxially to the axis of rotation of the starting element and either either the first speed / torque converter, in particular its input to the
  • the Secondary or the second speed / torque converter in particular its input to the primary wheel or the connection between Primary wheel and transmission input connects.
  • this presupposes that a corresponding configuration of the inputs of the bridging circuit, in particular the individual speed / torque converter devices, is selected.
  • a clutch device with two clutch levels is used, wherein each of the individual clutch levels is assigned to one of the speed / torque converter devices of the lockup circuit.
  • the actuation of the clutch device always leads to a positive-guided movement of the individual clutch levels, so that here the control effort in terms of tuning in the operation, in particular the change between the individual hydrodynamic and the mechanical gear, must not be done.
  • each of the coupling means is assigned to one of the speed / torque converter means. This corresponds in principle to a splitting of the coupling planes when designed with only one coupling device into two separate separate components.
  • Another embodiment is to provide in the connection between the secondary and the inputs of the transmission or the primary wheel with the inputs of the transmission corresponding coupling devices.
  • Coupling devices between the individual present and the outputs of the individual speed / torque converter means which also intermediate versions with the individual speed / torque converter means of the lock-up circuit associated separate coupling means or from both shared coupling means is distinguished.
  • the individual present assigned clutch devices are each operated synchronously to avoid unnecessary tension in the overall system. This can be realized by a positive mechanical coupling or control technology, ie functional positive coupling of the movement of the two coupling devices.
  • the individual coupling devices can be designed as desired.
  • positive synchronous switchable couplings are used to realize a wear-free power transmission. These are preferably designed in the form of jaw clutches, wherein there are no restrictions with respect to the specific structural design.
  • the change between the hydrodynamic and mechanical power transmission is improved or automated by using a freewheel instead of the switching element in the hydrodynamic power branch, ie the first rotational speed / torque converter associated clutch device.
  • This acts as a direction of rotation clutch and causes depending on the speed of the elements coupled with these either a power transmission or acts as a overrunning clutch by no power is transmitted and the connection elements can virtually run free.
  • This can be dispensed with a complex control of the coupling device of the first speed / torque converter of the lock-up circuit.
  • the freewheel and the holding function can be realized on the mountain.
  • the shifting operations during the gear change can be improved.
  • the gearbox also includes a reverse gear. This can be part of the transmission or be assigned to the lock-up circuit. In the former case, this is integrated in the gearbox and thus at any point in the axial
  • the reverse gear can also be moved from the change gear, ie their assignment in the axial direction to the gear ratios of the change gear in the lock-up circuit.
  • the reverse gear is then coupled to the inputs of the transmission and at least one of the two speed / torque converter means of the lock-up circuit.
  • the slip ie the speed ratio between the secondary and primary wheel of the hydrodynamic component for the state in which a bridging is desired.
  • the dimensioning of the individual speed / torque converter is tuned to the slip size. This is based on a certain predefined slip value on the hydrodynamic component, which can be chosen freely or determined by the performance characteristics of the hydrodynamic component in cooperation with a prime mover when used in vehicles and which characterizes a certain predefined speed ratio between secondary wheel and primary wheel.
  • This speed ratio is taken into account in the design of the two speed / torque converter, so that speed equality at the outputs, in particular the coupled with the parallel or eccentric to the hydrodynamic component countershaft gears that can be coupled at this slip value.
  • the sizing The individual intermeshing spur gears in terms of their dimensions is obtained as a function of the speed ratio nt / np between the primary and secondary.
  • the dimensioning, in particular design of the individual spur gears in terms of number of teeth, diameter and / or the intervention determining parameters is a function of the speed ratio, in which a
  • the first speed / torque converter and the second speed / torque converter are arranged coaxially and in parallel with each other.
  • the arrangement of the primary and secondary wheels in considered axial direction between the transmission input and input of the transmission also takes place while the arrangement of the first and the second speed / torque converter in the axial direction next to each other, ie either first before the second or vice versa in the axial direction.
  • the speed / torque converter means of the lock-up circuit is additionally realized by the speed / torque converter means of the lock-up circuit, a translation in the subsequent coupling with speed / torque converter means and thus the individual gear ratio in the change gear.
  • the size is dependent on the size of the translation of the individual speed / torque converter means of the lock-up circuit.
  • a further switchable clutch is provided according to a further development, which rotatably connects the transmission input shaft, in particular its extension, with the transmission output shaft.
  • Coupling device is coaxial with the transmission input and output.
  • a through drive between the transmission input and output can be realized, where it speaks in coupling with subsequent gear stages of a direct gear with a ratio of 1: 1.
  • In this functional position are the two speed / torque converter the
  • a brake device is also assigned to the secondary wheel.
