WO2001065152A1 - Dispositif de transmission automatise a engrenages, en particulier pour vehicule automobile - Google Patents
Dispositif de transmission automatise a engrenages, en particulier pour vehicule automobile Download PDFInfo
- Publication number
- WO2001065152A1 WO2001065152A1 PCT/FR2001/000592 FR0100592W WO0165152A1 WO 2001065152 A1 WO2001065152 A1 WO 2001065152A1 FR 0100592 W FR0100592 W FR 0100592W WO 0165152 A1 WO0165152 A1 WO 0165152A1
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- WO
- WIPO (PCT)
- Prior art keywords
- shaft
- gear
- pinion
- pinions
- free
- Prior art date
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Classifications
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
- F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
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- 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
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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- 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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
- F16H2003/123—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches using a brake
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- 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
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H2063/3093—Final output elements, i.e. the final elements to establish gear ratio, e.g. dog clutches or other means establishing coupling to shaft
- F16H2063/3096—Sliding keys as final output elements; Details thereof
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- 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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/083—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with radially acting and axially controlled clutching members, e.g. sliding keys
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19019—Plural power paths from prime mover
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19242—Combined gear and clutch
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19251—Control mechanism
- Y10T74/19256—Automatic
- Y10T74/1926—Speed responsive
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19251—Control mechanism
- Y10T74/19279—Cam operated
Definitions
- Automated gear transmission device in particular for a motor vehicle
- the invention relates to an automated transmission device with gears, in particular for a motor vehicle, allowing a change of transmission ratio without interrupting the transmission of a torque between a motor shaft and a driven shaft.
- An automated gear transmission has already been proposed equipped with a double clutch which connects the output shaft of an internal combustion engine to two input shafts of the transmission, one of which carries driving gears of the first, third and fifth transmission ratios and the other of which carries the driving pinions of the second, fourth and possibly sixth transmission ratios, while the pinions driven from these ratios are mounted to rotate freely on an output shaft of the transmission and are in constant grip with the corresponding drive gears.
- Synchronization and interconnection means are associated with the driven pinions in order to secure them selectively with the output shaft.
- a computer receives the output signals from these measurement means and develops control signals for fast actuators of the clutches and of the synchronization and clutch mechanisms, the duration of a gear change having to be less than 0.5-1. about a second, depending on the case, and cannot be too short (which would cause problems with energy transfer) or too long (which would cause prolonged sliding of the clutches and energy absorption).
- the object of the invention is in particular to avoid these drawbacks in an automated gear transmission.
- an automated transmission device with gears intended to connect a motor shaft and a driven shaft and comprising at least one input shaft, at least one clutch arranged between the drive shaft and driven shaft, driving pinions mounted on the input shaft and driven pinions mounted on the driven shaft, each driven pinion being constantly engaged with a driving pinion and defining a transmission ratio, one of the pinions of each report being integral with the shaft on which it is mounted and the other pinion of this report being free to rotate on its shaft, and means for selective securing of each free pinion and the shaft on which it is mounted for engagement of the corresponding transmission ratio, characterized in that it comprises two shafts input and two clutches each connecting an input shaft to the drive shaft, each input shaft carrying at least one driving pinion, and in that the selective securing means comprise, for at least one free pinion, two unidirectional controlled locking, mounted in opposite directions between the free pinion and its shaft and can each occupy two positions, one of rest and the other of service in which
- the cam controls of the unidirectional locking mechanisms of the free pinions offer the advantage of positive control, guaranteeing the actuation of the mechanisms by the movement of the cams.
- the device comprises means for controlling said clutches and said actuation means making it possible to change the transmission ratio without interrupting the transmission of a torque between the motor shaft and the shaft carried out, the change from a first to a second transmission ratio including the maintenance in service of a first mechanism and the putting to rest of a second unidirectional mechanism of the free pinion of the first gear, the putting into service of a first unidirectional mechanism of the second gear, at least one clutch control, the putting of the second mechanism of the first transmission ratio and the commissioning of the second mechanism of the second transmission ratio.
- the change of transmission ratio is done without crossing clutches and therefore makes it possible to avoid all the aforementioned drawbacks of the prior art.
- the sequence of control of the unidirectional locking mechanisms is the same for all changes of transmission ratio.
