KR100304130B1 - Drive systems for engine-driven cars, especially passenger cars and transmission systems for engine-driven cars, especially passenger cars - Google Patents

Abstract

The present invention relates to a drive transmission and a powered road car, in particular a gearbox for a passenger car. Mounted on the drivetrain between the engine and the differential gear is an intermediate gearbox with a gear shaft that allows retrofitting older devices in addition to the main gearbox on the drive shaft.

Description

Drive systems for engine-driven cars, in particular passenger cars and transmission systems for engine-driven cars, in particular passenger cars

1 shows schematically a motor vehicle drive according to the invention.

FIG. 2 is a functional diagram briefly showing the intermediate transmission of the drive shown in FIG. 1. FIG.

3 shows a detailed view of the switch shaft and the hydraulic drive required for such a switch shaft in one embodiment of the intermediate transmission.

4 is a cross-sectional view taken along the line I-I of FIG.

5 and 6 show two other possible embodiments of the drive, similar to the first diagram.

* Explanation of symbols for main parts of the drawings

1: engine 2: standard transmission

5, 35: universal shaft 6: differential

7: middle transmission 8, 9: shaft

14: Housing 14 '14 ": Housing Part

15, 16: gear 17: synchronizer

18: ring 20: switch shaft

21: middle shaft 22, 22: gear

24: piston 25: cylinder

25 ': cylinder cover 26, 29: screw

27: cylinder space 30: washer

31: spring element 32: spring arm

34: rotary stop groove 36: lubricating oil system

The present invention relates to a drive according to the introduction of claim 1 and a transmission system according to the introduction of claim 12.

Due to competition in the production of automobiles, in particular in the production of passenger cars, rapid mass production is essential. Moreover, many automobile manufacturers that seemingly still to be competitors cooperate with each other in the development and manufacture of automotive components, in particular in the development and manufacture of drives. Other limitations in the proposal of automobile manufacturing are laws, regulations, standards, road conditions and environmental regulations. Depending on the wishes and needs of individual consumers, the manufacture of technically suitable vehicles has been extended to the extent that standardized mass production is no longer possible. On the contrary, the individual production of automobiles that can meet individual needs is not possible, in most cases, simply because it involves necessary expenses.

However, in many cases, there is still a need for a drive system in a motor vehicle that meets the specific needs and applications to be used in the motor vehicle.

It is an object of the present invention to provide a transmission system as well as a drive that satisfies the individual needs and uses to be used in a vehicle, which makes it possible to produce the vehicle at an appropriate cost.

To achieve this object, the present invention provides a drive according to the features of claim 1 and a transmission system according to the features of claim 12.

The invention, which can be used specifically for passenger cars, has the advantage, among other things, that it can be easily adapted to the individual wishes and applications by the subsequent installation of additional or intermediate transmissions in the vehicle, which can be manufactured at relatively low cost in typical mass production. Have The intermediate transmission has been developed in such a way that it can be pulled out of the driver's seat.

An intermediate transmission is included in the drive line between the current standard automotive transmission and the differential of the drive shaft, and furthermore, since this intermediate transmission has a transmission ratio of 1 and has a corresponding switched position through the drive, the intermediate transmission is fitted. An automobile has the characteristics set by standard manufacture. Only in certain situations, for example, when a particularly high torque is required for the drive shaft, the intermediate transmission takes place in the second switch position, ie it is switched to the operating position.

The intermediate transmission has two shafts, each of which is preferably provided with a flange attached to at least one universal shaft which forms part of the driveline, among other drive elements forming the driveline. These shafts, together with intermediate transmissions, and, incidentally, the torque arms, form a mounting assembly suitable for certain types of vehicles.

The intermediate transmission is preferably developed in such a way that it can be installed as a reduction transmission or as a setup transmission, ie inverted as desired.

The standard of "drive transmission" is understood as a manual or automatic transmission provided as a standard in automobiles.

Depending on the intermediate transmission, the car's standard drive can be adapted to specific conditions. For example, certain conditions,

--- the need for increased traction when using a car, such as towing a trailer car (e.g. mobile home, truck trailer, etc.),

--- adaptation of the vehicle to changed road conditions, eg poor travel conditions, steep slopes, etc.,

--- the driver's adaptation to the speed limit as a co-increase in certain local laws, eg acceleration values,

--- reduction of engine speed for noise reduction and emission reduction of pollutant emissions,

--- increase in top speed, etc.

Other peaks of the invention are described in the dependent claims of the claims.

