USRE39960E1 - Automatic transmission for motor vehicles - Google Patents

Automatic transmission for motor vehicles Download PDF

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Publication number
USRE39960E1
USRE39960E1 US10/782,749 US78274900A USRE39960E US RE39960 E1 USRE39960 E1 US RE39960E1 US 78274900 A US78274900 A US 78274900A US RE39960 E USRE39960 E US RE39960E
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US
United States
Prior art keywords
gear
planetary set
transmission
spider
planetary
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.)
Expired - Lifetime
Application number
US10/782,749
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English (en)
Inventor
Bülent Korkmaz
Walter Kuhn
Bernhard Drerup
Hans-Jorg Domian
Gerhard Gumpoltsberger
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
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ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
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Publication of USRE39960E1 publication Critical patent/USRE39960E1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2043—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with five engaging means
    • 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
    • F16H48/00—Differential gearings
    • F16H48/06—Differential gearings with gears having orbital motion
    • F16H48/08—Differential gearings with gears having orbital motion comprising bevel gears

Definitions

  • the present invention concerns a motor vehicle transmission capable of automatic shifting, with three spider mounted, planetary sets, three braking mechanisms, two couplings for six forward gear changes and one reverse gear change as well as one input drive shaft and one output drive shaft.
  • a planetary transmission of this nature has been made known by U.S. Pat. No. 4,070,927, wherein the number of the forward gears is respectively greater by one than the numbers of the frictional elements. At each gear change between the forward gears, one of the provided frictional elements is shifted in or out.
  • the purpose of the invention is to make available a new and improved transmission, which avoids the known faults and yet fulfills the above mentioned advantages. Further the purpose will include a desirable construction and arrangement of a start-up element as well as make possible a desirable design of the input and output of power.
  • this purpose will be achieved by a transmission for a motor vehicle with automatic shifting capabilities.
  • an automatically shiftable vehicle transmission is available, with six forward gears, and one reverse gear which, advantageously for motor vehicles, exhibits a very well adapted gear ratio with a high over-all range and favorable gear change stages, as well as a high start-up ratio in the forward direction.
  • the fifth gear is a direct gear.
  • a transmission of this nature is adaptable both for passenger vehicles and for commercial vehicles and characterizes itself by a modest cost of construction, that is, two clutches and three brakes, wherein, in the case of sequential shifting, double shift is avoided and thus, with any desired shifting within a group of gears, respectively only two shifting elements are changed.
  • the transmission in accord with the invention can be made in an advantageous manner in two versions, wherein these versions differ from one another by the varying connections within the individual planetary sets.
  • the power input drive shaft and the power output drive shaft can, in this design, be coaxial with one another in opposite sides of the transmission housing as well as on the same side of the said transmission housing. Further, a placement of the power takeoff drive between the planetary sets and the clutches is possible.
  • the power takeoff drive is continually in connection with the spider of the second planetary set and with the internal gear of first planetary set; the spider of the first planetary set is continually in connection with internal gear of the third planetary set 4 , and the internal gear of the second planetary set is continually in connection with the spider of the third planetary set.
  • a design of this kind is especially well adapted for a coaxial arrangement of power input and power take-off shafts.
  • a development of the invention proposes, that the first clutch be activated in the first and fifth gear, as well as the reverse gear, and that the second clutch is activated in the fourth, fifth and sixth gear.
  • the first brake is activated in the second and sixth gear
  • the second brake is available for the first and reverse gears
  • the third brake is activated in the first, second, third and fourth gear.
  • FIG. 1 in schematic presentation, a transmission with coaxial power input and output in accord with a first version
  • FIG. 2 in schematic presentation, a transmission with coaxial power input and output in accord with a second version
  • FIG. 3 in schematic presentation, a transmission in accord with the first version with the power input on the power output side
  • FIG. 4 in schematic presentation, a transmission in accord with the first version, with power output between the planetary sets and the clutches;
  • FIG. 5 in schematic presentation, a transmission with a torque converter for a standard transmission assembly
  • FIG. 6 in schematic presentation, a transmission in accord with the first version, however, in mirror image arrangement with integrated start-up braking for a front-cross-arrangement in passenger car,
  • FIGS. 7 , 9 , 9 example series of gear ratios for a transmission in accord with FIG. 1 ,
  • FIGS. 10 , 11 example series of gear ratios for a transmission in accord with FIG. 2 .
  • FIG. 12 a flow diagram for a transmission in accord with the invention.
  • the internal gear 14 of the first planetary set 2 stands continually in connection with the spider 23 of the third planetary set 4 and, in turn, this spider 23 is continually in connection with the power output shaft 11 .
