EP2859253A1 - Transmission de véhicule à moteur - Google Patents

Transmission de véhicule à moteur

Info

Publication number
EP2859253A1
EP2859253A1 EP13804084.5A EP13804084A EP2859253A1 EP 2859253 A1 EP2859253 A1 EP 2859253A1 EP 13804084 A EP13804084 A EP 13804084A EP 2859253 A1 EP2859253 A1 EP 2859253A1
Authority
EP
European Patent Office
Prior art keywords
shaft
gear
gearwheel
bypass
input shaft
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Withdrawn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
EP13804084.5A
Other languages
German (de)
English (en)
Other versions
EP2859253A4 (fr
Inventor
Jörgen FORSBERG
Mårten DAHLBÄCK
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.)
Scania CV AB
Original Assignee
Scania CV AB
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 Scania CV AB filed Critical Scania CV AB
Publication of EP2859253A1 publication Critical patent/EP2859253A1/fr
Publication of EP2859253A4 publication Critical patent/EP2859253A4/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
    • 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

Definitions

  • the present invention concerns a transmission system for a motor vehicle according to the preamble to claim 1 .
  • Heavy motor vehicles such as goods vehicles, tractors and buses, are often equipped with an automated manual transmission, which can be regulated by the vehicle driver via an electronic control device by means of an actuating device in the form of a gear lever or the like.
  • the vehicle driver can, as he desires, order a shifting of gears in the transmission manually by actuating or letting the electronic control device automatically handle the choice of a suitable gear in the transmission.
  • the shifting operations are controlled during a shifting of gears in the transmission by the electronic control device in a preprogrammed manner, and in dependence upon the gears between which shifting is to occur.
  • An automated manual transmission is equipped with a main gear unit, which comprises a main shaft and a layshaft parallel thereto, and is often also equipped with a range gear unit, which is adjustable to a low-range gear setting and a high-range gear setting.
  • the main shaft is connectable to an input shaft of the transmission via the layshaft, and to an output shaft of the transmission via the range gear unit.
  • the range gear unit brings about a higher gear ratio in the high-range gear setting than in the low-range gear setting. Switching between the low-range gear setting and the high-range gear setting occurs by means of a coupling device incorporated in the range gear unit.
  • a torque interruption is necessary in the range gear unit during shifting between the low-range gear setting and the high-range gear setting in order to enable a synchronization of the rotational speeds of the two coupling elements that must be brought into non-rotatable engagement with one another during a shifting operation.
  • layshaft refers in this description and the subsequent claims to a shaft that is designed to transfer torque from an input shaft to a main shaft in a main gear unit.
  • a double clutch gear box has a first input shaft that is connectable to the drive shaft of an engine by means of a first clutch and a second input shaft that is connectable to the drive shaft of the engine by means of a second clutch.
  • a first set of torque transfer paths can be established, via the first input shaft, with mutually different gear ratios between the drive shaft of the engine and the main shaft of the main gear unit, and a second set of torque transfer paths can be established, via the second input shaft, with mutually different gear ratios between the drive shaft of the engine and the main shaft of the main gear unit.
  • the two input shafts are connected alternatingly to the drive shaft of the engine via said first and second clutches, and the two different sets of torque transfer paths can thus be utilized in alternation, one after another. It thus becomes possible to perform stepwise upshifts and downshifts in the main gear unit without torque interruptions, i.e. interruptions in the transfer of torque between the drive shaft of the engine and the output shaft of the transmission.
  • a double clutch gearbox can be designed with two layshafts, such as is described in, for example, US 2006/0025272 A1 , or with a single layshaft, such as is described in, for example, WO 201 1 /069526 A1 .
  • solutions have been developed that make it possible to establish, by means of a layshaft and a bypass shaft connected thereto, a torque transfer path that extends from the one input shaft to the output shaft without passing through the range gear unit.
  • Said bypass shaft thus makes it possible to bypass the range gear unit during a shifting of gears in the range gear unit.
  • a first input shaft is connected to the drive shaft of the engine and in torque- transferring connection with the output shaft via the range gear unit, while the second input shaft is disengaged from the drive shaft of the engine.
  • said second input shaft is brought into torque- transferring connection with the output shaft via the bypass shaft, and this input shaft is subsequently connected to the drive shaft of the engine at the same time as said first input shaft is disengaged from the drive shaft of the engine.
  • the object of the present invention is to achieve a transmission system of the type described above with a new and advantageous design.
  • the transmission system comprises: - a double clutch main gear unit, which comprises:
