WO2002040900A2 - Dispositifs de transmission pour des vehicules au sol et plus particulierement pour des automobiles - Google Patents

Dispositifs de transmission pour des vehicules au sol et plus particulierement pour des automobiles Download PDF

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Publication number
WO2002040900A2
WO2002040900A2 PCT/EP2001/013398 EP0113398W WO0240900A2 WO 2002040900 A2 WO2002040900 A2 WO 2002040900A2 EP 0113398 W EP0113398 W EP 0113398W WO 0240900 A2 WO0240900 A2 WO 0240900A2
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WO
WIPO (PCT)
Prior art keywords
ratio
wheel
coupling means
clutch
connection element
Prior art date
Application number
PCT/EP2001/013398
Other languages
English (en)
Other versions
WO2002040900A9 (fr
WO2002040900A3 (fr
Inventor
Roumen Antonov
Frédéric MORANT
Original Assignee
Antonov Automotive Technologies B.V.
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
Priority to JP2002543186A priority Critical patent/JP2004514104A/ja
Priority to EP01986396A priority patent/EP1334299A2/fr
Priority to BR0107665-5A priority patent/BR0107665A/pt
Priority to HU0303010A priority patent/HUP0303010A2/hu
Priority to KR1020027009151A priority patent/KR20020070482A/ko
Priority to AU2002237222A priority patent/AU2002237222A1/en
Priority to US10/257,527 priority patent/US20030089569A1/en
Priority to CA002407598A priority patent/CA2407598A1/fr
Application filed by Antonov Automotive Technologies B.V. filed Critical Antonov Automotive Technologies B.V.
Priority to PL36025601A priority patent/PL360256A1/xx
Priority to EA200201212A priority patent/EA003825B1/ru
Priority to SK1119-2002A priority patent/SK11192002A3/sk
Priority to MXPA02010721A priority patent/MXPA02010721A/es
Publication of WO2002040900A2 publication Critical patent/WO2002040900A2/fr
Priority to BG106973A priority patent/BG106973A/xx
Publication of WO2002040900A9 publication Critical patent/WO2002040900A9/fr
Publication of WO2002040900A3 publication Critical patent/WO2002040900A3/fr
Priority to US11/248,850 priority patent/US20060025278A1/en

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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
    • 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
    • F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
    • F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D41/00—Freewheels or freewheel clutches
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D45/00—Freewheels or freewheel clutches combined with automatic clutches

Definitions

  • This invention relates to transmission devices for ground vehicles and more particularly for motor-cars.
  • the invention more specifically relates to transmission devices capable of automation and/or capable of providing numerous transmission ratios with a relatively simple structure .
  • an epicyclic train provides one or the other of two ratios, one of the ratios being a direct drive obtained by means of a clutch which binds together two intermeshed rotary elements of the train.
  • Epicyclic trains providing more than two ratios are known but they generally consist of so-called
  • “complex” epicyclic trains that is to say epicyclic trains having more than three intermeshed rotary elements and which are in fact equivalent to at least two elementary epicyclic trains .
  • EP-A-0 683 877 discloses automatic transmission devices in which the automatic control is made simpler thanks to exploitation of the axial thrust of helical teeth, at the same time as a measurement of the transmitted torque and as an actuating force which is proportional to this torque.
  • This force maintains in the disengaged condition a direct-drive clutch mounted between the input element and the output element of the epicyclic train when the epicyclic train operates as a speed reducing gear.
  • the third element of the train is maintained stationary by a one-way clutch (free-wheel) when the engine torque is motive and by an auxiliary brake subjected to an hydraulic actuation when the engine torque is reversed (engine-brake operation) .
  • the engagement of the direct-drive clutch takes place under the effect of centrifugal fly-weights when the rotational speed is high enough for allowing such fly-weights to overcome the axial tooth thrust.
  • the hydraulic actuating force is also used for influencing the automatic behaviour of the transmission, that is to say for altering the "natural" balance between the tooth thrust and the centrifugal actuating force.