- the first and second mechanisms for locking the free pinions of the different transmission ratios will always be actuated in the same way and in the same order regardless of the change of transmission ratio, which greatly facilitates automatic control. of the device according to the invention.
- the means for actuating the unidirectional locking mechanisms of the various free pinions can be controlled by a single actuator.
- the drive gears of the transmission ratios are mounted alternately on the input shafts, for example the drive gears of the first, third and fifth ratios on the first input shaft and the leading gears second, fourth and sixth reports on the second input tree.
- the free pinions can be the driven pinions mounted on one output shaft of the device, or the driving pinions mounted on the input shaft or shafts of this device, or else include certain driving pinions mounted on the or the input shafts and certain driven pinions mounted on the driven shaft, depending on the torque to be transmitted, the size and other considerations relating to the mounting of the unidirectional locking mechanisms and their actuation.
- the means for actuating the unidirectional locking mechanisms comprise at least one cam mounted inside the shaft carrying said free pinions and connected by an axial rod to an actuator.
- the actuation means comprise two cams, one for locking and unlocking the free pinions of the transmission ratios, the driving pinions of which are mounted on the first input shaft, and the other for locking and unlocking the free gears of the transmission ratios, the driving gears of which are mounted on the second input shaft.
- Each cam acts on the unidirectional locking mechanisms by means of pushers which are, for example, mounted in radial orifices in the tubular wall of the shaft carrying the aforementioned free pinions.
- the unidirectional locking mechanisms are arranged between the internal teeth of said free pinions and the aforementioned shaft and include pawls associated with return springs and pushers controlled by the cams to come into abutment, for a determined direction of rotation, on the internal toothing of the free pinions or to move away from these toothing, respectively.
- each cam is integral in rotation with the shaft in which it is mounted
- each cam is moved in axial translation by a screw-nut system, the screw of which is connected to an actuator, such as for example an electric motor and the nut of which is integral with the cam or formed by it,
- each cam is fixed in rotation, the unidirectional locking mechanisms of a free pinion are placed on either side of this pinion,
- the unidirectional locking mechanisms of a free pinion are on the same side of this pinion
- the two clutches of the device according to the invention are of the dry operating type and are located outside a casing containing the aforementioned pinions
- one aforementioned clutch is of the dry operating type and is located outside the casing containing the aforementioned pinions
- the other clutch is of the multi-disc in oil type and is located inside said housing.
- the device comprises a reverse gear mounted on the input shaft carrying the pinion driving the first transmission ratio, an intermediate pinion connecting the reverse gear to a driven pinion mounted on the driven shaft, and controlled means for securing, either the reverse gear and the input shaft, or the driven gear and the driven shaft.
- the controlled securing means may include synchronization means and dog clutch means of a conventional type.
- the means for selectively securing the free pinions of the forward gears are all unidirectional locking mechanisms of the aforementioned type, or else some of them are of this type and the others are clutch means of a type classic.
- the device according to the invention combines the advantages of automated transmissions with hydrokinetic couplers and planetary gear trains and those of manual gearboxes, while avoiding their respective drawbacks.
- This device is advantageously associated with vibration filtration means provided either on the motor shaft or on the input shafts of the device.
- - Figure 2 is a schematic view on a larger scale and in axial section of the unidirectional locking means of a pinion on a shaft;
- - Figure 3 is a partial schematic front view of a one-way locking mechanism;
- FIG. 4 is a graph illustrating the operating modes of the unidirectional locking mechanisms of several transmission ratios
- FIG. 5 is a graph illustrating the four possible cases of change of transmission ratio as a function of the torque applied to the driven shaft and of the raising and lowering of the reports
- FIGS. 6A and 6B are graphs illustrating the controls of the clutches when the transmission ratio changes
- Figures 7 and 8 are two tables showing the states of the unidirectional locking mechanisms in two possible cases of change of transmission ratio
- - Figures 9A, 9B and 10 schematically show alternative embodiments of the actuation means of the one-way locking mechanisms
- FIG. 11 and 12 are partial schematic representations of two alternative embodiments of a device according to the invention.
- FIG. 1 a first embodiment of an automated gear transmission device according to the invention, this device being intended to connect the output shaft 10 of an internal combustion engine M, in particular a motor with internal combustion for a motor vehicle, to a driven shaft 12 which is the output shaft of the transmission device and which, in the case of an application to a motor vehicle, is intended to drive the driving wheels 14 in rotation by means of a differential 16.
