JPS588853A - Variable speed gear for front-wheel drive automobile - Google Patents
Variable speed gear for front-wheel drive automobileInfo
- Publication number
- JPS588853A JPS588853A JP10663282A JP10663282A JPS588853A JP S588853 A JPS588853 A JP S588853A JP 10663282 A JP10663282 A JP 10663282A JP 10663282 A JP10663282 A JP 10663282A JP S588853 A JPS588853 A JP S588853A
- Authority
- JP
- Japan
- Prior art keywords
- transmission
- drive shaft
- gear
- weighted
- gearing
- 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.)
- Pending
Links
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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/10—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of fluid gearing
- B60K17/105—Units comprising at least a part of the gearing and a torque-transmitting axle, e.g. transaxles
-
- 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
- F16H57/00—General details of gearing
- F16H57/0006—Vibration-damping or noise reducing means specially adapted for gearings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/028—Gearboxes; Mounting gearing therein characterised by means for reducing vibration or noise
-
- 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
-
- 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
- F16H2037/0886—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft with switching means, e.g. to change ranges
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Arrangement Of Transmissions (AREA)
- Motor Power Transmission Devices (AREA)
- Gear-Shifting Mechanisms (AREA)
- Arrangement And Driving Of Transmission Devices (AREA)
- Structure Of Transmissions (AREA)
Abstract
(57)【要約】本公報は電子出願前の出願データであるた
め要約のデータは記録されません。(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.
Description
【発明の詳細な説明】 本発明は、前輪駆動自動車の変速装置に関する。[Detailed description of the invention] The present invention relates to a transmission for a front wheel drive vehicle.
前輪駆動される自動車の場合、原動機室には、歯車装置
を取付けるための場所が特に少いため、変速装置をでき
るだけ小形化することが必要になる。既知の変速装置は
、広い場所を叡り、騒音レベルが高く、シかも高価であ
る。In the case of front-wheel drive motor vehicles, there is particularly little space in the motor compartment for installing a gearing, so it is necessary to make the transmission as compact as possible. Known transmissions occupy large areas, have high noise levels, and are expensive.
本発明の課題は、小形でまとまった形態をもち、廉価で
高性能であり、騒音レベルを相当に低減できる、この項
のＷ頭に述べた型式の変速装置を捷供することにある。The object of the present invention is to provide a transmission of the type mentioned at the beginning of this section, which has a compact and compact form, is inexpensive, has high performance and is capable of considerably reducing the noise level.
本発明によれば、この課題は、特許請求の範囲第１項の
特徴部分に示された特徴によって解決される。According to the invention, this object is achieved by the features indicated in the characterizing part of claim 1.
本発明は、従来の装置に対して、装置をできうる限りコ
ンパクトにでき、それに対応して自動車の駆動用原動機
及びその付属部材のための充分な広さの取付は場所が得
られるという利点を備えている。本発明による変速装置
は廉価に製造でき、しかも静かに作動する。The invention has the advantage over conventional devices that the device can be made as compact as possible and that correspondingly enough space is available for the installation of the motor vehicle's drive motor and its accessories. We are prepared. The transmission according to the invention is inexpensive to manufacture and operates quietly.
本発明のその他の有利な実施態様は各実施態様項に記１
されている。Further advantageous embodiments of the invention are described in the respective embodiment sections.
has been done.
次に本発明の一つの実施例を示す添付図面を参照して更
に詳述する。DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will now be described in further detail with reference to the accompanying drawings, which illustrate one embodiment of the present invention.