  • the axial displacements need splines operating under load, which have a tendency to "pollute" the torque and speed signals provided by the tooth thrust and by the centrifugal fly-weights respectively.
  • a further object of the present invention is to provide a transmission device allowing to provide numerous ratios with a remarkably simple structure and an enhanced mechanical efficiency.
  • a transmission device wherein a differential mechanism comprises:
  • - actuating means for said coupling means is characterized in that - a first one of said selective coupling means is mechanically in parallel with the one-way clutch;
  • a second one of said selective coupling means is mounted operatively between said first element and a third one of said elements; - said two friction coupling means are coordinated by an inverter control means between two stable states in each of which one of the coupling means is engaged and the other is released, respectively.
  • the first rotary element of the differential mechanism is involved in all the coupling changes which are necessary for changing the transmission ratio.
  • the first rotary element is i) either made fast with the second element (e.g. the casing) by the first selective coupling means and, for one of the torque direction, by the one-way clutch mounted in parallel with this first coupling means , ii) or made fast with the third element (e.g. one of the rotary connection elements and, in a still more precise example, the input rotary connection element) by the second selective coupling means.
  • the other elements constituting the transmission device are thus rendered much more simpler.
  • the friction coupling means can be spatially grouped close to each other in a particularly advantageous manner.
  • each friction coupling means has a part which is fast with the first rotary element and it is therefore no longer necessary to transmit forces between elements rotating at different speeds.
  • the inverter control means which is typically connected for common rotation with the first rotary element may, between its two stable conditions, move through a floating position where the two friction coupling means are both disengaged. This is not a drawback because the one-way clutch simultaneously realises the situation corresponding to engagement of the first selective coupling means.
  • the one-way clutch is mounted in parallel with the coupling means which is engaged for the operation providing the lower of the two transmission ratios, and the direction forbidden by the one-way clutch is that which would produce a still lower transmission ratio.
  • the first rotary element of the differential mechanism is integral with the inverter control means and to contribute to actuation of the inverter control means by way of the tooth thrust, the teeth being made helical.
  • the inverter control means is preferably implemented as a simple pressure member having two opposed faces each of which is capable of tightening a respective one of the first and second friction coupling means.
  • one-way clutches available in the commerce do not allow relative axial displacement.
  • a means for common rotation and axial displaceability is preferably mounted operatively between one of the first and second elements and a one-way clutch support.
  • an axially unslidable bearing between the one-way clutch support and the other of said first and second elements.
  • the first rotary element is guided for axial sliding independently of the means for common rotation with axial displaceability.
  • the means for common rotation may be mounted between the first element and the one-way clutch support.
  • the support therefore rotates at the same speed as the first rotary element while being made axially fast with the second element which is typically the casing element.
  • the support is then adapted to bear another actuating means, such as a spring, which can thus axially urge the first rotary element without any need of interposing any axial thrust bearing.
  • a still further actuating means can consist of an hydraulic pushing element which is attached to the first rotary element, is coaxial therewith and can simultaneously contribute to the slidable guiding of the first rotary element.
  • a same rotary connection element e.g. the input element
  • the two friction coupling means which are not in parallel with a one-way clutch
  • one of the four operating conditions corresponding to the case where the above-mentioned two friction coupling means are disengaged is a neutral condition which is useful e.g. for allowing the vehicle to remain stationary while the engine shaft of the vehicle rotates.
  • the two other selective coupling means are brakes blocking the differential mechanism and, therewith, the output connection element, a parking brake function is simultaneously fulfilled.
  • the transmission device two differential mechanisms which are controlled in the just described manner.
  • One of the conditions of one of the differential mechanisms may be a reverse run ratio.
  • the reverse run ratio is provided in the differential mechanism which is located further downstream.
  • a transmission mechanism comprises:
  • At least one friction coupling means capable of providing a neutral condition in the transmission mechanism when disengaged, and a power transmission relationship between said two connection elements in the engaged condition
  • actuating means for actuating the friction coupling means, said actuating means comprising : a) two antagonistic actuating means, at least one of said two antagonistic actuating means being controllable; b) an axial movability of at least one of said two intermeshed rotary elements, and transmission means for transmitting an axial tooth thrust of said intermeshed rotary element to a pressure member of the friction coupling means.
