KR100945660B1 - Differential gear transmission - Google Patents

Abstract

The differential gear transmission of the present invention is a transmission that converts the force of the engine and transmits it to the axle.

Conventional manual and automatic transmissions have low fuel economy due to the small number of transmission stages, and in particular, automatic transmissions have a complicated structure, making it difficult to increase the number of transmission stages. While reducing efficiency and performance.

In order to cope with conventional low fuel economy transmissions, the present invention simply increases the fuel efficiency by increasing the number of gear shifts than conventional manual and automatic transmissions using differential gears.

1d: 1st speed disc, 1b: 1st speed brake, 2d: 2nd speed disc, 2b: 2nd speed brake, 12: 12th axis, 12a: 12th front pinion, 12b: 12th rear pinion, 1: 1st gear, 1j: 1st gear, 2: 2nd gear, 2j: 2nd gear, 10: input disc, 11: clutch shaft, 84: clutch disc, 9b: clutch brake, 80: clutch left gear, 82: clutch gear, 81: clutch pinion, 83: clutch ring gear, 85: forward gear, 87: reverse gear, 86: forward and reverse pinion, 88: reverse sleeve, 51: shiftfork, 89: sleeve groove, 99: Arm spline, 100: transmission,

Description

DIFFERENTIAL GEAR TRANSMISSION}

The differential gear transmission of the present invention is a transmission that converts the force of the engine and transmits it to the axle.

KR 10-1985-0000955

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Conventional manual transmissions have higher fuel economy than automatic transmissions, but they require the operation of clutches and shift levers in order to shift gears. Conventional automatic transmissions are convenient to operate, but the fuel economy is too low compared to manual transmissions of the same class. Complicated, difficult to maintain, expensive and heavy

In addition, it is difficult to use an engine brake due to the characteristics of the torque converter.

Conventional automatic transmissions with fewer transmission speeds have lower fuel economy because power transmission is inefficient.

The conventional automatic transmission has a fatal disadvantage of shortening the life of the oil and the transmission by generating a large amount of powder in the internal friction disc (brake, clutch), and the user must manage preheating or overheating to the oil state inside the transmission. It's tricky.

V-belt type CVTs used in some light vehicles are inadequate as transmissions due to their limited power transmission due to friction of the belts.

In a small or large vehicle using a conventional manual transmission, the transmission body has to be separated from the engine block every time the clutch disc, which is a consumable, is replaced.

Some conventional heavy trucks use manual 16-speed transmissions, but because the shifts are not in a straight line and are on two H and L lines, they are 16-speed, but the shifting ratio is large and there are many gears. Inconvenience follows.

In general, the fuel efficiency of the transmission is improved by 2 to 3% when it is increased from 4 to 5 gears, and when it is increased from 5 to 6 gears, it is improved by 5 to 8%. It is known to increase about 10%.

In view of this fact, it is necessary to increase the gear stage in order to increase the fuel economy and smooth the driving, but the conventional automatic transmission is very complicated by the complicated hydraulic circuit, wet friction elements, planetary gear, torque converter, etc. In particular, there are limitations in gradually increasing the shift stage by using multiple stages of coaxial planetary gears.

Once the speed ratio is determined, the step area between speeds is the engine speed, since the speed change to the next speed is entirely dependent on the engine speed.

The larger the area of the staircase, the more the engine will move beyond the power to pull the car, consuming unnecessary fuel, and lower fuel economy.Therefore, there are many shifting steps to make the staircase smaller and more compact. Doing so is a way to increase fuel economy.

In order to further increase fuel efficiency, the differential gear transmission of the present invention utilizes the characteristics of the differential gear that the other gear rotates as much as the other gear receives the rotational resistance, thereby increasing the number of stages of the shift more easily and simply. Solve all problems.
No matter what engine you use, such as gasoline, diesel, hybrid, battery electricity, plug-in electricity or hydrogen fuel cell, it is impossible to drive the engine alone without changing the power in the full speed range from the standstill to the maximum speed.
Therefore, the multi-stage transmission that satisfies the driving conditions at that time in the entire speed range of the vehicle is also essential in terms of fuel economy for realizing high fuel efficiency.

1. A conventional automatic transmission implements four to five or six gears, but typically uses six friction elements such as clutch and brake, but the differential gear transmission of the present invention implements eight gears with six friction elements. With 8 friction elements, 16 speeds can be achieved and automatic shifting is possible.

2. The differential gear transmission of the present invention is easier to increase the number of shifts than conventional manual and automatic transmissions.

3. Since the clutch of the differential gear transmission of the present invention is the same as a conventional friction clutch, the power transmission efficiency is higher than that of the fluid clutch (torque converter) of the automatic transmission in which slipping occurs, thereby increasing fuel economy.

4. The differential gear transmission of the present invention has more gear stages and nearly constant shift intervals than conventional manual and automatic transmissions, so it is not only excellent in fuel economy, but also small in shift shock and good in acceleration capability.

5. The differential gear transmission of the present invention can maintain a gear neutral state like a conventional manual transmission.

6. The differential gear transmission of the present invention has no noise due to gear bite when shifting like a conventional manual transmission.

7. Since the differential gear transmission of the present invention is mechanically connected without fluid transmission like a conventional automatic transmission, the engine brake is always applied when the accelerator pedal is released and downhill, and is pushed or pulled like a conventional manual transmission. Starting is possible.

8. The differential gear transmission of the present invention has no sudden oscillation and operation is as reliable as a conventional automatic transmission.

9. In the conventional automatic transmission, consumables such as clutches and brakes for shifting are difficult to replace and maintain. However, the differential gear transmission of the present invention generates friction to protect internal rotating parts such as gears and bearings. By configuring the consumables such as the transmission disc and the shift brake outside the transmission cylinder 100, the structure is clear and simple, so that the service life is long, and consumable replacement and general maintenance are easy.

