EP3047175A1 - Boîte de vitesses automatique à plusieurs rapports - Google Patents

Boîte de vitesses automatique à plusieurs rapports

Info

Publication number
EP3047175A1
EP3047175A1 EP14713405.0A EP14713405A EP3047175A1 EP 3047175 A1 EP3047175 A1 EP 3047175A1 EP 14713405 A EP14713405 A EP 14713405A EP 3047175 A1 EP3047175 A1 EP 3047175A1
Authority
EP
European Patent Office
Prior art keywords
planetary gear
gear set
automatic transmission
planetary
switching element
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
EP14713405.0A
Other languages
German (de)
English (en)
Inventor
Josef Haupt
Martin Brehmer
Christoph Margraf
Stefan Beck
Christian Sibla
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP3047175A1 publication Critical patent/EP3047175A1/fr
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/666—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with compound planetary gear units, e.g. two intermeshing orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/445—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the input and the set of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H2003/447—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion without permanent connection between the set of orbital gears and the output
    • 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
    • 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
    • F16H2200/0069—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising ten forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2012—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with four sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2094—Transmissions using gears with orbital motion using positive clutches, e.g. dog clutches

Definitions

  • the present invention relates to a multi-stage automatic transmission in planetary design, in particular for a motor vehicle, comprising a drive shaft, an output shaft, four - coupled via three coupling shafts - planetary gear sets and at least six switching elements.
  • Such a multi-speed automatic transmission is apparent, for example, from DE 1 0 2005 002 337 A1 of the applicant. It essentially comprises a drive shaft, an output shaft, a total of four individual planetary gear sets and five shift elements. By selectively blocking each of three of the five running as clutches and brakes switching elements a total of eight forward gears are switchable group circuit.
  • 8,007,394 B2 provides a switchable connection between the ring gear of the fourth planetary gear set and the sun gear of the second planetary gear set instead of the permanent coupling of the ring gear of the fourth planetary gear set with the sun gear of the second planetary gear set provided in DE 10 2007 055 808 A1.
  • a clutch is provided in the power flow between the ring gear of the fourth planetary gear set and the planet carrier of the second planetary gear set. This kinematics of the transmission of US Pat. No. 8,007,394 B2 requires four of the six shift elements to be closed in each gear for switching the ten forward gears in a group-shift-free manner.
  • the present invention has for its object to further develop a multi-speed transmission of the type mentioned above with a total of four planetary gear sets.
  • the transmission in addition to a high number of gears, a large spread in terms of driveability acceptable grading and in the main gears a favorable efficiency - ie comparatively low drag and Veriereungshnee - have.
  • an automatic transmission in planetary design which has a drive shaft, an output shaft, four individual planetary gear sets and six switching elements whose selective engagement cause different ratios between the drive shaft and output shaft.
  • an additional seventh switching element is provided.
  • the four individual planetary gear sets are interconnected via three coupling shafts, wherein the first coupling shaft continuously connects the first planetary gear set with the fourth planetary gear set, the second coupling shaft continuously connects the second planetary gear set with the third planetary gear set, and the third coupling shaft continuously connects the third planetary gear set with the first planetary gear set combines.
  • the drive shaft is constantly connected to the fourth planetary gear set while the output shaft is constantly connected to the third planetary gear set.
  • the coupling of the six switching elements to the planetary gear sets is provided in the automatic transmission according to the invention, that the first planetary gear set is directly connected to two switching elements, that the second planetary gear set is directly connected to four switching elements, that the third planetary gear set is directly connected to two switching elements, and that the fourth planetary gear set is directly connected to four switching elements.
  • the coupling of the switching elements to the drive and output of the transmission is provided that the drive shaft is directly connected to one of the six switching elements, and that the output shaft is also directly connected to one of the six switching elements.
  • the first planetary gear set is directly connected to two switching elements, the second planetary gear set directly connected to five switching elements, the third planetary gear set directly connected to two switching elements, the fourth planetary gear set with five switching elements directly , The drive shaft directly connected to two switching elements and the output shaft directly connected to a switching element.
  • the proposed in the first solution according to the invention automatic transmission differs from the known from DE 10 2005 002 337 A1 transmissions on the one hand by the number of switching elements (now six instead of five), on the other hand in that the second planetary gear set now with four (Instead of only three) switching elements and the fourth planetary gear set is now also directly connected to four (instead of only three) switching elements.
  • the automatic transmission proposed in the second solution according to the invention differs from the transmissions known from DE 10 2005 002 337 A1 by the number of switching elements (now seven instead of five) and in that the second plane tenradsatz now with five (instead of only three) switching elements and the fourth planetary gear now also with five (instead of only three) switching elements is directly connected.
  • the automatic transmission according to the invention differs in that the third planetary gear set connected to the output shaft is directly connected to only two (instead of four) switching elements.
  • the automatic transmission according to the invention differs in that the third planetary gear set connected to the output shaft is directly connected to only two (instead of three) switching elements.
  • the automatic transmission according to the invention differs in that the output shaft is directly connected to one (instead of none) of the six shift elements, and that the first planetary gear set with only two (instead of three) of the six switching elements directly connected is.
  • the automatic transmission according to the invention over the prior art on a completely independent kinematics.
  • at least nine forward gears and one reverse gear are switchable.
  • the first shift element is directly connected to the first and fourth planetary gearsets
  • the second switching element is directly connected to the first planetary gear set
  • ⁇ the third switching element is connected to the second, third and fourth planetary gear and the drive shaft directly connected
  • the fourth switching element is connected to the second and third planetary gear and the output shaft directly connected
  • the fifth shift element is directly connected to the second and fourth planetary gearsets
  • the sixth switching element is directly connected to the second and fourth planetary gear set.
  • this seventh switching element is directly connected to the drive shaft and to the second planetary gear set.
  • this seventh switching element is directly connected to the drive shaft and to the second planetary gear set.
  • the fourth switching element is directly connected to the fifth switching element.
  • the fifth switching element is also directly connected to the sixth switching element.