- the device according to the invention comprises two input shafts 18, 20 which in this embodiment are coaxial, the shaft 20 extending inside the shaft 18, and which are connected to the output shaft 10 of the engine by clutches El, E2, respectively.
- Each driving shaft 18, 20 carries driving pinions 22, 24 respectively, each of which is in constant engagement with a driven pinion mounted on the output shaft or driven shaft 12, the pairs of engaged pinions 22, 26 and 24, 26 defining transmission ratios which are numbered from 1 to 6 in the embodiment of FIG. 1 and which are progressively increasing, the driving gears of the various transmission ratios being mounted alternately on the first input shaft 18 and on the second input shaft 20.
- the driving gears of the first, third and fifth reports are on the shaft 18 and the driving gears of the second, fourth and sixth reports are on the input shaft 20.
- one of the pinions is integral in rotation with the shaft on which it is mounted and the other is free in rotation on its shaft, means being provided for selectively securing this free pinion and its shaft and effecting the engagement of a transmission ratio.
- the driven pinions 26 of the different transmission ratios which are free to rotate on the output shaft 12, the driving pinions 22 and 24 being integral in rotation with the shafts 18 and 20, respectively.
- the driving pinions 22, 24 which can be mounted to rotate freely on the shafts 18, 20 and associated with means for selective attachment to their shafts.
- the driving pinions of certain transmission ratios can be mounted free in rotation on the corresponding shaft 18, 20, the driven pinions of these ratios being integral with the output shaft 12, and the driving pinions of other transmission ratios may be integral in rotation with the corresponding shaft 18, 20, the pinions driven by these ratios being free to rotate on the output shaft 12 and associated with selective securing means.
- the means for selective securing in rotation of a driven pinion and of the shaft 12 comprise two mechanisms 28 of controlled unidirectional locking, which are mounted in opposite directions between the driven pinion and the shaft 12 and which can each occupy two positions, rest and service respectively, one of these mechanisms prohibiting in its service position a speed of rotation of the driven pinion greater than that of the shaft 12 and the other mechanism prohibiting in its service position a speed of rotation of the driven pinion less than that of the shaft 12.
- the driven pinion is integral in rotation with the shaft 12.
- the means for actuating the unidirectional locking mechanisms 28 are housed inside the shaft 12 and in this example comprise two cams 30 mounted on the same rod 32 which extends axially inside the shaft 12 and which is connected at one end to an actuator 34 controlled by means 36 for managing the transmission which also control the clutches El, E2 and which are connected to the engine control system for exchanging information or actions.
- One of the cams 30 controls the unidirectional locking mechanisms 28 of the driven pinions 26 of the transmission ratios 1, 3 and 5, and the other cam 30 controls the locking mechanisms unidirectional driven sprockets 26 of transmission ratios 2, 4 and 6.
- cams 30 can be fixed in rotation, or else rotate with the output shaft 12, as will be seen in more detail below.
- FIGS. 2 and 3 An exemplary embodiment of the unidirectional mechanisms 28 associated with the driven pinions 26 is shown diagrammatically in FIGS. 2 and 3.
- an internal toothing 40 is formed in a large face of each free pinion 26 to cooperate with at least two pawls 42 integral in rotation of the shaft 12 and each of which is movable by a pusher 44 and an elastic member 46 between a rest position where it is spaced from the corresponding toothing 42 of the pinion 26 and a service position where it is engaged with this toothing by preventing the rotation of the pinion 26 around the shaft 12 in the direction indicated by an arrow in FIG. 3 and by allowing the rotation of the pinion 26 in the opposite direction around the shaft 12.
- each cam 30 is integral in rotation with the shaft 12, for example by means of a longitudinal rib 50 which is received in an internal longitudinal groove of the shaft 12.
- the cam 32 is a substantially cylindrical tubular part with frustoconical ends which form ramps for moving the pushers 44 towards the outside of the shaft 12 for bringing the pawls 42 into engagement with the teeth 40.
- the two mechanisms 28 for locking a pinion 26 are diametrically opposite, with respect to the axis of rotation.
