FR2805873A1 - Gearbox with parallel shafts and gearing constantly in mesh and integrated clutch made up of a stacking of pinions and friction discs on the primary shaft - Google Patents

Abstract

The Unikrab 2000 (RTM) is a new concept of a gearbox with two parallel shafts, a primary (AP) and a secondary shaft (AS) with gearing permanently in mesh. The pinions on the primary shaft can be de-clutched by a single declutching element (DEC), whilst a selector shaft (AAC) sliding inside the secondary shaft selects the pinion for the required gear change. The Unikrab 2000 (RTM) is a new concept of a gearbox with two parallel shafts, a primary (AP) and a secondary shaft (AS) with gearing permanently in mesh. The pinions on the primary shaft (AP) are separated from each other by friction discs and spacers (EMF). The primary shaft contains a declutching element (DEC), which frees all the gears on that shaft. The secondary shaft has a central selector shaft (AAC) with coupling claws for the engagement of the selected pinion with the shaft. This is operated by a hydraulic gear change unit (DCV) and is indexed by the provision of slots along its length. The secondary shaft then drives a differential (DFP).

Description

<I> <U> INTRODUCTION. </ U> </ I> PREAMB ULE nikrab <I> <U> 2000 </ U> </ I> is a new concept of gearbox which, thanks to an original design and a significant reduction of the parts necessary for the gear change, allows both a simplification of this mechanism as well as an improvement in its performance and better mechanical strength.

The basic principles necessary for the operation of this concept will apply to the different stages of its layout.

Its scope of applications being very broad, it will be exposed to the claims section p. 48.

<U> To facilitate the understanding </ U> of the different systems, the <U> Text </ U> booklet contains the various explanations and the <U> Schemes </ U> booklet: both the image and the text. Q UALITIES <B> <I> <U> AND A </ U> </ B> </ B> <B> <B> <B> <B> <B> <B> <B> <B> <B> <B> <B> <B> <B> </ B> Figure 1. </ I>

1) Its compactness: integration in the same volume of the clutch, sprockets, shifter and differential.

at. disappearance of the conventional system of dry clutch.

b. presence of an oil bath clutch whose discs are staggered between the box gears and also serve to space them.

c. <U> compact </ U> hydraulic clutch system.

d. <U> absence of conventional forks and jaws </ U>.

e. intermingling <U> permanent </ U> of the different gearboxes. f. hydraulic box shift system. g. Disappearance of bearings (ball, roller, ...).

2) Its simplicity of assembly.

3) Its resistance to mechanical stresses. 4) Its general characteristics.

5) ... Make this new gearbox device, a complex but complete system allowing - @ a decrease in moving parts during gear changes and thus a limitation of their wear, - @ a reduction in weight in particular due to the disappearance of the entire dry clutch device, conventional forks and claws, - a simplification of the controls because the different systems operate thanks to pressurized oil (a single pump can suffice), - @ a possibility of automatic operation thanks to an electronic box (microprocessor) that can operate on demand or in fully automatic mode the clutch, gear shift and differential. DESCRIPTION <I> <U> DES </ U> </ I> PIECES <I> <U> THE COMPONENT </ U> </ I> 1) Primary Tree (AP) a. Features: p. 7 b. Operation: p. 10. c. Applications: p. 11.

2) Cruciform Clutch Device (DEC) a. Features: p. 12.

b. Operation: p. 13. c. Applications: p. 15.

3) Multi-stage clutch (EME) a. Features: p. 16.

b. Operation: p. 17. c. Applications: p. 18. 4) Jaw Tree (AAC) a. Features: p. 19. b. Operation: p. 20. c. Applications: p. 20. 5) Secondary shaft (AS) a. Features: p. 21. b. Operation: p. 23. c. Applications: p. 23. 6) AAC + AS + CIP a. Features: p. 24. b. Principles: p. 25. c. Operation: p. 26. d. Applications: p. 27. 7) Gearshift device (DCV) a. Features: p. 28.

b. Operation: p. 29. c. Applications: p. 30.

8) Programmable friction differential (DFP) a. Features: p. 31.

b. Operation: p. 33. c. History: p. 35. d. DFP interests: p. 35. e. Applications: p. 36.

9) Gearshift Control Lever (PPL) a. Principles: p. 38.

b. Start and stop: p. 39. c. Reverse: p. 40. d. Reporting: p. 41. e. Schemes: p. 41. f. Applications: p. 42.

10) Internal Circulation of Hydraulic Fluids (CIF) a. Principles: p. 43.

b. Operation: p. 44. c. Applications: p. 44. <I> <U> PRIMARY TREE. </ U> </ I> (A.P.) CHARACTERISTIC <I>: Schemes 2 to 5. </ I>

* The primary shaft is divided into six parts, one of which corresponds to an internal machining _P 1: This is the end articulating with the motor element and its machining allows the transmission of the engine torque.

(type splined shaft) [-> C1] _P2: Bearing conventional in its function, allowing a high speed rotation with transverse stresses, it is also pierced with several orifices (E2) allowing the flow of fluid in the center of the primary tree. As a result, the tightness must be sufficient to maintain the pressure necessary for the operation of the DEC (<B> ---> </ B> P. 12 to 15).

