GB2023752A - Variable-speed gearbox - Google Patents
Variable-speed gearbox Download PDFInfo
- Publication number
- GB2023752A GB2023752A GB7915572A GB7915572A GB2023752A GB 2023752 A GB2023752 A GB 2023752A GB 7915572 A GB7915572 A GB 7915572A GB 7915572 A GB7915572 A GB 7915572A GB 2023752 A GB2023752 A GB 2023752A
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- United Kingdom
- Prior art keywords
- gearing
- variable
- clutch
- brake
- speed gearbox
- 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.)
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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
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
- F16H47/08—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion
- F16H47/085—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion with at least two mechanical connections between the hydraulic device and the mechanical transmissions
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
In order to minimise the number of major components relative to the number of speed ratios available in an epicyclic gearbox downstream of a hydrodynamic torque converter the gearing includes an annular gear 20 capable of being held against rotation by a brake 28 so as to constitute a reaction member when every one of the reverse speed ratios (four in the construction shown) is engaged and alternatively capable of transmitting drive when at least some of the forward speed ratios (five in the construction shown) are required. Furthermore, the gearbox is so constructed that only one clutch or brake need be de-actuated and one other clutch or brake simultaneously actuated in its place for every change of forward speed ratio, in order promptly to effect any such change. The gearbox is particularly intended for heavy duty wheeled or tracked land vehicles. <IMAGE>
Description
SPECIFICATION
Variable-speed gearbox
The invention relates to variable-speed gearboxes for land vehicles, particularly for heavy duty wheeled or tracked vehicles.
The object of the invention is to provide a variable-speed gearbox having a small number of major components relative to the number of speed ratios available.
According to the invention, in a variablespeed gearbox comprising compound epicyclic gearing -and a hydrodynamic torque converter having an impeller, a reaction member, and a rotor capable of being driveably connected to said gearing, the gearing includes an annular gear capable of being held against rotation when every one of the available reverse speed ratios is required and also capable of transmitting drive when at least some of the available forward speed ratios are required.
The invention will now be described, by way of example, with reference to the accompanying drawings of which:
Fig. 1 is a diagrammatic section on the principai axis of a preferred gearbox capable of providing five forward and four reverse speed ratios;
Figure 2 is a corresponding section showing a modification of the gearbox of Fig. 1 capable of providing an additional forward speed ratio.
Figure 3 is a corresponding section showing another modification of the gearbox of Fig. 1; and
Figure 4 is a corresponding section showing said other modification applied to the gearbox of Fig. 2.
Referring now to Fig. 1, a variable-speed gearbox for a heavy duty vehicle comprises a hydrodynamic torque converter, compound epicyclic gearing and epicyclic overdrive gearing disposed in series. The torque converter is arranged to provide initial torque multiplication in all the forward and reverse speed ratios, and has an impeller 10 adapted to be driveably connected to the vehicle's engine, a reaction member 11 held against rotation in one direction only in known manner by a freewheel 12, and a rotor 1 3. A torque converter lock-up clutch 36 is provided for automatically connecting the impeller 10 to the rotor 1 3 without slip at a predetermined speed of rotation of any suitable component of the vehicle's power transmission mechanism.The compound epicyclic gearing is arranged to provide four forward speed ratios (three speed reductions and direct drive) and two reverse speed ratios, and has two sun gears 14 and 1 5 of different pitch circle diameters, a planet carrier 1 6 constituting the output member on which there are rotatably mounted three or more idler planet pinions 1 7 and three or more compound planets consisting of one set 1 8 of planet pinions each of which is integral with one of another set 1 9 of planet pinions, and two annular gears 20 and 21. The sun gear 14 meshes with the set 1 8 of planet pinions, which mesh with the idler planet pin ions 17, which mesh with the annular gear 20.The sun gear 1 5 meshes with the set 1 9 of planet pinions, which mesh with the annular gear 21. The epicyclic overdrive gearing is arranged to provide one additional forward speed ratio and two additional reverse speed ratios, and has a planet carrier 22 rigidly secured by a shaft 23 to the planet carrier 16, three or more planet pinions 24 rotateably mounted on the planet carrier 22, an annular gear 25 meshing with the planet pinions 24 and rigidly secured to an output shaft 26, and a sun gear 27 also meshing with the planet pinions 24.The annular gear 20 can be held against rotation by a multidisc brake 28 and can also be driveably connected by a multi-plate clutch 29 to the rotor 1 3. The rotor 1 3 can be driveably connected by a multi-plate clutch 30 and a shaft 31 to the sun gear 15, and by a multi-plate clutch 32 to the sun gear 1 4. The annular gear 21 can be held against rotation by a multi-disc brake 33. The sun gear 27 can be held against rotation by a multi-disc brake 34 and can also be driveably connected by a multi-plate clutch 35 to the annular gear 25.