  • the following components can be braked against the transmission housing: the sun gear 12 of the first planetary set by means of the first brake 5 , the spider 15 of the first planetary set 2 by means of the second brake 6 , the internal gear 18 of the second planetary set 3 also by means of the second brake 6 , and the sun gear 20 of the third planetary set 4 by means of the third brake 7 .
  • the sun gears 12 and 16 of the first and second planetary sets can likewise be connected with, or be in continual connection with the input drive shaft.
  • the power output shaft 11 is in continual connection with the spider 19 of the second planetary set 3 and this, in turn, is in continual connection with the internal gear 14 of the first planetary set 2 .
  • the spider 15 of the first planetary set 2 is further continually connected with the internal gear 22 of the third planetary set 4 and the internal gear 18 of the second planetary set 3 is continually connected to the spider 23 of the third planetary set 4 .
  • the spider 15 as well as the internal gear 22 can be, in this way, by means of the brake 6 , attached to the transmission housing, as can be the sun gear 20 by means of the brake 7 .
  • the design of the transmission in accord with FIG. 3 represents, essentially, the first version shown in FIG. 1 . In this case, however, the alternative is, that the input drive 10 and the output drive 11 are provided on the same side of the transmission.
  • FIG. 4 A further alternative arrangement of the transmission is shown in FIG. 4 , wherein the input power sequences through the transmission by means of the input drive 10 to the sun gear 16 and simultaneously through the clutches 8 and 9 to the sun gear 12 as well as to the spider 15 which connects to the internal gear 18 .
  • the output drive 11 is placed in the transmission between the planetary sets 2 , 3 , 4 and the clutches 8 and 9 .
  • a development of the transmission arrangement based on the first version (FIG. 5 ), provides, that the input drive be made through a torque converter 24 .
  • the turbine wheel of the torque converter 24 is directly connectable with the sun gear 16 and the second planetary set 3 , or is connectable by means of the clutches 8 and 9 with the first or second planetary set 2 , 3 .
  • FIG. 6 A further alternative arrangement of the invented transmission is presented in FIG. 6 , showing an integrated start-up brake for a front-end, cross motor setup in a passenger car.
  • the transmission in this case corresponds to a mirror image design of the first version of the transmission as shown in FIG. 1 , wherein, however, the input and output drive shaft 10 and 11 respectively, are placed on the same side. Additionally, between an internal combustion engine 25 and the input drive shaft 10 is found a torsion, vibration damper 26 .
  • the power output shaft 11 is, by means of an additional gear ratio stage and a different 27 , connected to the drive wheels 28 and 29 .
  • the two examples of gear ratio series exhibit a ratio i in the first gear between 3.83 or 3.87 at an entire stage range ⁇ ges of 0.484.88 to 5.06.
  • the ratio i in the fifth gear shows likewise 1.00.
  • the fifth gear is, in all ratio series, is designed advantageously as a direct gear.
  • a neutral position can be effected by the closure of one shifting element and the opening of another, for instance, by closing the first brake 5 , B 1 and opening the second brake 6 , B 2 for a neutral position forwards.
  • the input drive shaft 10 can be separated from the motor by a clutch element, whereby the clutch element, for instance, can be designed as a dry or wet start-up clutch, a magnetic powder clutch, a centrifugal, a hydrodynamic clutch or a similar clutch device. Further, the input drive shaft 10 can also be separated from the motor by means of a conversion element, wherein this may be designed as a hydrodynamic converter, as a differential converter, as a start-up retarder, as a hydrostatic transmission, or an electrical transmission or again as an electrodynamic clutch.
  • a clutch element for instance, can be designed as a dry or wet start-up clutch, a magnetic powder clutch, a centrifugal, a hydrodynamic clutch or a similar clutch device.
  • the input drive shaft 10 can also be separated from the motor by means of a conversion element, wherein this may be designed as a hydrodynamic converter, as a differential converter, as a start-up retarder, as a hydrostatic transmission, or an electrical transmission or again as an electrodynamic clutch.
  • the input drive shaft 10 can also be separated from the motor by a conversion element, wherein this could be designed as a hydrodynamic converter, as a differential converter, as a start-up retarder, as a hydrostatic transmission, as an electrical transmission or as an electro-mechanical transmission or the like. This means, that between the motor and the drive, an additional ratio stage with a constant or even a variable ratio which was equal to or greater than one.
  • a start-up element can also be placed behind the drive, so that the input shaft 10 is firmly bond with the clutch shaft of a motor.
  • the start-up is carried out by a shifting element of the transmission, for instance, by means of the second brake 6 .
  • a slip-free brake for instance a hydraulic or electrical retarder or the like, can be placed on each shaft, preferably on the input shaft 10 or the output shaft 11 .
  • a power takeoff shaft can be provided for the input power from additional components on each shaft, preferably, however, on the input shaft 10 and the output shaft 11 .
  • the shifting elements themselves comprise powershift clutches or brakes, such as lamellar clutches, band brakes, conic clutches or the like.
  • the shifting elements can, however, be made of form-fit clutches or brakes, for instance dog clutches or synchronization.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
US10/782,749 1999-03-22 2000-03-16 Automatic transmission for motor vehicles Expired - Lifetime USRE39960E1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19912480A DE19912480B4 (de) 1999-03-22 1999-03-22 Automatisch schaltbares Kraftfahrzeuggetriebe
PCT/EP2000/002337 WO2000057082A1 (fr) 1999-03-22 2000-03-16 Boite de vitesses automatique pour vehicule