縦置き型原動機のための変速装置の一実施例によれば、
静液圧伝動装Ｗｔ２は、変速機ハウジング１ （第１図
）中忙、駆動軸３と同軸に配置されている。駆動軸３は
静液圧伝動装置２を貫通しそ、これと同軸１曾になって
いる。静液圧伝動装置２は、別体の静液圧伝動装置ハウ
ジング４中に取付けてあり、該ハウジング４は緩衝部材
５＾、５Ｂを介し変速機ハウジングＩＫ同定されている
。緩衝部材５Ａ、５Ｂは、ハウジングＩＫ対する静液圧
伝動装置２の軸方向移動を管理し回転モーメントを支持
するための防音連結構造である。これらは環状の絶縁リ
ングとして形成してもよい。絶縁リングの代りに防音手
段としての油膜をハウジング１．４の間の／箇所以上の
分離間隙に配することもできる。According to one embodiment of a transmission for a vertical prime mover:
The hydrostatic transmission Wt2 is disposed coaxially with the drive shaft 3 in the middle of the transmission housing 1 (FIG. 1). The drive shaft 3 passes through the hydrostatic transmission 2 and is coaxial with it. The hydrostatic transmission 2 is mounted in a separate hydrostatic transmission housing 4, which is connected to the transmission housing IK via damping elements 5^, 5B. The buffer members 5A, 5B are soundproof coupling structures for managing the axial movement of the hydrostatic transmission 2 relative to the housing IK and supporting rotational moments. These may also be formed as annular insulating rings. Instead of an insulating ring, it is also possible to arrange an oil film as a soundproofing means in the separating gap between the housings 1.4.
ハウジング４を独立した要素としたので、靜液圧伝動装
ｆ１２を７つの完全なユニットとして変速機ハウジング
２から取出したり、再びハウジング２の内部に取付けた
りすることができる。そのため製造及びその後の保守作
業が容易になる。By making the housing 4 an independent element, the hydraulic transmission f12 can be removed as seven complete units from the transmission housing 2 and installed again inside the housing 2. This facilitates manufacturing and subsequent maintenance work.
駆動軸３に対し喰い違いに配された加重歯車装置８．９
．１０．１１．１５に駆動軸３ないしは静液圧伝動装置
２から回転モーメントを伝達するための２組の平歯車６
．７は、装ｆ１２の後方に配置されている。それにまり
変速装置全体が小形化され、その構造の長さが短縮され
る。この変速装置は、液圧−機械式の動力分割型変速装
置として形成され、特に乗用車の前輪駆動装着について
の使用に適している。Weighted gearing 8.9 arranged offset with respect to the drive shaft 3
．． 10.11.15 two sets of spur gears 6 for transmitting the rotational moment from the drive shaft 3 or the hydrostatic transmission 2;
．． 7 is located behind the mounting f12. As a result, the entire transmission is downsized and the length of its structure is shortened. The transmission is designed as a hydro-mechanical power split transmission and is particularly suitable for use in front-wheel drive installations of passenger cars.
加重歯車装置において、内歯歯車８は機械的な力の伝達
に用いられ、内歯歯車９は液圧力の伝達に用いられる。In the weighted gear system, the internal gear 8 is used for transmitting mechanical force, and the internal gear 9 is used for transmitting hydraulic pressure.
出力の加重は、加重歯車装置の軸１５に一体的に回転す
るよ５に連結された結合部材１０によって行なわれる。Loading of the output is carried out by means of a coupling member 10 which is integrally connected to the shaft 15 of the weighting gearing 5 for rotation.
結合部材１０は歯車装置の第１走行範囲のためのもので
あり、太陽歯車１１が歯車装置の第一走行範囲のために
設けられている。加重歯車装＃８．９．１０１１１．１
５の後方には、コっの走行範囲のための変速クラッチ１
２．１３が配！され、加重歯車装置とクラッチ１２．１
３とは軸方向に前後に配されている。これｋは、加重歯
東装！と変速クラッチとを前もって組立てできるという
利点がある。The coupling element 10 is for the first running range of the gearing, and the sun gear 11 is provided for the first running range of the gearing. Weighted gear #8.9.10111.1
At the rear of 5, there is a speed change clutch 1 for the vehicle's range of travel.
2.13 is distributed! weighted gearing and clutch 12.1
3 are arranged front and rear in the axial direction. This k is a weighted tooth east mounting! There is an advantage that the transmission clutch and the transmission clutch can be assembled in advance.
本例では、回転数詞、整部１４は、リング＃貞１９及び
円錐ピニオン１８を有する差動歯車装置から構成され、
この調整部１４は、自動車の前輪のための対応する連接
部を介して、前輪に作用する。In this example, the rotation speed controller 14 is composed of a differential gear device having a ring #19 and a conical pinion 18,
This adjustment element 14 acts on the front wheels of the motor vehicle via a corresponding articulation for the front wheels.
