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
  • F16H3/02—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
  • F16H3/091—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 including a single countershaft
• • 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
  • F16H3/10—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 with one or more one-way clutches as an essential feature
• • 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
• • 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
  • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds

Definitions

• Speed transmission device for moving a motor vehicle, in particular a motorized vehicle with at least two wheels, and powertrain using such a device, in particular for a hybrid vehicle.
• the present invention relates to a speed transmission device for moving a motor vehicle, in particular a motorized vehicle with at least two wheels, as well as a powertrain using this speed transmission device, particularly for a hybrid vehicle.
• this speed transmission device comprises a motor shaft placed substantially parallel to a receiving shaft which is generally used to drive the driving wheel or wheels of the vehicle.
• the motor shaft is rotated by the heat engine and carries, in a fixed manner, two gears which are each engaged with receiving gears borne by the receiving shaft while being mounted idle on this tree.
• This receiving shaft also carries walk-around drives which make it possible to rotate the receiving gears with this shaft.
• the vehicle in displacement at different speeds by acting on the various players that carry the receiving shaft to secure one of the toothed wheels of the motor shaft with a receiving gear of the receiving shaft.
• this type of transmission can be used with a hybrid type vehicle that combines, as means of moving the vehicle, the internal combustion engine to a driving machine / generator rotary, like an electric machine connected to an electrical source, such as one or more electric accumulators.
• This combination optimizes the performance of this vehicle, in particular by reducing the fuel consumption of the entire device, while preserving the environment by limited releases of pollutants into the atmosphere.
• the engine is used to move this vehicle for uses where high driving power and a long operating autonomy are required.
• This transmission device although satisfactory, nevertheless has disadvantages. Indeed, it is necessary, to obtain the desired speed of movement, to couple or uncouple some elements of the device, such as the gears receiving. This has the effect of lengthening the time of passage from one speed to another resulting in driving discomfort.
• the transmission device must include a multiplicity of actuators to control the players. These actuators increase the cost of producing the device and can be the source of faults and / or malfunctions.
• these actuators must be controlled by a computing unit, as the calculator that usually includes the engine, which requires increasing the capacity of this computer.
• the present invention proposes to overcome the drawbacks mentioned above by means of a speed transmission device of simple and inexpensive embodiment.
• the invention relates to a transmission device for motor vehicles, especially motor vehicles with at least two wheels, comprising a motor shaft carrying at least two driving gears, a receiving shaft carrying at least two driven gears and a intermediate motion transmission shaft carrying intermediate gear wheels cooperating with the gear wheels of the motor shaft and the output shaft, characterized in that at least one of the intermediate gear wheels is mounted idle on the intermediate shaft and in that the device comprises a coupling for the connection between the intermediate shaft and the intermediate idler gear.
• the coupling may include a centrifugal clutch.
• the coupling may include a disk clutch.
• the coupling may include a synchronizer.
• the coupling may include a clutch.
• the invention also relates to a powertrain, in particular for a motor vehicle, comprising an internal combustion engine, a speed transmission device and a powertrain, characterized in that it comprises a speed transmission device as defined above. above.
• the powertrain may include a prime mover / generator to achieve at least the displacement of the vehicle.
• the rotor of the machine can be connected to the clutch plate.
• the powertrain may comprise a band closed on itself for the connection in rotation between the rotor of the machine and the element that it drives.