- the pushers 44 acting on the pawls 42 of these mechanisms are also diametrically opposed and can be moved radially by two longitudinal tracks 54 having different profiles, which are formed diametrically opposite one another on the external surface of the cam 30.
- the axial displacement of the cam 30 by the actuator 34 and the rod 32, inside the shaft 12, brings one of the tracks 54, or both, on a plunger 44, or on the two plungers 44 , to bring one or both of the unidirectional mechanisms 28 into the service position.
- the displacement of the cam 30 in one direction or the other always controls the mechanisms 28 of the pinions 26 in the same way and in the same order, and that the tracks 54 are symmetrical by relative to a median transverse plane of the cam.
- these tracks may not be symmetrical with respect to a median plane, since they make it possible to carry out the same sequence of operations for a change of ratio N ⁇ N + l and for the change N -> Nl.
- the pawls 42 are mounted articulated around axes parallel to the axis of the shaft 12 on spacer washers 52 which extend along the sides of the pinions 26 comprising the teeth 40 and who are united in rotation of the shaft 12. This facilitates the mounting of the one-way locking mechanisms.
- FIGS. 4 to 8 describe the operation of the device according to the invention.
- FIG. 4 is a graph representing the staging of the speeds of rotation of the motor shaft corresponding to the first four transmission ratios for a given constant speed of the output shaft 12.
- the references A1, B1, A2, B2, A3 , B3 and A4, B4 respectively represent the one-way locking mechanisms 28 associated with the driven pinions 26 of the first four transmission ratios and their actions on these free pinions, as a function of the torque transmitted to the output shaft 12, which can be a positive engine torque (designated by C m> 0 ) exerting traction on the vehicle or a negative engine torque
- references A are assigned to the unidirectional locking mechanisms which prevent the driven pinions 26 from rotating faster than the output shaft 12 and the references B are assigned to the unidirectional mechanisms which prevent them from rotating slower than the shaft 12.
- FIG. 5 There are diagrammatically shown in FIG. 5 the four possible cases of change of transmission ratio as a function of the engine torque and the rise or fall of the transmission ratios.
- Cases I and II are those for which the torque applied to the output shaft 12 is motor (C > 0 ), case I corresponding to the rise (change from the N ratio to the N + 1 ratio) and the case II being that of descent (passage from report N to report Nl).
- Cases III and IV are those where the torque applied to the shaft 12 is a braking torque (C _), case III being that of the descent from the ratio N to the ratio Nl and case IV that of the ascent from the N ratio to the N + 1 ratio.
- the graph of FIG. 6A illustrates the commands of the clutches El and E2 in the case I (C m> 0 and passage from the ratio N to the ratio N + 1), the states of the corresponding unidirectional locking mechanisms being represented in the table of the figure 7.
- the driven pinion 26 of the transmission ratio N + 1 is driven by its driving pinion carried by the other input shaft.
- the clutch of the associated clutch E N + 1 is controlled if it had hitherto been engaged.
- the rotational speed of the corresponding input shaft which was equal to the rotational speed of the shaft 10 if the clutch associated with the N + 1 ratio was closed, can start to decrease.
- the toothing 40 of the driven pinion 26 of the transmission ratio N is in abutment on the pawl 42 of the unidirectional locking mechanism A ⁇ which prevents the pinion 26 from turning more faster than the output shaft 12 and which therefore allows the transmission of a driving torque to the output shaft 12.
- the next step is to gradually tighten the clutch associated with the N + l ratio, as shown schematically in Figure 6A. Due to this progressive tightening, the engine torque transmitted to the shaft 12 by the pinion 26 of the N + 1 ratio increases progressively from zero. First, the speed of the driven pinion of the ratio N + 1 increases and this pinion abuts on the pawl of the mechanism AN + 1. Then, the speed of the motor gradually decreases to the value corresponding to the ratio N + 1. At this moment, it is possible to act on the locking mechanism B to bring it into the service position.
- the clutch E N associated with the transmission ratio N can remain in the engaged state, in particular when this corresponds to a rest position of its actuator, or be disengaged as shown in dotted lines.
- the brake which is used to lower the speed of rotation of that of the input shafts 18 and 20 whose clutch E1 or E2 has just been disengaged or released may be a disc or drum brake of a type usual, coming to act on the side of a pinion 22 or 24.