10. In particular, small and large vehicles using conventional manual transmissions have a problem in that the transmission must be removed from the engine block every time the clutch disc, which is a consumable, is replaced. Since the clutch disc 84 can be exchanged and repaired from the outside, if only the oil in the transmission cylinder 100 is well managed, it is not necessary to remove the transmission from the engine block until the junk car and it is easier to maintain.
11. The differential gear transmission of the present invention has more gears than 8 gears, which is simpler in structure than other conventional gears, easier to maintain and maintain, and has a wider speed range, making it suitable for heavy equipment that uses a large force.
12. The differential gear transmission of the present invention does not need to preheat the transmission oil or worry about overheating of the oil like a conventional automatic transmission.
13. The 16-speed transmission of the differential gear transmission of the present invention is smaller than the manual 16-speed transmission of H and L used in some conventional trucks because the step ratio is small and the shifting is made in a straight line. Full automatic transmission can be achieved.

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Referring to the differential gear transmission of the present invention in detail according to the drawings are configured as follows.
The mating gears that mate with the main gear are called "matching gears", and the master gear and the mating gear are called pairs of "twin gears".

1, 2, 3, 4 and 5, the input disc 10 is coupled to the spline, the clutch left gear 80 is integrally formed with the spline, and the clutch right gear 82 is the clutch shaft 11. And the clutch left gear 80 and the clutch right gear 82 interlock with the clutch pinion 81 to form a differential gear, and the clutch ring gear 83 has a clutch pinion 81 The clutch ring gear 83 is configured to rotate independently on the clutch shaft 11 so that the clutch pinion 81 can rotate in the differential gear, and the clutch ring gear 83 is rotated. It is configured to engage with the bevel gear of the clutch disc 84, and the clutch disc 84 is configured to abut the clutch brake 9b, so that a device that functions as a conventional clutch by using differential gear characteristics is constructed.

Subsequently, the forward gear 85 is integrally formed with the clutch shaft 11, the reverse gear 87 is integrally formed with the 12th shaft 12, and the forward gear 85 and the reverse gear 87 are moved forward and backward. The pinion 86 is interposed to form a differential gear, and the forward and reverse sleeves 88 are configured to rotate forward and backward pinion 86, the forward and reverse pinions 86 in the forward and reverse sleeve 88 It is configured to move left and right in parallel with the 12 axis 12, the forward and reverse sleeve 88 can rotate independently on the 12 axis 12 so that the forward and backward pinion 86 revolves in the differential gear. And the forward and reverse sleeves 88 are configured to be movable left and right along the 12th axis 12, a pair of male and female splines are respectively formed in the forward and reverse sleeves 88 and the reverse gear 87, A pair of female splines 99 and a male spline are formed in the 100 and the forward and reverse sleeves 88, respectively. Is soft fork sleeve groove (89) which (51) is combined with the configuration, a differential gear using the characteristic consists of a device for the gears of a conventional binary role before and after.

Subsequently, the first gear 1 and the second gear 2 are integrally formed with the respective side gears 1s and 2s, and the first gear 1 and the second gear 2 are the 12th axis of the gear rotation axis. It is configured to rotate independently at (12), the 12th front pinion (12a) is configured integrally with the 12th shaft 12 so that it can rotate and rotate, and the side gear (1s) of the first gear (1) ) And the side gear 2s of the 2nd gear 2 are interlocked with the 12th front pinion 12a in between, and the 2nd gear 2 is integrated with the 2nd transmission disc 2d. The second shifting brake 2b is in contact with the second shifting disc 2d, and the first gear 1 and the second gear 2 of the 12th shaft 12 are the 34th shaft ( 34, 1 mating gear (1j) and 2 mating gears (2j) are respectively engaged with each other, 1 mating gear (1j) and 2 mating gear (2j) is integral with each side gear (1js, 2js). The first mating gear (1j) and the second mating gear (2j) are independent of the 34th axis 34, the gear axis of rotation It is configured to rotate, and the rear pinion (12b) 12 is integrally formed with the 34 axis 34 to rotate and rotate, and paired with the side gear (1js) of the mating gear (1j) 2 times The side gear 2js of the gear 2j is engaged with the rear pinion 12b 12 to form a differential gear, and the first pair of gears 1j is integrally formed with the first shifting disk 1d. , The first shifting brake 1b abuts on the first shifting disc 1d, the first transmission gears 1 and 1j and the second pair of gears, which constitute a unit transmission, and serve as a transmission. 2, 2j) of the transmission module.
Therefore, the shift modules of the 1st gear pair (1, 1j) and the 2nd gear pair (2, 2j) using the differential gear characteristics are simply called "shift module 12".