[<B> ---> </ B> C2] _P3: With a perfectly smooth surface outside the grooves (E3), it receives the different gears as well as the clutch discs and thickness. The pinions and the clutch discs are free to rotate relative to P3. In addition, it is traversed in its center by a channel (E4) machined in the mass and in which can circulate the fluid necessary for the operation of the DEC. [<B> ---> </ B> C3] _P4: Extension of the previous one, it is pierced by four slots receiving as many rectangular blades making the DEC.

The length of these slots is greater than that of the blades, allowing movement in the axis of the primary shaft to achieve a release in one direction but also the recovery of the wear of the clutch discs in the other direction .

Another machining (E5) makes it possible to receive the DEC piston E7. [<B> -> </ B> C4] _P5: It receives a fixed bearing (by screwing or by any other method) which is therefore integral with the primary shaft.

 [-> C5] <B> P6: </ B> Slots machined in the primary shaft receiving the rectangular blades of the DEC and allowing their displacement in the axis of the primary shaft and the catch of the wear of the clutch disks.

 [-> Diagram 5] * Special elements of the primary shaft E1: Fixed pinion stop and integral with the primary shaft (reported or machined in the mass).

_E2: Holes drilled from the bearing surface to the center of the primary shaft, arranged in wheel spokes, and opening into E4.

E3: Grooves cut along P3 / P4 and allowing the engagement of the thickness discs to make them integral in rotation of the primary shaft. E4: Channel machined in the center of the primary shaft and opening into E5.

_E5: Cylinder machined in P4 / P5 of the primary shaft and receiving piston E7 of D.E.C.

_E6: Traditional bearing comprising a stop for the clutch spring (attached or screwed).

 * Cups: Diagram 3.

<U> C1 </ U>: details of the machining of Pl.

 Cldd: details of the machining of P1 in case of double DEC.

<U> C2 </ U>: details of the machining and the arrangement of the conduits leading to channel E3. (number to be determined) <U> C3 </ U>: details of the layout of E3 and E4.

 C41: Details of the machining and layout of E5.

<U> C5 </ U>: details of the assembly of E6 on P5, and the machining of E5. * Double DEC: Figure 4 Parts, identical elements and cuts but different arrangement. (-> note 5, page 10) <I> <U> OPERATION </ U> </ I> 1) Apart from the thickness discs, the rotation of the clutch disks and sprockets is free by relative to the primary shaft. The thickness of these different parts makes an obviously perfect fit.

2) This primary shaft rotates on two or three bearings (if double DEC) lubricated by oil under normal pressure.

3) Calibration of the parts necessary for the realization of these bearings will take into account the pressure necessary for their lubrication without actuating the DEC (<B> ---> </ B> P. 12 to 15).

Their sealing will be sufficient to allow the operation of the latter during a significant rise in this pressure.

4) The setting of the DEC spring will be calculated based on these characteristics.

5) The advantage of a possible third central bearing (double DEC) is to considerably increase the resistance to transverse stresses and to reduce the shift of the pinion coupled to the DEC relative to its vis-à-vis the secondary shaft as the clutch disks wear out. On the other hand, this arrangement requires <U> two </ U> DEC (assembly by both ends).

[<B> ---> </ B> Diagram 4] 6) The E2 holes ensure the passage of hydraulic fluid to E4 and E5.

 [---> Figure 5] 7) E6 is removable to allow the assembly of the necessary parts for the EME and DEC ... (@ p.12 & 16) APPLICA TIONS 1) Bearing operation and therefore disappearance of bearings (ball, roller or needle).

2) Relatively simple machining.

3) Length of the assembly reduced by the fact that the clutch disks are arranged between the gears. <I> <U> DEVICE </ U> </ I> OF EMBRA YA <I> <U> GE </ U> </ I> <U> CR <I> UCIFORM. </ I> </ U > (DEC) CHARACTERISTICS <I>: Schemes 6 to 10. </ i>

It is internal to the gearbox, incorporated in the end of the primary shaft; its operation is hydraulic and it breaks down into * Elements: Diagram 6. E7: clutch piston.

E8: rectangular blades arranged cruciformly.

_E9: disc nesting in E10 and fixed relative to it (notches). It is secured to the primary shaft thanks to the grooves E3. <U> E10 </ U>: bell covering E8 and nesting in E9, integral with the primary shaft thanks to the grooves E3.

E9 and <B> El </ B> 0 are integral with each other thanks to notches machined at their respective contact surfaces: no sliding between these two parts. * <U> C6 </ U> slices: allows to visualize the machining of E7 (slots receiving E8). [<B> ---> </ B> Figure 6] <U> C7 </ U>: details of the E7 / E8 / AP assembly. [@ Figure 9] <B> C8: </ B> details of the E7 / E8 / E10 / AP assembly. [---> Figure 9] <U> Axial section: </ U> Figure 10. <B> <I> <U> OPERATION: </ U> </ I> </ B> <I> Figure 7. </ I> The DEC includes 1) A helical type spring affixed between the primary shaft stop (E6) and the clutch device. [@ Figure 8] 2) A release device actuated by a piston (E7) sliding in the center of the end of the primary shaft (E5).

3) The transmission of movement between the piston and the clutch bell is provided by rectangular metal blades (E8) through the primary shaft through proper machining.