  • a friction coupling means provided in the transmission mechanism is operable for providing a neutral condition in which the power transmission flow path from the prime mover to the load to be driven e.g. the wheels of a vehicle, is interrupted within the transmission mechanism. Furthermore, the axial tooth thrust created by the gear teeth in the transmission is used as an actuating force for the friction coupling means. If the tooth thrust is in a direction corresponding to engagement of the friction coupling means, the result is a reduction of the additional force which is necessary for engaging the friction coupling means. Typically, this additional force is produced by the controllable actuator, such as a hydraulic actuator.
  • Disengagement of the clutch can be performed by a spring which is strong enough to counteract the tooth pressure when the controllable actuator is de- energized.
  • a spring which is strong enough to counteract the tooth pressure when the controllable actuator is de- energized.
  • Such a device is able to perform progressive start of the vehicle when the transmission device is initially in the neutral condition while the vehicle engine has being previously started.
  • the controllable actuator is controllably energized for performing progressive, smooth start of the vehicle.
  • a regulation can be provided for avoiding any shocks .
  • the acceleration of the vehicle may be detected, and compared to a desired value. The result of this comparison is the basis of an adjustment of the level of energization of the controllable actuator and/or of the power and/or r.p.m. of the engine .
  • a transmission mechanism comprises:
  • the two friction coupling means allow to select one or the other of two transmission ratios.
  • a neutral condition is realized in the transmission mechanism, allowing the engine of the vehicle to rotate without any corresponding rotation of the drive wheels of the vehicle.
  • a remarkably simple structure is provided for selecting between three operating conditions.
  • a fourth condition is available, with the two friction coupling means being both engaged.
  • Such a fourth condition is in most cases a direct drive condition.
  • a differential mechanism comprises:
  • connection means between the planet-carrier and the output rotary connection element;
  • selective coupling means between the coaxial toothed elements, the casing element and the input connection element; characterized by said selective coupling means comprising :
  • - a second grouped structure for selectively coupling the crown wheel with the input connection element and with the casing element, thereby to provide : - a low ratio when the sun-wheel is connected to the input connection element and the crown-wheel is connected to the casing element;
  • a remarkably simple structure is provided for a three speed transmission mechanism with a number of toothed wheels which may be as low as three.
  • a transmission device comprising:
  • - a three-speed mechanism providing a low ratio, an intermediate ratio and an upper ratio, with a first ratio-gap between the low ratio and the intermediate ratio being at least about the square of a second ratio-gap between the intermediate ratio and the upper ratio; a two-speed mechanism mounted in series with the three-speed mechanism and providing a lower and a higher ratio, with a third ratio-gap therebetween which is • intermediate between said first and said second ratio-gap, wherein six gears are provided by the following combinations : - first gear : low ratio and lower ratio;
  • figures 1 and 2 are diagrammatic views, in axial cross-section, corresponding to a first and a second embodiments of a transmission device according to the invention
  • FIG. 3 is a somewhat more detailed half-view, in axial cross-section, of a third embodiment of the transmission device according to the invention.
  • - figure 4 is a sectional view made along both parallel axes of a transmission device according to the invention, in the form of half-views with respect to each axis, and with broken-away portion;
  • - figure 5 is a view similar to figure 2, but being partial and showing a modified embodiment;
  • figure 6 is a view similar to figure 2 but showing a modified embodiment
  • figure 9 is a modified embodiment of the right part of figure 8, corresponding to the two-ratios mechanism;
  • - figure 10 is a diagrammatic view of another embodiment of the invention.
  • - figure 11 is a diagrammatic view of a modified embodiment of the right part of the embodiment of figure 10; and - figure 12 is a diagrammatic view of a still further embodiment of the transmission device according to the invention.
