GB2136069A - A drive system with variable overall transmission ratio - Google Patents

A drive system with variable overall transmission ratio Download PDF

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Publication number
GB2136069A
GB2136069A GB08405539A GB8405539A GB2136069A GB 2136069 A GB2136069 A GB 2136069A GB 08405539 A GB08405539 A GB 08405539A GB 8405539 A GB8405539 A GB 8405539A GB 2136069 A GB2136069 A GB 2136069A
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GB
United Kingdom
Prior art keywords
drive system
transmission
power
gear
ratio
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.)
Granted
Application number
GB08405539A
Other versions
GB8405539D0 (en
GB2136069B (en
Inventor
Bruno Meier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
Original Assignee
Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schweizerische Lokomotiv und Maschinenfabrik AG (SLM) filed Critical Schweizerische Lokomotiv und Maschinenfabrik AG (SLM)
Publication of GB8405539D0 publication Critical patent/GB8405539D0/en
Publication of GB2136069A publication Critical patent/GB2136069A/en
Application granted granted Critical
Publication of GB2136069B publication Critical patent/GB2136069B/en
Expired legal-status Critical Current

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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
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft

Abstract

A drive system with variable overall transmission ratio comprising a power split transmission having a constant transmission-ratio power path (10, 38) and a variable transmission- ratio power path (32, 26), the power from the aforementioned paths being combined or separated by a planetary gear (14). The input and output (10, 60) of the power split transmission (26, 32; 14) are connected to an auxiliary planetary gear (52). A rotatable component (64) of the auxiliary gear (52) provides the input or output of the drive system. The variable transmission-ratio power path consists of a variable-capacity hydraulic pump (32) and a fixed-capacity motor connected by oil lines 28, 30. The drive system may drive a generator at constant speed in a ship. <IMAGE>