The invention will be explained in more detail below with reference to various embodiments.

In the figure, 1 is an engine of an automobile such as an internal combustion engine, that is, a passenger car (not shown). The output shaft of the engine is a drive transmission 2 which drives two wheels 3 of the rear axle via a universal shaft 5 and a differential 6 in the illustrated embodiment via a coupling (not shown). )

In one embodiment of the passenger car drive shown in FIG. 1, an additional or intermediate transmission 7 is provided between the output of the drive transmission 2 and the universal shaft 5. The output of the drive transmission is the customer's multi-gear transmission installed by the manufacturer of the passenger car in the passenger car at the factory.

This intermediate transmission is arranged coaxially, in the embodiment shown, and also has two shafts 8, 9, each with a flange 10. The shaft 8 is detachably connected to the flange 11 of the output shaft of the drive transmission 2, and the shaft 9 is also detachably connected to the flange 12 of the universal shaft 5. The universal shaft 5 is provided in the region of the flange 12 with other cardan contact arrangements in the region of the other end, ie in the region of the flange 13, as well as in the cardan connection arrangement. The universal shaft 5 is connected to the input shaft of the differential 6.

The intermediate transmission 7 and the corresponding universal shaft 5 are part of the assembly, which provides a standard universal or cardan shaft that connects the drive transmission 2 directly with the differential 6 by increasing the traction of the passenger car. Instead, it is made possible to provide an intermediate transmission 7 in series with the universal shaft 5.

The medium transmission, which has evolved as small as possible for further installation in the standard vehicle driveline, has only two switch positions that can be selectively switched from the driver's seat. That is, one switch position required for continuous driving is a position in which the two shafts 7 and 8 are directly connected to each other, the transmission ratio i of the intermediate transmission is equal to 1, and the second switch position is The intermediate transmission 7 in the drive line shown in FIG. 1 operates as a step-down transmission, ie the transmission ratio i is less than one. In the illustrated embodiment, the transmission ratio is equal to approximately one half of the speed difference of the standard drive transmission 2 and is on the order of between about 0.8 and 0.9.

In the illustrated embodiment, the intermediate transmission 7, which has developed into a spur gear transmission with an intermediate shaft 21, is in detail a two part consisting of a cup-shaped housing portion 14 ′ and a plate-shaped housing portion 14 ″. It consists of a closed housing 14 which has been developed into a shaft 8. The shafts 8, 9 are rotatably supported by the housing, which shafts are connected to each other by means of adjusted mounts, and the main shaft is divided into two parts in common. The gear 15 is rotatably mounted to the shaft 8. The remaining gear 16 is firmly attached to the shaft 9. Between the two gears 15 and 16, the shaft 8 There is a firmly attached synchronizer 17, and the gears 15, 16 can be selectively connected to the shaft 8. The synchronizer 17 has a ring 18 which is conventional for such a device, 18 is engaged with the switch fork 19 provided on the switch shaft 20. Switch The shaft is displaceable in the housing in the direction of the axis lying parallel to the common axis of the shafts 8, 9 by a predetermined stroke, thereby switching the synchronizer 17 or the intermediate transmission. Or by a device which may be a positioning device, for example, a mechanical actuator (levers, cables, etc.), an electrical actuator (eg linear motor), or a hydraulic actuator (eg compressed air cylinder). In the illustrated embodiment, the actuating device is a hydraulic drive, as will be known in more detail below .. This hydraulic drive is small in size, making it possible to generate a flute force for the switching of the intermediate transmission 7. Moreover, the hydraulic drive can be used for the normal installation of intermediate transmissions 7 and for the operational control stations required for such transmissions. Allow normal installation of the ruler.

For example, in a housing 14 made of aluminum casting, the intermediate shaft 21 is also rotatably supported, the axis of which is parallel to the common axis of the shafts 8 and 9, and the two gears are securely attached to the intermediate shaft. have. That is, the gear 22 continues to mesh with the gear 15 and the gear 23 continues to mesh with the gear 16.

In particular, one advantage of the intermediate transmission 7 is that all the gears 15, 16, 22, 23 continue to mesh. In one switch position (direct drive) of the intermediate transmission, the transmission of power occurs directly from the shaft 8 to the shaft 9. In other switch positions (step-down), which are virtually provided only for the particular driving conditions of the vehicle, the transmission of power is transferred from the shaft 8 to the intermediate shaft 21 via the gears 15 and 22 and to the intermediate shaft 21. ) Is generated up to the shaft 9 via the gears 23, 16. In this case, the transmission ratio (1 = n ₈ / n ₉ = z ₁₅ / z ₂₂ * z ₂₃ / z ₁₆ ) can be obtained.