  • This can be designed in many forms. It serves to decelerate and / or fixing the secondary wheel, with mechanical power transmission, the hydrodynamic component when filling acts as a hydrodynamic retarder by the transmission output is supported on the mechanical translation, in particular the second speed / torque converter of the lock-up circuit acting as a stator secondary. Furthermore, this function can slow down the countershafts when changing gears.
  • the braking device can be designed in many forms. Conceivable are mechanical, hydraulic, hydrodynamic or electrical solutions. Preferably, a braking device is used in lamella type. This can be carried out wet or dry running.
  • the braking device is preferably carried out for the purpose of braking seh lupf afflicted.
  • the braking device can be articulated directly on the secondary wheel or at any point in the coupling of the secondary wheel via the first speed / torque converter with the inputs of the gearbox.
  • switchable clutches preferably synchronously switchable form-fitting couplings, which in turn are preferably designed as a dog clutch. Designs with non-positive clutches are also conceivable.
  • the translations of the individual speed / torque converter means of the lock-up circuit are additionally used as a gear ratio. This is realized by the fact that these, for example, an additional gear ratio.
  • Coupling device with the respective other element - primary or secondary - are coupled.
  • Coupling device or other device with the primary wheel is connectable. This applies in analogy to the mechanical translation stage of the lock-up circuit. This solution offers the advantage that the number of different translations can be significantly multiplied by making use of the same available installation space.
  • Hydrodynamic coupling is understood as meaning a hydrodynamic component which is free of a stator and can be controlled and / or regulated, ie this can also be operated with partial filling.
  • a hydrodynamic converter is understood to mean a hydrodynamic component which comprises at least one stator and in which a change in rotational speed and / or torque is always accompanied by a corresponding change in torque and / or rotational speed.
  • the gear gradation of the gear unit can be made geometrically or progressively.
  • the concrete selection is at the discretion of the expert and depends on the application.
  • the first speed / torque converter device which can be coupled to the secondary wheel can additionally also be connected to the connection element of the second speed / torque converter, i. be coupled to the transmission input or the primary wheel or the connection between the primary and the transmission input.
  • the second speed / torque converter into the hydrodynamic power branch. Both options can be provided in parallel or only one of the two.
  • the second rotational speed / torque converter device that is, used with the transmission input or the primary wheel or the connection between the primary and the transmission input speed / torque converter of the lock-up circuit used as an additional gear ratio.
  • the input of the second speed / torque converter is decoupled from the transmission input and rotatably connected to the transmission output.
  • This gear is then available for power transmission through the hydrodynamic branch, the first speed / torque converter of the lock-up circuit then acts as a counter gear and the speed / torque converter as an additional gear, which is coupled to the hydrodynamic power branch.
  • a speed stage of the transmission forming speed / torque converter can be used as a speed / torque converter means of the lock-up circuit. Depending on the version, this may be the first speed
  • the input of the speed / torque conversion device which otherwise functions as a speed step, then acts as an output.
  • the gearbox designed according to the invention can also be designed with a loadshift device, this being used during the gearshift.
  • the load switching device is not necessarily symmetrical to arrange, but is preferably carried out symmetrically by this is also designed mirrored as the axis of rotation R of the hydrodynamic component.
  • the load switching device comprises in this case two inputs which are connectable to the input of the speed / torque converter in the hydrodynamic power branch and further an output which is rotatably connected to the transmission output.
  • the two inputs are formed by two load switching waves, which are coupled for example via a spur gear to the input of the first speed / torque converter of the lock-up circuit, preferably mesh with each other.
  • the coupling with the transmission output takes place via a shared output spur gear, which form the rotationally fixedly coupled to one of the two Lastschaltwellen speed / torque conversion devices.
  • the load switching device is deactivated again.
  • the load switching device is always active with decoupled first speed / torque converter of the lock-up circuit, in particular the device for bridging active.
  • FIGS. 1a to 1c illustrate the basic principle of a first, particularly advantageous embodiment of a transmission assembly designed in accordance with the invention with a different arrangement of the invention
  • FIGS. 2a to 2c illustrate, with reference to a further development of FIG. 1a, a particularly advantageous arrangement of the reverse gear, each with exemplary different possibilities of assigning the gear shift elements to the reverse gear;
  • Figure 3 illustrates an alternative embodiment of a transmission assembly according to the invention with the arrangement of a freewheel in the connection between the countershafts and first speed / torque converter means based on an embodiment of Figure 1c.
  • Figures 4a and 4b illustrate an embodiment of a gear unit with additional load switching device in two views
  • FIGS 5a to 5c illustrate the possibility of multiple use of
  • FIG. 1a shows, in a schematically simplified representation, the basic structure of a transmission assembly 1 designed according to the invention, in particular an automatic transmission or an automated manual transmission, wherein a transmission which is switched fully automatically without interruption of traction is understood as an automatic transmission.