Description

SPECIFICATION A drive system with variable overall transmission ratio The invention relates to a drive system with variable overall transmission ratio. In particular the invention relates to such a drive system comprising a power split transmission having a constant transmission-ratio power path and a variable transmission-ratio power path, the power of the paths being combined or divided by a planetary gear.
Drive systems with power split transmissions are known per se. A hydrostatic power split transmission is known from an article by Prof. Dr.
Jean Thoma in "Oelhydraulik und Pneumatik" 1 5 (1971), part 3, page 123. This describes a system in which the power is distributed between a power path having a constant transmission ratio and a power path having a variable transmission ratio, the paths being recombined by a totalizing planetary gear. The variable transmission-ratio power path comprises a variable transmission, which in the case in question is hydrostatic.
A power split transmission of this kind has the advantage that the variable transmission does not have to be designed for the full power. This advantageously affects the price and power losses, since the efficiency of the variable transmission is usually low and the less power directed through the part of the system with low efficiency the greater the overall efficiency of the system. On the other hand, these power split transmlssions have the disadvantage that the overall variation range may be impaired by splitting. If only a small amount of power (for example 10%) is conveyed via the variable transmission-ratio path, the overall variation range will likewise be only about 10% of the range of the variable transmission.The planetary gear will in any case have its own step-up or step-down transmission ratio, and thus the total drive system will usually either step up or step down. If however, the drive system has to be finely adjusted to a transmission range of about 1:1, additional transmission stages are necessary, with the result that the efficiency of the drive system will be relatively low.
An object of the invention is to devise a drive system of the above mentioned kind which has considerably better efficiency than hitherto, particularly at a transmission range of around 1:1.
According to the present invention a drive system with variable overall transmission ratio comprises a power split transmission having a constant transmission-ratio power path, the power of the paths being combined or divided by a planetary gear, the input and output of the power split transmission being connected to an auxiliary planetary gear, and a rotatable component of the auxiliary gear forming the input or output of the drive system.
In this manner, the sum of the rolling powers of all tooth engagements, more particularly of the power path for transmitting the largest part of the power, is kept much lower than in a power split transmission connected to conventional transmission stages. It is thus possible, for example, for a generator supplying power to a ship at a constant speed to be driven by a main diesel engine at a variable speed, thus reducing the cost.
Since in practice a generator of this kind operates at full load, the efficiency of the upsiream drive system is important in reducing operating costs.
A construction provides that a main shaft of the power split transmission is connected to a satellite carrier of the associated planetary gear, and a sun wheel thereof is connected to a sun wheel of the auxiliary gear.
One embodiment provides that a hollow wheel of the auxiliary gear is connected to the satellite carrier of the planetary gear. An alternative embodiment provides a hollow wheel of the auxiliary gear is connected to the main shaft of the power split transmission.
According to a particularly advantageous embodiment of the invention, the main shaft of the power split transmission is connected to the satellite carrier of the associated planetary gear, the sun wheel thereof is connected to the sun wheel of the auxiliary gear, and the hollow wheel of the auxiliary gear is connected to the satellite carrier of the planetary gear, the satellite carrier of the auxiliary gear being the input or output of the drive system. This results in a particularly compact construction with low rolling losses.
According to another optional feature, the main shaft of the power split transmission is connected to the satellite carrier of the associated planetary gear, the sun wheel thereof is connected to the sun wheel of the auxiliary gear, and the hollow wheel of the auxiliary gear is connected via an auxiliary shaft to the main shaft of the power split transmission, the satellite carrier of the auxiliary gear being the output or input of the drive system.
Such an embodiment provides part.cularly flexible adaption of the transmission to various drive ratios.
According to a further optional feature, the power split transmission has a variable transmission-ratio power path in the form of a hydraulic gear with a variable-capacity pump or motor unit connected to the main shaft and a fixed-capacity pump or motor unit connected to the hollow wheel of the planetary gear associated with the power split transmission. The adjustable pump or motor unit is preferably actuated in dependence on a speed sensor associated with the satellite carrier of the auxiliary gear. This has the advantage of particularly sensitive speed adjustment.
The invention may be put into practice in various ways but two embodiments of drive systems in accordance with the present invention will now be described by way of example with reference to the accompanying drawings, in which: Figure 1 shows a first embodiment of drive system, and Figure 2 shows a second, particularly compact embodiment of the drive system with optimum efficiency.
A main shaft 1 0 (Figure 1) connected for example to a ship's diesel engine is connected to the satellite carrier 12 of a planetary gear 14 comprising planet wheels 16, 18 engaging a sun wheel 20 and a hollow wheel 22. The wheel 22 is connected via a pinion 24 to a fixed-capacity (i.e.
constant flow-rate) hydraulic pump or motor unit 26, which in turn is connected via oil lines 28, 30 to a pump or motor unit 32 having an adjustable flow rate. The adjustable pump or motor unit 32 is connected via pinions 34, 36 to the main shaft 10.
The hitherto described part of the drive system is a power split transmission of known kind, the part 38 of the main shaft between the pinion 36 and the carrier 12 co-operating with the carrier 1 2 to form the constant transmission ratio power path, whereas the hydraulic circuit 32, 26, 28, 30 forms the variable transmission ratio power path.
The main shaft 10 is also connected via sprocket wheels 40, 42 and a gear chain 44 to an auxiliary shaft 46, which is connected via pinion 48 to a hollow wheel 50 of an auxiliary gear 52, which is likewise planetary. The wheel 50 is connected via planet wheels 54, 56 to a sun wheel 58, which is coupled via a shaft 60 to the sun wheel 20 of the planetary gear 14. The wheel 50 is also connected by a satellite carrier 62 to an output shaft 64. A speed sensor 66 at shaft 64 is connected via an actuating device 67 and a signal line 68 to the adjustable pump or motor unit 32.
For a practical example of the device it is assumed that the main shaft 10 is connected to a ship's diesel engine whose speed fluctuates within given limits, whereas the driven shaft 64 is connected to a generator whose speed must be kept constant. The speed ratio of the variable transmission-ratio power path, i.e. the adjustable pump or motor unit 32 and the fixed-capacity pump or motor unit 26, is in the present case adjustable between zero and unity. At the speed ratio 1 the input and output of the hydrostatic power path, i.e. pinions 34 and 24, have the same speed. in that case, the hollow wheel 22 of the gear 14 rotates at the same speed as the carrier 1 2 with the main shaft 10, and consequently the sun wheel 20 must rotate at the same speed.In the planetary gear 52, therefore, the sun wheel 58 and the hollow wheel 50 rotate at the same speed, the wheel 58 being coupled via the auxiliary shaft 46 to the pinions 48 and via the gear chain drive 42, 44, 40 to the main shaft 10.
The entire drive system, except for the auxiliary shaft 46, operates as a rigid block, i.e. no rolling occurs in the planetary gear and therefore there are no losses or negligible losses there either. The main losses occur in the hydrostatic power path, but this transmits only a small part of the total power.
If pump or motor unit 32 is adjusted via the speed sensor 66 and the actuating device 67 so that pump or motor unit 26 is at rest, the hollow wheel 22 of the gear 1 4 also comes to rest.
Consequently, the sun wheel 20 rotates faster than the shaft 10. This increases the speed of the carrier 62 in the gear 52, which is connected to the output shaft 64. In this case, therefore, the shaft 64 rotates somewhat faster than the main shaft 10.
The resulting losses in gear 52 are very small, since the rolling power in the gear-teeth system can be kept small. Slightly iarger losses occur only in the planetary gear 14, which rotates at higher speeds. In addition, since the hydraulic motor 26 is at rest, there are no losses or negligible losses in the hydrostatic power paths. In this state of operation aiso, the total losses of the drive system are lower than in conventional drive systems of the initially-mentioned kind.
In the embodiment in Figure 2, in which the same parts bear the same reference numerals the hollow wheel 70 of the planetary gear 52 is directly coupled to the satellite carrier 12 of the gear 14, so that the shaft 46 and the drive 40, 42, 44 can be omitted. This further increases the efficiency. Operation is otherwise the same as in the previous example.
Of course, the power path comprising the hydrostatic transmission can also be adjusted between the negative and a positive maximum speed ratio, i.e. the pump or motor unit 26 can be reversed. This will double the control range of the total drive system, and in that case the pump or motor unit 26 will operate as a pump and the pump or motor unit 32 as a motor.
Of course, the input and output can be reversed, in which case the drive system will step down instead of stepping up.
The speed sensor 66 can be provided on whichever shaft is the output shaft.