3 and 4 show the switch shaft 20 and the corresponding hydraulic drive in more detail. Moreover, FIG. 3 shows an exploded view of a housing 14, in particular a two-part separated housing with a cup-shaped housing 14 ′ and a plate-shaped housing 14 ″.

In the same way as the shafts 8, 9 and the intermediate shaft 21, as described above, the switch shaft 20 is also mounted on the housing 14, in this regard, in particular a cup-shaped housing part ( In the lower part of plate 14 and plate-shaped housing part 14 ", the piston 24 which is displaceably guided to the cylinder shaft in the axial direction of the switch shaft 20 at both ends to the switch shaft, respectively. One cylinder 25 is provided in the lower portion of the cup-shaped housing portion 14, and the other cylinder 25 is provided in the plate-shaped housing portion 14 ". Each of the cylinders 25 is provided with a cylinder cover 25 'provided removably on the outside of the housing. According to the plurality of common screws, the corresponding cylinder 25 and the corresponding cylinder cover 25 'are fixed to the housing.

Each of the cylinders 25, together with the corresponding piston 24, is controlled by fluid pressure, for example by hydraulic pressure under pressure, in the illustrated embodiment, which in each case is controlled via the hydraulic line 28, It forms the cylinder space 27 which can be operated. Each of the pistons 24 is fixed to a corresponding end of the switch shaft 20 by screws coaxial with the axis of the switching shaft 20. The tip of this screw 29 projecting slightly beyond the piston surface of the corresponding piston 24 constraining the cylinder space 27 simultaneously restricts the stroke of the switch shaft 20 in one direction or the other. Form a stop. By using washers 30 of different thickness or using different numbers of such washers 30, these stops formed by the tips of the screws 29 allow the synchronizer to operate optimally in two switch positions. It is adjusted to make it. In particular at each switch position, it is adjusted in such a way that no axial force substantially acts between the switch fork 19 and the ring 18.

By hydraulic control, it is possible to lock the switch shaft 20 in two switched or end positions by hydraulic pressure in the cylinder space 27. In a preferred embodiment, in addition, the spring element 31 is provided in the housing 14, i.e., the plate-shaped housing portion 14 ". The spring element 31 is provided with two spring arms made of spring steel. Produced in the manner of a fork equipped with 30. The spring arm 32 is in each case an opening in the groove 33 provided at the end of the cylinder fixed to the housing portion 14 'away from the cylinder cover 25'. The two grooves 33 lie in a common plane perpendicular to the axis of the switchshaft 20 and extend in each case continuously, ie from the outer surface to the inside of the cylinder 25. The piston 24 is provided with two annular stopper grooves 34. The two grooves are in one switch position of the switchshaft so that two spring arms 32 engage one stopper groove. In other switch positions, the spring arm 32 is Apart by engaging the rotation stop chugae engaged with the groove 34, the way to have a distance from each other in the axial direction.

In a preferred embodiment, the intermediate transmission 7 has the following technical data.

Maximum driving torque: 1200 Nm

Driving speed: 8000 rpm

Transmission ratio: 0.88 to 1.0

As is known above, the intermediate transmission 7 is intended to be mounted on a standard passenger car, and the intermediate transmission 7 is intended to be attached to the universal shaft 5 as well as to the parts of the car or passenger car, as well as the housing 14. The intermediate transmission 7, which has an attachment element to it, forms an assembly suitable for the type of passenger car. Mainly it is also possible to use the original cardan shaft of the passenger car, such as the universal shaft 5, after being properly reduced.

Furthermore, it is suitable to provide an elastic coupling at the connection between the drive transmission 2 and the shaft 9 of the intermediate transmission.

In order to support different torques, it is appropriate to provide a torque arm between the intermediate transmission (7) and the standard transmission (2) in such a way that no unacceptable transverse forces are transmitted to the mounting location of the transmission (2). Do.

5 and 6 show different installation variations of the intermediate transmission 7 which are different from the first diagram. In the variant shown in FIG. 5, the shaft 8 of the intermediate transmission 7 is connected via a universal shaft 5 with a transmission 2, and the shaft 9 of the intermediate transmission 7 is connected to the vehicle. It is flanged directly to the input shaft of the synchronous 6. In the embodiment shown in FIG. 6, two universal shafts 35 are used, the intermediate transmission 7 being connected to the standard transmission 2 and the differential 6, respectively.