The clutches and brakes are actuated hydraulically by an automatic control mechanism with manual override, which forms no part of the present invention.
In operation, first forward speed ratio is obtained by engaging the clutches 30 and 35 and applying the brake 33. Power is transmitted by way of the torque converter, the clutch 30, the shaft 31, the sun gear 15, the set 19 of planet pinions and the planet carrier 1 6 (the annular gear 21 being held against rotation by the brake 33), the shaft 23, the epicyclic overdrive gearing 22, 24, 25, 27 which rotates locked together as a unit due to the engagement of the clutch 35, and the output shaft 26. That is to say there is maximum speed reduction by the compound epicy clicgearing 14, 15, 16, 17, 18, 19, 20, 21 and a 1:1 direct drive by the epicyclic overdrive gearing.
Second forward speed ratio is obtained by disengaging the clutch 30 and simultaneously engaging the clutch 32. Power is transmitted by way of the torque converter, the clutch 32, the sun gear 14, the compound planets 18, 1 9 and the planet carrier 1 6 (the annular gear 21 still being held against rotation by the brake 33), the shaft 23, the epicyclic overdrive gearing which rotates locked together as a unit due to the continued engagement of the clutch 35, and the output shaft 26. That is to say there is intermediate speed reduction by the compound epicyclic gearing and a 1:1 direct drive by the epicyclic overdrive gearing.
Third forward speed ratio is obtained by disengaging the clutch 32 and simultaneously engaging the clutch 29. Power is transmitted by way of the torque converter; the clutch 29; the annular gear 20; the idler planet pinions 17, the compound planets 18, 1 9 and the planet carrier 16 (the annular gear 21 still being held against rotation by the brake 33); the shaft 23; the epicyclic overdrive gearing which rotates locked together as a unit due to the continued engagement of the clutch 35; and the output shaft 26. That is to say there is minimum speed reduction by the compound epicyclic gearing and a 1:1 direct drive by the epicyclic overdrive gearing.
Fourth forward speed ratio is obtained by releasing the brake 33 and simultaneously engaging the clutch 32. Power is transmitted by way of the torque converter, the clutches 29 and 32, the compound epicyclic gearing which rotates locked together as a unit due to the concurrent engagement of both of said clutches, the shaft 23, the epicyclic overdrive gearing which also rotates locked together as a unit due to the continued engagement of the clutch 35, and the output shaft 26. That is to say there is a 1:1 direct drive by the compound epicyclic gearing and a 1:1 direct by the epicyclic overdrive gearing-in other words the gearbox transmits a straightthrough drive.
Fifth forward speed ratio is obtained by disengaging the clutch 35 and simultaneously applying the brake 34. Power is transmitted by way of the torque converter, the clutches 29 and 32, the compound epicyclic gearing which rotates locked together as a unit due to the continued concurrent engagement of both of said clutches, the shaft 23, the planet carrier 22 and the planets 24 (the sun gear 27 being held against rotation by the brake 34), the annular gear 25, and the output shaft 26. That is to say there is a 1:1 direct drive by the compound epicyclic gearing and a speed increase by the epicyclic overdrive gearing-in other words the gearbox transmits an overdrive.