Figure 8] Fig. 4) The E8 / E10 adjustment will be of great precision in order to prevent rotation of the rectangular blades on themselves, which would cause quickly malfunction of the device. 5) The displacement of this piston is ensured by the arrival of hydraulic fluid under pressure.

6) The hydraulic circuit passes through the E2 orifices of the primary shaft bearing, gains its center by E4 / E5 and acts more or less on E7 according to the imposed pressure, realizing a more or less complete clutch by compression of the spring (decrease of the stress on the disks and the gables).

 [@ Fig.b of Figure 8] 7) The smoothness or roughness of the clutch is a function of the pressure variation exerted on the device and / or the progressive leakage of the fluid through the piston.

8) Indeed, this process works in continuous flow and not in a sealed manner. depending on the desired clutch quality, the balance between the magnitude of the flow and its leakage through the piston will be easily determined.

b. in addition, the bearing P2 being under continuous pressure (lubrication), this leak can be used to ensure internal lubrication of the parts of the DEC.

c. in case of malfunction of the hydraulic circuit, this feature prevents the mechanism from being disengaged.

d. finally, it limits the manufacturing cost (machining of less precision). 9) The clutch control will be, by these characteristics, remarkably <U> soft </ U> whatever the vehicle or the vehicle using it because it acts on a hydraulic fluid valve and not directly on the mechanism. <I> <U> APPLICATIONS </ U> </ I> 1) Fully hydraulic operation.

2) Use of same circuit and fluid for lubrication and operation of DEC.

3) Easily adjustable characteristics (speed of operation, softness of the controls, ...).

4) Simple machining. <I> <U> DEVICE </ U> </ U> </ U> </ U> OF MUTI-DISINFECT ETA GEES (EM) CHARACTERISTICS <I>: Diagram </ I> 1l.

* Parts _P7: it is machined in the mass (or reported) and integral with the Primary shaft; it also serves as a stop.

(corresponds to E 1 of the primary shaft) [-> <B> El, </ B> Diagram 2] _P8: it receives all the disks and gears of the primary shaft. (corresponds to P3 of the primary shaft) P9: it receives the DEC. (corresponds to P4 of the primary shaft) * Elements <U> E11 </ U>: clutch discs. <U> E12 </ U>: thick discs. <U> E13 </ U>: sprockets. OPERATION 0,:> Using a multi-disc clutch with oil bath of a particular type.

1) Indeed, it takes again the principle of the clutches of motorcycles with the difference that the disks are not included in an individualized device but distributed between the gears of box of speed, decreasing by the same number of pieces necessary to its realization . A classic layout is obviously possible. [-> Figure 10] 2) The friction needed for the clutch is between the pinions and the different disks (clutch and thickness).

3) The thickness of these allows an appropriate adjustment between the gears of the primary and secondary trees.

4) Thickness discs are integral in rotation with the primary shaft by E3 splines machined therein to prevent inadvertent sliding: it is indeed illusory to imagine a lack of sliding between these different parts on the total length of the mechanism. These discs remain mobile in the axis of the primary shaft (along the flutes).

5) The choice of materials used for these clutch discs will limit their possible change to an intensive or erroneous use. Indeed, <U> in the event of significant wear </ U> of these disks, one would observe an offset bearing essentially on the pinion of the primary shaft attached to the DEC (that of 6th in the diagrams) compared to its vis-à-vis the secondary shaft, thereby causing irregular wear of these gears. (phenomenon going decrescendo as one moves away from DEC) 6) This process coupled with the fact that the pinions are free with respect to the axis of the primary shaft (without particular machining) causes a significant decrease in inertia effect during the disengagement and manufacturing cost.

7) It will be noted in Figure 11 that the disks and gables are stacked to El (P7) and after assembly of DEC, E6 constrains the clutch spring on these different parts.

8) The length of this spring will also take into account the wear of the clutch discs. Its calibration will prevent any unwanted sliding of these different parts between them.

<I> <U> APPLICATIONS </ U> </ I> 1) <U> Simple assembly </ U> by end of primary shaft alternating a. thick disc.

b. Clutch disc. c. pinion.

d. Clutch disc. e. thick disc. f. etc ...

g. then E9, E7, E8 (x4), <B> El </ b> 0. h. clutch spring.

i. finally E6. [@ Figure 11] 2) Device applicable to any gearbox. TREE <I> <U> A CRABOTS </ U> </ I> (A.A.C.) CARA CTERISTIQ UE, S * It is divided into three parts: Figure 12.

<U> P10 </ U>: introduced in the DCV (<B> -> </ B> p 28), it allows the movement of the jaw shaft inside the secondary shaft.

<U> P11 </ U>: sliding inside the secondary shaft, it has a circular machining at regular intervals in which can be housed a ball (or any other process) to lock its lateral movement but also to enter the DCV sensors.

<U> P12 </ U>: following P11, she wears the double clutch. * Particular elements: Diagram 12.

1 <U> E 14 </ U>: fixing screw} <U> E15 </ U>: it fits into P11 and is fixed by screwing (or by any other method).

<U> E16 </ U>: Claws strictly speaking, only elements protruding out of the secondary shaft.