Subsequently, the 34th shaft 34 integral with the 12th rear pinion 12b and the 34th shaft 34 integral with the 34th front pinion 34a are connected by coupling, and the 3rd gear 3 and 4 The first gear 4 is configured integrally with each side gear (3s, 4s), the third gear (3) and the fourth gear (4) is configured to rotate independently on the 34 axis 34, The 34th front pinion 34a is integrally formed with the 34th shaft 34 so as to rotate and rotate, and the side gear 3s of the 3rd gear 3 and the side gear 4s of the 4th gear 4 are rotated. ) Is interlocked with 34 front pinion (34a) to form a differential gear, the fourth gear (4) is integrally configured with the fourth shifting disk (4d), 4 to the fourth shifting disk (4d) The third shifting brake 4b is configured to abut, and the third gear 3 and the fourth gear 4 of the 34th shaft 34 are the fourth mating gear 3j and the fourth of the 56th shaft 56. And mating gears (4j), respectively, and the third mating gear (3j) and the fourth mating gear (4j) and each side gear (3js, 4js) and The third mating gear (3j) and the fourth mating gear (4j) is configured to rotate independently on the axis 56 of the gear rotation axis 56, and the rear pinion (34b) 34 times rotating while rotating It is configured integrally with the 56 shaft 56 so that the side gear (3js) of the third mating gear (3j) and the side gear (4js) of the fourth mating gear (4j) are 34 rear pinions (34b). The third gear is integrally formed with the third shifting disc 3d, and the third shifting brake 3b is fitted with the third shifting disc 3d. It is configured to reach, the transmission module of the third gear (3, 3j) and the fourth pair of gears (4, 4j), which is a power transmission device that serves as a transmission while forming a unit transmission is configured.
Therefore, the shift module of the 3rd gear (3, 3j) and the 4th gear (4, 4j) using the differential gear characteristics is simply referred to as "shift module 34".

Subsequently, shaft 56 integral with 34 rear pinion 34b and shaft 56 integral with 56 front pinion 56a are connected by coupling, and gear 5 and 6 The first gear 6 is integrally formed with each side gear (5s, 6s), the fifth gear 5 and the sixth gear 6 is configured to rotate independently on the 56 axis 56, The 56th front pinion 56a is integrally formed with the 56th shaft 56 so as to rotate while rotating, and the side gear 5s of the 5th gear 5 and the side gear 6s of the 6th gear 6 are rotated. ) Is interlocked with 56 front pinion (56a) to form a differential gear, 6 gear (6) is integrally configured with the sixth shift disk (6d), 6 to the sixth shift disk (6d) The gear shifting brake 6b abuts, and the 5th gear 5 and the 6th gear 6 of the 56th shaft 56 are the 6th gear 5j and the 6th gear of the 78th shaft 78; The mating gears 6j are engaged with each other, and the fifth mating gear 5j and the sixth mating gear 6j are each side gears 5js and 6js. And the fifth mating gear 5j and the sixth mating gear 6j are configured to rotate independently on the 78th axis 78 which is the gear rotation axis, and the 56th rear pinion 56b rotates while rotating. It is configured integrally with the 78th axis 78 so that the side gear 5js of the 5th mating gear 5j and the side gear 6js of the 6th mating gear 6j are 56 times behind the pinion 56b. The differential gears are interlocked with each other, and the fifth gear pair 5j is integrally formed with the fifth shift disk 5d, and the fifth shift brake 5b is fitted with the fifth shift disk 5d. It is configured to reach, the transmission module of the fifth gear (5, 5j) and the sixth gear (6, 6j) of the power transmission device that plays a role of shifting while forming a unit transmission is configured.
Therefore, the shift modules of the 5th gear pair (5, 5j) and the 6th gear pair (6, 6j) using the differential gear characteristics are simply referred to as "shift module 56".

Subsequently, by adding gears 7 and 8 to the gear shift stages from 8 to 16 gears, the 78th shaft 78 and the 78th front pinion 78a are integral with the 56th rear pinion 56b. ), The 78th shaft 78 is integrally connected to the coupling, the gear 7 and the gear 8 are integrally formed with each side gear (7s, 8s), the gear 7 ) And the eighth gear (8) is configured to rotate independently on the 78th axis 78, 78 front pinion (78a) is integrally configured with the 78th axis 78 to rotate while rotating The side gear (7s) of the seventh gear (7) and the side gear (8s) of the eighth gear (8) interlock with each other with the front pinion (78a) of 78 to form a differential gear, and the eighth gear ( 8) is integrally formed with the eighth shift disk 8d, the eighth shift brake 8b abuts on the eighth shift disk 8d, and the seventh gear 7 of the 78th shaft 78 And gear 8 are configured to engage with the seventh mating gear (7j) and the eighth mating gear (8j) of the 90 axis 90, respectively. The seventh mating gear 7j and the eighth mating gear 8j are integrally formed with the respective side gears 7js and 8js, and the seventh mating gear 7j and the eighth mating gear 8j are gear rotating shafts. In turn 90 is configured to rotate independently on the shaft 90, 78 rear pinion (78b) is integrally configured with the 90 axis 90 to rotate while rotating, seven mating gear (7j) Side gear (7js) and 8th gear (8j) of the 8th side gear (78s) between the 78 pinion (78b) interlocking between the differential gear, 7 pairs of gears (7j) 7 The seventh gear is configured integrally with the transmission disk 7d, and the seventh transmission brake 7b abuts on the seventh transmission disk 7d, and constitutes a unit transmission, which is a power transmission device that serves as a transmission. 7, 7j) and the eighth gear pair 8, 8j are configured.
Therefore, the shift modules of the seventh gear pair (7, 7j) and the eighth gear pair (8, 8j) using the differential gear characteristics are simply referred to as "shift module 78".

In Fig. 5, the respective shift modules 34, 56 and 78 are rotated at an appropriate angle about the 34th axis 34, 56th 56 and 78th axis 78 of each gear rotation axis, and then the opposite shifting The discs are vertically overlapped at the same position perpendicular to each gear axis of rotation, and the pinion (12a, 12b, 34a, 34b, 56a, 56b, 78a, 78b) constituting the differential gear is used to increase the strength of the axis of rotation. If the diameter of the rotating shaft is thickened, and the concave space is formed inside the side gear of the pair of gears constituting each of the shift modules 12, 34, 56, and 78, each pinion reduces the length of the differential gear transmission. ,
If the gearbox is connected to the next gearbox, the 34th shaft 34, 56th 56, and 78th 78, which are connected to the next shifting module, are connected by coupling. In addition, differential gear transmissions are made in a variety of gears ranging from 2 to 16 gears.
Each transmission gear (1, 1j), (2, 2j), (3, 3j), (4, 4j), (5, 5j), (6, 6j), (7, 7j), ( 8, 8j) may be constituted by a chain or a belt, and may include a shift brake that holds the shift disc according to a space, and a shift brake that holds around the shift disc.