  • the transmission device is essentially comprised of a differential mechanism 1 comprising :
  • a casing element 2 which is only partly represented and comprises i.a. a stator shaft 21, which is made stationary against translation and rotation, and extends along a main axis X of the mechanism; an input rotary connection element 3, which is prevented from translation with respect to the casing element 2 and comprises an input shaft 31 extending along the main axis X beyond an end of the stator shaft 21, the input shaft 31 being intended to be directly or indirectly connected to a drive engine shaft of vehicle;
  • an output rotary connection element 4 intended to be connected, at least indirectly, to the vehicle wheels, and comprising a tubular shaft 31 arranged along axis X with a possibility of relative rotation around the stator shaft 21;
  • a sun wheel rotary element 5 arranged along axis X around the stator shaft 21 and capable of rotation with respect to the latter about axis X;
  • a rotary crown element 6 which is rotatably mounted about the axis X and arranged about the sun wheel element 5 and the stator shaft 21, the input connection element 3 having a bell-shaped element 32 by which the crown-wheel 6 is made fast with the input shaft 31;
  • a planet-carrier rotary element 7 which is integral with the output shaft 41 and carries spindles 71 which are regularly distributed about axis X and eccentrated with respect to the main axis X and on which planets 72, which are freely rotatable thereon, mesh simultaneously with the sun-wheel element 5 and the crown wheel element 6, thereby to form with them an epicyclic train; a one-way clutch 8 which is merely symbolically represented and which prevents the sun-wheel element 5 from rotating with respect to the casing element 2 in a direction which would be contrary to that of the input shaft 31.
  • the transmission device would operate only as a speed-reducing gear and only if the torque applied onto the input shaft 31 is a motive torque.
  • the load undergone by the planet carrier 7 from the output shaft 41 tends to stop the spindles 71 so that the motive torque applied onto the crownwheel 6 tends to cause reverse rotation of the sun-wheel element 5.
  • the one-way clutch 8 prevents that the sun-wheel element 5 is stopped and the planet carrier 7 rotates at a speed which is intermediate between the zero speed of the sun-wheel element 5 and the speed of the crownwheel 6 corresponding to that of the input shaft 31. If the torque applied to the engine shaft 31 is negative, i.e.
  • the brake 9 When engaged, the brake 9 makes the sun-wheel 5 stationary with respect to the casing element 2 and thus allows the transmission device to operate as a speed-reducing gear when the torque applied to the input shaft 31 is negative, in the same manner as when the torque is positive.
  • the brake 9 may be dimensioned in a manner which is just enough for the braking operation, which involves much weaker torques than the peak motive torque.
  • the transmission device furthermore allows to realize a direct drive ratio thanks to a second friction coupling means- or clutch - 10 capable of selectively coupling for common rotation two of the three rotary elements 5, 6, 1 of the epicyclic train so that the whole epicyclic train rotates as a sole part about the axis X. This is automatically permitted by the free wheel 8 but needs to disengage the brake 9.
  • the second friction coupling means 10 is associated to the same rotary element, i.e. in the represented example to the sun- wheel element 5, as the other already described coupling meams, i.e. the one-way clutch 8 and the first coupling means 9. More particularly, in the represented example, the second friction coupling means is mounted operatively between the sun-wheel element 5 and the input connection means 3.
  • a single control member 111 operates as an inverter between two stable conditions in each of which a respective one of the friction coupling means 9, 10 is engaged and the other, respectively, is disengaged.
  • inverter control means 111 is an axially movable pressure member. When urged towards the right of figure 1, pressure member 111 engages brake 9 and disengages clutch 10. When urged towards the left of figure 1, pressure member 111 disengages brake 9 and engages clutch 10. Shifting from one to the other of these two stable conditions is performed by an axial translational movement.
  • Pressure member 111 is integral with the sun-wheel element 5 and therefore rotates at the same speed of rotation as the latter. Since both friction coupling means 9 and 10 both have the function of selectively connecting the sun-wheel element 5 with a respective other element of the mechanism 1, the integral connection of pressure member 111 with sun-wheel element 5 allows to realize pressure member 111 in the form of a common pressure member having two opposed, pressing faces, i.e. a pressing face 112 for the stack of discs of brake 9 and a pressing face 113 for the stack of discs of clutch 10.