It will be noted that an edge connects the two claws in order to increase the resistance to mechanical stresses. [-> C 10] * Sections: Scheme 13.

<U> C9 </ U>: details of the arrangement and machining of jaw. <U> C10 </ U>: details of the machining of the edge connecting the claws. OPERATION Cylindrical section, it includes two jaws with four teeth each (exact number to be determined).

Its movement inside the secondary shaft is ensured by the DCV.

The machining of these claws (as well as that of the inner ring gear) allows a smooth transition from one sprocket to another.

 [@ Diagram 13] (For more details, <B> ---> </ B> P. 24.) APPLICA TIONS 1) Device allowing the disappearance of forks and conventional claws.

2) Operation by hydraulic fluid under pressure acting on <B> El </ B> 5 of the jaw shaft (DC V).

3) The edge connecting the two claws improves the resistance of the assembly to the torsional stresses inherent in this concept (the secondary shaft is split along the length receiving the claw shaft). <I> <U> SECONDARY TREE. </ U> </ I> (A.S.) CHARACTERISTICS <I>: Diagram 14 to 17. </ I>

* The secondary shaft is divided into five different parts <U> P13 </ U>: Fixed part (by screwing or by any other method), integral with the secondary shaft, it also acts as a bearing, like E6. It is hollow in its center to allow the movement of the claw shaft. C11] Its particularity consists of the machining of its internal face meshing with the primary shaft and which will limit as much as possible the work of the metal inherent in any gearing.

 [-> Figure 15] <U> P14 </ U>: Perfectly smooth, it is traversed along its length by several slots (four priori) allowing the movement of the AAC.

<U> P15 and P17 </ U>: classical bearings (P17 is optional: its role is to ensure maximum resistance to stress). <U> P16 </ U>: toothed part, causing the differential or the DFP. * Special elements <U> E17 </ U>: corresponds to the cylinder machined in P13 and P14 and allows the movement of the jaw shaft.

<U> E18 </ U>: several large slots (four priori) are machined in P 14 to allow the protrusion and movement of jaw. <B> C12] </ B> <U> E19 </ U>: Sprocket stopper. <U> E20 </ U>: classic landing. C13] <U> E21 </ U>: toothed part, causing the differential or the DFP. C 14] <U> E22 </ U>: classical bearing. <B> C13] </ B> * Cuts: Figure 16.

<U> C11 </ U>: details of the machining of P13. <U> C12 </ U>: details of the machining of P14. <U> C13 </ U>: cut passing through the P15 bearing.

<U> C14 </ U>: section passing through P16 (toothed part). <B> <I> <U> OPERATION: </ U> </ I> </ B>, Diagram <I> 17. </ I>

1) The machining performed in its length (E 18) and in its center (E 17) allow the sliding of the jaw shaft.

 [-> Figure 15] 2) After introduction of the claw shaft in the center of the secondary shaft, P13 is screwed or fixed at its end; its role is twofold: to increase the crash resistance of the AAC + AS and to act as a landing.

3) After assembly, the play between the different parts of the secondary shaft is virtual.

4) Next, E15 is attached to the end of the jaw shaft.

5) The other end of the secondary shaft transmits the rotary motion to a conventional differential or DFP (or any other mechanical process).

 [DFP: <B> ---> </ B> p. 31] APPLICA TIONS 1) The jaw and secondary shaft assembly eliminates conventional forks and jaw clutches, but also all the necessary adjustments for their proper functioning.

2) Conventional bearings for the secondary shaft (no bearing). 3) Simple machining. <I> <U> CRABOT SHAFT ASSEMBLY </ U> </ I> <I> <U> SECONDARY SHAFT </ U> </ I> PINS: [Schemes 18 to <B> 231 </ B> <FEATURES < I>: Diagram 18. </ I>

* Parts <U> P18 </ U>: outer ring gear (CEP).

<U> P19 </ U>: groove machined in the side faces of the gears and receiving E23 and E24.

<U> P20 </ U>: corresponds to the inner ring of the gears and is machined so as to make possible the perfect passage or arrangement with the jaws <B> El </ B> 6, when the gear is engaged.

<U> P21 </ U>: jaw shaft + secondary shaft. * Elements <U> E23 </ U>: spacing rings. <U> E24 </ U>: sliding discs. PRINCIPLES 1) The gear changes are made by translation of the shaft carrying the double clutch (AAC) sliding inside the secondary shaft (AS).

[<B> ---> </ B> Diagram 17] 2) As a result, the pinions of the primary and secondary shafts remain perfectly opposite, which causes minimal wear of the toothing.

3) The <U> only parts </ U> of the claw shaft emerging from the secondary shaft are the <U> claws </ U> <B> El </ B> 6.

[<B> ---> </ B> Diagram 19] 4) <U> Only the inner ring </ U> of the pinions (CIP) is requested when changing ratio machining and that of jaw allows both parts to snap easily and smoothly, and transmit torque motor.

 [@ Diagram 20] 5) The different pinions rotate freely on the secondary axis (except the gear engaged) and therefore at different speeds of rotation, since the diameters of the gears are by nature different.