- the clutch associated with the input shaft 18 or 20 of the transmission ratio N is then gradually opened or disengaged, which has the effect of reducing the engine torque transmitted by the pinion 26 of the ratio N and increasing the speed of rotation of the motor shaft 10 to the value corresponding to the speed of synchronization of the pinion 26 of the ratio Nl with the output shaft 12.
- This synchronization speed being reached, and the toothing 40 of the pinion 26 of the ratio Nl being in abutment on the pawls 42 of the mechanism A N _ 1 for the transmission of a motor torque to the output shaft 12, it becomes possible to bring the mechanism B, in the service position, which corresponds to the engagement of the report Nl.
- cases III and IV of change of transmission ratio when the torque applied to the output shaft 12 is a torque braking it is advantageously reduced to cases II and I, respectively, by a temporary command of the motor control system M by modifying the braking torque transmitted to the shaft 12 to a motor torque, preferably with a fairly low value .
- the cams 30 displaced by the actuator 34 rotate with the output shaft 12 and the movement of each cam 30 inside the shaft 12 can be ensured by rotation differential of the cam 30 on the rod 32 which is threaded.
- the threaded rod 32 is connected to the actuator 34 by an epicyclic gear whose crown 56 is integral in rotation with the output shaft 12, whose sun gear 58 is integral with the threaded rod 32 and whose door -satellites 60 is rotated by the actuator 34, which in this case is a small electric motor.
- the planetary gear does not transmit significant force and can be made of plastic.
- the actuator 34 is connected to the threaded rod 32 and to the shaft 12 by a double planetary gear, the rings 56 of which are integral in rotation.
- the sun gear 58 of the first planetary gear is secured to the output shaft of the actuator 34 and the sun gear 58 'of the second gear is fixed in rotation.
- the planet carrier 60 of the first gear is secured to the threaded rod 32 and the planet carrier 60 'of the second gear is secured to the shaft 12.
- the first gear forms a differential, and the second a reduction gear.
- the gear ratios being the same in the two gears, the output shaft of the actuator 34 only rotates to move the cams 30 in one direction or the other for changes in transmission ratio and is at the stop between these changes.
- each cam 30 rotates with the shaft 12 and is moved axially by a screw-nut system, formed by the threaded rod 32 driven in rotation by the actuator 34, and by a nut 61 which is screwed onto the threaded rod 32 and on which the cam 30 is rotatably mounted.
- the nut 61 is immobilized in rotation by means 62 for guiding in axial sliding and immobilizing in rotation on a fixed member 64, for example mounted on a casing or the like.
- the means for actuating the unidirectional locking mechanisms cannot be housed inside the output shaft 12, they are mounted around the outer peripheral surface of the shaft 12 and are controlled by means situated for example between two pinions 26.
- the clutch El which connects the drive shaft 10 to the input shaft 18 carrying the driving pinions 22 of the first, third and fifth transmission ratios is a dry single-plate clutch which is outside a casing 66 containing the aforementioned pinions 22, 24, 26, and the clutch E2 which connects to the motor shaft 10 the input shaft 20 carrying the pinions driving the transmission ratios 2, 4 and 6 is a multi-plate clutch in oil and is housed inside the casing 66, which makes it possible to reduce the outside diameter of this clutch and facilitates the implantation in the casing 66 of a shaft parallel to the shafts 12 , 18 and 20 above and bearing an intermediate gear forming part of the reverse gear.
- the pinion driving the gear ratio in reverse is mounted on the shaft 18 which carries the pinion driving the first gear ratio.
- the clutch El associated with the shaft 18 is in fact designed and dimensioned to be able to ensure the starting of the vehicle by means of the first transmission ratio. This clutch can therefore also ensure that the vehicle starts in reverse.
- the other clutch E2 is a switching clutch and can be designed and dimensioned accordingly.
- the aforementioned intermediate reverse gear, mounted on the additional shaft makes it possible to reverse the direction of the torque transmitted between a driving gear mounted on the shaft 18 and a driven gear mounted on the output shaft 12.
- This reverse gear driven can be secured so selective with the output shaft 12 by means of synchronization and dog clutch of a usual type.
- This driven pinion can also be one of the transmission ratios whose driving pinions are on the other input shaft 20. In this case, it is used with its one-way locking mechanisms.