  • each layshaft is equipped with at least one gearwheel that is in engagement with a gearwheel arranged on any of the input shafts and a second gearwheel that is in engagement with a gearwheel arranged on the main shaft,
  • a range gear unit which is adjustable to a low-range gear setting and in a high-range gear setting, wherein the main shaft of the main gear unit is connected to the output shaft via the range gear unit,
  • first gear train for transferring torque from the one input shaft to the bypass shaft, wherein said first gear train comprises a first gearwheel arranged on said input shaft and a second gearwheel arranged on the bypass shaft, and
  • said second gear train comprises a first gearwheel arranged on the bypass shaft and second gearwheel arranged on the output shaft.
  • the solution according to the invention makes it possible, in a simple way, to bypass the range gear unit and thus bring it into an unloaded state without necessitating the use of a layshaft from the main gear unit.
  • the drive ratio between the relevant input shaft and the bypass shaft can thus be configured so as to achieve a suitable drive ratio in the torque transfer path by means of which the range gear unit is being bypassed without the need to take into account the suitable drive ratio between a layshaft and input shaft for the various gears in the main gear unit.
  • the drive ratio in the torque transfer path by means of which the range gear unit is being bypassed should lie essentially midway between the drive ratio that is obtained in the highest gear in the low-range gear setting and the drive ratio that is obtained in the lowest gear in the high-range gear setting.
  • the bypass shaft will provide an extra gear stage that offers a soft transition between the highest gear in the low-range gear setting and the lowest gear in the high-range gear setting.
  • the transmission system comprises a retarder, which exhibits an input shaft, wherein the bypass shaft is connected or connectable to the input shaft of the retarder in order to thereby enable the establishment of a first torque transfer path to the input shaft of the retarder from the one input shaft via the bypass shaft and a second torque transfer path to the input shaft of the retarder from the output shaft.
  • the braking power of a retarder increases with increasing rotational speed of the input shaft of the retarder. In a gear stage with a high gear ratio, the former alternative may consequently be the most advantageous, while the latter alternative may be most advantageous in a gear stage with a low gear ratio.
  • the bypass shaft and the input shaft of the retarder are mutually coaxial, whereupon the bypass shaft is non-rotatably connected with the input shaft of the retarder, or non-rotatably engageable with the input shaft of the retarder by means of a coupling arrangement.
  • the retarder can thus be integrated into the transmission system in a space-saving manner.
  • Fig. 1 a block diagram of a transmission system according to a first embodiment of the present invention
  • FIG. 2 a schematic front view of components included in a transmission system according to Fig. 1 , Fig. 3 a section along the lines A-A in Fig. 2,
  • Fig. 4 a section along the lines B-B in Fig. 2, Fig. 5a the torque transfer path through the main gear unit and the range gear unit of the transmission system according to Figs. 1 -4 in a gear stage with the highest gear in the low-range gear setting, Fig. 5b the torque transfer path through the main gear unit and the range gear unit of the transmission system according to Figs. 1 -4 in a gear stage with the lowest gear in the high-range gear setting, Fig. 6 a block diagram of a transmission system according to a second embodiment of the present invention,
  • Fig. 7 a block diagram of a transmission system according to a third embodiment of the present invention.
  • Fig. 8 a block diagram of a transmission system according to a fourth embodiment of the present invention.
  • Fig. 9 a block diagram of a transmission system according to a fifth embodiment of the present invention.
  • FIGs. 1 and 6-9 illustrate, in highly schematic fashion, a transmission system 1 for a motor vehicle according to various embodiments of the present invention. Some of the parts that are included in the transmission system 1 according to the embodiment illustrated in Fig. 1 are shown in greater detail in Figs. 2-5.
  • the transmission system 1 comprises a double clutch main gear unit 10 and a range gear unit 30.
  • the main gear unit 10 comprises a first input shaft 1 1 and a second input shaft 12, which are mutually parallel and coaxial.
  • the first input shaft 1 1 extends axially through the second input shaft 12, which is thus arranged externally around the first input shaft 1 1 .
  • the transmission system 1 further comprises a coupling device 40 for alternatingly coupling in the two input shafts 1 1 , 12.
  • the input shafts 1 1 , 12 are alternatingly connectable to a drive shaft 2 of a drive engine 3 by means of said coupling device 40.
  • the coupling device 40 comprises a first coupling arrangement 41 , by means of which the first input shaft 1 1 can be brought into torque- transferring connection with and disengaged from the drive shaft 2, and a second coupling arrangement 42, by means of which the second input shaft 12 can be brought into torque-transferring connection with and disengaged from the drive shaft 2.
  • the main gear unit 10 further comprises a first layshaft 13, a second layshaft 14 and a main shaft 15.
  • the two layshafts 13, 14 are mutually parallel and also parallel with the two input shafts 1 1 , 12 and the main shaft 15.
  • the main shaft 15 and the first input shaft 1 1 are mutually coaxial.