First reverse speed ratio is obtained by engaging the clutches 30 and 35 and applying the brake 28. Power is transmitted by way of the torque converter; the clutch 30; the shaft 31; the sun gear 15; the compound planets 18, 19, the idler planet pinions 1 7 and the planet carrier 1 6 (the annular gear 20 being held against rotation by the brake 28); the shaft 23; the epicyclic overdrive gearing which rotates locked together as a unit due to the engagement of the clutch 35; and the output shaft 26. That is to say there is maximum speed reduction together with reversal of rotation by the compound epicyclic gearing, and a 1:1 direct drive by the epicyclic overdrive gearing.
Second reverse speed ratio is obtained by disengaging the clutch 35 and simultaneously applying the brake 34. Power is transmitted by way of the torque converter; the clutch 30; the shaft 31; the sun gear 15; the compound planets 18, 19, the idler planet pinions 1 7 and the planet carrier 1 6 (the annular gear 20 still being held against rotation by the brake 28); the shaft 23; the planet carrier 22 and the planets 24 (the sun gear 27 being held against rotation by the brake 34); the annular gear 25; and the output shaft 26. That is to say there is maximum speed reduction together with reversal of rotation by the compound epicyclic gearing, and a speed increase by the epicyclic overdrive gearing-the nett result being a speed reduction smaller than that provided by the first reverse speed ratio.
Third reverse speed ratio is obtained by simultaneously disengaging the clutch 30, releasing the brake 34, and engaging the clutches 32 and 35. Power is transmitted by way of the torque converter; the clutch 32; the sun gear 14; the set 1 8 of planet pinions, the idler planet pinions 1 7 and the planet carrier 1 6 (the annular gear 20 still being held against rotation by the brake 28); the shaft 23; the epicyclic overdrive gearing which rotates locked together as a unit due to the engagement of the clutch 35; and the output shaft 26.That is to say there is intermediate speed reduction together with reversal of rotation by the compound epicyclic gearing, and a
1:1 direct drive by the epicyclic overdrive gearing-the nett result being a speed reduction smaller than that provided by the second reverse speed ratio.
Fourth reverse speed ratio is obtained by disengaging the clutch 35 and simultaneously applying the brake 34. Power is transmitted by way of the torque converter; the clutch 32; the sun gear 14; the set 1 8 of planet pinions, the idler planet pinions 1 7 and the planet carrier 1 6 (the annular gear 20 still being held against rotation by the brake 28); the shaft 23; the planet carrier 22 and the planets 24 (the sun gear 27 being held against rotation by the brake 34); the annular gear 25; and the output shaft 26. That is to say there is intermediate speed reduction together with reversal of rotation by the compound epicyclic gearing, and a speed increase by the epicyclic overdrive gearing-the net result being a speed reduction smaller than that provided by the third reverse speed ratio.
In every one of the five forward and four reverse speed ratios provided by the gearbox of Fig. 1, there is initial torque multiplication by the torque converter 10, 11, 1 3 and subsequent lock-up thereof for maximum efficiency by the clutch 36.
Referring now to Fig. 2, the gearbox of Fig.
1 is modified to provide an additional forward speed ratio. This is done by altering the epicyclic overdrive gearing of Fig. 1 so that it
becomes epicyclic underdrive gearing; and by
providing a multi-disc brake 40 on a shaft 41 forming an extension of the shaft 31, the compound epicyclic gearing being otherwise unchanged. The epicyclic underdrive gearing thus has an annular gear 42 rigidly secured to the planet carrier 1 6 by a sleeve 43 surrounding the shaft 41, three or more planet pinions 44 meshing with the annular gear 42 and rotateably mounted on a planet carrier 45 which is rigidly secured to an output sleeve 46 surrounding the shaft 41, and a sun gear 47 meshing with the planet pinions 44. An output gear 48 is rigidly secured on the output sleeve 46.The sun gear 47 can be held against rotation by a multi-disc brake 49 and can also be driveably connected by a multi-plate clutch 50 to the annular gear 42.
Those parts of the torque converter, the compound epicyclic gearing and their associated clutches and brakes which are identical to the corresponding parts in Fig. 1 are indicated by the same reference numerals.