  • Each of the four planetary gear sets has three elements, namely a sun gear, a ring gear and a planet carrier with planetary gears rotatably mounted thereon. All four planetary gear sets can be designed as a so-called minus planetary gear sets, their respective planet gears mesh with sun gear and ring gear of the respective planetary gear set.
  • a positive planetary gearset includes a planet carrier ("land") having inner and outer planetary gears rotatably mounted thereon, each of the inner planetary gears meshing respectively with an outer planetary gear and the sun gear of the plus planetary gear while each of the outer planetary gears mesh with, respectively
  • a positive planetary gearset includes a planet carrier (“land") having inner and outer planetary gears rotatably mounted thereon, each of the inner planetary gears meshing respectively with an outer planetary gear and the sun gear of the plus planetary gear while each of the outer planetary gears mesh with, respectively
  • the negative planetary gear sets may be replaced by plus planetary gear sets.
  • each negative planetary gear set is designed as a planet carrier, while the second element of each plus planetary gear set is designed as a ring gear, and
  • each negative planetary gear set is designed as a ring gear, while the third element of each plus planetary gear set is designed as a planet carrier.
  • the first and second switching elements are both directly connected to a housing of the gearbox.
  • the second planetary gear is by simultaneous closing of two of the switching elements - in particular by simultaneous closing of the fifth and sixth switching element - blockable (in the locked state, the speeds of the sun gear, planet and ring gear of this planetary are known to be identical).
  • the first coupling shaft connects the first element of the first planetary gear set constantly with the first element of the fourth planetary gear set.
  • the second coupling shaft connects the third element of the second planetary gear set constantly with the first element of the third planetary gear set.
  • the third coupling shaft connects the third element of the third planetary gear set constantly with the second element of the first planetary gear set.
  • the drive shaft is constantly connected to the second element of the fourth planetary gear set.
  • the output shaft is constantly connected to the second element of the third planetary gear set.
  • the first switching element can be arranged in the power flow between the first element of the first planetary gear set and the housing.
  • the second switching element may be arranged in the power flow between the first element of the first planetary gear set and the housing.
  • the third switching element may be arranged in the power flow between the first element of the third planetary gear set and the drive shaft.
  • the fourth switching element may be arranged in the power flow between the second element of the second planetary gear set and the second element of the third planetary gear set.
  • the fifth switching element can in the power flow between the second element of the second planetary gear set and the third element of the fourth
  • the sixth switching element can be arranged in the power flow between the first element of the second planetary gear set and the third element of the fourth planetary gear set.
  • ⁇ a seventh switching element is provided, this may be arranged in the force flow between the second element of the second planetary gear set and the input shaft.
  • each gear four of the switching elements are closed. If six switching elements are provided, then only the two switching elements are not closed in each gear. If seven switching elements are provided, three of the switching elements are not closed in each gear.
  • a previously open switching element is closed so that in sequential upshifting and downshifting group circuits are avoided.
  • such a transmission may have the following shift logic or gear logic:
  • the first, second, third and sixth shift element are closed or torque transmitting.
  • the first, second, fifth and sixth switching element are closed or torque transmitting.
  • the second, third, fifth and sixth switching element are closed or torque transmitting.
  • the fourth forward gear the second, fourth, fifth and sixth switching element are closed or torque transmitting.
  • the fifth forward gear the second, third, fourth and fifth switching element are closed or torque transmitting.
  • the second, third, fourth and sixth switching element are closed or torque transmitting.
  • the third, fourth, fifth and sixth shift elements are closed or torque-controlled. tübertragend.
  • the first, third, fourth and sixth shift element are closed or torque transmitting.
  • the first, fourth, fifth and sixth switching element are closed or torque transmitting.
  • the first, second, fourth and sixth switching element are closed or torque transmitting.
  • an additional forward gear below the first gear of the transmission design with only six switching elements can be realized compared to the transmission design with only six switching elements, ie an additional forward gear with a ratio greater than that translation of the first gear of the transmission design with only six switching elements.
  • this additional forward gear is well suited as a so-called crawler with a small overall ratio for a large traction.
  • switching logic or gear logic can be provided that in such an additional forward gear, the first, second, sixth and seventh switching element are closed or torque transmitting, while in all other forward gears and in reverse, the seventh switching element is not closed or torque transmitting.
  • the sixth shift element is designed as a form-locking clutch, it is advantageous if, in an upshift in which the sixth shift element is not torque-conducting, into a next higher target gear from the gear stage, in which the sixth shift element is torque-conducting, in the course of this upshift, first a downshift into the forward gear, which is closest to the gear ratio, and subsequently a direct shift into the target gear is performed.
  • this direct circuit is a simple overlapping circuit with a shutdown frictional switching element and a switching frictional switching element.
  • a gear-external starting element can be configured in a manner known per se, for example as a hydrodynamic converter, as a so-called dry starting clutch, as a so-called wet starting clutch, as a magnetic powder clutch or as a centrifugal clutch.
  • the gear-external starting element can also be arranged behind the transmission in the direction of the flow of force, in which case the drive shaft of the transmission is connected to the crankshaft of the drive motor in a rotationally fixed or rotationally elastic manner.
  • the two brakes in particular that brake which is operated in the forward gears one to six and in reverse
  • the one clutch which is operated in the forward gears one to four and in reverse.
  • the automatic transmission according to the invention is designed such that an adaptability to different drive train configurations is made possible both in the power flow direction as well as in space.
  • different gear jumps result, so that an application- or vehicle-specific variation is made possible.
  • drive and output of the transmission either coaxially or axially parallel to each other.
  • an axle differential and / or a distributor differential can be arranged on the drive side or on the output side of the transmission.
  • additional information at any suitable point on the multistage gearbox. che freewheels, for example, between a shaft and the housing or to connect two shafts if necessary.
  • a wear-free brake such as a hydraulic or electric retarder or the like, be arranged, which is particularly important for use in commercial vehicles of particular importance.
  • a power take-off may be provided to drive additional units on each shaft, preferably on the drive shaft or the output shaft.
  • the switching elements used can be designed as a load-shifting clutches or brakes.
  • non-positive clutches or brakes such as e.g. Multi-plate clutches, band brakes and / or cone clutches are used.
