FR2483553A1 - - Google Patents

Abstract

The subject-matter of the invention is a multi-stage planetary gear for motor vehicles, construction and earth-moving machines. To achieve smooth, continuous changes by actuation of just one gear change element when changing the speed stages and to avoid high relative speeds of the planet wheels and large torques in some gears, some members of the planetary gear and their clutches are, according to the invention, connected directly to the gear case by means of the brakes.

Description

The present invention relates to a multi-stage planetary gearbox boot for motor vehicles and construction and earthmoving machines, this bolte consisting of two or three simple planetary gearboxes, two or three clutches and three or four brakes.

The existing multi-stage planetary gearboxes are constituted, on the basis of the kinematic diagram of Simpson or Wilson, with transmission stages determined for the lowest ratios.

Their disadvantage lies in a relatively high speed of rotation of the peripheral pinions (satellites) and in the high torques of the internal members of a few stages, which imposes heavy stresses on the bearings of the peripheral pinions, and limits the load capacity and the duration of boot service. Also, the possibility of choosing, by adapting, the transmission reports is made more difficult.

The six-stage planetary gear boots of known types use the kinematic diagram which is derived from the basic gear boot (3 + 1) upstream of which is arranged a division group or a group with several ranges . The disadvantage of such an arrangement consists in the simultaneous control of two clutches or brakes belonging to different stages, which alters the continuity of the control.

The above-mentioned drawbacks are eliminated by means of the multi-stage planetary gear boot according to the invention, which is formed from three to four simple planetary trains, from two to four clutches and from three to four brakes , the boot being characterized in that the driver of the third train is rigidly connected to the outer ring of the second train, in that the outer ring of the first train is connected to the driver of the second train and to the outer ring of the third train, in that the clutch of the forward gear stages connects the input shaft with the shaft of the forward gear, which is rigidly connected with the central pinion of the third gear, in that the gear clutch rear connects the input shaft to the reverse shaft, which is rigidly connected with the central pinion of the first train and with the central pinion of the second train, the boot casing being rigidly connected using the first brake with the tree of e reverse, using the second brake with the driver of the first train, using the third brake with the outer ring of the first train, while the output shaft is rigidly connected to the driver of the third train.

Advantageously, the overdrive gear ratio is established by connecting the input shaft, using the overdrive clutch, with the overdrive shaft, which is further connected with the driver of the second train.

 The basic gear boot can also be modified so that the output shaft is rigidly connected to the central pinion of the fourth train, the outer ring of the fourth train is connected with the outer ring of the third train, and the boot housing can be coupled using the fourth brake with the driver of the fourth train.

According to another modification, the output shaft is connected to the driver of the fourth train, the shaft of the forward stages is connected to the central pinion of the fourth train and the boot casing can be coupled using the fourth brake with the outer ring gear of the fourth train.

According to another characteristic of the invention, the outer ring gear of the fourth train is rigidly connected to the output shaft, the central pinion of the fourth train is rigidly connected to the outer ring gear of the third train and the boot casing is connected to using the fourth brake, with the driver of the fourth train.

According to another characteristic of the invention relating to the overdrive the output shaft is rigidly connected to the central pinion of the fourth train, the outer crown of the fourth train is rigidly connected to the crown of the third train and the boot casing can be coupled to using the fourth brake with the trainer of the fourth train.

 According to another variant of the invention, the output shaft is rigidly connected to the driver of the fourth train, the central pinion of the fourth train is rigidly connected to the shaft of the forward stages and the boot casing can be coupled, using the fourth brake, with the outer ring gear of the fourth train.

According to yet another variant, the output shaft is rigidly connected to the outer ring gear of the fourth train, the central pinion of the fourth train is rigidly connected to the outer ring gear of the third train and the boot casing can be coupled using of the fourth brake, with the driver of the fourth train.

Other advantages and characteristics of the invention will be highlighted in the following description, given by way of non-limiting example, with reference to the accompanying drawings in which
Fig. 1 schematically shows the arrangement of the basic gear boot (4 + 20).

Fig. 2 shows an extension of the basic gear boot to a 6 + 20 overdrive boot.

Fig. 3, 4 and 5 show an extension of the basic gearbox to the 6 + 30 direct drive gearbox.

 Fig. 6,7 and 8 show an extension of the gear boot of Figure 2 to a 7 + 3 overdrive gear boot.

Fig. 9 shows a table giving the numbers of teeth of the outer rings and the central pinions of different gear trains involved in the gear boots of FIGS. 1, 2 5 3, 5, 6 and 8.

Fig. 10 is a table giving the numbers of teeth of the outer rings and of the central pinions involved in the gear boots of FIGS. 4 and 7; and
Fig. 11 to 18 give, in the same sequence, the control panels and the transmission ratios which can be obtained with the gear boots of FIGS. 1 to 8.