  • An automated manual transmission is also switched fully automatically, but with traction interruption.
  • the transmission module 1 comprises an input E and at least one output A. Input and output can be in waveform or are formed by other torque-transmitting components.
  • a starting element 2 in the form of a hydrodynamic coupling 3 and an at least one gear ratio comprehensive change gear 4 are arranged.
  • a starting element 2 in the form of a hydrodynamic coupling 3 and an at least one gear ratio comprehensive change gear 4 are arranged.
  • a starting element 2 in the form of a hydrodynamic coupling 3 and an at least one gear ratio comprehensive change gear 4 are arranged.
  • the hydrodynamic coupling 3 comprises a primary wheel 6, which at least is indirectly connected to the input E and a secondary wheel 7, which at least in some operating stages at least indirectly, ie directly or via further transmission elements, with the transmission output A is connectable.
  • the hydrodynamic coupling 3 is free of a stator and serves only the speed conversion, but not the torque conversion.
  • Gear unit 1 is inventively designed such that all gears of the gearbox 4 can be driven at least either purely mechanically by coupling the input of the gearbox 4 to the transmission input E or hydrodynamically by the power transmission in the individual gear ratios always from the transmission input E via the starting element. 2 , in particular the hydrodynamic coupling 3 to the change gear 4 takes place.
  • the device 5 for bridging the hydrodynamic coupling 3 is designed as a bridging circuit 8.
  • the bridging circuit 8 comprises a first rotational speed / torque conversion device 9, which serves to couple the secondary wheel 7 or an element coupled to the transmission 4 in rotation therewith.
  • the bridging circuit 8 comprises a second rotational speed / torque converter 10, which connects the primary wheel 6 or an element rotatably connected thereto with the change gear 4.
  • the change gear 4 is designed as a summation 11, comprising at least, but preferably two inputs, a first input 12 and a second input 13, these being formed in the simplest case each of a countershaft - a first countershaft 14 and a second countershaft 15 - which according to the invention are arranged symmetrically with respect to the theoretical axis of rotation R of the hydrodynamic coupling 3, ie with the same axial distance ai, a 2 to the axis of rotation R of the hydrodynamic coupling 3.
  • the change gear 4 further comprises at least one output 70 which is preferably coaxial with the axis of rotation R of the hydrodynamic coupling 3 is arranged.
  • the output 70 of the change gear 4 forms the transmission output A.
  • the coupling between the secondary 7 of the hydrodynamic coupling 3 and a non-rotatably connected thereto element and the change gear 4 via the first Speed / torque converter 9, while the coupling between the primary wheel 6 or a non-rotatably coupled thereto element and the change gear 4 via the second speed / torque converter 10 takes place.
  • the change gear 4 has two inputs 12 and 13, which are in the form of a first countershaft 14 and a second countershaft 15, the first speed / torque converter 9 is designed such that these two outputs, a first output 18.1 and a second output 18.2, which are connectable to the inputs 12, 13 of the transmission 4. Furthermore, at least one input 16 is provided which can be connected to the secondary wheel 7.
  • the bridging circuit 8, in particular the second speed / torque converter 10, also includes two outputs 19.1 and 19.2, which are also connectable to the inputs 12, 13 of the transmission.
  • an input 17 is connected to the primary wheel 6 or to a member rotatably connected thereto.
  • the outputs 18.1, 18.2 of the first speed / torque converter 9 are each connectable to the first countershaft 14 and the second countershaft 15.
  • the second speed / torque converter device 10 which comprises two outputs 19.1 and 19.2 which can be connected to the first and the second countershaft 14 and 15. Due to the arrangement of the countershafts 14 and 15 with the same axial distance ai, a 2 to the rotation axis R and the speed / torque converter means 9 and 10 are symmetrical with respect to the axis of rotation R executed. This applies analogously also for the execution of the
  • Change gear 4 in particular the realized over this gear stages, which are also in the simplest case via speed / torque converter 20, here 20.1 to 20.6, executed.
  • the individual speed / torque converter 9 and 10 of the lock-up circuit 8 and 20.1 to 20.6 of the transmission 4 are in the simplest case as
  • the first speed / torque converter 9 is designed as a spur gear 21, the second 10 as a spur gear 22.
  • the Speed / torque conversion devices 20.1 to 20.6 are formed by the spur gear sets 23.1 to 23.6. Due to the design with two symmetrical, relative to the axis of rotation R of the hydrodynamic coupling 3, arranged countershaft, first countershaft 14 and second countershaft 15 and the corresponding embodiment of the lock-up circuit 8 and the individual speed / torque converter 20.1 to 20.6 of the gearbox is shown in FIG created an almost completely symmetrical gear 1 with respect to the power transmitting elements, which offers the advantage that the radial forces on the output shaft, ie the transmission output A, cancel.