  • positive brakes and / or clutches such. Synchronizations or jaw clutches are used.
  • Figure 1 is a schematic representation of a first embodiment of an automatic transmission according to the invention
  • Figure 2 is an exemplary circuit diagram for the transmission according to
  • FIG. 1 A first figure.
  • FIG 3 shows the circuit diagram of Figure 2 with respect to Figure 2 modified stationary gear ratios
  • Figure 4 is a schematic representation of a second embodiment of an automatic transmission according to the invention
  • Figure 5 is a schematic representation of a third embodiment of an automatic transmission according to the invention
  • FIG. 6 shows an exemplary detailed construction (gear cut) of FIG
  • FIG. 6A shows a gear cut detail from FIG. 6
  • Figure 7 shows the detailed construction of Figure 6 with marked
  • Figure 8 is a schematic representation of a fourth embodiment of an automatic transmission according to the invention.
  • FIG. 9A shows a gear cut detail from FIG. 9
  • Figure 1 0 is a table with Planetenradsatztyp combinations derived from the transmission of Figure 1;
  • Figure 1 1 is a schematic representation of a fifth embodiment of an automatic transmission according to the invention, with a plus planetary gear set and three minus planetary gear sets;
  • Figure 1 2 is a schematic representation of a sixth embodiment of an automatic transmission according to the invention, with a plus planetary gear and three minus planetary gear sets;
  • Figure 1 3 is a schematic representation of a seventh embodiment of an automatic transmission according to the invention, with a plus planetary gear set and three minus planetary gear sets;
  • Figure 14 is a schematic representation of an eighth embodiment of an automatic transmission according to the invention, with an additional switching element;
  • Figure 15 is an exemplary circuit diagram of the transmission according to
  • Figure 1 6 is a table with Planetenradsatztyp combinations, derived from the transmission of Figure 14;
  • Figure 17 is a schematic representation of a ninth embodiment of an automatic transmission according to the invention, with a positive planetary gear set and three minus planetary gear sets;
  • Figure 18 is a schematic representation of a tenth embodiment of an automatic transmission according to the invention, with a plus planetary gear and three minus planetary gear sets.
  • the wheel set of a 9-speed automatic transmission is shown as a first embodiment of an automatic transmission according to the invention.
  • the transmission comprises a drive shaft AN, an output shaft AB, four planetary gear sets RS1, RS2, RS3, RS4 and six shift elements A, B, C, D, E, F, which are all arranged in a housing GG of the transmission.
  • All four planetary gear sets RS1, RS2, RS3, RS4 are designed as simple minus planetary gear sets.
  • a minus planetary gearset has known planetary gears that mesh with sun and ring gear of this planetary gear set.
  • the ring gears of the four planetary gear sets RS1, RS2, RS3, RS4 are designated H01, H02, H03 and H04, the sun gears S01, S02, S03 and S04, the planetary gears PL1, PL2, PL3 and PL4, and the planetary gear carriers where said planet wheels are rotatably mounted, with ST1, ST2, ST3 and ST4.
  • each of the four planetary gear sets RS1, RS2, RS3, RS4 comprises a first, a second and a third element, wherein in the embodiment shown in Figure 1, the respective first elements of the four planetary gear sets all as sun gears, each second elements of the four planetary gear sets. wheelsets all as planet carrier, and the respective third elements of the four planetary gear sets are all formed as ring gears.
  • the automatic transmission according to the invention has a total of nine rotatable shafts, which are designated 1 to 9.
  • the switching elements A and B are designed as brakes, which are both executed in the illustrated embodiment as frictionally switchable multi-disc brake, in another embodiment can also be designed as frictionally switchable band brake or, for example, as a form-locking switchable claw or cone brake.
  • the switching elements C, D, E and F are designed as clutches, which are all executed in the illustrated embodiment as frictionally switchable multi-plate clutch, in another embodiment, for example, as a form-fitting switchable claw or cone clutch can be performed. With these six switching elements A to F is a selective switching of nine forward gears and one reverse gear feasible, which will be explained later with reference to Figure 2 in more detail.
  • AB is provided in the embodiment of Figure 1 following:
  • the planet ST4 of the fourth planetary gearset RS4 and the drive shaft AN are rotationally fixed or torsionally elastic connected to each other and form the designated 1 first shaft of the automatic transmission.
  • the planet carrier ST3 of the third planetary gearset RS3 and the output shaft AB are rotationally fixed or rotationally elastic connected to each other and form the designated second shaft 2 of the automatic transmission.
  • the sun gear S01 of the first planetary gearset RS1 and the sun gear S04 of the fourth planetary gearset RS4 are rotationally fixed or torsionally connected with each other and
  • the third shaft, also called the "first coupling shaft", of the automatic transmission forms the ring gear H01 of the first planetary gearset RS1, the fourth shaft of the automatic transmission labeled 4.
  • the ring gear H02 of the second planetary gearset RS2 and the sun gear S03 of the third planetary gearset RS3 are rotationally fixed or torsionally elastic connected to each other and form the designated fifth wave 5 - also called "second coupling shaft" - the automatic transmission.
  • the planet carrier ST1 of the first planetary gearset RS1 and the ring gear H03 of the third planetary gearset RS3 are rotationally fixed or rotationally connected to one another and form the sixth shaft, also referred to as the "third coupling shaft" of the automatic transmission 6.
  • the ring gear H04 of the fourth planetary gearset RS4 forms with 7.
  • the planet carrier ST2 of the second planetary gear set RS2 forms the eighth shaft of the automatic transmission designated 8.
  • the sun gear S02 of the second planetary gear set RS2 forms the ninth shaft of the automatic transmission designated 9.
  • the first switching element A is in the power flow between the third shaft 3 and Gear housing GG arranged.
  • the second switching element B is arranged in the power flow between the fourth shaft 4 and the transmission housing GG.
  • the third switching element C is arranged in the power flow between the fifth shaft 5 and the first shaft 1.
  • the fourth switching element D is arranged in the power flow between the eighth shaft 8 and the second shaft 2.