6) <U> The spacing between the pinions of the secondary shaft </ U> is ensured by metal rings E23 nesting in a groove on each side face of the gables. The inner diameter of these crowns is greater than the diameter of the jaw (realizing a kind of tunnel) allowing their translation along the secondary shaft. Their width is greater than that of jaw to allow the alternative operation of these smoothly.

The engagement of two reports at the same time is made impossible by the DCV (-> p.28).

[<B> ---> </ B> Diagrams 18 & 22] 7) In order to optimize the sliding required between the pinions and these crowns E23, thin discs E24 of width identical to the height of the grooves may be inserted.

 [-> Schemes 18 & 22] <B> <I> <U> OPERATION: </ U> </ I> </ B> <I> Schemes 21 & 22. </ I>

<U> The inner ring </ U> <U> of the secondary shaft gears </ U> 1) Is machined so that they have the largest contact area possible with the secondary axis ( wear).

2) Has an identical or <U> two times greater </ U> number (with respect to the claws themselves) of blunt-edged cut-outs in order to produce an easy and smooth passage of speed.

3) Is not stressed in neutral or when the pinion is not engaged. <U> The set </ U> AAC + AS + CIP: Schemes 21 & 22.

1) When a gear is engaged, the assembly <I> pinion - </ I> shaft <I> secondary - </ I> shaft <I> â </ I> jab is perfectly meshed and turns to the same speed.

2) Adjustment of the claw shaft with the secondary shaft is optimal to ensure perfect sliding and no play between these two parts.

3) Whatever the torque experienced by this set, the resistance to the torsion effect and the crushing is ensured by the adjustment of the different parts, by the edge connecting the jaw (flush with the surface of the tree secondary) and the inner ring of the pinion. <I> <U> APPLICATIONS </ U> </ I> 1) Simple machining.

2) The change of ratio is by internal displacement of the jaw shaft, without forks or multiple claws.

3) This mechanism is invisible because hidden by the gables and spacer rings.

4) The machining of the jaws <B> El </ B> 6 is to be specified in order to ensure an ideal compromise between softness of the changes of ratio and maximum mechanical resistance.

5) A priori, <U> a triangular shape </ U> with flared leading edges (both on the claws and on the CIP) to allow an easy introduction of the clutch, seems to be the most appropriate.

 [-> Fig.b Diagram 23] <I> <U> DEVICE FOR CHANGING </ U> </ I> HYDRA ULIOUE SPEED.

 (DCV) More traditional, it allows the classic timeline of change of speed <B> <I>: </ I> </ B> RN-1-2-3-4-5 <B> ... </ B >

 CHARACTERISTICS <I>: Schemes 24 & 25. </ I>

1) The DCV is composed of two parts interlocking perfectly and allowing the introduction and the internal displacement of EI 5. The machining of these different parts (El 5 & internal faces of the DCV) is realized in such a way that E l 5 behaves like a piston inside the DCV.

2) It uses P l l of the claw shaft and a system of sensors and mechanical locking arranged in E25.

3) The device is located at the end of the claw shaft (AAC) and also works with the fluid under pressure.

4) It can be noted that the double clutch can halve the lateral displacement of this shaft, and therefore limits the size of the DCV.

5) The displacement must be of a great precision (in order to prevent any overlap between two gears) also the part P ll of the AAC is traversed at regular intervals of circular machining {USIC @ allowing a locking by inserted balls in E25 (and therefore a perfect position relative to the gears) while allowing a rotary movement of P 11. 6) The contactors housed in E25 also use these ICUs to inform the microprocessor managing the DCV of the displacement of the shaft to jaws <B> <I> <U> OPERATION: </ U> </ I> </ B> <I> Schemes 24 & 25. </ i>

1) The electronic contactors contained in E25 inform the microprocessor managing the DCV; it controls the hydraulic unit (interruption of the flow when the gear is changed) and prevents the clutch from functioning until the gear is fully engaged.

2) E25 systems can be multiple and run in parallel to eliminate erroneous information from one of them (security).

3) The electronic sequences of rise or fall of the reports given by these same contactors allow the system to anticipate the moment of interrupting the flow Order of climb: <I> 010-100-000-001-010. </ I > Descent order: <I> 010-001-000-100-010. </ I>

4) It should be noted that <B> El </ B> 5 runs at the same speed as the AS + AAC (although we can easily consider a mechanism allowing a free rotation of <B> El </ B> 5 with respect to P 11).

5) The tightness of this system can be of average quality because it works in a sealed casing (cost of construction). <I> <U> APPLICATIONS </ U> </ I> 1) Simple design and inexpensive construction.

2) Works with the same hydraulic circuit as for DEC, DFP, ...

3) Electronic control is essential to prevent two gear ratios from being engaged at the same time.

4) Diagrams <U> 26 to 34 </ U> specify the operation of the DCV and the movement of the jaw shaft relative to the secondary shaft gears.

[Selected example: 6-speed gearbox] <I> <U> PROGRAMMED FRICTION DIFFERENTIAL </ U> </ I> (DFP) <I> CHARACTERISTICS: Schemes 35 to 39. </ I> * Parts: Schemes 35 & 39.

<U> P22 </ U>: in the manner of P3, it is perfectly smooth but traversed at its center by a channel communicating with the outside by multiple orifices pierced radially (according to the same principle as for the DEC) .