  • the main shaft 15 is connectable via the layshafts 13, 14 to the two input shafts 1 1 , 12, and the main shaft 15 is connected to an output shaft 5 of the transmission system 1 via a range gear unit 30.
  • the range gear unit 30 is adjustable to a low-range gear setting and a high-range gear setting by means of a coupling device 31 comprised in the range gear unit, which coupling device can be equipped with synchronizing means of a known type.
  • the main gear unit 10 and the range gear unit 30 are housed in a common gearbox housing 7, but they could alternatively be housed each in their own gearbox housing.
  • the first input shaft 1 1 is rotatably bearing-mounted in relation to the second input shaft 12, while the second input shaft 12 and the output shaft 5 are rotatably bearing-mounted in relation to the gearbox housing 7 and protrude from opposite ends thereof.
  • the layshafts 13, 14 and the main shaft 15 are also rotatably bearing-mounted in relation to the gearbox housing 7.
  • the bearings by means of which the various shafts 5, 1 1 -15 are rotatably bearing-mounted are not shown in Figs. 1 and 6-9.
  • At least one of the input shafts 1 1 , 12 is connectable to the output shaft 5 of the transmission by means of a bypass shaft 50 in order to establish a torque transfer path from said input shaft to the output shaft 5 without passing through the range gear unit 30 during a shifting of gears in the range gear unit 30 from the low-range gear setting to the high-range gear setting or from the high-range gear setting to the low-range gear setting.
  • the bypass shaft 50 extends parallel to the layshafts 13, 14 and is arranged in lateral displacement in relation thereto.
  • the bypass shaft 50 is thus non-coaxially arranged in relation to each layshaft 13, 14.
  • the bypass shaft 50 also extends parallel with the main shaft 15 and is arranged in lateral displacement in relation thereto.
  • the bypass shaft 50 is thus also non-coaxially arranged in relation to the main shaft 15.
  • the bypass shaft 50 and the layshafts 13, 14 do not extend in a common plane, and the bypass shaft 50 is consequently indicated by means of a broken line in Figs. 1 and 6-9.
  • the bypass shaft 50 is rotatably bearing-mounted in relation to the gearbox housing 7.
  • the transmission system 1 comprises a first gear train K1 for transferring torque from the one input shaft 1 1 to the bypass shaft 50.
  • Said first gear train K1 comprises a first gearwheel K1 a arranged on said input shaft 1 1 and a second gearwheel K1 b arranged on the bypass shaft 50.
  • the transmission system 1 further comprises a second gear train K2 for transferring torque from the bypass shaft 50 to the output shaft 5.
  • Said second gear train K2 comprises a first gearwheel K2a arranged on the bypass shaft 50 and a second gearwheel K2b arranged on the output shaft 5.
  • said first and second gearwheels K1 a, K1 b of said first gear train K1 are in direct engagement with one another, whereupon said first and second gearwheels K2a, K2b of said second gear train K2 are also in direct engagement with one another.
  • the first and second gearwheels K1 a, K1 b in the first gear train K1 could, like the first and second gear wheels K2a, K2b in the second gear train K2, be in torque-transferring connection with one another via one or a plurality of intermediate gearwheels.
  • Fig. 6 illustrates an embodiment in which an intermediate gearwheel K1 c is arranged between the first and second gearwheels K1 a, K1 b in the first gear train K1 , and in which a second intermediate gearwheel K2c is arranged between the first and second gearwheels K2a, K2b in the second gear train K2.
  • Respective intermediate gearwheels K1 c, K2c are rotatably arranged by being rotatably bearing-mounted on a shaft 17, 18 that is non-rotatably connected with the gearbox housing 7, or by being non-rotatably arranged on a shaft that is rotatably bearing- mounted in relation to the gearbox housing 7.
  • the second gearwheel K1 b in the first gear train K1 and the first gearwheel K2a in the second gear train K2 are non-rotatably arranged on the bypass shaft 50, while the first gearwheel K1 a in the first gear train K1 is rotatably bearing-mounted on the input shaft 1 1 and the second gear wheel K2b in the second gear train K2 is rotatably bearing- mounted on the output shaft 5.
  • first gearwheel K1 a of the first gear train K1 is non-rotatably engageable with the input shaft 1 1 by means of a coupling arrangement 16 arranged on said input shaft
  • second gearwheel K2b in the second gear train K2 is non-rotatably engageable with the output shaft 5 by means of a coupling arrangement 6 arranged on the output shaft.
  • Each respective coupling arrangement 6, 16 can, for example, consist of a conventional synchronizing coupling or claw coupling of a known type, or another suitable type of coupling.
  • a gearwheel K1 a in the first gear train K1 and a gearwheel K2b in the second gear train K2 are disengageably arranged by means of each their own coupling arrangement 16, 6.
  • the latter gearwheel could naturally also consist of any of the gearwheels K1 b, K2a arranged on the bypass shaft 50.
  • connections between the input shafts 1 1 , 12 and the layshafts 13, 14 and between the layshafts 13, 14 and the main shaft 15 can be established by means of a number of gear trains K3-K9, which define different gear ratios in the main gear unit 10.
  • the transmission system 1 comprises: - a third gear train K3 for transferring torque from the first input shaft 1 1 to the first layshaft 13, - a fourth gear train K4 for transferring torque from the first input shaft 1 1 to the second layshaft 14,