  • the one-way clutches available in the commerce need to be mounted between two components which are axially stationary with respect to each other.
  • the one-way clutch 8 cannot be directly mounted between the sun- wheel element 5 and the casing element 2.
  • a support 51 having on its outer periphery axial splines 52 engaging corresponding axial splines 53 of the sun-wheel element 5, whereby sun-wheel element 5 is slidable with respect to the support 51 while being coupled for common rotation therewith.
  • the support 51 is made axially stationary with respect to the casing element 2 by means of an axially unslidable bearing 54 mounted between the support 51 and the stator shaft 21.
  • the one-way clutch 8 is also mounted between support 51 and stator shaft 21 in parallel with bearing 54.
  • a first actuating means consists of the already described integral connection between the inverter control means 111 and the sun-wheel element 5.
  • the inverter control means 111 is subjected to the axial thrust occurring in the sun-wheel element 5 due to the helical shape of its teeth. This thrust is a measurement of the torque transmitted by the teeth;
  • a second actuating means comprises at least one spring 114, e.g. a stack of BELLEVILLE washers, interposed between support 51 which is axially stationary and the sun-wheel element 5; ' - the third actuating means is an hydraulic actuator 116 comprising an annular chamber 22 formed within the casing element 2, and a piston 117 which is integral with the inverter control member 111 and has an annular shape around axis X. Piston 117 is thus rotating about axis X within ' chamber 22 which is integral with the casing element 2.
  • Figure 1 illustrates with arrows FI and F2 the two possible directions for the tooth thrust experienced by the sun-wheel element 5.
  • the axial thrust appears in a corresponding given direction when the torque applied onto the input shaft 31 is motive, and in the contrary direction when the torque applied onto the- input shaft 31 is negative (engine brake operation) .
  • the springs 114 maintain brake 9 engaged and clutch 10 disengaged: the transmission device operates as a speed-reducing gear.
  • the teeth axial thrust FI reinforces engagement of clutch 9 due to being added to the force of springs 114; for shifting to the upper transmission ratio, an appropriate hydraulic pressure is applied to the actuator 116 for overcoming the force of springs 114 and the force FI if any;
  • the tooth thrust is reversed while taking a relatively low value which is not enough for overcoming the springs force 114.
  • the device thus normally operates as a speed reducing gear except if an appropriate hydraulic pressure is applied within the chamber 22.
  • both operating conditions i.e. between both stable conditions of the control member 111
  • the simultaneous disengagement of both coupling means 9 and 10 is not a problem since the sun- wheel element 5 remains stuck by the one-way clutch 8 so that the operation takes place in the speed-reducing mode.
  • the chamber 22 is fed with a pressure which is high enough for engaging clutch 10 strongly enough.
  • Shifting to the direct drive operation occurs when the tooth thrust FI sufficiently decreases and/or when a pressure or a supplemental pressure sufficiently high is applied within the chamber of actuator 116.
  • the engine brake operation necessarily occurs in direct drive because all the actuating forces are then directed towards the left of figure 1.
  • figure 2 will be described only as to its differences over figure 1.
  • Figure 1 showed implementation of a so-called "grouped" control structure which strongly groups together all the control and coupling members practically on a single one of the rotary elements of the planetary train, i.e. the sun-wheel 5. This provides the possibility of performing other controls and other selective couplings on at least one other rotary element of the planetary train, for providing further transmission ratios.
  • a second actuating and control structure is grouped onto * the crown-wheel 6 of the planetary train 5, 6, 7.
  • the crown-wheel 6 in addition to the sun-wheel element 5 which may be selectively connected with the input connection element 3 or with the casing element 2, the crown-wheel 6 can be selectively connected with the input connection element 3 and with the casing element 2, another portion 23 of which is now illustrated.