<U> P23 </ U>: it is fluted and receives all the disks with external or internal machining.

Only the latter are united in rotation.

<U> P24 </ U>: bearing also used for the arrival of pressurized liquid intended for the operation of the device (as P2 of the AP). <U> P25 </ U>: Openwork casing on the entire surface, accommodating both DFP devices.

<U> P26 </ U>: Classic landing (optional).

<U> P27 </ U>: toothed or tapered wheel depending on the chosen mechanism. * Special elements: Schemes 35 & 36.

<U> E26 </ U>: part fitting into P22 and on which the wheel shaft is fixed or any other method for transmitting a rotary movement. E26 and P22 are totally supportive.

<U> E27 </ U>: fixed stop (by any existing method) compared to P22123. <U> E28 </ U>: DFP piston, finely drilled at its center to allow lubrication of its conical end.

<U> E29 </ U>: Internal machining discs integral with P23 (free from P25).

<U> E30 </ U>: external machining discs integral with P25. (free compared to P23).

<U> E31 </ U>: the last element to complete the assembly of a DFP, compressing the spring and fixed (by screwing or any other process) to P25 which it is perfectly integral.

* <U> C15 </ U> cuts: see C3, Diagram 3. (without splines) <U> C16 </ U>: details of external and internal machining of P23. [<B> -> </ B> Figure 36] <U> C17 </ U>: Details of external machining of P23 and E28 housing. [@ Figure 36] <U> C18 </ U>: cut passing through P25. [-> Figure 37] <U> C19 </ U>: Section passing through P24. [@ Figure 38] <I> <U> OPERATION </ U> </ I> I #> Of a completely new design, the DFP uses essentially friction discs and can be advantageously coupled to ABS type sensors.

The whole of the classic differential with these satellites disappears in favor of a <U> cylinder </ U> (P25), partitioned in its center, dividing it into two parts right and left 1) This cylinder is driven by a motor or a gearbox using a P27 ring gear (central or eccentric). 2) The two pieces E26 receiving the half-shafts of wheel (or equivalent) are integral with the cylinder by means of friction disks, one half of these disks being integral with the cylinder P25 and the other of P23 and thus of E26 .

3) A helical type spring, with a predetermined setting (depending on the power and the engine torque as well as the weight of the vehicle or the machine), generates a constant and sufficient pressure to drive the axle shafts without loss. torque (no slip between the discs). 4) Hydraulic pistons E28 reduce this stress by compression of the springs in order to achieve a controlled sliding of the discs between them and thus to allow a reduction of the torque transmitted to the wheel concerned.

5) In order to ensure optimal operation of this system, E28 is finely drilled in its center to allow lubrication of its conical end.

6) The play that could exist between the piston E28 and its receptacle in P25 (which would cause erratic operation of the DFP) is annihilated by the fact that the system is constantly under pressure (bearing lubrication) resulting in a constant catching up of this game , like hydraulic valve lifters.

7) The very slight decline of P22 / P23 / E26 compared to P25 could pose two problems a. loss of alignment of the P22 ports relative to the bearing, preventing fluid flow.

b. increased stress on the wheel shaft (or any other system) due to the recoil of E26.

In fact, this displacement is almost virtual since the DFP will play mainly on the constraint exerted by the springs and not on the possible retreat of P22 / P23.

In addition, if it is a wheel shaft, the movement of the suspensions makes a system of adaptation of the total length of this shaft (usually by the gimbals) mandatory it will be sufficient to take into account.

In the same way, the adjustment necessary for the proper functioning of the hydraulic circuit will not be disturbed. HISTORY In order to fully understand the interest of the DFP, it is necessary to briefly recall the operation of the <U> classic differential to satellites </ U> It allows the wheels, inside or outside a turn, to rotate at rotational speeds different (different radii of curvature) and therefore limits the wear of tires and especially transmissions, while improving handling.

On the other hand, it has some pernicious effects. it does not diminish understeer in current use.

b. on powered vehicles, it can cause a violent overturning if the driver is over optimistic (inner wheel slip).

c. this mechanism is relatively heavy and fragile because it has a fairly important play between its different constituents.

 INTERESTS <I> <U> D U </ U> </ I> DFP <I>: Figure 38. </ I>

1) In a straight line, this device does not work or hardly (wide curves).

2) In turns, it decreases the engine torque imposed on the internal wheel by sliding the discs between them, and its action is variable according to the radius of curvature: the smaller the radius, and the decrease in transmitted torque will be important.

3) On slippery ground, it can disconnect a wheel or on demand, make it integral with the cylinder thus realizing a differential lock. 4) The understeer effect can be variably counteracted by significantly reducing the traction of the internal wheel at the turn (fully programmable aspect).

5) The information provided by ABS sensors is necessary for the optimal operation of this system.

6) The setting of the springs of this system is to be determined according to each type of use.

7) Simple assembly: Figure 39. a. E28 in P23.

b. stacking E29 and E30 alternately. c. introduction of this set in P25. d. fixing of E31 then of E26.

e. removal and fixation of the complete DFP on its bearings. <U> In total </ U>, by design, the DFP a. does not have any intrinsic game.

b. has a high mechanical strength. c. improves handling. <I> <U> APPLICATIONS </ U> </ I> By imagining an elaborate operation of this system, it can allow a not insignificant help to the driving (city or sport) 1) Action on the two pistons E28 if the ground is slippery or in the event of a violent start <B>: </ B> it consequently carries out a traction control. Function that can be coupled to the engine management function (ignition and / or power off).