• the power unit according to one of the claims may comprise a band closed on itself for the connection in rotation between the driving gears, the intermediate gears and the driven gears
• FIG. 1 which is a diagram showing a powertrain comprising the speed transmission device according to the invention.
• the speed transmission device 10 comprises a drive shaft 12 connected to the crankshaft 14 of an internal combustion engine 16, thus forming a powertrain.
• This motor shaft carries two toothed wheels 18 and 20, here of different diameters, a coupling 22 for the wheel 18 and a controlled-control coupling 24 for the wheel 20.
• the coupling 22 for the wheel 18, illustrated by way of example in the figure, is a unidirectional coupling, such as a freewheel, but this coupling can also be a controlled-control coupling.
• the toothed wheel 18 (called small gear wheel) is placed on the motor shaft 12 by interposing the free wheel 22. To the right of this small gear is placed the other gear wheel 20 (or large gear wheel) on a sheath 26 surrounding the shaft 12 being free to rotate on the shaft but fixed in translation.
• the controlled-control coupling 24 is here a friction disk clutch which comprises a reaction plate 28 fixed on the shaft 12, a pressure plate 30, free in translation but fixed in rotation with the reaction plate, being controlled moving towards the reaction plate by any known means, such as levers 32, and a friction disc 34 free in translation on the sleeve 26 but fixed in rotation thereon being placed between the pressure plate and the plate of reaction.
• this controlled control coupling 24 can also take the form of a synchronizer or dog clutch.
• This transmission device also comprises an intermediate shaft for transmitting rotational movement 36, placed substantially parallel to the drive shaft 12 and which carries two toothed wheels 38, 40 of different diameter, one of whose wheels is fixed on it. shaft, here the small toothed wheel 40. These gears are connected to the toothed wheels of the motor shaft.
• the gearwheel 38 (large intermediate gear) is connected to the small drive gear and the gearwheel 40 (small intermediate gear) is connected to the large gearwheel.
• This device also comprises, substantially parallel to the drive shaft 12 and the intermediate shaft 36, a receiving shaft 42 which carries, as for the drive shaft 12, two gears receiving 44 and 46, here also of diameter different.
• the receiver gears are placed on the receiving shaft in a manner symmetrical to that of the motor shaft.
• the toothed wheel 44 (small driven gear wheel) is placed on a sleeve 48 surrounding the receiving shaft 42 being free to rotate on this shaft but fixed in translation.
• This toothed wheel 44 has the possibility of being rotatably connected to this receiving shaft by a controlled-control coupling 50, such as a friction disc clutch or a synchronizer or dog clutch.
• the controlled-control coupling 50 is here a friction clutch with a reaction plate 52 fixed on the receiving shaft, a pressure plate 54, free in translation but fixed in rotation with the reaction plate, being controlled in displacement towards the reaction plate by any known means, such as levers 56, and a friction disc 58 free in translation on the sleeve 48 but fixed in rotation.
• the toothed wheel 46 (large driven gear) is placed on the shaft 42 through a unidirectional coupling 60, such as a freewheel.
• the unidirectional coupling 60 may also be a controlled-controlled coupling, such as a disk clutch or synchronizer or clutch.
• the small driven wheel 44 is in connection with the large intermediate wheel 38 while the large driven wheel 46 is in connection with the small intermediate wheel 40.
• the toothed wheel 38 of the rotary motion transmission intermediate shaft 36 is mounted idly on this shaft by being carried by a sleeve 62 which surrounds in a fixed manner in translation but free in rotation the shaft 36.
• the shaft 36 is connected to the sleeve 62 by a coupling 64, which is, in the example of FIG. 1, a centrifugal clutch 66.
• This centrifugal coupling comprises a plate 68 fixedly supported by the intermediate shaft 36, a web 70 fixedly connected to the sleeve 62 and bearing friction weights 72 subjected to the centrifugal force and returned to the rest position by spring means 74. Therefore, under the rotation of the large intermediate gear wheel 38, the veil 70 is rotated. Under the impulse of this rotation of the web, the flyweights 72 move radially and come into contact with the plate 68 thus establishing a rotational connection between the intermediate shaft 36 and the toothed wheel 38.