  • the fifth switching element E is arranged in the power flow between the seventh shaft 7 and the eighth shaft 8.
  • the sixth switching element F is arranged in the force flow between the seventh shaft 7 and the ninth shaft 9.
  • the first planetary gearset RS1 forms the drive wheel set of the automatic transmission and the third planetary gearset RS3 the gearset of the automatic transmission close to the output.
  • This arrangement "RS1, RS4, RS2, RS3" advantageously makes it possible for the three planetary gear sets RS1, RS2, RS4 to only have one Shaft of the automatic transmission are centered in the axial direction.
  • the spatial arrangement of the switching elements within the transmission is arbitrary and is limited only by the dimensions and the external shape of the gear housing GG. Accordingly, the component arrangement shown in Figure 1 is expressly to be understood as just one of many possible component arrangement variants. Numerous suggestions for this find the expert, for example, in the already mentioned documents DE 10 2005 002 337 A1 and DE 10 2007 055 808 A1.
  • the exemplary embodiment illustrated in Figure 1 is particularly well suited for installation in a motor vehicle with what is referred to as a "standard drive " because of the slim housing structure
  • the component arrangement illustrated in Figure 1 is based on the automatic transmission disclosed in Figure 4 of DE 10 2005 002 337 A1 ,
  • the two planetary gear sets RS1 and RS4 adjoin one another directly.
  • the two brakes A, B are in the illustrated embodiment, spatially seen axially juxtaposed in a region radially above the here near-drive planetary gear set RS1, wherein the brake B is arranged substantially radially over the first planetary gearset RS1.
  • the disk packs of these two brakes A, B have an at least similar diameter here by way of example.
  • the brake A can also be structurally simple in a drive-close housing wall of the transmission housing GG be integrated.
  • the spatial arrangement of the two brakes A, B shown in FIG. 1 is to be understood as exemplary.
  • the brake A at unchanged axially juxtaposed disk packs, the brake A at least partially in a region radially above the first planetary gearset RS1 and the brake B at least partially in a region radially above fourth planetary gear set RS4 is arranged.
  • the two brakes A, B are not axially adjacent to each other, but partially radially superimposed or completely radially superimposed.
  • the two clutches C and D are spatially arranged in a region axially between the second planetary gearset RS2 adjacent to the fourth planetary gearset RS4 and the third planetary gearset RS3 close to the output.
  • the disk set of the clutch D is spatially arranged approximately radially above the disk set of the clutch C, whereby both clutches C and D axially adjacent to the third planetary gear set RS3 (on the second planetary gear set RS2 side facing).
  • the spatial arrangement of the two clutches C and D shown in FIG. 1 is to be understood as exemplary.
  • the clutches C and D axially adjacent to arrange, in which case the clutch D is arranged closer to the third planetary gearset RS3 as the clutch C and the disk sets of the two clutches C and D can be arranged on at least similar and large diameter.
  • the two clutches E and F are arranged spatially adjacent to the second planetary gearset RS2.
  • the clutch E provided in the power flow between the planetary carrier ST2 of the planetary gear set RS2 and the ring gear H04 of the planetary gear set RS4 is spatially arranged in a region axially between the second planetary gearset RS2 and the fourth planetary gearset RS4, whereas the clutch F, which is only in the fifth forward gear is open and closed in all other gears and is therefore particularly well suited to be executed in the construction of a small-claw-type clutch, spatially seen in the area centrally within the sun gear S02 of the second planetary gearset RS2 is arranged.
  • the two clutches E and F For the spatial arrangement of the two clutches E and F, reference is made at this point to the exemplary character of the representation selected in FIG.
  • the expert can also place the two clutch E, F spatially elsewhere, especially when the clutch F is designed as a multi-plate clutch with a larger disk diameter.
  • the clutch E can also be arranged on the planetary gear set RS3 facing side of the planetary gearset RS2.
  • the clutch F may be disposed axially on one of the two sides next to the planetary gearset RS2, optionally axially adjacent or radially below the clutch E.
  • the planetary gear sets RS1, RS4 and RS3 are respectively centered centrally in the axial direction by at most one shaft of the transmission. Specifically, the planetary gear sets RS1 and RS4 are completely centered only centrally by the drive shaft AN or by the shaft 1 in the axial direction, wherein the drive shaft AN in its axial course, the third shaft 3, the seventh shaft 7 and a portion of the fifth shaft 5 passes through centrally.
  • the shaft 6 of the transmission which forms the operative connection between the planet ST1 of the first planetary gear set RS1 and the ring gear H03 of the third planetary gear set RS3, overlaps in its axial course the fourth and second planetary gear sets RS4, RS2 and four clutches E, F, C, D complete.
  • FIG. 2 shows an exemplary circuit diagram of the inventive 9-speed automatic transmission according to Figure 1 is shown.
  • each gear four switching elements are closed and two switching elements open.
  • exemplary values for the respective gear ratios i of the individual gear stages and the incremental stages phi to be determined from them can also be taken from the circuit diagram.
  • the specified ratios i result from the (typical) stationary gear ratios of the four planetary gear sets RS1, RS4, RS2, RS3 of minus 2.00; minus 1, 70; minus 1, 61 and minus 4.30.
  • Typical values for the calculated transmission efficiency are 98.4% in first gear, 97.7% in second gear, 98.8% in third gear, 98.6% in fourth gear, 98.9% in fifth and sixth gears, 100 % in seventh gear, 99.4% in eighth gear and 99.2% in ninth gear.
  • FIG 4 shows a second embodiment of an automatic transmission according to the invention.
  • the wheel set of a 9-speed automatic transmission shown here corresponds to the kinematics of the wheelset of Figure 1, but with a modified spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 and six switching elements A, B, C, D, E, F.
  • the two brakes A and B are located in a region radially above the planetary gear sets RS1 and RS3, the three clutches C, E and F in an area axially between the planetary gear sets RS2 and RS4, and the clutch D exemplarily on the planetary gear set RS4 side facing away from the planetary gearset RS2.
  • FIG. 5 shows a third embodiment of an automatic transmission according to the invention.