2) Action on the <I> <U> internal wheel </ U> </ I> at the phase turn <I> <U> acceleration </ U> </ I> the torque being decreased or removed from this on the other hand, the traction made by the outer wheel causes a decrease in understeer.

3) Action on the <I> <U> outer wheel </ U> </ I> in the phase turn of <I> <U> deceleration </ U> </ I> the torque being decreased or removed on this side , the engine brake exerted on the internal wheel also causes a decrease in understeer.

4) In intensive use, variable DFP programming based on steering wheel angle, speed and throttle position will provide significant support to the driver or driver.

In summary, it is a totally modular system and most likely endowed with great resistance. LEVER <I> <U> CHANGE </ U> </ I> SPEED <I> <U> AND </ U> </ I> FROM EMBRA YA <I> <U> GE CO </ U> </ I> UPLES.

 (P.P.L.) The principle of this lever is based on a coupling on the same control of both the gear change and the clutch. [-> Diagram p. 41 <B>] </ B> 1) The change of speed is of sequential type (posterior displacement to raise the reports - previous displacement to descend them).

2) After each maneuver, this lever returns systematically to the intermediate position.

3) In addition, in the intermediate position, two possibilities are available to the driver a. a simple and brief pressure, anterior or posterior, on the lever triggers respectively the passage of the lower or higher ratio.

b. a continuous and firmer pressure towards the rear causes a greater recoil of the lever and gives the possibility of actuating the clutch.

4) This function of clutch or clutch <U> voluntary </ U> according to whether one pulls or that one releases the lever, is inoperative once the vehicle has reached a sufficient speed. STARTING 1) After passing the N in 1 st (a posterior pulse), we apply a constant and constant pressure on the lever.

2) As long as the rearward pressure is not released, the clutch is complete.

3) As the pressure on the lever is released, the lever moves slowly forward, causing a progressive clutch. The maneuver is simple and easily controlled by the driver's hand.

4) If the driver decides at any time not to start, he will release the lever that will return to the intermediate position and he will push to the left and will be in neutral (the clutch remains effective until the vehicle does not move ). 5) The passage to the N can be done only after moving the lever on the left (voluntarily) and acting on a safety to avoid an accidental passage on the same report during a downshift or when an untimely maneuver. <U> Even if the driver insists </ U>, the last report triggered by previous impulses will be the first.

<I> <U> STOP </ U> </ I> In the event that the vehicle is traveling and its driver wishes to stop, once the downshifts have been carried out, a backward pressure will allow the operation of the declutching allowing the complete stop. Three points are to be underlined a) the stop can be done without downshifting using the automatic N passage: lever moved to the left.

b) a security contained in the electronic unit ensures a stop with omission of declutching without stalling the engine: indeed, starting from a speed and a minimum engine speed, the disengagement is carried out automatically.

c) the same housing will handle the pressure exerted on the clutch device to avoid any stall or untimely shaking.

This clutch control is electronically controlled. <I> <U> ON </ U> </ I> REAR 1) We will proceed in the same way to perform a reverse: the clutch possibilities and safety are identical.

2) However, it will guide the lever to the left and back, not in the axis of the lever.

3) In this case, the lever remains locked in this position in order to avoid any false maneuver: once in this position, it is enough to draw the lever backward to activate the disengagement.

The rest of the maneuver is superimposable on startup.

4) Returning to the intermediate position will automatically change to N. <I> <U> PASSAGE OF </ U> </ I> REPORTS; <I> <U> VEHICLE IN CIRCULATION </ U> </ I> 1) The previous or subsequent pulses cause the passage of the lower or higher ratio automatically by action on the DEC and the DCV: the control is entirely managed by a box electronic. (without any disengagement maneuver) 2) A possibility of automatic operation can be offered: it will suffice to move the lever to the right (adequate housing) to make <U> the whole </ U> Unikrab <I> <U > 2000 </ U> </ I> <U> fully automatic </ U>. <I> <U> SCHEMAS </ U> </ I> <B> A .: </ B> Intermediate position. B: Descent of reports. C: Rise of reports. D: Passage to N.

E: Passage in R.

<I><U>APPLICATIONS</U></I> 1) Mécanisme de changement de rapport de boîte quelle qu'en soit la nature. (declutching is only possible in <U> C & E </ U> positions)

<I><U> APPLICATIONS </ U></I> 1) Gear box change mechanism of any kind.

2) Disappearance of the clutch pedal.

3) Choice between voluntary control (described above) and complete automation (lever positioned on the right). <B> <U> 0 </ U> </ B> </ B> </ B> </ B> </ li>

 (CIE) PRINCIPLES The operation of this concept requires <U> two types of bearings </ U> -> One is similar to those used for engine crankshafts. The other operates under two very different pressure regimes in order to transmit this pressure rise to a hydraulic system.

 PNP: normal pressure bearing. PHP: high pressure bearing. PHP: it provides two functions.

a. <U> Lubrication </ U> under normal pressure.

b. <U> Transmission </ U> of pressure increase to DEC or DFP type devices ... under high pressure, while maintaining lubrication.