The intermediate transmission works in a particularly simple manner. Before switching the intermediate transmission 7, the driver of the car first engages the current standard clutch and then, for example, by pressing a button, connects the intermediate transmission to the desired gear stage in each case. The clutch of the car is engaged again. In a vehicle with automatic transmission, changing the intermediate transmission can be carried out when the stop, power drive and automatic transmission are in the transmission position N.

Maintenance inspections of intermediate transmissions are made without any problems and are limited to regular inspection of the oil level and concomitant change of lubricant. Since the intermediate transmission 7 has been developed as compact as possible for further installation, the housing 14 therefore has only a small surface, which is necessary to provide a lubricating oil system 36 for cooling or removing heat sufficiently. . The lubricating oil system 36 is adapted to the vehicle body of the vehicle, mounted in an easily accessible place, and connected to the intermediate transmission 7 via tubes and hoses. The housing 14 also has oil filling holes and oil drain holes, respectively. The lubricating oil system 36 has an oil filter, an oil pump driven by a motor and an oil cooler, among others. The connection of the lubricating oil system to the intermediate transmission 7 with tubes and hoses aids in the flexible and easy installation of the intermediate transmission 7. Since the lubricating oil system 36 is arranged in an easily accessible location of the vehicle body, a conventional inspection of the oil level of the intermediate transmission 7 is also possible there.

In the embodiment shown in the figure, the intermediate transmission 6 operates under special circumstances, especially when a large towing force is required for a passenger car, such as a boat trailer, a mobile home or a steep slope similar trailer on extreme work trips. Used with step-down transmissions.

Since the intermediate transmission 7 is symmetrical in its structural shape or general design, this transmission can also be installed upside down. That is, the shaft 9 can be installed in such a way as to form a drive shaft, so that the transmission acts like a step up transmission. It is also possible that installation in this way, in particular in driving situations, is not necessary for large torques to increase the maximum possible speed of the passenger car, as well as to reduce the rotational speed of the engine in particular. In this way, substantial reduction of noise and reduction of pollutants are also realized.

The present invention is known above based on examples. It is apparent that changes and modifications can be made without departing from the concept of the invention, which forms the basis of the invention.

Claims (22)