  • the grouped control and coupling structure for the crown-wheel 6 is very similar to that described for sun- wheel element 5. More specifically, an inverter control member 211 is integral with crown-wheel 6 and axially displaceable therewith. Member 211 comprises a pressing face 212 for selectively engaging brake 209 operatively mounted between the crown-wheel 6 and the portion 23 of the casing, and an opposed pressing face 213 for selectively engaging clutch 210 mounted operatively between the crown-wheel 6 and the input connection element 3.
  • the portion 23 of the casing element 2 defines a chamber 24 of an hydraulic actuator 216, with a piston 217 being fast with the crown-wheel 6 and slidable within said chamber.
  • a support 251 is coupled for common rotation with but axially slidable relatively to the crown-wheel 6 thanks to splines 252, 253.
  • Springs 214 mounted axially between the support 251 and the piston 217 axially urge the crown wheel 6 in a direction contrary to that of the hydraulic pressure which may prevail in chamber 24.
  • the transmission device is capable of four main operating conditions, corresponding to the four possible combinations of stable conditions of the inverter control members 111 and 211 : - if member 111 is in its stable condition toward the right of figure 2 and member 211 is in its stable condition toward the left of figure 2, both clutches 10 and 210 are disengaged.
  • the result is a neutral condition because the input connection member 3 is discoupled from all the rotary elements of the planetary train; starting from this neutral situation, a first transmission ratio is provided by causing control member 111 to move to its other stable condition while the crown-wheel 6 is kept stationary by brake 209 and/or by free-wheel 208.
  • a first reduction ratio corresponding to a low speed of rotation of the output shaft 41 with respect to the input shaft 31, is realised;
  • the fourth condition is a direct drive condition obtained by maintaining control member 211 of crown-wheel 6 in the condition causing engagement of clutch 210 and by causing control member 111 to move into its condition causing engagement of clutch 10.
  • the input connection member 3 is thus simultaneously fast with the sun-wheel element 5 and with the crown-wheel 6, this realising the direct drive in the transmission device.
  • three forces comprising a tooth thrust, a resilient force and a force which is selectively applied by hydraulic means.
  • the grouped control and actuating structure associated with crown-wheel 6 has been reversed with respect to that associated with sun-wheel element 5 because in operation the tooth thrust in the crown-wheel 6 and in the sun-wheel element 5 are always equal and opposite. Consequently, in this non-limiting example, the combination of directions of the various actuating forces is the same for both grouped structures. It is noticeable that despite provision of four operating conditions in a single simple epicyclic train, no control and no coupling concerns e.g. the planet carrier 7 and the output shaft 41, and no thrust bearing is necessary for transmitting thrust between rotary members having different speed.
  • the hydraulic pistons are positioned at relatively great distance from the associated rotary elements with which they are integral and simultaneously serve to axially guide the associated rotary elements of the planetary train.
  • the splines 52, 53 and 252, 253 have no guiding function and therefore do not introduce noticeable friction which would tend to alter the torque signal produced by the tooth thrust.
  • springs 114 and 214 maintain brakes 9 and 209 in the engaged condition so that the whole epicyclic train and therewith the output shaft 41 are immobilised against rotation, whereby a parking brake is obtained.
  • movement of the input shaft 31, for example by starting the vehicle engine and then to progressively start the vehicle by progressively applying an hydraulic pressure within chamber 22 for progressively engaging clutch 10 and introducing a progressive start of the vehicle. Consequently, the transmission device of figure 2 allows to dispense with the clutch or torque converter which is conventionally inserted between the engine and the gearbox of a vehicle.
  • the transmission device comprises two differential mechanisms mounted in series, namely, in the following order from the input connection element 3 to the output connection element 4, a first mechanism 301 which is essentially similar to that of figure 2 and a second differential mechanism 302 which will be described in detail hereinbelow.
  • Mechanism 301 distinguishes over that of figure 2 in that the stator shaft 21 is tubular and surrounds the input shaft 31, the vehicle engine being assumed to be of the left of figure 3 and no longer on the right of the figure (case of figure 2) .