- the variant embodiment shown in FIG. 12 has the advantage of having a reduced axial size, with a drive of the cams by a screw-nut system of reduced length, allowing good axial guidance of the cams and their immobilization in rotation.
- the output shaft 12 is supported at its ends by bearings mounted in the casing 66 and comprises an output pinion 68 at one of its ends.
- the two cams 30 are rotatably mounted on a tubular support 70, one end of which forms a nut screwed onto the end of a threaded axial rod 32, the other end of which carries a pulley 72, a pinion or the like connected by a synchronous transmission 74 to the actuator 34 which is offset.
- the other end of the tubular element 70 is guided on an axial rod 76 mounted fixed in rotation on a wall of the casing 66 and comprising a longitudinal groove in which is engaged a lug carried by the tubular element 70, to immobilize this element in rotation.
- the axial rods 32 and 76 are aligned, practically end to end, inside the output shaft 12.
- This assembly makes it possible to move each cam 30 between the positions corresponding to the transmission ratios 1, 3 and 5 for one of the cams and to the transmission ratios 2, 4 and 6 for the other cam, these positions being indicated by numbers surrounded by a circle.
- the numbers not surrounded by a circle indicate the positions taken by a cam when it is the other cam which acts on the unidirectional locking mechanisms of a free pinion 26.
- the number 2 located between the numbers 1 and 3 inscribed in circles indicates the position of the left cam when the right cam is in a position where the two unidirectional locking mechanisms of the free pinion 26 of the second transmission ratio are in the service position, to engage this transmission ratio transmission.
- the small intermediate lines between the positions indicated by the numbers correspond to intermediate positions occupied by the cams during a change of transmission ratio.
- the device comprises a single clutch, connecting the motor shaft to the input shaft and used only for starting, and the control for changing the gear ratio then comprises , in addition to the controls for the one-way locking mechanisms, a motor control for temporary cancellation
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Transmission Devices (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
Description
Claims
Priority Applications (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
KR1020017013722A KR100769928B1 (ko) | 2000-02-28 | 2001-02-28 | 자동차용 자동변속형 전동 장치 |
US09/959,452 US6698303B2 (en) | 2000-02-28 | 2001-02-28 | Automated gear drive device, in particular for motor vehicle |
JP2001563818A JP2003525409A (ja) | 2000-02-28 | 2001-02-28 | 自動車用の自動歯車駆動装置 |
DE10190818T DE10190818T1 (de) | 2000-02-28 | 2001-02-28 | Automatisierte Kraftübertragungsvorrichtung mit Zahnradgetriebe, insbesondere für Kraftfahrzeuge |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0002482A FR2805587B1 (fr) | 2000-02-28 | 2000-02-28 | Dispositif de transmission automatise a engrenages, en particulier pour vehicule automobile |
FR00/02482 | 2000-02-28 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2001065152A1 true WO2001065152A1 (fr) | 2001-09-07 |
Family
ID=8847479
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2001/000592 WO2001065152A1 (fr) | 2000-02-28 | 2001-02-28 | Dispositif de transmission automatise a engrenages, en particulier pour vehicule automobile |
Country Status (6)
Country | Link |
---|---|
US (1) | US6698303B2 (fr) |