  • the transmissible over each countershaft 14 and 15 moments are compared to a solution with only one countershaft only half as large.
  • the solution according to the invention is characterized by a considerable length advantage of a spur gear, since the maximum force on each output shaft gear is only half as large, so this can be designed to be correspondingly small. Due to the central center of gravity position, the left and right bearings of the coupled with the gear unit 1 prime mover can also be loaded more evenly.
  • bypassing the hydrodynamic coupling 3 via the second speed / torque converter 10 to the change gear 4 are optionally the Inputs 17 connected to the first and second input 12 and 13 of the transmission 4.
  • Coupling devices 26, 27 is associated with both power branches 24, 25. To avoid tension in the gearbox, however, the actuation of the coupling devices 26, 27 is matched to one another such that they are always associated with a power branch 24 or 25 with regard to the activation and deactivation. Ie. the clutch 26 and the clutch 27 are at the same time for coupling between first speed
  • the clutches 26, 27 are preferably operated synchronously or are positively coupled in terms of their operation.
  • only a single coupling device 71 is provided, which is assigned to both the first power branch 24 and the second power branch 25. This has according to the embodiment in Figure 1b on two coupling levels.
  • the coupling device 71 is preferably assigned in each case to the inputs 16 and 17 together. This is achieved by a coaxial arrangement of the coupling 71 to the axis of rotation R of hydrodynamic coupling 3 realized. Such an embodiment is shown by way of example in FIG. 1b.
  • the basic structure of the transmission unit 1 corresponds to that described in FIG. 1a.
  • the clutch 71 connects the change gear 4 optionally with the first or second speed / torque converter 9, 10. D. h. an overlap in terms of power transmission over both power branches 24, 25 is not possible.
  • the clutch 71 is then coupled outside the neutral position alternately with the first or second speed / torque converter 9, 10. Conceivable with coaxial arrangement of the coupling devices to the starting element, it is also each branch 24, 25 a separate coupling, for example, not shown here 71.1, 71.2 assign.
  • When switching between hydrodynamic and mechanical power transmission one would have to be deactivated and the other activated. Both would also be arranged coaxially to the axis of rotation R of the hydrodynamic coupling.
  • Coupling device can be coupled.
  • these are the coupling devices 28.1 and 28.2 for the first speed / torque converter 9 and 29.1 and 29.2 for the second speed / torque converter 10.
  • the clutch devices 28.1, 28.2, 29.1, 29.2 can be designed differently.
  • synchronously switchable positive clutches are selected. These are preferably designed as a dog clutch. In embodiments with two such coupling devices 28.1, 28.2 or 29.1 and 29.2, however, it must be ensured that in order to avoid distortions in the overall system, the switchability or actuation of both of a rotational speed
  • the speed / torque converter 9 and 10 there are a number of possibilities. These are in the simplest case, as already stated, designed as a spur gear sets 21 and 22, comprising two mutually meshing spur gears 30.1 to 30.3 for the first spur gear 22, which characterizes the first speed / torque converter 9.
  • the input 16 of the first speed / torque converter 9 is formed by a spur gear 30.1, which acts as a pinion in the case shown, which with rotatably connected to the countershaft 14 and 15 spur gears 30.2 and 30.3, which mesh with the pinion 30.1, into engagement stand.
  • spur gear 22 which characterizes the second speed / torque converter 10 and also comprises three spur gears 31.1 to 31.3, wherein a first spur gear is present in the form of a pinion 31.1 and with two rotatably with the respective countershafts 14 and 15th connected spur gears 31.2 and 31.3 meshes.
  • the clutch device 26 is assigned, for example, the spur gears 30.2, 31.2, while the clutch device 27, the spur gears 30.3, 31.3 and the countershaft 15 is assigned.
  • the clutch device 26 is assigned, for example, the spur gears 30.2, 31.2
  • the clutch device 27 the spur gears 30.3, 31.3
  • the countershaft 15 is assigned.
  • Figure 1c illustrates an embodiment with two coupling devices per power branch, first power branch 24 and second power branch 25.
  • the two coupling device 28.1 and 28.2 for the first power branch and 29.1 and 29.2 for the second power branch 5 serve in each case the connection of the spur gears 30.2 the first
  • Countershaft 14 the spur gear 30.3 with the second countershaft 15 and the spur gear 31.2 with the first countershaft 14 and 31.3 with the second countershaft 15.
  • the actuation takes place such that here always a simultaneous engagement and disengagement without time delay and temporal 10 overlaps for the individual coupling devices 29.1, 29.2 or 28.1, 28.2 is achieved.