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
US09/936,477 Reissue US6572507B1 (en) 1999-03-22 2000-03-16 Automatic transmission for motor vehicles

Publications (1)

Publication Number Publication Date
USRE39960E1 true USRE39960E1 (en) 2007-12-25

Family

ID=7901691

Family Applications (2)

Application Number Title Priority Date Filing Date
US09/936,477 Ceased US6572507B1 (en) 1999-03-22 2000-03-16 Automatic transmission for motor vehicles
US10/782,749 Expired - Lifetime USRE39960E1 (en) 1999-03-22 2000-03-16 Automatic transmission for motor vehicles

Family Applications Before (1)

Application Number Title Priority Date Filing Date
US09/936,477 Ceased US6572507B1 (en) 1999-03-22 2000-03-16 Automatic transmission for motor vehicles

Country Status (5)

Country Link
US (2) US6572507B1 (fr)
EP (1) EP1163460B1 (fr)
DE (2) DE19912480B4 (fr)
ES (1) ES2179025T3 (fr)
WO (1) WO2000057082A1 (fr)

Families Citing this family (186)

* Cited by examiner, † Cited by third party
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RU2283980C1 (ru) * 2005-04-05 2006-09-20 Общество с ограниченной ответственностью "КАТЕ" Гидромеханическая коробка передач
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US20030083174A1 (en) 2001-10-30 2003-05-01 Toyota Jidosha Kabushiki Kaisha Automatic transmission
US20030119623A1 (en) 2001-11-15 2003-06-26 Stevenson Paul D. Transmission
DE10162883A1 (de) 2001-12-20 2003-07-10 Zahnradfabrik Friedrichshafen Mehrstufengetriebe
DE10162888A1 (de) 2001-12-20 2003-07-10 Zahnradfabrik Friedrichshafen Mehrstufengetriebe
DE10162877A1 (de) 2001-12-20 2003-07-24 Zahnradfabrik Friedrichshafen Mehrstufengetriebe
US20030162625A1 (en) 2002-02-25 2003-08-28 Madhusudan Raghavan Family of multi-speed transmission mechanisms having three planetary gear sets and six torque-transmitting devices
US6773370B2 (en) * 2002-12-16 2004-08-10 General Motors Corporation Seven-speed planetary transmission

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EP1163460A1 (fr) 2001-12-19
EP1163460B1 (fr) 2002-07-17
DE50000290D1 (de) 2002-08-22
US6572507B1 (en) 2003-06-03
ES2179025T3 (es) 2003-01-16
WO2000057082A1 (fr) 2000-09-28
DE19912480A1 (de) 2000-09-28
DE19912480B4 (de) 2006-03-16

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