The interaction of each component is as follows.

1, 2 and 7, when the input disk 10, such as a conventional clutch disk coupled to the flywheel of the engine rotates, the clutch left gear 80 also rotates through the spline coupled to the input disk 10.
At this time, when the hydraulic pressure applied to the clutch brake 9b releases the clutch disc 84, the clutch disc 84 rotates freely in the direction indicated by the arrow, and the clutch ring gear 83 meshes with the bevel gear of the clutch disc 84. In addition, the clutch shaft 11 can freely rotate in the direction indicated by the arrow, so that the clutch pinion 81 also rotates and revolves freely in accordance with the rotation of the clutch left gear 80, so that Shut off without transmitting power.

On the contrary, when the rotation of the clutch disc 84 is stopped by the spring force as in the conventional clutch system while the hydraulic pressure applied to the clutch brake 9b is released, the clutch ring gear 83 meshed with the bevel gear of the clutch disc 84. The rotation of the clutch is also stopped, and thus the clutch pinion 81 does not rotate but only rotates to change the rotation of the clutch left gear 80 only in the rotational direction, thereby transmitting power of the engine to the clutch rain gear 82 as it is, and thus, the stationary sleeve The forward gear 85 meshed with the forward and backward pinion 86 of 88 also rotates.
As such, the above device interrupts the power of the engine like a conventional clutch.

In Figs. 1, 2 and 6, the shift fork 51 is fixed to the indicated position by the position hole 53 when the forward and reverse sleeve 88 is positioned on the neutral line.
Therefore, since the spline of the forward and reverse sleeve 88 does not catch with the spline of the reverse gear 87 and the transmission cylinder 100, the forward and reverse pinion 86 is rotated in the direction indicated by the arrow. By rotating the forward gear 85 freely rotates and revolves so that it does not transmit any power to the reverse gear 87 to create a neutral state.

In Figures 3 and 6, when the shift fork 51 positions the forward and reverse sleeve 88 on the forward line, the male and female splines of the forward and reverse sleeve 88 and the reverse gear 87 are combined to become an integral part of the relative motion between each other. Therefore, the front and rear pinion 86 revolves in the same rotational direction as the forward gear 85 engaged in a state in which rotation is impossible, and the 12th shaft 12 is rotated by the reverse gear 87 rotated together. Figure also makes a forward state to rotate in the same direction as the forward gear (85).
Accordingly, the 78 axis 78 rotates in the same direction as the clutch left gear 80 first input as indicated by the arrow.

In Figures 4 and 6, when the shift fork 51 positions the forward and reverse sleeve 88 on the reverse line, the female spline 99 of the transmission cylinder 100 and the male spline of the forward and reverse sleeve 88 are coupled to the forward and reverse sleeve ( Since the 88 is fixed to the transmission 100, the front and rear pinion 86 can only rotate without rotating, thereby rotating the rotation of the forward gear 85 engaged in the reverse direction. The reverse gear which is transmitted as it is to the reverse gear 87 of () is made.
Thus, the 78 axis 78 rotates in the opposite direction of the clutch left gear 80 first input as indicated by the arrow.

In Fig. 8, the shift principle of the shift module 12 shows that once the 12th shaft 12 rotates in any direction, the 1st and 2nd gears 1 and 2 engaged with the 12th front pinion 12a revolve. 1 and 2 gears 1 and 2 are rotated in the same direction through the respective side gears 1s and 2s, and the 1 and 2 mating gears 1j and 2j of the 34th shaft 34 engaged therewith are also rotated. Rotate along.

At this time, in the transmission module 12-1, when the rotation of the first speed change disk 1d is stopped by the operated first speed change brake 1b, the rotations of the first mating gear 1j and the first gear 1 are also stopped. On the other hand, the second gear 2, which is not stopped, is rotated by the side gear 1s of the first gear 1 in which the 12th front pinion 12a that is continuously rotating rotates the side gear 2s. Accelerated at twice the speed in the rotation direction of the 12th axis 12 through.
Then, the second gear pair (2j) meshing with the second gear (2) is rotated on the shaft 34 (34), which is the output shaft, and the side gear of the first pair gear (1j) stopped by its own side gear (2js). Using (1js) as a scaffold, the rear pinion 12b rotates and revolves 12 times, decelerating at twice the speed and rotating the 34th axis 34 in the opposite direction to the 12th axis 12.

In a shift brake system in which only one of the two shift brakes 1b and 2b is selected, when the rotation of the second shifting disc 2d is stopped by the shifting brake 2b operated in reverse in the shifting module 12-2, The rotation of the gear 2 and the mating gear 2j is stopped by the side gear 2s of the gear 2, in which the rotation of the 12th front pinion 12a is stopped. While accelerating, the non-stopping opposite first gear 1 is accelerated at a double speed in the rotational direction of the 12th shaft 12 through the side gear 1s.
Then, the first gear 1j meshing with the first gear 1 rotates on the 34th shaft 34, which is the output shaft, and the side gear of the second mating gear 2j stopped by its own side gear 1js. Using (2js) as a scaffold, the rear pinion 12b is rotated and revolved 12 times, decelerating at twice the speed to rotate the 34th axis 34 in the opposite direction to the 12th axis 12.
At this time, two different gear ratios come out through the 34th shaft 34 by the first and second pair gears (1, 1j) and (2, 2j) having different gear ratios, and the transmission module constituting such a unit transmission is Overlapping produces different gear ratios and different gears.