  • the wheel set of a 9-speed automatic transmission shown here corresponds to the kinematics of the wheelset of Figure 1, but with a modified spatial arrangement of the switching elements.
  • the sequence of the four individual, arranged coaxially side by side planetary gear sets unchanged "first, fourth, second, third planetary gear", ie the arrangement "RS1 RS-RS2 RS3" as in Figure 1, wherein the first planetary gear set RS1 in turn the example Drive side of the automatic transmission is facing.
  • the spatial arrangement of the clutches C and D in the region between the two planetary gear sets RS2 and RS3 is modified on the one hand.
  • the clutches C and D are spatially axially juxtaposed, said applicable as the third switching element clutch C axially axially adjacent to the second planetary gearset RS2 and applicable as fourth switching element clutch D axially directly to the third planetary gearset RS3.
  • both clutches E and F are spatially arranged in the region axially between the two planetary gear sets RS4 and RS2, wherein the friction element (here by way of example indicated as a disk set) of the fifth switching element applicable clutch E radially above the friction element (here exemplified as a disk set) of the applicable as the sixth switching element clutch F is arranged.
  • FIG. 6 shows a gear section of a practically executed detailed construction as an exemplary embodiment of the transmission diagram shown in FIG. Figure 6A shows an enlarged detail of this transmission section.
  • an additional forward gear for an otherwise well-known automatic transmission only brings a significant customer benefit if the gain from the possible additional shift in the engine map of the motor vehicle by the additional gear is greater than the at least one additional switching element caused additional losses in the automatic transmission, provided the necessary amount of change compared to the basic transmission is economically tolerable.
  • the two clutches E are combined to form an assembly that is spatially arranged in a region axially between the fourth and second planetary gear sets RS4, RS2, wherein a friction element LE embodied by way of example as a disk set Clutch E is arranged radially above a friction element LF of the clutch F designed by way of example as a disk set.
  • the outer disk carrier of the radially outer clutch E is rotationally connected directly to the ring gear H04 of the fourth planetary gearset RS4 and forms a portion of the shaft 7. Another portion of the shaft 7 forms an axially extending in the direction of the second planetary gearset RS2 hub, which also with rotationally is connected to the ring gear H04 of the fourth planetary gearset RS4, but also rotationally connected to the outer disk carrier of the radially inner clutch F is connected.
  • the inner disk carrier of the radially outer clutch E forms a portion of the shaft 8 and is rotationally fixed to the planet carrier ST2 of the second planetary gear set RS2 and the inner disk carrier of the clutch D connected. In the embodiment shown here, inner disk carrier of the clutch E and planet ST2 are made in one piece.
  • the inner disk carrier of the radially inner clutch F forms a portion of the shaft 9 and is rotationally connected to the sun gear S02 of the second planetary gear set RS2.
  • the gear cut detail denoted by X in FIG. 6 is shown enlarged in FIG. 6A.
  • this does not change compared to the base gear new assembly E / F adjacent to them fourth planetary gearset RS4, as provided for the base gear interface on ring gear H04 for direct coupling to the sun gear S02 of the second planetary gearset RS2 also for the coupling of the two new O .lamellenitati the couplings E and F is suitable.
  • the electrohydraulic control unit HSG directs the pressure medium provided by a transmission pump PU as required to the individual six switching elements A to F.
  • the pressure medium supply lines pC, pD, pE and pF to the four clutches C, D and E are marked in FIG. 6 / 6A.
  • the servo SC of the clutch C is supplied from the output shaft AB ago with pressure medium.
  • the servo SD, SE and SF of the other three clutches D, E and F are supplied from the drive shaft AN ago with pressure medium.
  • the servo devices SC, SD, SE and SF are structurally designed in a known manner, each with a (not identified in detail in the figure) pressure chamber and in each case one for compensating the pressure prevailing in the respective pressure chamber rotary pressure (in the figure unspecified) pressure compensation chamber.
  • These pressure equalization spaces of the servo devices SC, SD, SE and SF are pressureless filled with lubricant, which is supplied from the drive shaft AN forth via the lubricant supply pS.
  • supplies the lubricant supply pS in a known manner, the lubrication points in the transmission.
  • both the servo device SE provided for actuating the friction element LE of the clutch E and the servo device SF provided for actuating the friction element LF of the clutch F are connected to a hub-shaped section rotationally fixed to the ring gear H04 of the fourth planetary gearset RS4 connected shaft 7 are added.
  • ring gear H04, servo SE and servo SF constantly rotate at the same speed.
  • the servo device SF is spatially arranged axially next to the servo device SE, an arrangement which proves to be optimal for the installation space given by the base gear unit.
  • the servo device SE associated with the radially outer friction element LE is arranged spatially substantially radially above the servo device SF associated with the radially inner friction element LF.
  • FIG. 7 shows the detailed construction of FIG. 6, in which the extent of change in comparison with the serial transmission " 8HP70 " derived from DE 10 2005 002 337 A1 of the applicant is shown in bold lines
  • Technical lesson requires only less component-side changes in order to develop this well-known 8-speed automatic transmission "8HP70” to a 9-speed automatic transmission, so that the additional necessary manufacturing-side investment in industrialization are extremely low.
  • additional sixth switching element in a particularly advantageous manner does not lead to an enlargement of the given gear housing, the invention further development despite the additional gear so space can be displayed and the gearbox GG opposite the base gear is unchanged.
  • the sun gear S02 near hub portion of a portion of the shaft 1 forming réellelamel- carrier of the clutch C is slightly adapted to allow the storage of the inner disk carrier of the opposite the base gear additional clutch F.
  • the servo devices of the two clutches E and F are new parts.
  • the one part of the shaft 9 forming inner disc carrier of the opposite the base gear additional clutch F is a new part; the sun gear S02 connected to this inner disk carrier and forming another section of the shaft 9 is modified in the region of this coupling with respect to the base gear.
  • the drive shaft 1 can be used in spite of the no longer required in the 8-speed automatic transmission bore for the pressure medium supply pF as a common part.
  • the electro-hydraulic control unit HSG for the 8-speed variant is the control unit known from the basic transmission "8HP70".