  • a direct connection can also be established between the first input shaft 1 1 and the main shaft 15 by means of the coupling arrangement 16 arranged on the first input shaft 1 1 .
  • Said third and fourth gear trains K3, K4 comprise a common first gearwheel K34a that is non-rotatably arranged on the first input shaft 1 1 .
  • the third gear train K3 comprises a second gearwheel K3b that is rotatably bearing-mounted on the first layshaft 13.
  • the latter gearwheel K3b is in engagement with said first gearwheel K34a and is non-rotatably engageable with the first layshaft 13 by means of a first coupling arrangement 19 arranged on the first layshaft.
  • the fourth gear train K4 comprises a second gearwheel K4b that is rotatably bearing-mounted on the second layshaft 14.
  • the latter gearwheel K4b is in engagement with said first gearwheel K34a and is non-rotatably engageable with the second layshaft 14 by means of the coupling arrangement 20 arranged on the second layshaft.
  • Said fifth and sixth gear trains K5, K6 comprise a common first gearwheel K56a that is non-rotatably arranged on the second input shaft 12.
  • the fifth gear train K5 comprises a second gearwheel K5b that is rotatably bearing-mounted on the first layshaft 13.
  • the latter gearwheel K5b is in engagement with said first gearwheel K56a and is non-rotatably engageable with the first layshaft 13 by means of a second coupling arrangement 21 arranged on the first layshaft.
  • the sixth gear train K6 comprises a second gearwheel K6b that is rotatably bearing-mounted on the second layshaft 14.
  • the latter gearwheel K6b is in engagement with said first gearwheel K56a and is non-rotatably engageable with the second layshaft 14 by means of the coupling arrangement 20 arranged on the second layshaft.
  • Said seventh gearwheel K7 comprises a first gearwheel K7a that is non-rotatably arranged on the first layshaft 13 and a second gearwheel K7b that is rotatably bearing-mounted on the main shaft 15.
  • the latter gearwheel K7b is in engagement with said first gearwheel K7a and is non-rotatably engageable with the main shaft 15 by means of a coupling arrangement 22 arranged on the main shaft.
  • Said eighth gear train K8 comprises a first gearwheel K8a that is non-rotatably arranged on the second layshaft 14 and a second gearwheel K8b that is non-rotatably arranged on the main shaft 15 and is in engagement with said first gearwheel K8a.
  • Said ninth gear train K9 comprises a first gearwheel K9a that is non-rotatably arranged on the first layshaft 13, a second gearwheel K9b that is rotatably bearing-mounted on the main shaft 15 and an intermediate third gearwheel K9c.
  • the first and second gearwheels K9a, K9b are in torque-transferring connection with one another via the third gearwheel K9c.
  • the second gearwheel K9b is non-rotatably engageable with the main shaft 15 by means of the coupling arrangement 22 arranged on the main shaft 22.
  • the third gearwheel K9c is rotatably arranged by being non-rotatably arranged on a shaft 23 that is rotatably bearing-mounted in relation to the gearbox housing 7, or by being rotatably bearing-mounted on a shaft that is non-rotatably connected to the gearbox housing 7.
  • the ninth gearwheel K9 forms a reverse gear.
  • Each respective coupling arrangement 19-22 can, for example, consist of a conventional synchronizing coupling or claw coupling of a known type, or another suitable type of coupling.
  • the transmission system according to the invention could alternatively comprise a main shaft unit with fewer or more gear trains than nine.
  • the transmission system according to the invention could also alternatively comprise a double clutch main gear unit with only one layshaft.
  • one and the same gearwheel on any of the input shafts 1 1 , 12 could be in engagement with both a gearwheel on the bypass shaft 50 and a gearwheel on one of the layshafts 13, 14.
  • a first set of torque transfer paths with mutually different gear ratios can be established between the drive shaft 2 of the engine and the main shaft 15 of the main gear unit via the first input shaft 1 1 and the gear trains K3, K4, K7 and K8, and a second set of torque transfer paths with mutually different gear ratios can be established between the drive shaft 2 of the engine and the main shaft 15 via the second input shaft 12 and the gear trains K5, K6, K7 and K8.
  • the two sets of torque transfer paths can be utilized in alternation by alternatingly connecting the two input shafts 1 1 , 12 to the drive shaft 2 of the engine. This makes it possible to perform stepwise upshifting and downshifting in the main gear unit 10 without torque interruptions, i.e. without interruptions in the transfer of torque between the drive shaft 2 of the engine and the output shaft 5 of the transmission.
  • the range gear unit 30 comprises a planetary gear 30 with a sun wheel 33, planet wheels 34 and a ring gear 35.
  • the planet wheels 34 surround the sun wheel 33 and are in engagement therewith, while the ring gear 35 surrounds the planet wheels 34 and is in engagement therewith.
  • the sun wheel 33 is non-rotatably connected to the main shaft 15.
  • the planet wheels 34 are rotatably bearing-mounted in a planet wheel carrier 36, which is non-rotatably connected to the output shaft 5 of the transmission.
  • the ring gear 35 exhibits internal teeth, by means of which the ring gear engages the planet wheels 34.
  • the ring gear 35 is axially displaceable and constitutes a coupling element, by means of which the range gear unit 30 is adjustable to a low-range gear setting and a high- range gear setting.