  • the design of the transmission 4 itself can be done in various ways. In the simplest case, this comprises a plurality of individual spur gears, in
  • the change gear 4 is preferably constructed symmetrically with respect to the theoretical axis of rotation R of the hydrodynamic coupling 3. This is done by mirroring the first countershaft 14 on the theoretical axis of rotation R or rotation
  • the transmission output A in particular the shaft forming this, is preferably arranged coaxially to the axis of rotation R of the hydrodynamic coupling 3.
  • the individual spur gear sets 23.1 to 23.5 form the individual gear stages. These each comprise three spur gears, 32.1 to 32.3 for the spur gear stage 23.1, 33.1 to 33.3 for the spur gear stage 23.2,
  • the spur gear 23.6 is designed as a reverse gear and includes the spur gears 37.1 to 37.5.
  • the individual spur gear sets 23.1 to 23.6 are designed such that the first spur gears 32.1 to 37.1 with the first countershaft 14 and thus the first
  • the reverse gear which includes the spur gear 23.6, 37.4 and 37.5 between each connected to the countershafts 14 and 15, preferably directly non-rotatably connected spur gears 37.1 and 37.2 and connected to the transmission output shaft A rotatably connected by providing Spur gear 37.3 characterized.
  • the intermediate wheels are designated 37.4 and 37.5.
  • switching elements are formed in the simplest case of coupling devices, each associated with only one of the speed / torque converter 20.1 to 20.6 and are preferably arranged in the connection of this with the transmission output shaft.
  • the individual speed / torque converter 20.1 to 20.6 can only be decoupled from or connected to the transmission input E or transmission output A via a single switching element and, when coupled, the power transmission via the mechanical and hydrodynamic power branch to the two inputs of Change gear 4 takes place and via the with the transmission output shaft A rotatably coupled in this state spur gear 32.3, 33.3. 34.3, 35.3, 36.3, 37.3 of the respective spur gear set 23.1 to 23.6 is transmitted to the transmission output A.
  • the single coupling device is 38.1 to 38.4 each assigned two sets of wheels together, here example 38.1 the
  • Another embodiment, not shown here in detail, is theoretically also to decouple the speed / torque converter 20.1 to 20.6 each directly from the input 12 or 13 of the transmission 4.
  • each gear would then be characterized by two switching elements in the connection between the respective speed / torque converter 20.1 to 20.6 and the countershaft 14 and 15 is arranged and these switching elements would have to be controlled accordingly in order to achieve no tension in the transmission 1.
  • the hydrodynamic coupling 3 is preferably used as a hydrodynamic retarder.
  • the secondary wheel 7 is associated with a braking device 39, which may be designed in many forms. In the simplest case, this is a frictional braking device. Other designs are conceivable, for example in the form of electrical or hydraulic brake devices.
  • the braking device 39 serves to reduce the rotational speed of the secondary wheel 7, preferably until the fixing. In this case, the power flow from the transmission output A via the corresponding engaged gear and thus this characterizing speed / torque converter 20.1 to 20.6 to the bypass circuit 8, in particular the second power branch 25 to the primary wheel 6, which functions as a rotor in this functional state.
  • the secondary wheel 7 acts as a stator in this functional state.
  • the downforce, in particular the coupled to the transmission output shaft A elements thus based on the change gear 4 and the lock-up circuit 8 on the stator, which is formed by the secondary 7 from.
  • a further coupling device is provided according to the invention according to a particularly advantageous embodiment, between the lock-up circuit 8 and the change gear 4, in particular the transmission output shaft A, is arranged.
  • This is formed according to Figure 1a of the clutch 38.3. This is switchable and coaxial with the hydrodynamic coupling 3 and the transmission input E and the transmission output A arranged.
  • the coupling device 38.3 allows the direct mechanical drive from the input E to the output A free of power transmission via other speed / torque converter.
  • the speed and the torque at the transmission input E correspond to the activation of the
  • this embodiment can be dispensed with decoupling of the two power branches 24 and 25 from the change gear 4 on the decoupling of the respective gear ratios of the transmission output shaft A.
  • the spur gears would only be dragged along.
  • the corresponding switching element is preferably also deactivated.
  • the bridging circuit 8 allows, as already stated, a change between the hydrodynamic and the purely mechanical power transmission between the input E and the change gear 4.
  • the two power branches 24 and 25 used speed / torque converters 9 and 10 are preferably designed equal in terms of their translation. This means that a speed adaptation of the directly connected to the transmission input E primary wheel 6 must be made to the speed required for bridging.