 The output shaft 4 of the basic gear boot 4 + 20 is rigidly connected with the driver of the third train C and with the outer ring of the second train B.

The outer ring of the first train A is rigidly connected with the driver of the second train B and with the outer ring of the third train C. The clutch of the forward stages S 1 connects the input shaft 1 with the shaft 2 of the forward gear stages, which is itself rigidly connected with the central pinion of the third train C. The reverse gear clutch S 2 connects the input shaft 1 with the reverse gear shaft 3. The reverse gear shaft 3 is rigidly connected with the central pinion of the first train A and with the central pinion of the second train B. The boot casing 5 is connected, using the first brake B 1 with the shaft 3 reverse gear, using the second brake B 2 with the drive of the first train A, and using the third brake
B 3, with the outer ring of the first train A.

 For the IO -report, the clutch S 1 of the forward stages and the third brake B 3 are coupled. The third train C functions like a simple planetary train, while the first train A and the second train B run idle, that is to say without load.

 For the IIO ratio, the clutch S 1 of the forward gear stages and the second brake B 2 are coupled. The first train A, the second train B and the third train C constitute a compound differential transmission.

For the IIIO ratio, the clutch S 1 of the forward stages and the first brake B 1 are coupled. The second train B and the third train C operate as a compound differential transmission, the first train A runs idle without load.

 For the IVO report, the clutch S 1 of the forward gear stages and the clutch S 2 of the reverse gear are simultaneously engaged. The entire planetary part rotates in one piece.

For reversing R IO, the reverse clutch S 2 and the third brake B 3 are engaged.

The second train B functions like a simple planetary train, the first train A and the third train C run empty without load.

 For reverse R IIO, the reverse clutch S 2 and the second brake B 2 are engaged.

The first train A and the second train B operate as a compound differential transmission, the third train
C runs without load.

In Figure 11, the maximum number of work patterns has been indicated. Some working modes and the corresponding transmission ratios must not be used, for example reverse gear R IIO.

From the basic gearbox of Figure 1, we created the overdrive gearbox 6 + 20 by adding the overdrive clutch S 3 which ensures the connection of the input shaft 1 (cf. 2) with the overdrive speed shaft 6. The overdrive shaft 6 is rigidly connected with the driver of the second train B. The transmission stages 1 to 3 and RI and
R II correspond by the type of control, by the transmission stage (cf. figure 12) and by the force flow, to the stages of transmission 1 to 3 and RI and R Il of the basic gear boot of the figure 1.

For the IVO report, the clutch S 1 of the forward gear stages and the clutch S 3 of overdrive are coupled. The whole planetary assembly rotates in one piece,
For the V ratio, the overdrive clutch S 3 and the first brake B 1 are coupled. The second train B operates like a simple planetary train, the first train A and the third train C run empty without load.

 For the VIO report, the overdrive clutch S 3 and the second brake B 2 are coupled. The first train A and the second train B operate as a compound gearbox, while the third train C runs idle without load.

From the basic gear boot in Figure 1, we create the 5 + 30 direct drive gear boot (see Figure 3) by adding the fourth brake B 4 es of the fourth train D, cn ensuring that its central pinion is connected to 11 output shaft 4, its outer ring is connected to the third train C, and its drive can be coupled using the fourth brake
B 4, with boot cover 5.

For the report Newly obtained, the clutch
S 1 of the forward stages and the fourth brake B 4 are coupled. The fourth train D operates in a single planetary train, the other trains run empty without load.

The ratio IIO corresponds to IO of the base gear boot of FIG. 1, the ratio IIIO corresponds to IIO, the ratio IVO corresponds to IIIO, the ratio VO corresponds to IVO, the reverse gear R II corresponds to the reverse gear RI , the reverse gear R III corresponds to the reverse gear R II, all these arrangements relating to the type of control, the magnitude of the transmission ratios and the flow of force, as shown in the table in FIG. 13.

For the newly obtained reverse gear RI, the reverse gear clutch S 2 and the fourth brake
B 4 are mated. The second train B and the fourth train
It works like a planetary compound train, the first A mier train! had the third train C run empty without load.

From the basic gear boot in Figure 1, we create a 5 + 30 direct drive gear boot (see Figure 4) by adding the fourth brake B 4 and the fourth train D, whose driver is rigidly connected to the output shaft 4, while the central pinion is rigidly connected to the shaft 2 of the forward stages and the outer ring can be coupled using the brake B 4 with the boot casing 5 .