  • the ring gear 35 By being displaced in a first direction, the ring gear 35 can be non-rotatably engaged with a first coupling element 37 that is non-rotatably connected to the gearbox housing 7, as a result of which the ring gear 35 will be prevented from rotating.
  • the planet wheels 34 rotate together with the planet wheel carrier 36 in relation to the sun wheel 33 and the ring gear 35, whereupon the output shaft 5 rotates at a lower rotational speed than the main shaft 15.
  • the ring gear 35 can be non-rotatably engaged with a second coupling element 38 that is non-rotatably connected to the main shaft 15, whereupon the ring gear 35 will come to rotate together with the main shaft 15.
  • the planet wheels 45 and the planet wheel carrier 36 are prevented from rotating in relation to the sun wheel 33 and the ring gear 35, whereupon the output shaft 5 will consequently rotate with the same rotational speed as the main shaft 15.
  • the ring gear 35 could be axially fixated and in engagement with a coupling sleeve that surrounds the ring gear and is axially displaceable for a shifting of gears in the range gear unit 30 between said low-range gear setting and high-range gear setting.
  • the bypass shaft 50 extends past the planetary gear32 radially and external thereto.
  • Fig. 51 illustrates the torque transfer path V1 through the main gear unit 10 and the range gear unit 30 of the transmission system 1 as per Figs. 1 -4 at a gear stage in the highest gear of in low-range gear setting.
  • the drive shaft 2 of the engine is in torque-transferring connection with the output shaft 5 via the second input shaft 12, the fifth gear train K5, the first layshaft 13, the seventh gear train K7, the main shaft 15, the sun wheel 33, the planet wheels 34 and the planet wheel carrier 36.
  • the first gearwheel K1 a in the first gear train K1 is brought into non-rotatable connection with the first input shaft 1 1 and the second gearwheel K2b in the second gear train K2 is brought into non-rotatable connection with the output shaft 5 so that a torque transfer path V2 is established (see Fig. 4) from the first input shaft 1 1 to the output shaft 5 via the first gear train K1 , the bypass shaft 50 and the second gear train K2.
  • the first input shaft 1 1 is subsequently brought into torque-transferring connection with the drive shaft 3 of the engine at the same time as the second input shaft 12 is disengaged from the drive shaft of the engine.
  • the planetary gear 32 is unloaded in this gear stage.
  • the first and second gear trains K1 and K2 are designed in such a way that the gear ratio for the torque transfer path V2 illustrated in Fig. 4, via which the range gear unit 30 is bypassed, lies essentially midway between the gear ratio for the torque transfer path V1 illustrated in Fig. 5a and the gear ratio for the torque transfer path V3 illustrated in Fig. 5b.
  • the bypass shaft 50 is connected or connectable to the input shaft 61 of a retarder 60, which constitutes a so-called auxiliary brake.
  • This retarder 60 can be a hydraulic retarder with a rotatable component in the form of an impeller, or an electric retarder with a rotatable component in the form of a rotor.
  • the rotatable component is non-rotatably connected to the input shaft 61 of the retarder. When the rotatable component rotates, the retarder 60 generates a braking power that increases with increasing rotation speed of the rotatable component.
  • the bypass shaft 50 and the input shaft 61 of the retarder are mutually coaxial.
  • the bypass shaft 50 is non- rotatably connected to the input shaft 61 of the retarder, whereupon the input shaft 61 of the retarder forms an extension of the bypass shaft 50.
  • the bypass shaft 50 is non-rotatably engageable to the input shaft 61 of the retarder via a coupling arrangement 62.
  • This coupling arrangement can, for example, consist of a conventional synchronizing coupling or friction plate coupling of a known type or another suitable type of coupling.
  • bypass shaft 50 and the input shaft 61 of the retarder are in torque-transferring connection with one another via the aforementioned second gear train K2.
  • a gearwheel K2c is non-rotatably arranged on the input shaft 61 of the retarder, whereupon said gearwheel K2c is in engagement with the second gearwheel K2b in the second gear train K2.
  • a first torque transfer path to the input shaft 61 of the retarder from the input shaft 1 1 can be established via the first gear train K1 and the bypass shaft 50, while a second torque transfer path to the input shaft 61 of the retarder from the output shaft 5 can be established via the second gear train K2.
  • the input shaft 61 of the retarder can be brought by means of the coupling arrangement 16 arranged on the input shaft 1 1 and the coupling arrangement 6 arranged on the output shaft 5 into torque-transferring connection with the input shaft 1 1 or with the output shaft 5, depending on which of these alternatives will produce the highest rotational speed of the input shaft 61 at the prevailing gear ratio between the input shaft 1 1 and the output shaft 5, and thus the highest braking power.
  • the transmission system according to the invention is intended in particular for use in a heavy vehicle such as, for example, a bus, a tractor or a goods vehicle.
  • the invention is naturally in no way limited to the foregoing embodiments, but rather numerous possible modifications thereof should be obvious to one skilled in the art, without deviating from the basic idea of the invention as defined in the accompanying claims.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