  • FIG. 8 shows a fourth embodiment of an automatic transmission according to the invention.
  • the wheel set diagram of a 9-speed automatic transmission shown here corresponds to the kinematics of the wheel set diagram of FIG. 1 and is similar to the wheel set diagram of FIG. 5.
  • FIG. 8 provides that the seventh shaft 7 is connected to the inner disk carrier of the multi-disk clutch E and with the Au zamellenlism the multi-plate clutch F is connected. Accordingly, the outer plate carrier of the multi-plate clutch E is now connected to the eighth shaft 8, while the inner plate carrier of the multi-plate clutch F is now connected to the ninth shaft 9.
  • This structural design allows for the clutches E, F a common plate carrier, the inner disks of the clutch E, a servo not shown here for closing the disk set of the (radially outer) clutch E, the outer disk of the clutch F and not shown here Servo device for closing the disk set of the (radially inner) clutch F receives.
  • This structural design allows in a particularly advantageous manner, a space-saving nested arrangement of the clutches E and F and a leakage loss poor pressure and lubricant supply to all switching elements, which will be explained in more detail below.
  • FIG. 9 shows a gear section of a practically executed detailed construction as an exemplary embodiment of the transmission diagram shown in FIG.
  • the gear cut detail denoted by X in FIG. 9 is shown enlarged in FIG. 9A.
  • both clutches E are combined to form an assembly, which is spatially arranged in a region axially between the fourth and second planetary gear set RS4, RS2, comprising the disk set LE of the clutch E, the servo unit SE provided for closing the disk pack LE Coupling E, the disk set LF of the clutch F, the servo unit SF of the clutch F provided for closing the disk pack LF, and a common disk carrier for accommodating the inner disks of the disk pack LE, the outer disks of the disk pack LF, the servo device SE and the servo device SF.
  • disk sets LE, LF of the assembly are arranged radially one above the other (disk set LE radially via disk set LF), the servo devices SE, SF of the module are arranged axially next to one another (servo SE adjacent to the fourth planetary gearset RS4, servo device SF adjacent to the second planetary gearset RS2).
  • the common (here one-piece) plate carrier has a on the drive shaft AN (shaft 1) rotatably mounted hub, which is rotationally connected to the ring gear H04 of the fourth planetary gearset RS4 and forms a portion of the shaft 7.
  • the Au .lamellenlism the clutch E is rotationally connected to the planet carrier ST2 of the second planetary gearset RS2 and rotationally connected to the inner disk carrier of the clutch D and forms a portion of the shaft 8.
  • the inner disk carrier of the clutch F is rotationally connected to the sun gear S02 of the second planetary gear set RS2 and forms a section of the shaft 9. In this way, in the exemplary embodiment illustrated in FIG.
  • FIG. 9 / 9A shows that the electrohydraulic control unit HSG supplies the pressure medium provided by a transmission pump PU as required to the individual six switching elements A to F.
  • the pressure medium supply lines to the four clutches C, D, E and F are at pC, pD, pE and pF are marked.
  • the servo SC of the clutch C and the servo SE of the clutch E are supplied by the drive shaft AN forth with pressure medium.
  • the servo SD of the clutch D and the servo SF of the clutch F are supplied from the output shaft AB ago with pressure medium.
  • the servo devices SC, SD, SE and SF are structurally designed in a known manner, each with a (not identified in detail in the figure) pressure chamber and in each case one for compensating the pressure prevailing in the respective pressure chamber rotary pressure (in the figure unspecified) pressure compensation chamber.
  • These pressure equalization spaces of the servo devices SC, SD, SE and SF are pressureless filled with lubricant, which is supplied from the drive shaft AN forth via the lubricant supply pS.
  • supplies the lubricant supply pS in a known manner, the lubrication points in the transmission.
  • the switching element A is designed as a multi-disc brake, while the switching element B is designed as a claw brake.
  • the clutch e is formed as a fifth switching element of the automatic transmission as a multi-plate clutch
  • the clutch F is formed as the sixth switching element of the automatic transmission as a positive coupling - for example in the form of a dog clutch -.
  • the clutches E and F are both arranged adjacent to the second planetary gear set RS2 and the clutch F is spatially arranged in a region radially below the friction element (ie the disk set) of the clutch E.
  • the jaw clutch F spatially seen also be arranged at least partially in a region centrally within the sun gear of the second planetary gearset RS2.
  • this 4-6 direct circuit corresponds to a simple overlap circuit with a shutdown friction clutch (here clutch E) and a snapping friction clutch (here clutch C). In principle, this 4-6 direct circuit thus corresponds to the 4-5 upshifting of the
  • FIG. 10 shows a table with such planetary wheelset-type variations that lead to a technically meaningful transmission structure. In the following, three of these examples are explained in more detail. All variants listed in the table can switch nine forward gears and one reverse gear via the shift logic shown in FIG.
  • Figure 1 1 shows a fifth embodiment of an automatic transmission according to the invention.
  • the wheel set of a 9-speed automatic transmission shown here corresponds to the kinematics of the wheelset of Figure 1, but with modified structural design of the first planetary gear set RS1.
  • the switching logic of this second embodiment is therefore the same as shown in Figure 2 and Figure 3. While retaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 adopted from FIG.
  • first, fourth, second, third planetary gearset coaxially next to one another with the defined sequence "first, fourth, second, third planetary gearset" (ie arrangement "RS1-RS4-RS2-RS3") and while largely maintaining the exemplary arrangement shown in Figure 5 of the six switching elements A, B, C, D, E and F, the first planetary gear set RS1 is now designed as a plus planetary gear, while the other three planetary gear sets RS4, RS 2 and RS3 opposite Figure 1 are executed unchanged as minus planetary gear sets.
  • the first element of the first planetary gearset RS1 which can be connected to the housing GG via the brake A, is the sun gear S01 of the first planetary gearset RS1, as in FIG.
  • the sun gear S01 of the first planetary gearset RS1 is the sun gear S01 of the first planetary gearset RS1, as in FIG.
  • Figure 12 shows a sixth embodiment of an automatic transmission according to the invention.