• the device described above thus makes it possible to achieve four speed ratios by using two disk clutches 24 and 50, two freewheels 22 and 60 and a centrifugal clutch 66.
• the small driving gear 18 is rotated by the actuation of the free wheel 22 connecting the motor shaft and the wheel.
• This rotation of the wheel 18 is then transmitted to the large intermediate gear wheel 38.
• the rotation of this wheel causes the activation of the centrifugal clutch 66, which has the effect of establishing a connection between this wheel and the intermediate shaft 36.
• the rotation of this shaft rotates the small intermediate gear wheel 40.
• This small wheel in turn drives the large driven wheel 46 which retransmits this rotation to the receiving shaft 42 through the action of the freewheel 60.
• the clutch 24 of the motor shaft is in the engaged position and the clutch 50 of the receiving shaft is in the disengaged position.
• the large driving wheel 20 is then rotated by the motor shaft 12 by the action of the clutch 24.
• This rotation is transmitted to the intermediate shaft 36 by the small intermediate wheel 40 which communicates to the ferris wheel conducted 46.
• the rotation of this large wheel is transmitted to the receiving shaft 42 by the actuation of the freewheel 60.
• the rotation of the shaft 12 causes rotation of the small driving wheel 18 through the freewheel 22.
• This rotation is transmitted to the large intermediate wheel 38 which, through the rotation of the sheath 62, makes active the centrifugal clutch 66 ensuring the connection between the shaft 36 and the large intermediate wheel.
• the clutch 66 is active, the small driving wheel 18 has a higher speed than that of the shaft 12.
• the free wheel 22 is then rendered inactive and the driving wheel 18 rotates crazy around the shaft 12.
• the small driven wheel 44 idly turns on the shaft 42 and the receiver shaft 42 is rotated only by the wheel 46.
• the clutch 50 of the drive shaft 42 is in the engaged position and the clutch 24 of the motor shaft 12 is in the disengaged position.
• the small driving wheel 18 is then rotated by the motor shaft 12 through the free wheel 22.
• the rotation of this small driving wheel is communicated to the intermediate shaft 36 by the large intermediate wheel 38 and the setting action of the centrifugal clutch 66.
• This rotation of the wheel 38 causes the rotation of the driven wheel 44 which transmits it to the receiving shaft 42 under the action of the clutch 50.
• the rotation of the shaft 36 causes the rotation of the small intermediate wheel 40 which then drives the large driven wheel 46.
• the latter is uncoupled from the large wheel driven by the inaction of the freewheel 60.
• the rotation of the small intermediate wheel 40 rotates the large driving wheel 20 which rotates wild around the shaft 12 .
• the rotation of the motor shaft 12 is transmitted, by the action of the free wheel 22, to the small driving wheel 18 which transmits it to the large intermediate gear wheel 38.
• the rotation of this large intermediate gear wheel 38 allows to couple this wheel to the shaft 36 by the action of the clutch 66.
• the rotation of the wheel 38 is then transmitted to the drive wheel 44 and the receiving shaft 42 through the clutch 50.
• the motor shaft 12 is uncoupled from the small driving wheel 18 by the freewheel 22 and the receiving shaft 42 is uncoupled from the large driven wheel 46 by the freewheel 60 in consideration of the differential rotation speed between the driven wheel and the receiving shaft.
• the transmission device as described above makes it possible to achieve four gear ratios with the advantage of having a centrifugal clutch on the intermediate shaft which works at higher speeds and at lower torques while providing a gain in compactness, inertia, mass and price. This also reduces the wear of the parts of the transmission and have a better performance of all.
• the wheels 18, 38, and 44 as well as the wheels 20, 40 and 46 are interconnected by a band closed on itself, such as a chain or a belt, preferably notched internally and / or externally. .
• this chain (or this belt) can limit friction with the wheels.
• toothed wheels meshing directly with each other.
• the variant of Figure 2 differs from the embodiment of Figure 1 in that the centrifugal clutch of Figure 1 is replaced by a controlled control coupling 80, such as a synchronizer or clutch or a clutch.