The gearbox of Fig. 2 operates in basically the same manner as that of Fig. 1. For first, second and third forward speed ratios the clutches 30, 32 and 29 are respectively engaged and the brakes 33 and 49 are continuously applied, and for fourth and fifth forward speed ratios the brake 49 and the clutch 50 are respectively actuated and the clutches 32 and 29 are continuously engaged. Sixth forward speed ratio is obtained by disengaging the clutch 32 and simultaneously applying the brake 40.Power is transmitted by way of the torque converter; the clutch 29; the annular gear 20; the idler planet pinions 17, the compound planets 18, 1 9 and the planet carrier 1 6 (the sun gear 1 5 being held against rotation by the brake 40); the sleeve 43; the epicyclic underdrive gearing which rotates locked together as a unit due to the continued engagement of the clutch 50; and the output sleeve 46.That is to say the compound epicyclic gearing provides maximum speed reduction in the first forward speed ratio, intermediate speed reduction in the second forward speed ratio, minimum speed reduction in the third forward speed ratio, a 1:1 direct drive in the fourth and fifth forward speed ratios and a speed increase in the sixth forward speed ratio; and the epicyclic underdrive gearing provides a speed reduction in the first to fourth forward speed ratios and a 1:1 direct drive in the fifth and sixth forward speed ratios. For first and second reverse speed ratios the brake 49 and the clutch 50 are respectively actuated and the brake 28 and the clutch 30 are continuously actuated, and for third and fourth reverse speed ratios the brake 49 and the clutch 50 are respectively actuated and the brake 28 and the clutch 32 are continuously actuated.That is to say the compound epicyclic gearing provides maximum speed reduction in the first and second reverse speed ratios and intermediate speed reduction in the third and fourth reverse speed ratios, and the epicyclic underdrive gearing provides a speed reduction in the first and third reverse speed ratios and a 1:1 direct drive in the second and fourth reverse speed ratios. In every one of the six forward and four reverse speed ratios provided by the gearbox of Fig. 2, there is initial torque multiplication by the torque converter 10, 11, 1 3 and subsequent lock-up thereof for maximum efficiency by the clutch 36.
Referring now to Figs. 3 and 4, the gearboxes of Figs. 1 and 2 are modified by omitting the torque converter lock-up clutch 36, and by making the annular gear 20 and the sun gear 1 4 driveably connectible by the respective clutches 29 and 32 to the impeller 10 instead of to the rotor 1 3. In operation, all the forward and reverse speed ratios are obtained by actuating the various clutches and brakes in exactly the same sequences used in the gearboxes of Figs. 1 and 2, and the power paths through the compound epicyclic gearing and the epicyclic overdrive or underdrive gearing are exactly the same as in said gearboxes.However, in both of the gearboxes of Figs. 3 and 4 the torque converter is only operative to provide torque multiplication when the clutch 30 is engaged, that is to say in first forward speed ratio and in first and second reverse speed ratios, and is not capable of being locked up to transmit torque without slip for maximum efficiency. The respective structures and modes of operation of the gearboxes of Figs. 3 and 4 hereof are described in detail with reference to the corresponding Figs. 1 and 2 of our Patent Application Number 27826/78 from which the present application claims priority.
In one modified operating sequence of the clutches and brakes of the gearboxes of Figs.
2 and 4, an alternative fifth forward speed ratio can be obtained by actuating the clutch 29 and the brakes 40 and 49; and in another modified operating sequence thereof, an alternative sixth forward speed ratio can be obtained by actuating the clutches 32 and 50 and the brake 40. These alternative ratios may not be identical in value to those preferred ratios which they can replace.
It will be seen that in every one of the gearboxes of Figs. 1, 2, 3 and 4 the annular gear 20 is held against rotation by the brake 28 so as to constitute a reaction member when every one of the four reverse speed ratios is being transmitted, and furthermore is driveably connected to the torque converter by the clutch 29 so as to transmit drive when third, fourth and fifth forward speed ratios are being transmitted. This duplication of function advantageously enables a small number of major components to be employed relative to the number of speed ratios available.
It will also be seen that in every one of the gearboxes of Figs. 1, 2, 3 and 4 the operating sequences of the clutches and brakes have been chosen so that only one clutch or brake is de-actuated and one other clutch or brake simultaneously actuated in its place for every change of forward speed ratio. This has the advantage that the hydraulic clutch and brake control mechanism has no difficulty in rapidly filling the clutch or brake to be actuated in order promptly to effect any such change.