変速クラッチ１２．１３は共通のクラッチ部材１７を有
し、クラッチ部材１７は回転数調整部１４と直接に連結
されている。The transmission clutches 12 , 13 have a common clutch element 17 , which is directly connected to the speed regulator 14 .
一例として差動歯車装置である回転数調整部１４は、そ
の出力軸が駆動軸３に対し直角に配されている。As an example, the rotation speed adjusting section 14, which is a differential gear device, has its output shaft disposed at right angles to the drive shaft 3.
機械的な出力分岐部（第１図）は、貫通する駆動軸３と
、平歯車対７と、内歯歯車８とを、第１軸として有し、
液圧出力分岐部は静液圧伝動装置２と平歯車６と内歯歯
車９とを第一軸として有する。加重された液圧−機椋出
カは、Ｖ、／の走行範囲においては結合部材１ｏを介し
て、また第一の走行範囲においては加重歯車装置８．９
．１ｏ１１１．１５の太陽歯車１１及び共通のクラッチ
部材１７を介して、動力取出し部へと導かれる。The mechanical output branch (FIG. 1) has a penetrating drive shaft 3, a spur gear pair 7, and an internal gear 8 as a first shaft,
The hydraulic output branch has a hydrostatic transmission 2, a spur gear 6 and an internal gear 9 as a first shaft. The weighted hydraulic machine output is applied via the coupling element 1o in the travel range V, / and via the weighted gearing 8.9 in the first travel range.
．． 1o111.15 sun gear 11 and a common clutch member 17 to the power take-off.
駆動軸３は第１の軸線上にある。加重歯車装置８．９．
１０，１１．１５と変速クラッチ１２．１３とは第一の
軸線上に前後に１されている。The drive shaft 3 is on the first axis. Weighted gearing 8.9.
10, 11.15 and the speed change clutch 12.13 are arranged one behind the other on the first axis.
横置型原動機の変速＠置の実施例においては、変速機ハ
ウジング４１（第一図）中に１駆動軸４３と同軸に静液
圧伝動装？ｆ４２が配されている。In the embodiment of the transmission of the horizontal type prime mover, a hydrostatic pressure transmission is installed coaxially with the drive shaft 43 in the transmission housing 41 (Fig. 1). f42 is arranged.
駆動軸４３は靜液圧伝動装［４２を貫通して装置４２と
同軸的に配されている。装ｆ１４２は別体の静液圧伝動
装置ハウジング４４中に取付けてあり、該ハウジング４
４は緩衝部材４５Ａ、４５Ｂを介しハウジング４１に固
着されている。１Ｉｋ１１部材４５＾、４５Ｂは、ハウ
ジング４１に対する静液圧伝動装置４２の軸方向移動を
管理すると共に回転モーメントを支持するための防音連
結機構である。これらは環状の絶縁リングとして形成し
てもよい。絶縁リングの代りに防音手段としての油膜を
ハウジングが４１．４４の間の／箇所以上の分岐量Ｆｌ
ｌＫｉｌｉ！すること本できる。The drive shaft 43 passes through the hydraulic transmission device [42] and is disposed coaxially with the device 42. The equipment f142 is mounted in a separate hydrostatic transmission housing 44, and
4 is fixed to the housing 41 via buffer members 45A and 45B. 1Ik11 members 45^, 45B are acoustic coupling mechanisms for managing the axial movement of the hydrostatic transmission 42 relative to the housing 41 and supporting rotational moments. These may also be formed as annular insulating rings. An oil film as a soundproofing means is used instead of an insulating ring when the housing has a branching amount Fl between 41 and 44 points or more.
lKili! I can do things.
ハウジング４４を釉立した要素としたので静液圧伝動装
置Ｆ４２を７つの完全なユニットとして少速祷ハウジン
グ４１から増外したり、再びハウジング２の内部に敗付
けたりすることができる。そのため製造及び後の保守が
容易になる。Since the housing 44 is a glazed element, the hydrostatic transmission F42 can be removed as seven complete units from the low-speed housing 41 and reinstalled inside the housing 2. This facilitates manufacturing and subsequent maintenance.