  • both speed / torque converter devices 9, 10 are designed in the form of the spur gear sets 21, 22 with different ratios. This is shown in FIG. The switching to the mechanical power transmission takes place during power transmission via the hydrodynamic clutch 3 at a certain preselected speed difference between the primary wheel 6 and the secondary wheel 7, which in a rotational speed equality at the outputs of the speed
  • Speed difference either only to influence the pitch and / or but the overall geometry, in particular diameter and number of teeth of the spur gears.
  • the concrete selection of the measure is at the discretion of the competent expert.
  • the speed difference at which is bridged is determined or selected depending on the properties of the hydrodynamic component.
  • the hydrodynamic coupling 3 preferably remains at least partially filled.
  • FIGS. 1a to 1c represent, with regard to the specific embodiment of the speed control unit.
  • the reverse gear or the speed / torque converter device characterizing the reverse gear stage is assigned to the first power branch 24 and optionally switchable. This is realized by the fact that the speed / torque converter 20.6 forming the reverse drive stage 40 is now integrated into the lock-up circuit 8 as viewed in the axial direction according to FIGS. 1a to 1c.
  • the speed / torque converter 20.6 forming the reverse drive stage 40 is now integrated into the lock-up circuit 8 as viewed in the axial direction according to FIGS. 1a to 1c.
  • FIG. 2a corresponds to a further development according to FIG. 1a.
  • the reverse gear 40 is connected via the switching elements 41, 42, preferably in the form of a switchable clutch, with the input 12 and 13 of the transmission 4 connectable.
  • FIG. 2b essentially illustrates an embodiment according to FIG. 2a, but only one clutch 72 is associated with the reverse drive stage 40.
  • This solution has the advantage that when engaged gear in the transmission 4 each course can be driven hydrodynamically backwards, ie the ratio in reverse even can be chosen differently. On a separate reverse gear in the transmission 4 can then be dispensed with, so that the axial space for the multi-speed change gear 4 itself can be reduced. The reverse gear or the reverse gear is moved forward in the axial direction. This is coaxial with the bypass circuit 8 and the hydrodynamic transmission in the forward gears, which is characterized by the operation or the power transmission via the first speed / torque converter 9, which is designed as a countershaft arranged.
  • the reverse gear or the reverse gear is thus characterized in a parallel plane to the hydrodynamic power transmission between the transmission input E and the input of the transmission 4.
  • the reverse gear stage is characterized by two outputs to realize a symmetrical design and torque distribution, which are connectable to the inputs 12, 13 of the transmission 4. 2b, by means of a single coaxial with the axis of rotation R of the hydrodynamic coupling 3 arranged coupling 72.
  • Figure 2c illustrates another way of assigning the coaxially arranged switching element 72 both to the reverse gear 40 and the hydrodynamic power branch 24th For this purpose, the first speed
  • the output / Torque conversion device 9 in particular the output rotatably with the inputs 12, 13 of the transmission 4 by the rotationally fixed coupling of Spur gears 30.2 and 30.3 connected to the countershafts 14, 15.
  • the switching element 72 is associated with the spur gears 37.3 and 30.1 together, via the change gear 4 either only the reverse gear 40 is connected via the hydrodynamic coupling 3 to the input E or the input E to the output A via the hydrodynamic stage, ie the first power branch 24 is coupled to the output A of the gear unit.
  • FIG. 3 shows a further development of an embodiment shown in FIG.
  • the individual speed / torque converter means 9 and 10 of the lock-up circuit 8 are also referred to as a countershaft.
  • Each of these countershaft is, as already described, via the coupling means 26 and 27, wherein the coupling means 26 is designed in the form of a direction of rotation clutch connected as a freewheel F, connectable to the change gear 4.
  • the direction of rotation switched coupling in the form of the freewheel F allows a substantial simplification in the control of the switching elements in total, especially when switching between hydrodynamic or mechanical power transmission to change gearbox 4. A control is then no longer necessary, but at equal speed between the secondary 7 and the thoroughlysstirnrad 30.1 the first speed / torque converter 9 is automatically due to the
  • FIGS. 4a and 4b illustrate, in a schematically simplified illustration with reference to two views, an additional possibility of providing a load switching device 43.
  • the basic structure of the gear unit 1 corresponds to that described in FIGS. 1a to 1c, for which reason the same reference numerals are used for the same elements.
  • the connections to the second countershaft 15 are shown in phantom only and the load switching device 43 in the plane of symmetry, ie rotated in the plane of the second input 13 of the gearbox.
  • the load switching device 43 can be assigned to the hydrodynamic power branch of the bypass circuit 8, ie the first power branch 24 or the second power branch 25, ie the purely mechanical.
  • the input of the bridging circuit 8 for the respective power branch, in particular the first input 16 for the hydrodynamic power branch 24 or the second input 17 via a load switching shaft 44 to the transmission output A connectable.