In a modification applicable to either of the gearboxes of Fig. 3 and Fig. 4, an additional clutch is provided to enable the rotor 1 3 to be driveably connected to the sun gear 14, in order to permit the torque multiplying capacity of the torque converter to be utilised in second forward speed ratio.
CLAIMS (4 May 1979)
1. A variable-speed gearbox comprising compound epicyclic gearing and a hydrodynamic torque converter having an impeller, a reaction member, and a rotor capable of being driveably connected to said gearing, wherein the gearing includes an annular gear capable of being held against rotation when every one of the available reverse speed ratios is required and also capable of transmitting drive when at least some of the available forward speed ratios are required.
2. A variable-speed gearbox according to claim 1, wherein the annular gear is capable of being held against rotation by a brake and is also capable of being driveably connected by a clutch to the rotor when the brake is in its released condition.
3. A variable-speed gearbox according to either of the preceding claims, wherein the rotor is capable of being driveably connected by a clutch to a sun gear of the gearing.
4. A variable-speed gearbox according to claim 1, wherein the annular gear is capable of being held against rotation by a brake and is also capable of being driveably connected by a clutch to the impeller when the brake is in its released condition and when the rotor is not driveably connected to the gearing.
5. A variable-speed gearbox according to claim 1 or claim 4, wherein the impeller is capable of being driveably connected by a clutch to a sun gear of the gearing.
6. A variable-speed gearbox according to claim 3 or claim 5, wherein the rotor is capable of being driveably connected by a clutch to another sun gear of the gearing.
7. A variable-speed gearbox according to any one of the preceding claims, wherein the annular gear meshes with idler planets which mesh also with one set of the compound planets of the gearing.
8. A variable-speed gearbox according to claim 7, wherein the gearing includes another annular gear which meshes with the other set of compound planets of the gearing and is capable of being held against rotation by a brake.
9. A variable-speed gearbox according to any one of the preceding claims, wherein the compound epicyclic gearing is arranged to drive overdrive gearing.
1 0. A variable-speed gearbox according to claim 9, wherein the overdrive gearing is epicyclic gearing comprising an input planet carrier, an output annular gear, and a sun gear capable of being held against rotation by a brake and also capable of being driveably connected by a clutch to the annular gear.
11. A variable-speed gearbox according to any one of claims 1 to 8, wherein the compound epicyclic gearing is arranged to drive underdrive gearing.
12. A variable-speed gearbox according to claim 11, wherein the underdrive gearing is epicyclic gearing comprising an input annular gear, an output planet carrier, and a sun gear capable of being held against rotation by a brake and and also capable of being driveably connected by a clutch to the annular gear.
1 3. A variable-speed gearbox according to claim 11 or claim 1 2 when dependent on claim 6, wherein said other sun gear of the compound epicyclic gearing is capable of being held against rotation by a brake.
14. A variable-speed gearbox according to claims 2, 3, 6, 8 and 10, claims 2, 3, 6, 8, 12 and 13, claims 4, 5, 6, 8 and 10 or claims 4, 5, 6, 8, 12 and 13, wherein only one of the clutches and brakes is rendered inoperative and only one other thereof is rendered operative for each change of forward speed ratio.
1 5. A variable-speed gearbox according to claims 2, 3 and 6, wherein the rotor is connectible to the impeller without slip by a lock-up clutch.
1 6. A variable-speed gearbox constructed, arranged and adapted to operative substantially as hereinbefore described with reference to, and as illustrated by, Fig. 1 of the accompanying drawings.
1 7. A variable-speed gearbox constructed, arranged and adapted to operate substantially as hereinbefore described with reference to, and as illustrated by, Fig. 2 of the accompanying drawings.
1 8. A variable-speed gearbox constructed, arranged and adapted to operate substantially as hereinbefore described with reference to, and as illustrated by, Fig. 3 of the accompanying drawings.
19. A variable-speed gearbox constructed, arranged and adapted to operate substantially as hereinbefore described with reference to, and as illustrated by, Fig. 4 of the accompanying drawings.