駆動軸４３に対し喰い違いに配された加重歯車装置４８
．４９．５０．５１，５５に駆動軸４３ないしは静液圧
伝動装置ｔ４２から回転モーメントを伝達するための一
組の平歯車４６．４７は、装置４２の後方に配電されて
いる。それにより、変速装置全体が小形化され、その構
造の長さが短縮される。便速装置は、液圧−機械式の動
力分割型歯車装置として形成され、特に乗用車の前輪駆
動装置につい【の使用に適している。A weighted gear system 48 arranged in offset relation to the drive shaft 43
．． A pair of spur gears 46,47 for transmitting the rotational torque from the drive shaft 43 or the hydrostatic transmission t42 to the drive shaft 49, 50, 51, 55 is distributed behind the device 42. Thereby, the entire transmission is downsized and the length of its structure is shortened. The transmission device is designed as a hydraulic-mechanical power split gearing and is particularly suitable for use in front wheel drives of passenger cars.
加重歯車装置［おいて、内歯歯車４８は機械的出力の伝
達に用いられ、内歯歯車４９は液圧力の伝達に用いられ
る。出力の加走合わせは加重歯車装置の軸５５に一体的
に回転するように連結された結合部材５０によって行な
われる。結合部材５０は第１走行範囲のためのものであ
り、太陽歯車５１は第一走行範囲のためのものである。In the weighted gear system, the internal gear 48 is used for transmitting mechanical power and the internal gear 49 is used for transmitting hydraulic pressure. The acceleration matching of the output is effected by means of a coupling member 50 which is integrally and rotationally connected to the shaft 55 of the weighting gearing. The coupling member 50 is for the first driving range, and the sun gear 51 is for the first driving range.
加重歯車装ｆｆ４８．４９．５０．５１．５５の後方に
はコつの走行範囲のための変速クラッチ５２．５３が配
電され、加重歯車装置と変速クラッチ５２．５３とは軸
方向に前後に配されている。これには加重歯車装置と変
速クラッチとを前もって組立てできるという利点がある
。回転数調整部５４は、自動車の両方の前車輪のための
車軸５６＾、５６８に結合された差動歯車装置として構
成される。Power is distributed to the rear of the weighted gear system ff48, 49, 50, 51, 55 to a speed change clutch 52.53 for the two traveling ranges, and the weighted gear system and speed change clutch 52.53 are arranged one behind the other in the axial direction. ing. This has the advantage that the weighted gearing and the transmission clutch can be assembled in advance. The speed regulator 54 is configured as a differential gearing connected to the axles 56^, 568 for both front wheels of the motor vehicle.
変速クラッチ５２．５３は共通のクラッチ部材５７を有
し、クラッチ部材５７は差動歯車装置５４ｋｉ［１結さ
れている。差動歯車装置５４は駆動軸４３に対し平行に
配されている。The speed change clutches 52, 53 have a common clutch member 57, and the clutch member 57 is connected to the differential gear 54ki [1]. The differential gear device 54 is arranged parallel to the drive shaft 43.
機械的な出力分岐部（第一図）は、貫通する駆動軸４３
と、平歯車対４７と、内歯歯車４８とを、第７軸として
有し、液圧出力分岐部は静液圧伝動装ｆ１４２と平歯車
４６と内歯歯車４９とを第２軸として有する。加重され
た液圧−機械出力は、第１の走行―囲においては結合部
材５０を介して、また第一の走行範囲においては加重歯
車装置４８．４９．５０．５１，５５の太１１１１歯１
１５１及び共通のクラッチ部材５７を介して、動力取出
し部へと導かれる。The mechanical output branch (Fig. 1) has a drive shaft 43 passing through it.
, a spur gear pair 47, and an internal gear 48 as a seventh shaft, and the hydraulic output branch section has a hydrostatic pressure transmission f142, a spur gear 46, and an internal gear 49 as a second shaft. . The weighted hydraulic-mechanical power is applied via the coupling element 50 in the first travel range and via the thick 1111 teeth 1 of the weighted gearing 48, 49, 50, 51, 55 in the first travel range.