{The calibration of the parts necessary for the realization of these levels will take into account these characteristics} [@ remark n 5, p. 10] PNP: similar to those used for crankshaft bearings. <B> <I> <U> OPERATION: </ U> </ I> </ B> <I> Figure 40. </ i>

1) AP: a PNP (DEC side) and a PHP (engine side) to operate the DEC.

(two PNP, one PHP if double DEC) 2) <B> AS: </ B> two PNP, although one can consider it with a PHP in order to generate an internal lubrication of parts 3) DFP: two PHP (at P24 level) for its operation and possibly two PNP (P26) optional for increased resistance. <I> <U> APPLICATIONS </ U> </ I> 1) Simple machining.

2) Using the same oil as the engine a. simplicity of maintenance.

b. warming up the speed gearbox.

c. increased cooling surface <B>: </ B> motor and box. 3) Recovery of this oil in the usual way, by gravity, then reintroduction into the hydraulic pump, via a filter obviously. <I> <U> CONCLUSIONS. </ U> </ I> One can very easily imagine a completely automatic operation of the Unikrab <I> <U> 2000 </ U> concept, </ I> the PPL lever being that the result 1) At start-up, the pressure exerted on the clutch disks being a function of the opening position of the gases a. very progressive friction generating a smooth start if the accelerator is not very solicited.

b. significant friction generating a start in force if the accelerator is highly stressed.

2) Passage of the reports more or less fast and at higher or lower engine speed depending on the position of the accelerator, the speed or the pressure exerted on the brakes.

3) Auto downshift first as the vehicle slows down to a standstill (the gearshift is a function of deceleration speed) with safety preventing over-revving during a fast downshift.

4) Full N downshift (regardless of gear engaged) by moving the lever to the left.

5) Clear display of the gear engaged type LED. 6) At the stop, a sufficient pressure on the brake pedal causes a complete disengagement which will diminish as this pressure decreases, achieving a soft start, provided that the engine torque is sufficient, or after solicitation of the accelerator. Here again, a security makes it possible to avoid any untimely stalling.

7) Finally, different programs can be proposed according to the state of the road or the style of driving: they will affect the softness of the controls, the speed of passage of the reports of box and disengagement, the effectiveness of the differentials DFP ...

 Unikrab <I> <U> 2000 </ U> </ I> can therefore bring a significant help to driving I. Automatic clutch (disappearance of the pedal).

He. Automatic gearshift: advantages of the automatic gearbox and the mechanical gearbox combined.

III. Possibility of steering wheel control.

IV. Speed of these mechanisms according to the chosen programming. V. Traction control.

VI. Differential lock in slippery terrain (on order).

 VII. Decrease of understeer (DFP programming). <U> Two technical conditions </ U>, simple to assemble, are necessary for its operation A. An electronic management of these systems, programming a priori less sharp than that required for engine management.

 B. An oil circuit whose pressure is adjustable.

Claims (1)

 SELLING <B> <I> <U> </ U> </ I> </ B> 1) <U> New concept </ U> of gearboxes usable on any type of vehicles (in the exhaustive sense of term), whether civilian or military, tourism or competition. Its field of application is vast since it extends as well to the vehicles that machinery and machines, since a variation of speed and torque is necessary. 2) Transmission device according to claim 1, wherein are integrated in a <U> same space </ U> <B>: </ B> the complete clutch, the gearshift device and the usual pinions ... 3) Gearbox device according to claim 2, innovative in that it causes the disappearance of: conventional dry clutch and its disengaging mechanism, forks, conventional claws, multiple bearings (ball or roller ...) and the linkage needed to change gear. 4) Transmission device according to claim 2, having as characteristic a permanent meshing between the gears of the primary and secondary shafts and especially a freedom of rotation of these same gears with respect to their shaft, whether primary or secondary. 5) Transmission device according to claim 4, benefiting at the primary shaft of a connection with the motor element being made by compression between the different gears and the different clutch disks, thanks to the mechanism of integrated clutch (see claim 7). 6) Transmission device according to claim 4, benefiting at the secondary shaft of a connection with the primary shaft (and consequently with the motor element) being by the only gear gear engaged, become de this fact secured to the secondary shaft via the dog shaft. The other gears remain meshed but are not solicited: they are fibers around their axc. 7) Transmission device according to claim 2, characterized in that the clutch device (multi-disk type oil bath) is distributed between each pinion of the primary shaft and the release mechanism is located at the end of the shaft, acting via a new hydraulic system. 8) Gearbox device according to claim 7, novel in that the passage of a gear box to another is effected by translation of the sliding dog shaft inside the secondary shaft and the claws protrude outside this secondary shaft. 9) A transmission device according to claim 2, particularly in that all of the components of the system does not require, once assembled, no adjustment due to its design and fully hydraulic operation. Only quality machining is required. 10) A gearbox device according to claim 9, Noticeable in that all systems operate with pressurized fluids <B>: </ B> their orders will be all the softer. 11) Transmission device according to claim 10, allowing, through electronic management, a fully automatic operation with the cumulative advantages of automatic and mechanical boxes. This would provide significant driving assistance.