• a controlled control coupling 80 such as a synchronizer or clutch or a clutch.
• this coupling is a disc clutch 82 between the sleeve 62 and the intermediate shaft 36.
• this clutch 82 comprises a reaction plate 84 fixed on the intermediate shaft 36, a pressure plate 86, free in translation but fixed in rotation with the reaction plate, being controlled in displacement towards the reaction plate by levers 88, and a friction disc 90 free in translation and fixed in rotation on the sleeve 62 being placed between the reaction plate and the pressure plate.
• the disk clutch 82 will be active or inactive depending on this ratio. Specifically, for the report with a configuration where the two clutches 24 and 50 are in the disengaged position, the clutch 82 is engaged position.
• the clutch 24 of the motor shaft 12 is in the engaged position
• the clutch 50 of the receiving shaft 42 is in the disengaged position
• the clutch 82 can be in the disengaged or engaged position.
• it is preferable to leave it in the disengaged position since in this case the speed of rotation of the gears 18, 38 and 44 is imposed by the rotation of the driving wheel 18 through the freewheel 22. If the clutch 82 is kept engaged, the speed of rotation of the gears 18, 38 and 44 is higher because it is imposed by the intermediate wheel 38.
• the clutch 50 of the output shaft 42 is in the engaged position, the clutch 24 of the motor shaft 12 is in the disengaged position and the clutch 82 can be in the disengaged or engaged position.
• FIGS. 1 and 2 also show the application of the speed transmission device 10 to a power unit of a motor vehicle, such as a motorized vehicle, in particular a vehicle with at least two wheels and with use on a motor vehicle. hybrid type vehicle with the combination of a driving machine / generator 92 to the internal combustion engine 16.
• a motor vehicle such as a motorized vehicle, in particular a vehicle with at least two wheels and with use on a motor vehicle.
• hybrid type vehicle with the combination of a driving machine / generator 92 to the internal combustion engine 16.
• This machine is, solely by way of example in the following description, a hydraulic or pneumatic machine or an electric machine powered by batteries (not shown) which is used, either as an electric motor for moving the vehicle or as a generator to charge the batteries or power the vehicle's electrical accessories.
• the electric machine comprises a rotor 94 carrying a toothed wheel 96.
• This machine can be connected in different places to the transmission device.
• the rotor 92 is rotatably connected to the reaction plate 52 of the clutch 50 (FIGS. 1 and 2); for the configuration B, this rotor is connected to the intermediate shaft 36 through the plate 68 of the centrifugal clutch 66 (FIG. 2); for the configuration B '(FIG. 2), the rotor is connected to the reaction plate 84 of the clutch 82 carried by the intermediate shaft 36.
• this machine will be chosen by the skilled person in a judicious manner, including taking into account the size and desired gear ratios for the purely electric drive of the vehicle.
• the machine drives the vehicle with a gear ratio and for configuration B and B 'with two gear ratios.
• the connection of the machine with the trays 52, 68, 82 can be performed by a chain or a toothed belt.
• connection can also be achieved by cooperation of the toothed wheel 96 of the rotor with a complementary toothing (not shown) carried by the periphery of the plates.
• This electric motor can also be used in conjunction with the internal combustion engine 16 to either bring additional power to the output shaft, or be used as a generator to recharge the batteries.
• the rotor of the machine is rotated by the different gears and in this case the machine becomes a generator.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Arrangement Of Transmissions (AREA)
• Structure Of Transmissions (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Hybrid Electric Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=52469132

Family Applications (1)

Country Status (5)

Families Citing this family (3)

Family Cites Families (12)

• 2014
  • 2014-12-03 FR FR1461843A patent/FR3029584B1/fr active Active
• 2015
  • 2015-12-01 EP EP15805136.7A patent/EP3227582A1/de not_active Withdrawn
  • 2015-12-01 CN CN201580065411.1A patent/CN107002828A/zh active Pending
  • 2015-12-01 JP JP2017529723A patent/JP2017538900A/ja active Pending
  • 2015-12-01 WO PCT/EP2015/078190 patent/WO2016087434A1/fr active Application Filing

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