CLAIMS (29 Aug 1979)
1. A variable-speed gearbox comprising compound epicyclic gearing and a hydrodynamic torque converter having an impeller, a reaction member, and a rotor capable of being driveably connected to said gearing, wherein
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (8)
1. A variable-speed gearbox comprising compound epicyclic gearing and a hydrodynamic torque converter having an impeller, a reaction member, and a rotor capable of being driveably connected to said gearing, wherein the gearing includes an annular gear capable of being held against rotation when every one of the available reverse speed ratios is required and also capable of transmitting drive when at least some of the available forward speed ratios are required.
2. A variable-speed gearbox according to claim 1, wherein the annular gear is capable of being held against rotation by a brake and is also capable of being driveably connected by a clutch to the rotor when the brake is in its released condition.
3. A variable-speed gearbox according to either of the preceding claims, wherein the rotor is capable of being driveably connected by a clutch to a sun gear of the gearing.
4. A variable-speed gearbox according to claim 1, wherein the annular gear is capable of being held against rotation by a brake and is also capable of being driveably connected by a clutch to the impeller when the brake is in its released condition and when the rotor is not driveably connected to the gearing.
5. A variable-speed gearbox according to claim 1 or claim 4, wherein the impeller is capable of being driveably connected by a clutch to a sun gear of the gearing.
6. A variable-speed gearbox according to claim 3 or claim 5, wherein the rotor is capable of being driveably connected by a clutch to the other of the sun gears.
1 2. A variable-speed gearbox according to claim 6, wherein said other sun gear of the compound epicyclic gearing is capable of being held against rotation by a brake.
6. A variable-speed gearbox according to claim 3 or claim 5, wherein the rotor is capable of being driveably connected by a clutch to another sun gear of the gearing.
7. A variable-speed gearbox according to any one of the preceding claims, wherein the annular gear meshes with idler planets which mesh also with one set of the compound planets of the gearing.
8. A variable-speed gearbox according to claim 7, wherein the gearing includes another annular gear which meshes with the other set of compound planets of the gearing and is capable of being held against rotation by a brake.
9. A variable-speed gearbox according to any one of the preceding claims, wherein the compound epicyclic gearing is arranged to drive overdrive gearing.
1 0. A variable-speed gearbox according to claim 9, wherein the overdrive gearing is epicyclic gearing comprising an input planet carrier, an output annular gear, and a sun gear capable of being held against rotation by a brake and also capable of being driveably connected by a clutch to the annular gear.
11. A variable-speed gearbox according to any one of claims 1 to 8, wherein the compound epicyclic gearing is arranged to drive underdrive gearing.
12. A variable-speed gearbox according to claim 11, wherein the underdrive gearing is epicyclic gearing comprising an input annular gear, an output planet carrier, and a sun gear capable of being held against rotation by a brake and and also capable of being driveably connected by a clutch to the annular gear.
1 3. A variable-speed gearbox according to claim 11 or claim 1 2 when dependent on claim 6, wherein said other sun gear of the compound epicyclic gearing is capable of being held against rotation by a brake.
14. A variable-speed gearbox according to claims 2, 3, 6, 8 and 10, claims 2, 3, 6, 8, 12 and 13, claims 4, 5, 6, 8 and 10 or claims 4, 5, 6, 8, 12 and 13, wherein only one of the clutches and brakes is rendered inoperative and only one other thereof is rendered operative for each change of forward speed ratio.
1 5. A variable-speed gearbox according to claims 2, 3 and 6, wherein the rotor is connectible to the impeller without slip by a lock-up clutch.
1 6. A variable-speed gearbox constructed, arranged and adapted to operative substantially as hereinbefore described with reference to, and as illustrated by, Fig. 1 of the accompanying drawings.
1
7. A variable-speed gearbox constructed, arranged and adapted to operate substantially as hereinbefore described with reference to, and as illustrated by, Fig. 2 of the accompanying drawings.
1
8. A variable-speed gearbox constructed, arranged and adapted to operate substantially as hereinbefore described with reference to, and as illustrated by, Fig. 3 of the accompanying drawings.