La présente invention concerne un système de transmission de véhicule à moteur. Selon l'invention, le système de transmission comprend : une unité de transmission principale à embrayage double (10) comprenant deux arbres d'entrée (11, 12), un arbre de sortie (5) et un ou plusieurs arbres intermédiaires (13, 14), un arbre de sortie (5), une unité de gamme de vitesses (30), un arbre de dérivation (50), au moyen duquel au moins l'un des arbres d'entrée peut être mis en prise avec l'arbre de sortie pour établir un trajet de transfert de couple dudit arbre d'entrée à l'arbre de sortie sans passer par l'unité de gamme de vitesses lors d'un changement de rapport dans l'unité de gamme de vitesses, lesdits arbres intermédiaires et ledit arbre de dérivation étant mutuellement non coaxiaux, un premier train d'engrenages (K1) permettant de transférer le couple dudit arbre d'entrée à l'arbre de dérivation, ledit train d'engrenages comprenant une première roue dentée (K1 a) agencée sur ledit arbre d'entrée et une seconde roue dentée (K1 b) agencée sur l'arbre de dérivation, et un second train d'engrenages (K2) permettant un transfert de couple de l'arbre de dérivation à l'arbre de sortie, ledit train d'engrenages comprenant une première roue dentée (K2 a) agencée sur l'arbre de dérivation et une seconde roue dentée (K2 b) agencée sur l'arbre de sortie.
EP13804084.5A 2012-06-12 2013-05-17 Transmission de véhicule à moteur Withdrawn EP2859253A4 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1250615A SE537239C2 (sv) 2012-06-12 2012-06-12 Transmissionssystem för ett motorfordon innefattande en förbikopplingsaxel
PCT/SE2013/050560 WO2013187822A1 (fr) 2012-06-12 2013-05-17 Transmission de véhicule à moteur