JP (1) | JP2003525409A (fr) |
KR (1) | KR100769928B1 (fr) |
DE (1) | DE10190818T1 (fr) |
FR (1) | FR2805587B1 (fr) |
WO (1) | WO2001065152A1 (fr) |
Cited By (1)
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---|---|---|---|---|
WO2023031307A3 (fr) * | 2021-08-31 | 2023-04-13 | Brp-Rotax Gmbh & Co. Kg | Ensemble de changement de vitesse et d'engrenage pour transmission |
Families Citing this family (32)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2004529294A (ja) * | 2001-03-15 | 2004-09-24 | ヴァレオ | 自動車用のトルク変換機付き自動変速装置 |
DE10196484B4 (de) * | 2001-06-05 | 2014-03-06 | Valeo | Vorrichtung zum Sperren der Zahnräder einer Kraftübertragung |
JP3838494B2 (ja) * | 2002-02-06 | 2006-10-25 | 本田技研工業株式会社 | 車両用変速装置 |
DE10243278A1 (de) | 2002-09-18 | 2004-03-25 | Volkswagen Ag | Vorrichtung zur Synchronisierung eines Doppelkupplungsgetriebes |
US7083540B2 (en) * | 2004-03-18 | 2006-08-01 | Ford Global Technologies, Llc | Dual clutch transmission having low gear mesh loss |
US7677124B2 (en) * | 2006-07-19 | 2010-03-16 | Kawasaki Jukogyo Kabuhsiki Kaisha | Transmission of vehicle |
DE102006049275B4 (de) | 2006-10-19 | 2022-11-17 | Zf Friedrichshafen Ag | Getriebevorrichtung mit mindestens einem über eine wenigstens eine elektrische Komponente aufweisende Aktuatorik betätigbaren Schaltelement |
US7997159B2 (en) * | 2006-10-26 | 2011-08-16 | Schaeffler Kg | Gear selection assembly with nested differentially rotatable tube |
FR2913661B1 (fr) * | 2007-03-16 | 2009-04-24 | Guy Cavalerie | Boite de vitesses a engrenages pour velo,systeme de changement des vitesses |
JP4930219B2 (ja) * | 2007-06-26 | 2012-05-16 | トヨタ自動車株式会社 | 歯車伝達装置 |
EP2039965A3 (fr) * | 2007-09-21 | 2009-06-10 | Honda Motor Co., Ltd. | Transmission |
DE102008000637A1 (de) * | 2008-03-13 | 2009-09-17 | Zf Friedrichshafen Ag | Betätigungsanordnung eines zentralsynchronisierten Doppelkupplungsgetriebe |
DE102008000635A1 (de) * | 2008-03-13 | 2009-09-17 | Zf Friedrichshafen Ag | Anordnung zur Betätigung zumindest einer Schalteinrichtung eines Getriebes |
DE102008000640A1 (de) | 2008-03-13 | 2009-09-17 | Zf Friedrichshafen Ag | Verfahren zum Sperren von unzulässigen Schaltvorgängen bei einem Getriebe und Schaltungsanordnung für ein Getriebe |
JP5086870B2 (ja) * | 2008-03-31 | 2012-11-28 | 本田技研工業株式会社 | 多段変速機 |
GB2461283B (en) * | 2008-06-25 | 2011-01-12 | Lotus Car | A transmission unit |
JP5086956B2 (ja) * | 2008-09-25 | 2012-11-28 | 本田技研工業株式会社 | 多段変速機 |
CN102171491B (zh) * | 2008-10-02 | 2013-11-20 | 舍弗勒技术股份两合公司 | 曲轴无级变速器 |
DE102008064514A1 (de) * | 2008-12-22 | 2010-07-01 | Fineschnitt Gmbh | Getriebeeinheit |
US8616078B2 (en) * | 2009-08-03 | 2013-12-31 | Honda Motor Co., Ltd. | Multistage transmission |
DE102009060484B4 (de) * | 2009-12-18 | 2020-04-16 | Pinion Gmbh | Mit Muskelkraft antreibbares Fahrzeug |
KR101048358B1 (ko) * | 2010-12-28 | 2011-07-14 | 오문근 | 기계식 자동 변속기 |
DE102011106107B4 (de) | 2011-06-09 | 2023-10-05 | Pinion Gmbh | Schaltvorrichtung, Getriebeeinheit und Verfahren zum Schalten einer Getriebeeinheit |
DE102012007278B4 (de) * | 2012-04-13 | 2020-06-25 | MacLions UG (haftungsbeschränkt) | Getriebe |
DE102015211367B4 (de) * | 2015-06-19 | 2022-05-25 | Zf Friedrichshafen Ag | Automatgetriebe eines Fahrzeuges mit einer Zentralsynchronisierungseinrichtung und Verfahren zum Betreiben eines Automatgetriebes |
CN107859716A (zh) * | 2017-10-16 | 2018-03-30 | 陈周林 | 一种多用途低速变速箱 |
CN107732317B (zh) * | 2017-11-21 | 2024-03-08 | 东莞市联德企业管理有限公司 | 一种单驱动双控凸轮叠片装置及其实现方法 |