151 and a common clutch member 57 to the power take-off section.
駆動軸４３は第１の軸線上にある。加重歯車装＃４８．
４９．５０．５１．５５と変速クラッチ５２．５３とは
第一の軸線上に前後に配されている。The drive shaft 43 is on the first axis. Weighted gear system #48.
49, 50, 51, 55 and the speed change clutch 52, 53 are arranged one behind the other on the first axis.
変速装置の構造の長さが短いことは、縦運動のための充
分な空間を自動車の前車輪の間に取っておくために、原
動機と変速装置とを横配置とする場合には４１ＨＣＪｉ
要である。The short length of the transmission structure means that 41HCJi
It is essential.
第１図は縦置き型原動機のための変速装置を示す概略配
列図、ｗＩｃａ図は１ｅＩｔ型原動機のための変速装着
を示す概略配列図である。
符号の説明
２．４２・・・・・・静液圧伝動装置、 ３．４３・・
・・・・駆動軸、 ６．７．４６．４７・・・・・・平
歯車対、８．９．１０．１１．１５．４８．４９．５０
．５１．５５・・・・・・加重歯車装置。FIG. 1 is a schematic arrangement diagram showing a transmission for a vertical type prime mover, and FIG. 1 is a schematic arrangement diagram showing a transmission installation for a 1eIt type prime mover. Explanation of symbols 2.42...Hydrostatic pressure transmission device, 3.43...
... Drive shaft, 6.7.46.47 ... Spur gear pair, 8.9.10.11.15.48.49.50
．． 51.55... Weighted gear device.
Claims (1)
配置され、加重歯車装置８，９．１０゜１１．１！Ｓ；
４ｇ、４９．５０，５１．５５が上記駆動軸に対し喰い
違いに配置され且つ歯車機構６．７；４６．４７を介し
て駆動され得るよ１ｍ、液圧−機械複合伝動装置を構成
したことを特徴とする前輪駆動自動車の肇速装置。 ２）前記加重歯車装ｆ８．９．１０，１１１１５；４ｇ
、４Ｇ、５０，５１．５５に対し軸方向に近接して変速
用クラッチ１２．１８；５２．５３を備えたことを特徴
とする特許請求の範囲第７項記載の変速装置＠ ３）静液圧伝動装置２；４２が別体の静液圧伝動装置ハ
ウジング４；４４中に取付けてあり、該ハウジングは歯
車装置ハウジング１；４１に防音式に支承されたことを
特徴とする特許請求の範Ｉ！第１項又は＃１．２項記載
の変速装置。 リ 駆動軸３；４３が同軸的に静液圧伝動装置１ｌＦ２
；４２を貫通したことを特徴とする特許請求の範囲第７
項又は第一項記載の臂速装置。 Ｓ）変速クラッチ１２．１３；５２．５３が共通の結合
部材１７；５７を有し、該結合部材は動力な敗出す回転
数調整部１４；５４と直接に駆動連結されたことを特徴
とする特許請求の範囲第２項記載の肇速装置。 ６）回転数調整部１４を駆動軸３と直角に配したことを
特徴とする特許請求の範囲第１〜３項のいずれかに記載
の変速装置。 ワ）回転数調整部５４を駆動軸４３に対し平行に配した
ことを特徴とする特許請求の範囲第１〜Ｓ項のいずれか
に記載の変速装置。 ｇ）機械的な分岐出力が貫通−動軸３；４３及び歯車７
；４７を介し第１軸即ち内歯歯車８；４８に伝達され、
液圧分岐出力は別の歯車６；４６を介し第ａ軸即ち別の
内歯歯車９；４９に伝達され、加え合わされた液圧−機
械出力は第１の走行範囲においては結合部材１０；５０
を経て、また第一の走行範囲においては加重歯車装置８
．９．１０．１１．１５；４８．４９．５０．５１，５
５の太陽歯車１１；５１を経て、それぞれ共通の結合部
材１７；５７を介し動力取出し部に導かれることを特徴
とする特許請求の範囲算／〜７項のいずれかに記軟の変
速装置。 ｑ）加重歯車装置８．９．１０．１１．１５；４８．４
９．５０．５１．５５及び変速クラッチ１２．１３：５
２．５３を第２軸上で軸方向前後に配したことを特徴と
する特許請求の範囲第１〜ｇ項のいずれかに１載の変速
装置。Claims: l) A hydrostatic transmission 2; 42 is arranged coaxially with the drive shaft 3; 43, and a weighted gearing 8,9.10°11.1! S;
4g, 49.50, 51.55 are arranged offset with respect to the drive shaft and can be driven via a gear mechanism 6.7; 46.47 1 m, forming a combined hydraulic-mechanical transmission. A speed control device for a front-wheel drive vehicle characterized by: 2) The weighted gear mechanism f8.9.10, 11115; 4g
, 4G, 50, 51.55, a transmission clutch 12.18; 52.53 is provided axially close to the transmission clutch 12.18; 52.53 @3) Static liquid Claims characterized in that the pressure transmission 2; 42 is mounted in a separate hydrostatic transmission housing 4; 44, which housing is sound-proofly mounted on the gearbox housing 1; 41. I! The transmission device according to item 1 or item #1.2. The drive shaft 3; 43 is coaxially connected to the hydrostatic transmission 1lF2.
; Claim 7, characterized in that it passes through 42;