  • the load shift shaft 44 is arranged parallel to the theoretical axis of rotation R of the hydrodynamic coupling 3, ie eccentrically to this.
  • the load shift shaft can be selectively connected via the spur gear set 47 to the transmission output A, in particular the transmission output shaft.
  • a switching element 48 is provided, which is designed in the form of a switchable coupling 49.
  • the embodiment of the load switching device 43 comprises in the simplest case at least countershaft, preferably two symmetrically arranged, over which a certain translation is realized. This is in addition to the already described preferably perfectly symmetrical arrangement of starting element 2, bridging circuit 8 and change gear 4 is provided, wherein the single countershaft of the load switching device 43 arranged at an arbitrary angle to the individual speed / torque converter 9,10 and with the input of the respective Speed / torque converter 9 or 10 or may be coupled to this rotatably connected element. Sufficient would be a counterfeit.
  • a second countershaft is provided to achieve a uniform distribution of forces, which is preferably arranged symmetrically to the first countershaft of the load switching device.
  • the load switching device serves for the additional power transmission via the hydrodynamic power branch to the mechanical one.
  • FIG. 4b illustrates, on the basis of a view from the right, the arrangement of the load switching device 43 eccentrically to the rotation axis R of the hydrodynamic coupling 3 and in relation to the speed / torque converter devices 9, 10.
  • Figures 5a and 5b illustrate in a highly simplified schematic representation of a particularly advantageous development of the solution according to the invention, with multiple use of spur gearsets.
  • Figures 5a and 5b illustrate embodiments in which the Bridging 8 belonging speed / torque conversion devices 9 and 10 in the form of present additionally as a counter gear ratio of each other power branch and / or mechanical grades can be used with reference to a partial view, ie the representation below the plane of symmetry, in particular the axis of rotation R has been omitted for reasons of simplicity , Due to the multiple use, it is possible to reduce the axial length of the gear unit 1 considerably, which is reflected in a small space requirement in the axial direction. For this purpose, according to FIG.
  • the bridging circuit 8 for realizing the mechanical power branch 25 comprises a further speed / torque converter 52, which is also designed as a countershaft 53.
  • the provided for the realization of the second power branch 25 two speed / torque conversion devices 10 and 52 and the countershaft are selectively connected in alternation with the transmission input E and act as stationary translation for the subsequent gear in the transmission 4.
  • a switching element 54 is provided which either is designed as a frictional clutch or as a form-fitting working element. This couples in each case one of the two speed / torque converter devices 10 and 52 with the first countershaft 14 and the second countershaft 15.
  • this coupling device preferably only one switching element 54 is provided, which is arranged between the transmission input E or the primary wheel 7 and the speed / torque converter devices 10 and 52.
  • This switching element 54 is arranged coaxially to the theoretical axis of rotation of the hydrodynamic coupling 3 and also coaxial with
  • Transmission output A preferably only one switching element 54 is used, which of both speed / torque converter devices 10 and 52 is optionally available. Also conceivable would be a separate assignment to the individual speed / torque converter 10 and 52 for the realization of a mechanical power transmission to the transmission.
  • Both speed / torque converter devices 10 and 52 are again designed as spur gear sets in the simplest case. These are labeled 56 and 57 here. These include due to the symmetrical arrangement of three spur gears, 58.1 to 58.3 for the spur gear 56 and 59.1 to 59.3 for the spur 57.
  • the spur gear 58.1 and 59.1 forms the input of the bypass circuit 8, while the meshing with this spur gears 58.2 and 58.3 or 59.1 and 59.3 form the output, whereby these can be connected to the individual countershafts 14 and 15 respectively.
  • the spur gears 58.2 and not shown 58.3 rotatably coupled to the countershafts 14 and 15. This applies analogously to the spur gears 59.2 and 59.3 not shown.
  • the coupling or decoupling of the speed / torque converter devices 10 and 52 takes place through the
  • the additional, the lock-up circuit 8 associated speed / torque converter 52 is also designed as a gear by these can be connected in cooperation with the first mechanical power branch 25 with the transmission output shaft A via a switching element.
  • this is the switching element 65.
  • This is preferably designed as a positive synchronous switchable coupling 66.
  • Other possibilities are conceivable, for example in the form of friction clutches.
  • the power transmission takes place in a first mechanical group m1, which by the first speed / torque converter 10th is characterized, either via the speed / torque converter 52 to the transmission output A or one of the other speed / torque converter 60 to 62, which are preferably designed as a countershaft in the form of Stirnrad accountsn.
  • this also applies to the reverse gear 40, which is represented by the speed
  • Change gear 4 which are formed by the countershafts 14 and 15, before, in which case the power transmission continues according to the activation of the individual switching elements 65, 66 or 67, the power transmission to the transmission output shaft A.