In Figures 3, 4 and 5, the shift principle and configuration of the shift modules 34, 56 and 78 are the same as the shift module 12.

In the shifting module 34, when the 34th shaft 34 rotates, the 34th front pinion 34a rotates and rotates the 3rd and 4th gears 3 and 4 in the same direction and the 56th shaft ( 56, 3 and 4 mating gears (3j, 4j) also rotates.
At this time, if the rotation of any one of the third or fourth shifting discs 3d and 4d is stopped by the operated third or fourth shifting brakes 3b and 4b, the rotating front 34 pinion 34a is stopped. While rotating by the gear, the opposite gear not stopped is accelerated at twice the speed of rotation of the 34th axis 34,
Rotating and rotating the pinion (34b) 34 times with the mating gear of the rotating mating gear among the 3 and 4 mating gears (3j, 4j) engaged with the gears 3 and 4 (3, 4). Decelerate at twice the speed and rotate shaft 56 in the opposite direction to shaft 34.

In the shifting module 56, when the 56th shaft 56 rotates, the 56th front pinion 56a rotates and the 5th and 6th gears 5 and 6 rotate in the same direction, and the 78th axis (which is engaged therewith) is rotated. The mating gears 5j and 6j of 78) also rotate.
At this time, when the rotation of any one of the fifth or sixth shift disks 5d and 6d is stopped by the fifth or sixth shift brakes 5b and 6b, the idle front pinion 56a is stopped. While rotating by the gear, the other gear not stopped is accelerated at twice the speed in the rotational direction of axis 56 (56),
Rotating and rotating the pinion (56b) 56 times, using the mating gear of the rotating mating gear among the 5 and 6 mating gears (5j, 6j) engaged with the gears 5 and 6 (5, 6). Decelerate at twice the speed and rotate axis 78 in the opposite direction of axis 56.

In the shifting module 78, when the 78th axis 78 is rotated, the front pinion 78a of 78 turns idle while the 7, 8th gears 7 and 8 rotate in the same direction, and the 90th axis ( 90, 7 and 8 mating gears (7j, 8j) also rotates.
At this time, when the rotation of any one of the seventh or eighth speed discs 7d and 8d is stopped by the seventh or eighth speed shift brakes 7b and 8b, the idle front 78th pinion 78a is stopped. While rotating by the gear, the non-stopping opposite gear is accelerated at twice the speed of rotation of axis 78 (78),
Rotating mating gears of the 7th and 8th mating gears (7j, 8j) engaged with the 7,7th and 8th gears (7, 8) are rotated and rotated by the rear pinion (78b) 78 times. Decelerate at twice the speed to rotate the 90 axis 90 in the opposite direction of the 78 axis 78.
As such, the 90th shaft 90 that outputs the finally shifted power is connected to the axle shaft.

The rotation speed of the engine is shifted through the shift modules 12, 34, 56 and 78.
For example, gears 1, 2, 3, and 4 of the shift modules 12 and 34 and paired gears 1, 2, 3, and 4 (1j, 2j, 3j, 4j) that mate with it If you set the gear ratio of
The gear ratio of the first gear 1 of the 12th shaft 12 and the first mating gear 1j of the 34th shaft 34, that is, the gear ratio of the first pair of gears 1 and 1j is 1.0: 1.6,
The gear ratio of the second gear 2 of the 12th shaft 12 and the second mating gear 2j of the 34th shaft 34, that is, the gear ratio of the second pair of gears 2 and 2j is 1.0: 1.0,
The gear ratio of the third gear 3 of the 34th shaft 34 and the third mating gear 3j of the 56th shaft 56, that is, the gear ratio of the third pair of gears 3 and 3j is 1.0: 1.25,
The gear ratio of the fourth gear 4 of the 34th shaft 34 and the fourth mating gear 4j of the 56th shaft 56, that is, the gear ratio of the fourth pair of gears 4 and 4j is 1.0: 1.0,

Combining the shift modules 12 and 34 gives four cases as follows.
In Figs. 11 and 15, when the 2nd shift brake 2b and the 4th shift brake 4b are actuated, and the 1st double gear 1, 1j and the 3rd double gear 3, 3j are combined, it is 1x3. The shift ratio of the 56th shaft 56 is 2.0,
In Figs. 12 and 16, when the 2nd shift brake 2b and the 3rd shift brake 3b are actuated and the 1st double gears 1 and 1j and the 4th double gears 4 and 4j are combined 1x4, The shift ratio of the 56th shaft 56 is 1.6,
In Figs. 13 and 17, when the 1st shift brake 1b and the 4th shift brake 4b are actuated, the 2nd gear pairs 2 and 2j and the 3rd gear pairs 3 and 3j are combined to 2x3. The gear ratio of the 56th shaft 56 is 1.25,
In Figs. 14 and 18, when the 1st shifting brake 1b and the 3rd shifting brake 3b are actuated, the 2nd gear pair 2 (2, 2j) and the 4th gear pair 4 (4, 4j) are combined to 2x4. The gear ratio of the 56th shaft 56 is 1.0.