or the arm speed device described in paragraph 1. S) The transmission clutches 12.13; 52.53 are characterized in that they have a common coupling member 17; 57, which coupling member is directly drivingly connected to the motorized rotational speed regulator 14; An acceleration device according to claim 2. 6) The transmission according to any one of claims 1 to 3, characterized in that the rotation speed adjusting section 14 is disposed at right angles to the drive shaft 3. W) The transmission according to any one of claims 1 to S, characterized in that the rotational speed adjusting section 54 is disposed parallel to the drive shaft 43. g) Mechanical branch output passes through - driving shaft 3; 43 and gear 7
; 47 to the first shaft, that is, the internal gear 8 ; 48;
The hydraulic branch power is transmitted via a further gear 6; 46 to the a-th axis, ie to a further internal gear 9; 49, and the combined hydraulic-mechanical power is transmitted to the coupling member 10;
and in the first travel range the weighted gearing 8
．． 9.10.11.15; 48.49.50.51,5
8. A mechanical transmission according to any one of claims 1 to 7, characterized in that the transmission is led to the power take-off portion through a common coupling member 17; 57 through the sun gear 11; q) Weighted gearing 8.9.10.11.15; 48.4
9.50.51.55 and variable speed clutch 12.13:5
2.53 are arranged in the axial direction front and rear on the second shaft. The transmission according to any one of claims 1 to 5.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19813125123 DE3125123A1 (en) | 1981-06-26 | 1981-06-26 | Transmission for a front wheel drive vehicle |
| DE31251234 | 1981-06-26 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS588853A true JPS588853A (en) | 1983-01-19 |
Family
ID=6135431
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP10663282A Pending JPS588853A (en) | 1981-06-26 | 1982-06-21 | Variable speed gear for front-wheel drive automobile |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS588853A (en) |
| DE (1) | DE3125123A1 (en) |
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6037317U (en) * | 1983-08-19 | 1985-03-14 | 白柳 伊佐雄 | Protective mask for welding, etc. |
| JP2011117591A (en) * | 2009-10-30 | 2011-06-16 | Kanzaki Kokyukoki Manufacturing Co Ltd | Transmission of work vehicle |
| US8806864B2 (en) | 2009-10-30 | 2014-08-19 | Kanzaki Kokyukoki Mgf. Co., Ltd. | Transmission |
| JP2019215075A (en) * | 2018-03-19 | 2019-12-19 | ルドルフ グラスナー， | Power split continuously variable transmission system |
Families Citing this family (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3536335A1 (en) * | 1985-10-11 | 1987-04-16 | Michael Meyerle | CONTINUOUSLY HYDROMECHANICAL BRANCHING GEARBOX FOR MOTOR VEHICLES |
| US4713982A (en) * | 1985-12-27 | 1987-12-22 | Sundstrand Corporation | Integral gear box and electrical generating system |
| DE3709191A1 (en) * | 1986-04-10 | 1988-05-11 | Michael Meyerle | CONTINUOUSLY BRANCHING GEARBOX, IN PARTICULAR FOR MOTOR VEHICLES |