Claims (8)

1. A drive system with variable overall transmission ratio, comprising a power split transmission having a constant transmission-ratio power path and a variable transmission-ratio power path, the power of the paths being combined or divided by a planetary gear, the input and output of the power split transmission being connected to an auxiliary planetary gear, and a rotatable component of the auxiliary gear forming the input or output of the drive system.
2. A drive system as claimed in Claim 1, in which a main shaft of the power split transmission is connected to a satellite carrier of the associated planetary gear, and a sun wheel thereof is connected to a sun wheel of the auxiliary gear.
3. A drive system as claimed in Claim 1 or 2 in which a satellite carrier of the auxiliary gear is the input or output of the drive system.
4. A drive system as claimed in Claim 2 or 3 in which a hollow wheel of the auxiliary gear is connected to the satellite carrier of the planetary gear.
5. A drive system as claimed in Claim 2 or 3 in which the hollow wheel of the auxiliary gear is connected to the main shaft of the power split transmission.
6. A drive system as claimed in any one of the preceding claims in which the power split transmission has a variable transmission-ratio power path in the form of a hydraulic gear having an adjustable pump or motor unit connected to the hollow wheel of the planetary gear associated with the power split transmission.
7. A drive system as claimed in Claim 6 in which the adjustable pump or motor unit is actuated in dependence on a speed sensor associated with the satellite carrier of the auxiliary gear.
8. A drive system substantially as described herein with reference to Figure 1 or Figure 2 of the accompanying drawings.
GB08405539A 1983-03-04 1984-03-02 A drive system with variable overall transmission ratio Expired GB2136069B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CH1189/83A CH658890A5 (en) 1983-03-04 1983-03-04 DRIVE DEVICE WITH VARIABLE TOTAL TRANSLATION.

Publications (3)

Publication Number Publication Date
GB8405539D0 GB8405539D0 (en) 1984-04-04
GB2136069A true GB2136069A (en) 1984-09-12
GB2136069B GB2136069B (en) 1986-10-22

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
GB08405539A Expired GB2136069B (en) 1983-03-04 1984-03-02 A drive system with variable overall transmission ratio

Country Status (7)

Country Link
JP (1) JPS59212559A (en)
CH (1) CH658890A5 (en)
DE (2) DE3309143A1 (en)
DK (1) DK96584A (en)
ES (1) ES8503099A1 (en)
GB (1) GB2136069B (en)
IT (1) IT1173411B (en)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0375798A1 (en) * 1988-12-29 1990-07-04 Tecnoquattro S.R.L. Variable-speed power transmission device
US4983149A (en) * 1987-05-20 1991-01-08 Shimadzu Corporation Nonstep speed change gear
US5059163A (en) * 1990-10-15 1991-10-22 Von Greyerz John W Trans-planetary mechanical torque impeller
US5713813A (en) * 1996-07-18 1998-02-03 Von Greyerz; John W. Trans-planetary mechanical torque impeller
EP1055844A1 (en) * 1999-05-20 2000-11-29 Renault Continuous power dividing hydromechanical transmission for motor vehicles
FR2794205A1 (en) * 1999-05-26 2000-12-01 Renault Motor vehicle hydromechanical transmission system has toothed rings on crown wheel of first epicycloid gear train and output shaft gear
WO2001044685A3 (en) * 1999-12-15 2002-02-14 Michael Butsch Differential
US10591038B2 (en) 2014-06-13 2020-03-17 Perkins Engines Company Limited Variator-assisted transmission