Therefore, the combined speed ratios of the shift modules 12 and 34 are summarized as follows.
1 stage; 1 × 3 = 2.0 3-stage; 2 × 3 = 1.25
2 step; 1 × 4 = 1.6 4 steps; 2 × 4 = 1.0

The gear ratio of the fifth gear 5 on the 56th shaft 56 and the fifth paired gear 5j of the 78th shaft 78, that is, the gear ratio of the fifth pair of gears 5 and 5j is 1.0: 2.0,
The gear ratio of the sixth gear 6 of the 56th shaft 56 and the sixth paired gear 6j of the 78th shaft 78, that is, the gear ratio of the sixth paired gears 6 and 6j is 1.0: 0.8,

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When the shift module 56 is combined with the shift modules 12 and 34, there are eight cases as follows.
In Fig. 11, when the 6th shift brake 6b is operated at 1x3 and the 5th gear pairs 5 and 5j are combined, and the 1x3x5, the gear ratio of the 78th axis 78 is shifted to 1st gear 4.0. Become,
In Fig. 12, if the 6th shift brake 6b is operated at 1x4, and the 5th gear pairs 5 and 5j are combined and 1x4x5, the gear ratio of the 78th axis 78 is shifted to 2 speed 3.2. Become,
In Fig. 13, when the 6th shift brake 6b is operated at 2x3 and the 5th gear pairs 5 and 5j are combined and 2x3x5, the gear ratio of the 78th axis 78 is shifted to 3 speeds of 2.5. Become,
In Fig. 14, if the 6th shift brake 6b is operated at 2x4, and the 5th gear pairs 5 and 5j are combined and 2x4x5, the speed ratio of the 78th axis 78 is shifted to 4 speeds 2.0. Become,
In Fig. 15, when the 5th shift brake 5b is operated at 1 × 3, and the sixth pair gears 6, 6j are combined, and the 1 × 3 × 6, the transmission ratio of the 78th axis 78 is 5 speed 1.6 Become,
In Fig. 16, when the 5th shift brake 5b is operated at 1 × 4, and the 6th pair gears 6, 6j are combined, and the 1 × 4 × 6, the shift ratio of the 78th axis 78 is 6 speed 1.28 Become,
In Fig. 17, when the 5th shift brake 5b is operated at 2x3 and the 6th gears 6 and 6j are combined and 2x3x6, the gear ratio of the 78th axis 78 is shifted to 7 gears of 1.0. Become,
In Fig. 18, when the 5th shift brake 5b is operated at 2x4, and the sixth pair gears 6 and 6j are combined and 2x4x6, the gear ratio of the 78th axis 78 is 8-speed 0.8 do.

Therefore, the combined speed ratios of the shift modules 12, 34, and 56 are summarized as follows.
1 stage: 1 × 3 × 5 = 4.0 5 stage: 1 × 3 × 6 = 1.6
2 stage: 1 × 4 × 5 = 3.2 6 stage: 1 × 4 × 6 = 1.28
3 stage: 2 × 3 × 5 = 2.5 7 stage: 2 × 3 × 6 = 1.0
4-stage: 2 × 4 × 5 = 2.0 8-stage: 2 × 4 × 6 = 0.8

The gear ratio of the seventh gear 7 on the 78th axis 78 and the seventh gear 7j on the 90th axis 90, that is, the gear ratio of the seventh paired gears 7 and 7j is 1.0: 2.5,
The gear ratio of the eighth gear 8 of the 78th axis 78 and the eighth paired gear 8j of the 90th axis 90, that is, the gear ratio of the eighth paired gears 8 and 8j is 1.0: 1.0,

In Fig. 5, when the shift module 78 is combined with the shift modules 12, 34, and 56, there are 16 cases as follows.
In 1 × 3 × 5, the eighth speed shift brake 8b is operated so that the seventh pair gears 7 and 7j are combined so that when the 1 × 3 × 5 × 7, the transmission ratio of the 90th axis 90 is shifted to 1 gear 10.0. Become,
In 1x4x5, the eighth speed shift brake 8b is operated, and the seventh gear pairs 7 and 7j are combined to form a 1x4x5x7 gear ratio of the 90th axis 90. Become,
If the 2nd gear (7, 7j) is combined with the 8th shift brake (8b) at 2x3x5, and the 2x3x5x7 is combined, the gear ratio of the 90th axis 90 will be three-speed 6.25 Become,
If the 8th shift brake 8b is operated at 2x4x5, and the seventh pair gears 7 and 7j are combined and 2x4x5x7, the transmission ratio of the 90th axis 90 is four-speed 5.0 Become,
If the 8th gear shift brake 8b is operated at 1 × 3 × 6, and the seventh pair gears 7 and 7j are combined and 1 × 3 × 6 × 7, the gear ratio of the 90th shaft 90 is shifted to five gears of 4.0. Become,
If the 8th gear shift brake 8b is operated at 1x4x6, and the seventh gear pairs 7 and 7j are combined, and the 1x4x6x7, the gear ratio of the 90th shaft 90 is 6-speed 3.2 Become,
If the 2nd gears (7, 7j) are combined with the 8th shift brake (8b) at 2x3x6, and the 2x3x6x7 is combined, the gear ratio of the 90th shaft 90 will be 7-speed 2.5. Become,
If the 8th gear shift brake 8b is operated at 2x4x6, and the seventh pair gears 7 and 7j are combined and 2x4x6x7, the gear ratio of the 90th shaft 90 is 8-speed 2.0 Become,
If the 1st gearbox 8b is combined with the 8th gear 8, 8j at 1x3x5, and the 1st gearbox 8, 8j is combined and the 1x3x5x8, the gear ratio of the 90th shaft 90 is 9 speeds of 4.0 Become,
In 1x4x5, the seventh speed shift brake 7b is operated, and the eighth pair gears 8, 8j are combined, and if 1x4x5x8, the gear ratio of the 90th axis 90 is 10-speed 3.2. Become,
In 2x3x5, the seventh shift brake (7b) is operated, and the eighth pair gears (8, 8j) are combined, and if the 2x3x5x8, the gear ratio of the 90th axis 90 is 11 speeds of 2.5 gears. Become,
In 2x4x5, the seventh shift brake (7b) is operated, and the eighth pair gears (8, 8j) are combined, and if the 2x4x5x8, the transmission ratio of the 90th axis 90 is 12-speed 2.0 Become,
If the 1st gearbox 8b is combined with the 8th gear 8, 8j at 1x3x6, and the 1st gearbox 8, 8j is combined and the 1x3x6x8, the gear ratio of the 90th shaft 90 is 13 speeds 1.6 Become,
When the 1st gearbox 8b is combined with the 8th gear 8, 8j at 1x4x6, and the 1st gearbox 8, 8j is combined, and the 1x4x6x8, the gear ratio of the 90th shaft 90 is 14 speeds 1.28 Become,
In 2x3x6, the seventh shift brake (7b) is operated, and the eighth pair gears (8, 8j) are combined, and if the 2x3x6x8, the transmission ratio of the 90th axis 90 is 15 speeds of 1.0 gears. Become,
In 2x4x6, the seventh speed shift brake (7b) is operated, and the eighth pair gears (8, 8j) are combined, and if the 2x4x6x8, the transmission ratio of the 90th axis 90 is 16 speeds of 0.8 do.