  • the wheel set diagram of a 9-speed automatic transmission shown here again corresponds to the kinematics of the wheelset scheme of FIG. 1.
  • the fourth planetary gear set RS4 is now designed as a plus planetary gear set, while the other three planetary gear sets RS1, RS2 and RS3 are compared with FIG unchanged as negative planetary gear sets are executed.
  • the first element of the fourth planetary gearset RS4 which can be connected to the housing GG via the brake A, is the sun gear S04 of the fourth planetary gearset RS4, as in FIG.
  • sun gear S04 and the sun gear S01 adjacent thereto form, as in FIG. 1, the third shaft 3 of the transmission which is the first coupling shaft.
  • the second element of the fourth planetary gearset RS4, which is permanently connected to the first shaft 1 or the drive shaft AN is now the ring gear H04 of the fourth planetary gearset RS4.
  • FIG. 12 the first element of the fourth planetary gearset RS4 which can be connected to the housing GG via the brake A, is the sun gear S04 of the fourth planetary gearset RS4, as in FIG.
  • sun gear S04 and the sun gear S01 adjacent thereto form, as in FIG. 1, the third shaft 3 of the transmission which is the first coupling shaft.
  • the second element of the fourth planetary gearset RS4 which is permanently connected to the first shaft 1 or the drive shaft AN, is now
  • Figure 13 shows a seventh embodiment of an automatic transmission according to the invention.
  • the wheel set of a 9-speed automatic transmission shown here also corresponds to the kinematics of the wheelset of Figure 1. While retaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 adopted from FIG.
  • the first element of the second planetary gearset RS2 (constantly connected to clutch F) of the second planetary gear set RS2, as in FIG. 1, is the sun gear S02 of the second planetary gearset RS2.
  • the second element of the second planetary gearset RS2 (constantly connected to clutch D and clutch E), the second shaft 8 of the transmission is now the ring gear H02 of the second planetary gearset RS2.
  • the third element of the second planetary gearset RS2 which together with the sun gear S03 of the third planetary RS3 forms the second coupling shaft valid (and constantly connected to the clutch C) fifth shaft 5 of the transmission, now the planet ST2 of the second planetary gearset RS2.
  • each minus planetary gear set As planet carrier and the third element of each minus planetary gear set must be formed as a ring gear, while the first element of each plus planetary as Sun gear, the second element of each plus planetary gear set must be designed as a ring gear and the third element of each plus planetary gear as a planet carrier.
  • FIG. 14 shows an eighth embodiment of an automatic transmission according to the invention.
  • an additional seventh shifting element G is provided starting from the transmission diagram shown in FIG formed as a coupling and is arranged in the power flow between the first shaft 1 (drive shaft AN) and the eighth shaft 8 of the transmission.
  • an additional forward gear below the known from Figure 2 first gear is achieved, so an additional starting gear with a translation greater than the translation of the first known from Figure 2 first gear.
  • all four planetary gear sets RS1, RS2, RS3, RS4 are designed as simple minus planetary gear sets, each of which has a first, a second and a third element, that is to say each a sun gear, a planet carrier and a ring gear.
  • the first elements are all designed as sun gears, the second elements all as planet carrier and the third elements all as ring gears.
  • the spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 coaxial side by side with the defined order "first, fourth, second, third planetary gear" (ie arrangement "RS1 RS-RS2 RS3”) is taken from Figure 1 unchanged.
  • the clutch G arranged in the force flow between the drive shaft AN (or shaft 1) and the planet carrier ST2 (shaft 8) is spatially arranged in a region axially between the first planetary gearset RS1 and the fourth planetary gearset RS4.
  • the section of the eighth shaft 8 connected here by way of example with the outer disk carrier of the clutch G and the planet carrier ST2 of the second planetary gearset RS2, completely overlaps the fourth planetary gearset RS4, whereby the planetary gearset RS4 and the clutch G are arranged within a cylinder space passing through this section Wave 8 is formed.
  • the pressure and lubricant supply to the clutch G can be realized in a structurally simple manner with low leakage via the drive shaft AN and the planet carrier ST4 of the fourth planetary gearset RS4, which is constantly connected to the drive shaft.
  • the spatial arrangement of the clutch G shown here is exemplary in nature; Of course, the skilled person, the clutch G also otherwise spatially place.
  • the clutch G may be spatially arranged in a region axially between the second planetary gear set RS2 and the fourth planetary gear set RS4, adjacent to the clutch E.
  • Clutch G axially adjacent to the second planetary gearset RS2 in a range axially between the second planetary gearset RS2 and the third planetary gearset RS3 to arrange, ie near the clutch C.
  • the clutch G can be arranged in a region axially between the second planetary gearset RS2 and the fourth planetary gearset RS4, preferably axially adjacent to the second planetary gearset RS2, viewed in the axial direction next to the clutch C and optionally radially over the clutch E.
  • FIG. 15 shows an exemplary circuit diagram of the inventive 10-speed automatic transmission according to FIG.
  • each gear four switching elements are closed and three switching elements open.
  • group shifting is avoided since two gear stages adjacent to one another in the shift logic always use two shift elements together.
  • the first forward gear is well suited as a so-called crawler with a small overall ratio for a large traction.
  • the eighth forward gear is as formed direct gear, so see three forward gears with overdrive character available.
  • FIG. 16 shows a table with such planetary gear set type variations, which leads to a technically meaningful gear construction. In the following, two of these examples are explained in more detail. All variants listed in the table can switch ten forward gears and one reverse gear via the shift logic shown in FIG.
  • FIG. 17 shows a ninth embodiment of an automatic transmission according to the invention.
  • the wheel set of a 10-speed automatic transmission shown here corresponds to the kinematics of the wheel set of Figure 14, but with modified constructive design of the first planetary gear set RS1.
  • the switching logic of this second embodiment is therefore the same as shown in FIG. While maintaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 adopted from FIG. 14 coaxially next to one another with the defined sequence "first, fourth, second, third planetary gearset" (ie arrangement "RS1 -RS4-RS2-RS3") and while retaining the exemplary spatial arrangement of the seven switching elements A, B, C, D, E, F and G adopted from FIG. 14, the first planetary gear set RS1 is now designed as a plus planetary gear set, while the other three planetary gear sets RS4, RS2 and RS3 are opposite Figure 1 are executed unchanged as minus planetary gear sets.