Families Citing this family (14)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2460441A1 (en) * 1979-06-29 1981-01-23 Telecommunications Sa CRYOSTATIC DEVICE THAT CAN SUPPORT ACCELERATIONS
JPS61160651A (en) * 1985-01-10 1986-07-21 Ishikawajima Harima Heavy Ind Co Ltd Power transmission control device
NO171328C (en) * 1990-10-01 1993-02-24 Ken Lillevik GIR DEVICE
AT406035B (en) * 1992-04-15 2000-01-25 Schreiner Joachim Travel drive for a machine
DE19860571A1 (en) * 1998-12-29 2000-07-06 Norbert Mueller Infinitely variable transmission has the drive split into three parallel paths with one path with variable hydraulic transmission and with two differential drives
DE10023816A1 (en) * 2000-05-15 2001-11-29 Cafer Borucu Continuously variable gearing for cycles has on left and right duplicate gearing with toothed rod set in to and fro motion by rotating disc which turns gear wheel to and fro
FI110812B (en) 2000-06-21 2003-03-31 Prorauta Planetary gear with variable gear
DE102006038068A1 (en) * 2006-08-16 2008-02-21 Robert Bosch Gmbh Power split gearbox for e.g. wheeled loader, has summation gear section with output connected with input of another summation gear section, where latter summation gear section has another input connected with output of output branch
DE202008005120U1 (en) 2008-04-09 2008-07-10 Lachenmeier, Dieter Continuously variable-torque-controlled transmission
DE102008021010B4 (en) * 2008-04-25 2010-02-25 Lohmann & Stolterfoht Gmbh Power split transmission
DE202008012947U1 (en) 2008-09-17 2008-12-04 Lachenmeier, Dieter Stepless double-chamber hydro-clutch transmission
DE102010007402B4 (en) 2010-02-03 2015-03-12 Dieter Lachenmeier Stepless slip-free transmission
DE202011103675U1 (en) * 2011-07-26 2012-11-08 Doppstadt Familienholding Gmbh comminution device
DE102018004409A1 (en) 2018-06-05 2019-12-05 RODIING GmbH Drive system and multi-axle vehicle with at least one such

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1318943A (en) * 1969-10-03 1973-05-31 Takekawa Iron Works Hydaulic transmission mechanism
GB1582665A (en) * 1976-08-20 1981-01-14 Bales Mccoin Research Inc Variable ratio gear transmission
GB2068064A (en) * 1980-01-24 1981-08-05 Vauxhall Motors Ltd Variable-ratio power transmission mechanism

Family Cites Families (1)

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Publication number Priority date Publication date Assignee Title
DE2405804A1 (en) * 1973-02-10 1974-08-15 Serck Industries Ltd HYDROSTATIC TRANSMISSION

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1318943A (en) * 1969-10-03 1973-05-31 Takekawa Iron Works Hydaulic transmission mechanism
GB1582665A (en) * 1976-08-20 1981-01-14 Bales Mccoin Research Inc Variable ratio gear transmission
GB2068064A (en) * 1980-01-24 1981-08-05 Vauxhall Motors Ltd Variable-ratio power transmission mechanism

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4983149A (en) * 1987-05-20 1991-01-08 Shimadzu Corporation Nonstep speed change gear
EP0375798A1 (en) * 1988-12-29 1990-07-04 Tecnoquattro S.R.L. Variable-speed power transmission device
US5059163A (en) * 1990-10-15 1991-10-22 Von Greyerz John W Trans-planetary mechanical torque impeller
US5713813A (en) * 1996-07-18 1998-02-03 Von Greyerz; John W. Trans-planetary mechanical torque impeller
EP1055844A1 (en) * 1999-05-20 2000-11-29 Renault Continuous power dividing hydromechanical transmission for motor vehicles
FR2794205A1 (en) * 1999-05-26 2000-12-01 Renault Motor vehicle hydromechanical transmission system has toothed rings on crown wheel of first epicycloid gear train and output shaft gear
WO2001044685A3 (en) * 1999-12-15 2002-02-14 Michael Butsch Differential
US10591038B2 (en) 2014-06-13 2020-03-17 Perkins Engines Company Limited Variator-assisted transmission

Also Published As

Publication number Publication date
DE8406646U1 (en) 1984-06-14
IT1173411B (en) 1987-06-24
GB8405539D0 (en) 1984-04-04
DK96584D0 (en) 1984-02-24
DK96584A (en) 1984-09-05
CH658890A5 (en) 1986-12-15
DE3309143A1 (en) 1984-09-13
ES530195A0 (en) 1985-02-01
JPS59212559A (en) 1984-12-01
ES8503099A1 (en) 1985-02-01
IT8419862A0 (en) 1984-03-01
GB2136069B (en) 1986-10-22

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