Therefore, the combined speed ratios of the transmission modules 12, 34, 56, and 78 are summarized as follows.
1 stage; 1 × 3 × 5 × 7 = 10.0 9 steps; 1 × 3 × 5 × 8 = 4.0
2 step; 1 × 4 × 5 × 7 = 8.0 10 steps; 1 × 4 × 5 × 8 = 3.2
3 stages; 2 x 3 x 5 x 7 = 6.25 11 stages; 2 × 3 × 5 × 8 = 2.5
4 stages; 2 × 4 × 5 × 7 = 5.0 12 steps; 2 × 4 × 5 × 8 = 2.0
5 stages; 1 × 3 × 6 × 7 = 4.0 13 steps; 1 × 3 × 6 × 8 = 1.6
6 stages; 1 × 4 × 6 × 7 = 3.2 14 steps; 1 × 4 × 6 × 8 = 1.28
7 stages; 2 × 3 × 6 × 7 = 2.5 15 steps; 2 × 3 × 6 × 8 = 1.0
8 stages; 2 × 4 × 6 × 7 = 2.0 16 steps; 2 × 4 × 6 × 8 = 0.8

By the way, the above gear is distinguished up to 16 gears, but since the gear ratios of 5 to 8 gears and 9 to 12 gears overlap, the gear shift ratio is actually 12 gears.

Therefore, by using the differential gear characteristics to superimpose several transmission modules constituting the unit transmission, and by varying the gear ratio of each pair of gears that are components of the transmission module, a transmission having various transmission stages and transmission ratios can be made. As described, it is possible to make an 8-speed transmission with six friction elements, and as shown in Fig. 5, the eight-speed transmission can be made with a simpler structure than any conventional transmission.

By setting the gear ratios of the transmission modules 12, 34, 56, and 78 in various ways, various 8- and 16-speed shift ratios can be obtained as follows.

8-speed ratio:
1. (5.0, 4.0, 3.125, 2.5, 2.0, 1.6, 1.25, 1.0)
2. (5.083, 3.91, 2.99, 2.3, 1.768, 1.36, 1.04, 0.8)
3. (4.0, 3.2, 2.5, 2.0, 1.6, 1.28, 1.0, 0.8)
4. (3.978, 3.06, 2.34, 1.8, 1.326, 1.02, 0.78, 0.6)
5. (3.0, 2.4, 1.875, 1.5, 1.2, 0.96, 0.75, 0.6)
6. (6.188, 4.76, 3.64, 2.8, 2.21, 1.7, 1.3, 1.0)
7. (3.96, 3.3, 2.64, 2.2, 1.80, 1.5, 1.2, 1.0)
8. (3.654, 3.045, 2.52, 2.1, 1.74, 1.45, 1.2, 1.0)
9. (2.7945, 2.43, 2.07, 1.8, 1.5525, 1.35, 1.15, 1.00)
10. (13.26, 10.2, 7.8, 6.0, 4.42, 3.4, 2.6, 2.0)

16-speed ratio:
1. (8.9424, 7.776, 6.624, 5.76, 4.968, 4.32, 3.68, 3.2, 2.7945, 2.43, 2.07, 1.8, 1.5525, 1.35, 1.15, 1.00)
2. (10.0, 8.0, 6.25, 5.0, 4.0, 3.2, 2.5, 2.0, 4.0, 3.2, 2.5, 2.0, 1.6, 1.28, 1.0, 0.8)
3. (12.5, 10.0, 7.8125, 6.25, 5.0, 4.0, 3.125, 2.5, 4.0, 3.2, 2.5, 2.0, 1.6, 1.28, 1.0, 0.8)
4. (15.7122, 13.0935, 10.836, 9.03, 7.482, 6.235, 5.16, 4.3, 3.654, 3.045, 2.52, 2.1, 1.74, 1.45, 1.20, 1.0)
5. (17.8848, 15.552, 13.248, 11.52, 9.936, 8.64, 7.36, 6.4, 5.589, 4.86, 4.14, 3.6, 3.105, 2.7, 2.3, 2.0)
6. (6.0, 4.8, 3.75, 3.0, 2.4, 1.92, 1.5, 1.2, 3.0, 2.4, 1.875, 1.5, 1.2, 0.96, 0.75, 0.6)
7. (5.0301, 4.374, 3.726, 3.24, 2.7945, 2.43, 2.07, 1.8, 1.6767, 1.458, 1.242, 1.08, 0.9315, 0.81, 0.69, 0.6)

Figure 9 is a graphical representation of 3 and 4 of the eight-speed ratios listed above, along with the step ratios that affect shift shocks.
Figure 10 shows the 4 and 7 of the 16-speed ratios listed above, along with the step ratios that affect shifting shocks.
In particular, the seventh of the above 16 speed ratio is close to the concept of stepless speed because the step ratio of the gear stage is not more than 1.2, dense and neat.