  • the first element of the first planetary gearset RS1 which can be connected to the housing GG via the brake A, is the sun gear SO1 of the first planetary gearset RS1, as in FIG.
  • special NEN wheel S01 and the adjacent sun gear S04 as shown in Figure 14, the applicable as a first coupling shaft third shaft 3 of the transmission.
  • FIG. 17 the first element of the first planetary gearset RS1 which can be connected to the housing GG via the brake A, is the sun gear SO1 of the first planetary gearset RS1, as in FIG.
  • special NEN wheel S01 and the adjacent sun gear S04 as shown in Figure 14, the applicable as a first coupling shaft third shaft 3 of the transmission.
  • Figure 18 shows a tenth embodiment of an automatic transmission according to the invention.
  • the wheel set diagram of a 10-speed automatic transmission shown here corresponds in turn to the kinematics of the wheel set scheme of FIG. 14. Maintaining the exemplary spatial arrangement of the four planetary gear sets RS1, RS2, RS3, RS4 coaxial with the defined sequence "first, fourth , second, third planetary gear set "(ie arrangement" RS1-RS4-RS2-RS3 ") and while maintaining the example taken from Figure 12 spatial arrangement of the seven switching elements A, B, C, D, E, F and G is now the second Planetary gear set RS2 designed as a plus planetary gear set, while the other three planetary gear sets RS1, RS4 and RS3 are compared to Figure 14 unchanged as minus planetary gear sets.
  • the first element of the second planetary gear set RS2 (constantly connected to clutch F) of the transmission is the sun gear SO2 of the second planetary gearset RS2, as in FIG.
  • the third element of the second planetary gearset RS2 which together with the sun gear S03 of the third planetary RS3 forms the second coupling shaft valid (and constantly connected to the clutch C) fifth shaft 5 of the transmission, now the planet ST2 of the second planetary gearset RS2.

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Abstract

L'invention concerne une boîte de vitesses automatique à plusieurs rapports de type planétaire, pourvue d'un arbre d'entraînement (AN), d'un arbre de sortie (AB), de quatre trains planétaires (RS1, RS2, RS3, RS4) et de plusieurs éléments de passage de vitesse (A à F). Un premier arbre d'accouplement (3) relie en permanence le premier train planétaire (RS1) au quatrième train planétaire (RS4), un deuxième arbre d'accouplement (5) relie en permanence le deuxième train planétaire (RS2) au troisième train planétaire (RS3), un troisième arbre d'accouplement (6) relie en permanence le troisième train planétaire (RS3) au premier train planétaire (RS1). L'arbre d'entraînement (AN) est relié en permanence au quatrième train planétaire (RS4), l'arbre de sortie (AB) est relié en permanence au troisième train planétaire (RS3). Le premier train planétaire (RS1) est relié directement à deux éléments de passage de vitesse (A, B), le deuxième train planétaire (RS2) est relié à quatre éléments de passage de vitesse (C, D, E, F), le troisième train planétaire (RS3) est relié à deux éléments de passage de vitesse (C, D), le quatrième train planétaire (RS4) est relié à quatre éléments de passage de vitesse (A, C, E, F). L'arbre d'entraînement (AN) est relié directement à un seul élément de passage de vitesse (C). L'arbre de sortie (AB) est lui aussi directement relié à un seul élément de passage de vitesse (D).
EP14713405.0A 2013-09-20 2014-03-19 Boîte de vitesses automatique à plusieurs rapports Ceased EP3047175A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE102013218941 2013-09-20
DE102013225770.8A DE102013225770A1 (de) 2013-09-20 2013-12-12 Mehrstufen-Automatgetriebe
PCT/EP2014/055460 WO2015039768A1 (fr) 2013-09-20 2014-03-19 Boîte de vitesses automatique à plusieurs rapports

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EP3047175A1 true EP3047175A1 (fr) 2016-07-27

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EP14713405.0A Ceased EP3047175A1 (fr) 2013-09-20 2014-03-19 Boîte de vitesses automatique à plusieurs rapports

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US (2) US9803723B2 (fr)
EP (1) EP3047175A1 (fr)
KR (1) KR20160058175A (fr)
CN (1) CN105556168B (fr)
DE (1) DE102013225770A1 (fr)
WO (1) WO2015039768A1 (fr)

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DE102014205052A1 (de) 2014-03-19 2015-09-24 Zf Friedrichshafen Ag Mehrstufen-Automatgetriebe
KR101664056B1 (ko) * 2014-12-10 2016-10-10 현대자동차 주식회사 차량용 자동변속기의 유성기어트레인
KR101683500B1 (ko) * 2014-12-11 2016-12-07 현대자동차 주식회사 차량용 자동변속기의 유성기어트레인
DE102014226232A1 (de) * 2014-12-17 2016-06-23 Zf Friedrichshafen Ag Mehrstufen-Automatgetriebe
KR101713730B1 (ko) * 2015-06-02 2017-03-22 현대자동차 주식회사 차량용 자동변속기의 유성기어트레인
WO2017044020A1 (fr) 2015-09-09 2017-03-16 Volvo Construction Equipment Ab Agencement de transmission pour un véhicule
CN107949726B (zh) 2015-09-09 2021-05-14 沃尔沃建筑设备公司 用于车辆的变速器设备
WO2017044019A1 (fr) * 2015-09-09 2017-03-16 Volvo Construction Equipment Ab Agencement de transmission pour un véhicule
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DE102013225770A1 (de) 2015-03-26
CN105556168A (zh) 2016-05-04
CN105556168B (zh) 2017-10-24
US10221922B2 (en) 2019-03-05
US20180045282A1 (en) 2018-02-15
WO2015039768A1 (fr) 2015-03-26
KR20160058175A (ko) 2016-05-24
US9803723B2 (en) 2017-10-31
US20160230849A1 (en) 2016-08-11

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