  • the change gear 4 further includes a rear-set 74th
  • FIGS. 5b and 5c The statements made apply analogously to FIGS. 5b and 5c.
  • the embodiment according to FIG. 5a is improved to the effect that here additionally the hydrodynamic power transmission with the second speed / torque converter 10 according to FIG. 5b and according to FIG. 5c also the counter gear ratio of the hydrodynamic drive stage, ie the one in the first power branch 24 of the bypass circuit 8, is being used.
  • a further switching element 69 is provided, which is the hydrodynamic power transmission between the transmission input E and the input of the transmission 4, in particular secondary 8 and the speed / torque converter 10 and the connection of the primary wheel 6 with the transmission input E or with the primary wheel 7 and the speed / torque converter 10 is assigned.
  • the switching element 69 may be the switching element that is provided anyway for the purpose of purely mechanical power transmission, which is the second rotational speed / torque converter 10 for realizing the mechanical power branch 25 with the transmission input or the connection between the transmission input E and the primary wheel 7 realized.
  • This is designed as a coupling device.
  • This coupling device is preferably a frictionally engaged coupling. It would also be conceivable a positive coupling. However, in this case, the coupling required for Anbind ung the hydrodynamic power branch 24 to operate. This means that the second mechanical gear is characterized by the operation of two clutch devices.
  • this coupling directly two Vorgelegen, which assign the speed / torque conversion devices 9 and 10 characterizing Voragen, which are operated alternately can.
  • This embodiment makes it possible, the exemplified three gear stages, which are realized via the speed / torque converter 60 to 62 and also the mechanical reverse 40, which is realized via the speed / torque converter 63, once with the over the power branch 24 at pure hydrodynamic power transmission to pass predetermined translation and twice with the different mechanical translations m1 and m2 in the
  • the speed / torque converter 52 of the lock-up circuit 8 can also be used as a speed ratio.
  • Figure 5c illustrates an alternative embodiment of the clutch 69, in which the speed / torque converter 9 can be coupled directly to the connection to the primary wheel 7.

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

Abstract

L'invention concerne un ensemble transmission (1) qui comprend un élément de démarrage (2) sous la forme d'un accouplement hydrodynamique, un dispositif (5) associé à l'élément de démarrage (2) et servant à ponter l'accouplement hydrodynamique, ainsi qu'au moins une boîte de vitesses mécanique (4) qui peut être reliée à l'entrée de transmission (E) par l'intermédiaire de l'élément de démarrage (2) ou du dispositif de pontage de l'élément de démarrage (2) et dont la sortie (70) est reliée à la sortie de transmission (A). Le dispositif pour le pontage de l'accouplement hydrodynamique est réalisé sous forme de circuit de pontage et fonctionnel combiné et comprend un premier dispositif convertisseur de régime/couple (9) qui peut être relié au moins indirectement à la roue secondaire (7) et à une première entrée (12) de la boîte de vitesses, ainsi qu'un deuxième dispositif convertisseur de régime/couple (10) qui peut être couplé au moins indirectement à la roue primaire (6) ou à la liaison entre la roue primaire (6) et l'entrée de transmission (E) ainsi qu'à une deuxième entrée supplémentaire (13) de la boîte de vitesses (4). La boîte de vitesses (4) est réalisée sous forme de boîte totalisatrice.
EP05794695A 2004-12-11 2005-09-30 Ensemble transmission Withdrawn EP1809926A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE200410059734 DE102004059734A1 (de) 2004-12-11 2004-12-11 Getriebebaueinheit
PCT/EP2005/010558 WO2006061054A1 (fr) 2004-12-11 2005-09-30 Ensemble transmission

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EP1809926A1 true EP1809926A1 (fr) 2007-07-25

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EP05794695A Withdrawn EP1809926A1 (fr) 2004-12-11 2005-09-30 Ensemble transmission

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EP (1) EP1809926A1 (fr)
DE (1) DE102004059734A1 (fr)
WO (1) WO2006061054A1 (fr)

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GB2463911B (en) 2008-09-30 2012-06-06 Jcb Transmissions Vehicle transmission
GB2464702B (en) * 2008-10-22 2013-05-22 Zeroshift Ltd Transmission system
GB2498752A (en) * 2012-01-26 2013-07-31 Jc Bamford Excavators Ltd Transmission with torque converter having a hollow shaft
CN108332968B (zh) * 2018-04-20 2024-03-29 福建工程学院 一种对拖式新能源汽车变速器磨合试验装置
CN113685499B (zh) * 2020-05-18 2024-03-22 广州汽车集团股份有限公司 九挡双离合变速器及车辆

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DE102004059734A1 (de) 2006-06-14
WO2006061054A1 (fr) 2006-06-15

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