In the differential gear transmission of the present invention, the power of the engine is interrupted by the clutch disc 84, the rotation of the engine is changed by the operation of the stationary sleeve 88, and the rotation is shifted by the transmission module and transmitted to the axle.

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It can be used for all machines requiring shifting, such as transportation machines, machine tools, and industrial machines.

1 is a clutch blocking neutral diagram of a differential gear transmission of the present invention.

Figure 2 is a clutch connection neutral diagram of the differential gear transmission of the present invention.

Figure 3 is a clutch connection forward eight speed shift of the differential gear transmission of the present invention.

Figure 4 is a clutch one reverse speed shift of the differential gear transmission of the present invention.

5 is an expanded 16-stage view of the differential gear transmission of the present invention.

6 is a shift fork coupling diagram of a differential gear transmission of the present invention.

7 is a clutch brake operation diagram of the present invention.

8 is a shift module 12 showing the shift principle of the present invention.

9 is a two-speed gear shift table of two embodiments of the present invention.

10 is a two-speed gear shift table of two embodiments of the present invention.

11 is a one-speed shift in the eight-speed transmission of the embodiment of the present invention.

12 is a two-speed shift in the eight-speed transmission of the embodiment of the present invention.

13 is a three-speed shift in the eight-speed transmission of the embodiment of the present invention.

14 is a four-speed shift in the eight-speed transmission of the embodiment of the present invention.

15 is a five-speed shift in the eight-speed transmission of the embodiment of the present invention.

16 is a six-speed shift in the eight-speed transmission of the embodiment of the present invention.

17 is a seven-speed shift in the eight-speed transmission of the embodiment of the present invention.
18 is an eight-speed shift in the eight-speed transmission of the embodiment of the present invention.

Claims (15)

Input plate 10 is coupled to the spline, The clutch left gear 80 is integrally formed with the spline, The clutch rain gear 82 is integrally formed with the clutch shaft 11, The clutch left gear 80 and the clutch right gear 82 interlock with the clutch pinion 81 to form a differential gear, The clutch ring gear 83 is configured to rotate the clutch pinion 81, The clutch ring gear 83 is configured to rotate independently on the clutch shaft 11 so that the clutch pinion 81 can revolve in the differential gear, The clutch ring gear 83 is configured to mesh with the bevel gear of the clutch disc 84, Clutch disc 84 is configured to abut the clutch brake 9b, A differential gear transmission characterized by acting as a clutch using the differential gear characteristics. The forward gear 85 is integrally formed with the clutch shaft 11, The reversing gear 87 is integrally formed with the 12th shaft 12, The forward gear 85 and the reverse gear 87 interlock with the front and rear pinion 86 to form a differential gear, The forward and reverse sleeve 88 is configured to rotate the front and rear pinion 86, In the forward and reverse sleeve 88, the front and rear pinion 86 is configured to be movable left and right in parallel with the 12 axis 12, The forward and reverse sleeve 88 is configured to rotate independently on the 12 axis 12 so that the forward and backward pinion 86 revolves in the differential gear, The forward and reverse sleeve 88 is configured to be movable left and right along the 12 axis 12, A pair of male and female splines are respectively formed in the forward and reverse sleeves 88 and the reverse gear 87, A pair of female splines 99 and a male spline are respectively configured in the transmission cylinder 100 and the stationary sleeve 88, A sleeve groove 89 to which the shift fork 51 is coupled to the circumference of the forward and reverse sleeve 88 is configured, A differential gear transmission characterized by acting as a forward and backward gear using differential gear characteristics. delete delete delete delete delete delete delete delete The first gear 1 and the second gear 2 are integrally formed with each side gear 1s, 2s, The first gear 1 and the second gear 2 are configured to rotate independently on the 12th shaft 12 which is a gear rotation axis, The 12th front pinion 12a is integrally formed with the 12th shaft 12 so that it can rotate while rotating. The side gear 1s of the first gear 1 and the side gear 2s of the second gear 2 are interlocked to form a differential gear with the front pinion 12a interposed therebetween, 2nd gear 2 is comprised integrally with the 2nd transmission disk 2d, The second shifting brake 2b abuts on the second shifting disc 2d, The first gear 1 and the second gear 2 of the 12th shaft 12 are configured to mesh with the first mating gear 1j and the second mating gear 2j of the 34th shaft 34, respectively, The first mating gear 1j and the second mating gear 2j are integrally formed with each side gear 1js and 2js, The first mating gear 1j and the second mating gear 2j are configured to rotate independently on the 34th axis 34 which is a gear rotation axis, 12th pinion (12b) is integrally formed with the 34th axis 34 to rotate while rotating, The side gear (1js) of the first mating gear (1j) and the side gear (2js) of the second mating gear (2j) interlock with each other with the rear pinion (12b) 12 to form a differential gear, The first mating gear 1j is integrally formed with the first shifting disc 1d, The first shifting brake 1b abuts on the first shifting disk 1d, The transmission module of the first gear pair (1, 1j) and the second gear pair (2, 2j), which are power transmission devices, Differential gear transmission, characterized in that the shift using the differential gear characteristics. 12. The differential gear transmission of claim 11, wherein the gearbox is connected to a gearbox connected to a next gearbox by coupling to the gearbox. 12. The differential gear transmission according to claim 11, wherein the twin gear which is a power transmission device is composed of a chain. 12. The differential gear transmission of claim 11, wherein the shift brake for holding the shift disc is configured as a shift brake for holding a shift around the shift disc. 12. The differential gear transmission according to claim 11, wherein the twin gear which is a power transmission device is composed of a belt.

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