| DE3624989A1 (en) * | 1986-07-24 | 1988-02-04 | Man Nutzfahrzeuge Gmbh | GEARBOX FOR MOTOR VEHICLES |
| US4974472A (en) * | 1987-02-13 | 1990-12-04 | Honda Giken Kogyo Kabushiki Kaisha | Hydraulic power transmission apparatus |
| DE3804423C2 (en) * | 1987-02-13 | 1996-01-25 | Honda Motor Co Ltd | Infinitely adjustable hydrostatic transmission |
| DE3871359D1 (en) * | 1987-12-28 | 1992-06-25 | Honda Motor Co Ltd | POWER TRANSMISSION FOR VEHICLES. |
| US5230519A (en) * | 1988-02-16 | 1993-07-27 | Honda Giken Kogyo Kabushiki Kaisha | Hydraulically operated power transmission apparatus |
| US5186692A (en) * | 1989-03-14 | 1993-02-16 | Gleasman Vernon E | Hydromechanical orbital transmission |
| EP0463078A1 (en) * | 1989-03-14 | 1992-01-02 | GLEASMAN, Vernon E. | Hydromechanical orbital transmission |
| US5295414A (en) * | 1991-04-15 | 1994-03-22 | Kubota Corporation | Vibration and noise proofing system for a hydrostatic stepless transmission attached to a transmission case |
| EP1055844A1 (en) * | 1999-05-20 | 2000-11-29 | Renault | Continuous power dividing hydromechanical transmission for motor vehicles |
| FR2793861B1 (en) * | 1999-05-20 | 2001-08-17 | Renault | CONTINUOUSLY VARIABLE POWER DERIVATIVE TRANSMISSION FOR MOTOR VEHICLE POWER UNIT |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE875303C (en) * | 1950-11-28 | 1953-04-30 | Zahnraederfabrik Augsburg Vorm | Planetary gear, especially for power tugs |
| DE1124369B (en) * | 1959-08-29 | 1962-02-22 | Ford Werke Ag | Hydrostatic-mechanical transmission, especially for vehicles |
| DE1171276B (en) * | 1960-08-27 | 1964-05-27 | Kopat Ges Fuer Konstruktion | Vehicle transmissions, in particular for agricultural tractors in device carrier design |
| US3306129A (en) * | 1965-04-12 | 1967-02-28 | Lalio George M De | Extended range hydraulic transmission |
| DE1555284A1 (en) * | 1966-11-04 | 1970-09-03 | Eicher Traktor Landmasch | Tractor with hydrostatic torque converter |
| US3902567A (en) * | 1974-04-03 | 1975-09-02 | Mack Trucks | Noise attenuating transmission casing |
| DE2854375C2 (en) * | 1978-12-16 | 1982-06-24 | Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen | Hydrostatic-mechanical compound transmission |
-
1981
- 1981-06-26 DE DE19813125123 patent/DE3125123A1/en active Granted
-
1982
- 1982-06-21 JP JP10663282A patent/JPS588853A/en active Pending
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS6037317U (en) * | 1983-08-19 | 1985-03-14 | 白柳 伊佐雄 | Protective mask for welding, etc. |
| JP2011117591A (en) * | 2009-10-30 | 2011-06-16 | Kanzaki Kokyukoki Manufacturing Co Ltd | Transmission of work vehicle |
| US8806864B2 (en) | 2009-10-30 | 2014-08-19 | Kanzaki Kokyukoki Mgf. Co., Ltd. | Transmission |
| JP2019215075A (en) * | 2018-03-19 | 2019-12-19 | ルドルフ グラスナー， | Power split continuously variable transmission system |
Also Published As
| Publication number | Publication date |
|---|---|
| DE3125123C2 (en) | 1987-01-08 |
| DE3125123A1 (en) | 1983-01-27 |
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