19. A variable-speed gearbox constructed, arranged and adapted to operate substantially as hereinbefore described with reference to, and as illustrated by, Fig. 4 of the accompanying drawings.
CLAIMS (29 Aug 1979)
1. A variable-speed gearbox comprising compound epicyclic gearing and a hydrodynamic torque converter having an impeller, a reaction member, and a rotor capable of being driveably connected to said gearing, wherein
the gearing includes two sun gears alternatively capable of transmitting drive and each meshing with one set of the compound planets of the gearing, idler planets which mesh with one set of the compound planets, and an annular gear meshing with the idler planets and capable of being held against rotation when every one of the available reverse speed ratios is required and also capable of transmitting drive when at least some of the available forward speed ratios are required.
3. A variable-speed gearbox according to either of the preceding claims, wherein the rotor is capable of being driveably connected by a clutch to one of the sun gears.
5. A variable-speed gearbox according to claim 1 or claim 4, wherein the impeller is capable of being driveably connected by a clutch to one of the sun gears.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB7915572A GB2023752B (en) | 1978-06-24 | 1979-05-04 | Variable-speed gearbox |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB7827826 | 1978-06-24 | ||
| GB7915572A GB2023752B (en) | 1978-06-24 | 1979-05-04 | Variable-speed gearbox |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2023752A true GB2023752A (en) | 1980-01-03 |
| GB2023752B GB2023752B (en) | 1982-07-28 |
Family
ID=26268051
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB7915572A Expired GB2023752B (en) | 1978-06-24 | 1979-05-04 | Variable-speed gearbox |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2023752B (en) |
Cited By (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3120675A1 (en) * | 1980-05-30 | 1982-02-25 | Société de Procédés et Etudes Soma Minerva, 92606 Asnieres | INTERCHANGEABLE GEARBOXES FOR HIGH-PERFORMANCE VEHICLES |
| DE3302737A1 (en) * | 1982-02-01 | 1983-09-29 | Kubota Ltd., Osaka | TRANSLATION GEARBOX |
| US4478106A (en) * | 1980-07-01 | 1984-10-23 | Zahnradfabrik Friedrichshafen, Ag. | Multi-gear transmission system shiftable under load |
| WO1985005666A1 (en) * | 1984-05-26 | 1985-12-19 | Zahnradfabrik Friedrichshafen Ag | Planetary wheel gear-change box |
| US4914978A (en) * | 1986-12-09 | 1990-04-10 | Aisin-Warner Kabushiki Kaisha | Automatic transmission |
| US4934215A (en) * | 1986-12-09 | 1990-06-19 | Aisin-Warner Kabushiki Kaisha | Automatic transmission |
| EP0385345A2 (en) * | 1989-02-28 | 1990-09-05 | Nissan Motor Co., Ltd. | Planetary gear system |
| GB2257211A (en) * | 1991-06-26 | 1993-01-06 | Jong Oh Ra | Continuously variable automatic epicyclic transmission |
| GB2258279A (en) * | 1991-07-29 | 1993-02-03 | Jong Oh Ra | Continuous automatic planetary transmission |
| GB2258504A (en) * | 1991-07-29 | 1993-02-10 | Jong Oh Ra | Continuous epicyclic automatic transmission |
| DE4222911A1 (en) * | 1992-03-06 | 1993-09-09 | Renk Ag | Multi-gear gearbox with planetary gearing and switch coupling - has first and second separately operated switching brakes to block or release rotation of the first planetary support of first planetary gear. |
| US5378208A (en) * | 1993-06-07 | 1995-01-03 | General Motors Corporation | Reversing assembly for multi-speed transmission |