Publications (2)

Publication Number Publication Date
EP2859253A1 true EP2859253A1 (fr) 2015-04-15
EP2859253A4 EP2859253A4 (fr) 2016-11-30

Family

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EP13804084.5A Withdrawn EP2859253A4 (fr) 2012-06-12 2013-05-17 Transmission de véhicule à moteur

Country Status (6)

Country Link
EP (1) EP2859253A4 (fr)
CN (1) CN104364559A (fr)
BR (1) BR112014030269A2 (fr)
RU (1) RU2014153135A (fr)
SE (1) SE537239C2 (fr)
WO (1) WO2013187822A1 (fr)

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DE102014003277A1 (de) * 2014-03-10 2015-09-10 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Doppelkupplungsgetriebe
JP5997735B2 (ja) * 2014-08-08 2016-09-28 本田技研工業株式会社 鞍乗型車両の制動力制御装置
DE102014221830A1 (de) 2014-10-27 2016-04-28 Zf Friedrichshafen Ag Kraftfahrzeuggetriebe in Gruppenbauweise
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RU2686417C1 (ru) * 2018-06-21 2019-04-25 Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" (ФГУП "НАМИ") Девятиступенчатая коробка передач с двумя сцеплениями и планетарным механизмом
RU2686416C1 (ru) * 2018-06-21 2019-04-25 Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" (ФГУП "НАМИ") Коробка передач с планетарным демультипликатором
CN109899462B (zh) * 2019-03-01 2024-09-13 吴有智 一种半自动辅助换挡副变速机构
KR102666462B1 (ko) * 2021-12-20 2024-05-16 현대트랜시스 주식회사 자동화 수동 변속기 및 자동화 수동 변속기의 제어방법

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Publication number Priority date Publication date Assignee Title
CN113669418A (zh) * 2020-05-14 2021-11-19 广州汽车集团股份有限公司 八速自动变速器及车辆
CN113669418B (zh) * 2020-05-14 2024-03-22 广州汽车集团股份有限公司 八速自动变速器及车辆

Also Published As

Publication number Publication date
EP2859253A4 (fr) 2016-11-30
SE537239C2 (sv) 2015-03-10
RU2014153135A (ru) 2016-07-27
BR112014030269A2 (pt) 2017-06-27
WO2013187822A1 (fr) 2013-12-19
SE1250615A1 (sv) 2013-12-13
CN104364559A (zh) 2015-02-18

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