For the new arrangement obtained IO, the clutch S 1 of the forward stages and the fourth brake
B 4 are mated. The fourth train D operates like a simple planetary train, the other trains run empty without load. The ratio IIO corresponds to PO of the basic gearbox of FIG. 1, the ratio IIIO corresponds to IIO, the ratio IVO corresponds to III, the ratio VO corresponds to IVO, the reverse gear R II corresponds to the gear reverse RI and reverse R III corresponds to reverse R II, which is defined by the type of control, the size of the transmission ratios (cf.

figure 14) and the force flow. For RI reverse gear, the reverse gear clutch S 2 and the fourth brake
B 4 are mated. The second train B, the third train
C, and the fourth train D operate as a planetary compound train, while the first train A runs idle without load.

With this gearbox (Figure 4), one can achieve, unlike the gearbox of Figure 3 which has the same number of transmission stages and which is also direct drive, a higher transmission ratio for IO and for reverse
R I.

 From the base speed box of the figure; the direct-drive gearbox of FIG. 5 is obtained by adding the fourth brake B 4 and the fourth train D, the outer ring of which is rigidly connected to the output shaft 4, while the central pinion is rigidly connected to the outer ring gear of the third train C, and that the trainer can be coupled, using the fourth brake B 4, with the boot casing 5.

With the newly obtained arrangement of the report
and IO, the clutch S 1 of the forward stages / the fourth brake B 4 are coupled. The third train C and the fourth train D operate as a planetary compound train, while the other trains run idle without load.

The ratio IIO of this gearbox corresponds to IO of the base gear boot of FIG. 1, the ratio IIIO corresponds to IIO, the ratio IVO corresponds to IIIO, the ratio VO corresponds to IVO, the reverse gear R II corresponds to the reverse gear RI and the reverse gear R III corresponds to the reverse gear R II, which is attributable to the type of control, the magnitude of the transmission ratios and the force flow, (cf. the table in FIG. 15) .

For the newly obtained reverse gear R I, the reverse clutch S 2 and the fourth brake B 4 are coupled. The second train B and the fourth train D operate like a planetary train, and the other trains run empty without load.

In this gear boot (Figure 5), unlike the gear boots of Figures 3 and 4, we can obtain an even greater transmission ratio for IO and for reverse gear RI (refer to the tables in Figures 13, 14 and 15), which makes it suitable for use on construction and earthmoving machines.

From the overdrive boot 6 + 2b in Figure 2, one obtains an overdrive boot 7 + 30 (cf.

Figure 6) by the addition of the fourth brake B 4 and the fourth train D, so that its central pinion is rigidly connected to the output shaft 4, that the outer ring is connected to the outer ring of the third train C and that the driver can be coupled, using the fourth brake B 4, with the boot casing 5.

With the newly obtained arrangement IO, the clutch S 1 of the forward stages and the fourth brake
B 4 are mated. The third train C and the fourth train D operate as a planetary compound train, while the other trains run idle without load.

The IIO ratio of this gear boot corresponds to 10 of the gear boot of Figure 2, the IIIO report corresponds to IIO, the IVO report corresponds to 1110, the VO ratio corresponds to IVO, the VIO ratio corresponds to VO, VIIO corresponds to VIO, reverse gear R II corresponds to reverse gear RI and reverse gear R III corresponds to reverse gear R II, which results from the type of control, the magnitude of the transmission ratio and the force flow, as shown in the table in Figure 16.

For the newly obtained reverse gear R I, the reverse clutch S 2 and the fourth brake B 4 are coupled. The second train B and the fourth train D operate as a planetary compound train and the other trains run empty and without load.

From the direct drive gearbox 6 + 20 of FIG. 2, one can obtain the overdrive gearbox 7 + 30 (see FIG. 7), by adding the fourth brake B 4 and the fourth train D, so that its drive is rigidly connected to the output shaft 4, its central pinion is rigidly connected to the shaft 2 of the forward stages and that its outer ring is connected, using the fourth brake B 4, with the boot casing 5. With the newly obtained arrangement IO, the clutch S 1 of the forward stages and the fourth brake B 4 are coupled. The fourth train D works like a simple planetary train, the other trains run idle without load. The ratio IIO of this gearbox corresponds to IO of the gearbox of Figure 2, the ratio IIIO corresponds to II, IVO corresponds to IIIO, the VO report corresponds to IVO, the VI report corresponds to VO, the VIIO report corresponds to VIO, the reverse RII corresponds to the reverse RI and the career walk
R III corresponds to reverse R II, which follows from the type of control, the magnitude of the transmission ratios and the force flow (see tables in Figure 7).

 With the newly obtained reverse gear R I, the reverse clutch S 2 and the fourth brake B 4 are coupled. The second train B, the third train C and the fourth train D operate as a planetary compound train and the first train A runs idle.

 With this gear boot (Figure 7), it is possible, unlike the gear boot of Figure 6, which has the same number of transmission stages and which also constitutes a direct drive boot, to obtain greater transmission ratio for IO and for reverse R I.