FR3116794A1 (fr) * | 2020-11-27 | 2022-06-03 | Valeo Embrayages | Dispositif de changement de vitesse et engin de mobilité associé. |
WO2022112506A1 (fr) * | 2020-11-27 | 2022-06-02 | Valeo Embrayages | Dispositif de changement de vitesse et engin de mobilité associé |
WO2024052530A1 (fr) * | 2022-09-09 | 2024-03-14 | Valeo Embrayages | Dispositif de changement de vitesse pour engin de mobilité |
FR3139543A1 (fr) * | 2022-09-09 | 2024-03-15 | Valeo Embrayages | Dispositif de changement de vitesse pour engin de mobilité |
FR3139544A1 (fr) * | 2022-09-09 | 2024-03-15 | Valeo Embrayages | Dispositif de changement de vitesse pour engin de mobilité |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4301690A (en) * | 1979-12-05 | 1981-11-24 | Cavenagh Paul D | Gear shifting means |
EP0391604A2 (fr) * | 1989-04-04 | 1990-10-10 | Peter Howard Weismann | Transmission |
EP0462904A2 (fr) * | 1990-06-21 | 1991-12-27 | Technology Finance Corporation (Proprietary) Limited | Boîte de vitesses |
Family Cites Families (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1223862A (en) * | 1915-10-23 | 1917-04-24 | George Eaton | Variable-speed gearing. |
US1564667A (en) * | 1924-02-20 | 1925-12-08 | Waldo J Guild | Gearing for power transmission |
US2377575A (en) * | 1940-09-23 | 1945-06-05 | Nineteen Hundred Corp | Two speed drive and clutch assembly |
US3890850A (en) * | 1973-05-21 | 1975-06-24 | Foote Foundry Co J B | Transmission with draw-key type shift |
DE2351228A1 (de) * | 1973-10-12 | 1975-04-17 | Daimler Benz Ag | Gangschalteinrichtung fuer zahnraeder- wechselgetriebe, insbesondere fuer kraftfahrzeuge |
US5301565A (en) * | 1987-02-26 | 1994-04-12 | Weismann Peter H | Transmission |
US5131285A (en) * | 1987-02-26 | 1992-07-21 | Weismann Peter H | Transmission |
FR2653845A1 (fr) * | 1989-10-26 | 1991-05-03 | Leotard Claude | Boite de vitesse automatique du type a pignons a engrenement permanent. |
GB2259337A (en) * | 1991-09-05 | 1993-03-10 | Andrew David Marsh | Transmission selector system for radially coupled gears comprises tube having linear gear |
US5553510A (en) * | 1995-02-27 | 1996-09-10 | Balhorn; Alan C. | Multi-speed transmission |
-
2000
- 2000-02-28 FR FR0002482A patent/FR2805587B1/fr not_active Expired - Fee Related
-
2001
- 2001-02-28 JP JP2001563818A patent/JP2003525409A/ja active Pending
- 2001-02-28 DE DE10190818T patent/DE10190818T1/de not_active Withdrawn
- 2001-02-28 US US09/959,452 patent/US6698303B2/en not_active Expired - Fee Related
- 2001-02-28 KR KR1020017013722A patent/KR100769928B1/ko not_active IP Right Cessation
- 2001-02-28 WO PCT/FR2001/000592 patent/WO2001065152A1/fr active Application Filing
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4301690A (en) * | 1979-12-05 | 1981-11-24 | Cavenagh Paul D | Gear shifting means |
EP0391604A2 (fr) * | 1989-04-04 | 1990-10-10 | Peter Howard Weismann | Transmission |
EP0462904A2 (fr) * | 1990-06-21 | 1991-12-27 | Technology Finance Corporation (Proprietary) Limited | Boîte de vitesses |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2023031307A3 (fr) * | 2021-08-31 | 2023-04-13 | Brp-Rotax Gmbh & Co. Kg | Ensemble de changement de vitesse et d'engrenage pour transmission |
Also Published As
Publication number | Publication date |
---|---|
US6698303B2 (en) | 2004-03-02 |
JP2003525409A (ja) | 2003-08-26 |
US20030047026A1 (en) | 2003-03-13 |
DE10190818T1 (de) | 2002-12-05 |
FR2805587B1 (fr) | 2002-05-17 |
FR2805587A1 (fr) | 2001-08-31 |
KR100769928B1 (ko) | 2007-10-24 |
KR20020005016A (ko) | 2002-01-16 |
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