| DE19809472A1 (en) * | 1998-03-06 | 1999-09-23 | Voith Turbo Kg | Hydrodynamic mechanical multispeed compound transmission for vehicles |
| DE19809467A1 (en) * | 1998-03-06 | 1999-09-23 | Voith Turbo Kg | Hydrodynamic mechanical compound transmission for vehicles |
| DE19907037C2 (en) * | 1999-02-19 | 2002-10-17 | Voith Turbo Kg | Hydrodynamic, mechanical compound transmission |
-
1979
- 1979-05-04 GB GB7915572A patent/GB2023752B/en not_active Expired
Cited By (25)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3120675A1 (en) * | 1980-05-30 | 1982-02-25 | Société de Procédés et Etudes Soma Minerva, 92606 Asnieres | INTERCHANGEABLE GEARBOXES FOR HIGH-PERFORMANCE VEHICLES |
| US4478106A (en) * | 1980-07-01 | 1984-10-23 | Zahnradfabrik Friedrichshafen, Ag. | Multi-gear transmission system shiftable under load |
| DE3302737A1 (en) * | 1982-02-01 | 1983-09-29 | Kubota Ltd., Osaka | TRANSLATION GEARBOX |
| US4513636A (en) * | 1982-02-01 | 1985-04-30 | Kubota, Ltd. | Gearing transmission |
| WO1985005666A1 (en) * | 1984-05-26 | 1985-12-19 | Zahnradfabrik Friedrichshafen Ag | Planetary wheel gear-change box |
| AU577608B2 (en) * | 1984-05-26 | 1988-09-29 | Zahnradfabrik Friedrichshafen Ag | Planetary wheel gear-change box |
| US4817462A (en) * | 1984-05-26 | 1989-04-04 | Zahnradfabrik Friedrichshafen Ag | Planetary shift gear unit |
| US4914978A (en) * | 1986-12-09 | 1990-04-10 | Aisin-Warner Kabushiki Kaisha | Automatic transmission |
| US4934215A (en) * | 1986-12-09 | 1990-06-19 | Aisin-Warner Kabushiki Kaisha | Automatic transmission |
| EP0385345B1 (en) * | 1989-02-28 | 1995-04-19 | Nissan Motor Co., Ltd. | Planetary gear system |
| EP0385345A2 (en) * | 1989-02-28 | 1990-09-05 | Nissan Motor Co., Ltd. | Planetary gear system |
| GB2257211B (en) * | 1991-06-26 | 1995-03-15 | Jong Oh Ra | Continuous automatic transmission |
| GB2257211A (en) * | 1991-06-26 | 1993-01-06 | Jong Oh Ra | Continuously variable automatic epicyclic transmission |
| GB2258279A (en) * | 1991-07-29 | 1993-02-03 | Jong Oh Ra | Continuous automatic planetary transmission |
| GB2258504A (en) * | 1991-07-29 | 1993-02-10 | Jong Oh Ra | Continuous epicyclic automatic transmission |
| GB2258279B (en) * | 1991-07-29 | 1995-01-18 | Jong Oh Ra | Automatic transmission |
| GB2258504B (en) * | 1991-07-29 | 1995-01-25 | Jong Oh Ra | Automatic Transmission |
| DE4222911A1 (en) * | 1992-03-06 | 1993-09-09 | Renk Ag | Multi-gear gearbox with planetary gearing and switch coupling - has first and second separately operated switching brakes to block or release rotation of the first planetary support of first planetary gear. |
| US5378208A (en) * | 1993-06-07 | 1995-01-03 | General Motors Corporation | Reversing assembly for multi-speed transmission |
| DE19809472A1 (en) * | 1998-03-06 | 1999-09-23 | Voith Turbo Kg | Hydrodynamic mechanical multispeed compound transmission for vehicles |
| DE19809467A1 (en) * | 1998-03-06 | 1999-09-23 | Voith Turbo Kg | Hydrodynamic mechanical compound transmission for vehicles |
| DE19809467C2 (en) * | 1998-03-06 | 2000-09-14 | Voith Turbo Kg | Hydrodynamic-mechanical compound transmission |
| DE19809472C2 (en) * | 1998-03-06 | 2002-08-14 | Voith Turbo Kg | Hydrodynamic-mechanical multi-speed compound transmission |
| DE19907037C2 (en) * | 1999-02-19 | 2002-10-17 | Voith Turbo Kg | Hydrodynamic, mechanical compound transmission |
| US6685593B1 (en) | 1999-02-19 | 2004-02-03 | Voith Turbo Gmbh & Co. Kg | Hydrodynamic, mechanical multi-speed compound transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2023752B (en) | 1982-07-28 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19950504 |