From the 6 + 20 overdrive gear boot in Figure 1, we can get the 7 + 30 overdrive gear boot in Figure 8 by adding the fourth brake B 4 and the fourth train D by making its crown outer is rigidly connected with the output shaft 4, that its central pinion is rigidly connected to the outer ring of the third train C and that its drive can be coupled, using the fourth brake
B 4, with boot cover 5.

For the newly obtained IO ratio, the clutch S 1 of the forward stages and the fourth brake B 4 are coupled. The third train C and the fourth train D operate as a planetary compound train and the other trains run idle without load.

 The IIO ratio of this gearbox corresponds to IO of the gearbox of Figure 2, the IIIO report corresponds to IfO, the IVO report corresponds to IIIO, the VO ratio corresponds to IVO, the VIO ratio corresponds to VO, the VIIO ratio corresponds to VIO, the reverse gear R II corresponds to the reverse gear RI, the reverse gear R III corresponds to the reverse gear R II, which follows from the type of control, the magnitude of the transmission ratios and the flow of force, as shown in the table in Figure 18.

For the newly obtained RI reverse gear, the reverse gear clutch S 2 and the fourth brake
B 4 are mated. The second train B and the fourth train
D works like a planetary compound train and the other trains run empty without load.

With this gear boot (figure 8), it is possible, unlike gear boots 6 and 7, to obtain an even greater transmission ratio for IO and for reverse gear (see tables in figures 16, 17, 18), which is suitable for using the gear boot in construction and earthmoving machines.

Claims (8)

1. Multi-stage planetary gearbox for motor vehicles and construction and earthmoving machinery, consisting of two or four sets of single gears, two or three clutches and three, and possibly four brakes, characterized in that the driver of the third train (C) is rigidly connected to the outer ring of the second train (B), in that the outer ring of the first train (A) is rigidly connected to the driver of the second train (B) and to the outer ring gear of the third train (C), in that the clutch (S 1) of the forward stages stages connects the input shaft (1) with the shaft (2) of the front stages, which is rigidly connected with the central pinion of the third train (C)., in that the reverse clutch (S 2) connects the input shaft (1) to the reverse shaft (3), which is rigidly connected with the central pinion of the first train (A) and with the central pinion of the second train (B), the housing of b otte being connected using the first brake (B 1) with the reverse gear shaft (3), using the second brake (B 2) with the trainer of the first train (A), to the using the third brake (B 3) with the outer ring of the first train (A), while the output shaft (4) is rigidly connected to the driver of the third train (C). 2. Multi-stage planetary gearbox boot according to claim 1, characterized in that the input shaft (1) can be coupled with the overdrive clutch (S 3), with the shaft (6) overdrive, which is further connected with the trainer of the second train (B). 3. Multi-stage planetary gear boot according to claim 1, characterized in that the output shaft (4) is rigidly connected to the central pinion of the fourth train (D), the outer ring of the fourth train (D) is connected with the outer ring gear of the third train (C) and the boot casing (5) is coupled, using the fourth brake (B 4), with the driver of the fourth train (D).  4. Multi-stage planetary gearbox according to claim 1, characterized in that the output shaft (4) is connected to the driver of the fourth train (D), and the shaft (2) of the stages forward gear is connected to the central pinion of the fourth train (D) and in that the boot casing (5) can be coupled using the fourth brake (B 4) with the outer ring of the fourth train (D).  5. Multi-stage planetary gear boot according to claim 1, characterized in that the output shaft (4) is rigidly connected to the outer ring of the fourth train (D), in that the central pinion of the fourth train (D) is rigidly connected to the outer ring gear of the third train (C) and in that the boot casing (5) is connected, using the fourth brake (B 4), to the driver of the fourth train (D). 6. Planetary gear gears to plus. two stages according to claim 2, characterized in that the output shaft (4) is rigidly connected to the central pinion of the fourth train (D), in that the outer ring of the fourth train (D) is rigidly connected to the ring outside of the third train (C), and in that the boot casing (5) is coupled, using the fourth brake (B 4)) with the trainer of the fourth train (D). 7. Multi-stage planetary gear boot according to claim 2, characterized in that the output shaft (4) is rigidly connected to the locator of the fourth train (D), in that the central pinion of the fourth train (D) is rigidly connected to the shaft of the forward stages and in that the boot casing (5) is coupled, using the fourth brake with the outer ring of the fourth train (D).  8. Multi-stage planetary gearbox boot according to claim 2, characterized in that the output shaft (4) is rigidly connected to the outer ring gear of the fourth train (D), in that the central pinion of the fourth train (D) is rigidly connected to the outer ring of the third train (C) and in that the box casing (5) can be coupled, using the fourth brake (B 4), with the driver of the fourth train (D).