As a drive for an engine driven vehicle, in particular a passenger car, having a transmission stem in the driveline between the engine 1 and the differential gear 6 of the drive shaft 4, in addition to the drive transmission 2, a switch is provided for further installation. With intermediate transmissions possible, the intermediate transmissions have two shafts 8, 9 rotatably connected to each other by fixed or fixed mountings to form a common main shaft divided into two, and the intermediate shaft 21 It has gears 22 and 23 cooperating with the gears 15 and 16 of the main shaft, and the coupling device 17 is via a positioning device so that power transmission is directly achieved by the two shafts 7 of the main shaft. 8) which may be switched in such a way that it takes place at one switch position of the coupling device 17 via the coupling device 17 and at the other switch position of the coupling device via the gears 15, 16, 22, 23 and the intermediate shaft In the driving car drive for passenger cars in particular, the coupling device is a synchronizing device 17, and the position of the device engine powered vehicle drive, particularly for passenger cars, characterized in that is formed of a hydraulic cylinder (25). 2. The intermediate transmission (7) according to claim 1, wherein the intermediate transmission (7) has a switch shaft (20) which is displaced into the housing (14) of the intermediate transmission (7) by a predetermined stroke to switch, the switch shaft (20) being positioned at the end. A drive for an engine driven vehicle, in particular a passenger car, characterized in that it comprises a piston 24 displaceable into the cylinder 25 of the device. 3. A drive for an engine driven vehicle, in particular a passenger car, according to claim 2, characterized in that the switch shaft (20) comprises a piston (24) guided in the cylinder (25) at both ends to form two hydraulic cylinders. 4. The switch position according to any one of the preceding claims, wherein the switch position of the intermediate transmission (7) is in each case by the engagement of the spring stop elements (31, 32) in the rotating detent (34). A drive for an engine driven vehicle, in particular a passenger car, characterized in that it is fixed. 4. The engine drive according to any one of claims 1 to 3, wherein the intermediate transmission 7 has a first switch position having a transmission ratio of 1 and a second switch position having a transmission ratio other than 1. Drives in cars, especially passenger cars. 6. A drive according to claim 5, wherein the first switch position is a position in which the two shafts (8, 9) are connected so as to be driven directly with each other. 4. The piston (24) according to claim 2 or 3, wherein an adjustable stop protruding beyond the piston surface is provided to the piston (24) for adjusting the stroke of the switch shaft (20), the stop being at the leading end of the screw (29). A drive for an engine driven vehicle, in particular a passenger car, characterized in that formed by. 9. An engine driven vehicle, in particular a passenger car, according to claim 8, characterized in that for positioning the stops, washers 30 of different numbers and thicknesses are used between the leading end of the screw 29 and the adjacent surface of the piston 24. Drive. 4. The drive according to any one of claims 1 to 3, wherein the transmission ratio of the intermediate transmission 7 is 0.8 to 0.9, which is a value corresponding to 1/2 of the speed difference of the standard transmission. . 4. The intermediate transmission according to any one of the preceding claims, with the universal shaft (5, 35) connecting the intermediate transmission (7) to the standard transmission (2) and the differential (6). A drive for an engine driven car, in particular a passenger car, characterized in that the formation. 4. A drive for an engine driven vehicle, in particular a passenger car, according to any one of the preceding claims, characterized in that the torque arm is part of the assembly between the standard transmission (2) and the intermediate transmission (7). A transmission system for an engine-driven vehicle, in particular a passenger car, having a drive including a standard transmission between the engine 1 and the differential gear 6 of the drive shaft 4, wherein the transmission system is in addition to the standard transmission (2). For the installation of the main shaft, it is provided with a switchable intermediate transmission, the intermediate transmission having two shafts (8, 9) rotatably connected to each other by fixed or adjusted mounts. A shaft is formed, and the intermediate shaft 21 has gears 22 and 23 which cooperate with the gears 15 and 16 of the main shaft, and the coupling device 17 is via a coupling device. Power transmission at one switch position in (17) is directly on the two shafts (7, 8) of the main shaft, at the other switch positions of the gear (15, 16, 22, 23) and the coupling arrangement on the intermediate shaft. Work In engine driven vehicles, in particular in transmission systems for passenger cars, which can be switched in a flying manner, the coupling device is a synchronizing device 17 and the positioning device is formed by a hydraulic cylinder 25. Transmission system for 13. The intermediate transmission (7) according to claim 12, in order to switch, the intermediate transmission (7) has a switch shaft displaceable by a predetermined stroke in the housing (14) of the intermediate transmission (7), the switch shaft (20) at its end, the positioning device And a piston (24) displaceable in the cylinder (25) of the engine driven vehicle, in particular a transmission system for a passenger car. 14. Transmission system according to claim 13, characterized in that the switch shaft (20) has a piston (24) guided in the cylinder (25) at both ends to form two hydraulic cylinders. . 15. The switch position according to any one of claims 12 to 14, wherein the switch position of the intermediate transmission (7) is in each case at the engagement of the spring stop elements (31, 32) in the mating rotary stops (34). A transmission system for an engine driven vehicle, in particular a passenger car, characterized in that it is fixed by. The engine drive according to claim 12, wherein the intermediate transmission 7 has a first switch position having a transmission ratio of 1 and a second switch position having a transmission ratio other than 1. Transmission system for cars, especially passenger cars. 17. Transmission system according to claim 16, characterized in that the first switch position is a position in which the two shafts (8, 9) are directly connected to each other. 15. The piston (24) according to claim 13 or 14, wherein an adjustable stop protruding over the piston surface is provided on the piston (24) for adjusting the stroke of the switch shaft (20), the stop being at the leading end of the screw (29). A transmission system for an engine driven vehicle, in particular a passenger car, characterized in that formed by. 19. An engine driven vehicle, in particular a passenger car, according to claim 18, characterized in that different numbers and thicknesses of washers 30 are used between the leading end of the screw 29 and the adjacent surface of the piston 24 for adjusting the stop. Transmission system for The transmission ratio according to any one of claims 12 to 14, wherein the transmission ratio of the intermediate transmission 7 is 0.8 to 0.9, which is a value corresponding to 1/2 of the gear change of the standard transmission. system. The intermediate transmission according to any one of claims 12 to 14, with the universal shafts (5, 35) connecting the intermediate transmission with the standard transmission (2) and the differential (6), the intermediate transmission forming an assembly suitable for an automobile. An engine-driven vehicle, in particular a passenger car transmission system, characterized in that. 15. Transmission system according to any one of claims 12 to 14, characterized in that the torque arm between the standard transmission (2) and the intermediate transmission (7) is part of the assembly.