  • piston 217 integral with the crown-wheel 6 is replaced by a piston 27 integral with the casing element 2 and it is the element 6 forming the crown-wheel which defines the corresponding hydraulic chamber designated by reference numeral 64.
  • the springs 214 no longer bear onto the piston but are mounted about guiding rods 61 which are integral with the crown element 6, and slidably extend through the support 251 which is provided with appropriate bores.
  • the springs 214 are mounted between a back face of the support and a flange 62 of the rods 61.
  • the crown- element 6 is provided on an inner bore with a bushing 63 for sliding onto the outer peripheral face of the tubular shaft 41 which now represents not only the output shaft of the first mechanism 301 but also the input shaft of the second mechanism 302. Shaft 41 is thus attached to an input connection element 330 of mechanism 302.
  • Mechanism 302 comprises a simple epicyclic train essentially comprised of a sun-wheel element 350, a crown element 360 and a planet-carrier 370.
  • Crown 360 is integral with output element 4 and is made axially stationary by means of bearings 365 with respect to a sleeve 26 belonging to the casing element 2.
  • the output element 4 comprises gear teeth 42 arranged coaxially with the main axis X.
  • the gear teeth 42 are intended to mesh with a pinion, not shown, supported along an axis which is parallel to axis X.
  • the planet-carrier element 370 carries eccentrated spindles 371 on which planets 372 are rotatably mounted, which mesh with the teeth of the sun-wheel element 350 and with the teeth of the crown-wheel element 360.
  • the sun-wheel element 350 is associated with a grouped coupling and control structure comprising brake 309 for selectively connecting the sun-wheel element 350 with the casing element 2, a clutch 310 for selectively connecting the sun-wheel element 350 with the input connection element 330, an inverter control member 311 comprised of a pressure member which is integral with the sun-wheel element 350 and comprises a pressing face 312 for engaging the brake 309 in one of its two stable conditions and an oppositely directed pressing face 313 for engaging clutch 310 in the other of its two stable conditions.
  • the sun-wheel element 350 defines with the casing 2 a chamber 322 of an hydraulic actuator 316 disposed for urging sun-wheel element 350 towards the stable condition corresponding to engagement of clutch 310 and disengagement of brake 309 when fed.
  • the one-way clutch 308 is mounted in parallel with clutch 310 and no longer in parallel with brake 309.
  • One-way clutch 308 prevents sun-wheel element 350 from rotating faster than the input connection element 330.
  • the mounting fashion itself of the one-way clutch is similar to that already described : the one-way clutch 308 is mounted in parallel with an axially unslidable bearing 354 between the input connection element 330 and the support 351.
  • the input connection element itself is axially immobilized with respect to the casing element 2 by a bearing diagrammatically illustrated as 333.
  • the support 351 is coupled for common rotation with the sun wheel element 350 by means of splines 352, 353.
  • Springs 314 are mounted between the support 351 and the sun wheel element 350 for urging the sun-wheel element 350 in a direction opposed to that defined by the pressure in the hydraulic chamber 322.
  • the teeth of the epicyclic train are helical and consequently, as in all the grouped structures described hereinabove, sun-wheel element 350 is subjected to a combination of three forces comprising the tooth thrust, the resilient force of the springs 314 and the hydraulic pressing force in the chamber 322.
  • the mechanism 302 furthermore comprises a dog-clutch system 373 comprising a control member 374 carrying coupling teeth 376.
  • the control member 374 is movable between the neutral position "N" which is illustrated, a forward drive position “D” in which the planet carrier 370 is coupled for common rotation with the input connection element 330 of the second mechanism 302, and a reverse drive position “R” in which the planet carrier 370 is discoupled from the input connection element 330 and coupled with the sleeve 26 integral with the casing element.
  • the control member 374 is a tube which is movably inserted between the stator shaft 21 and the stator sleeve 26.
  • the mechanism 302 When the clutch 310 is engaged, the input connection element 330 is connected for common rotation at the same time with the sun wheel element 350 by the clutch 310 and with the planet carrier 370 by the coupling teeth 376 of the dog clutch 373.
  • the mechanism 302 thus operates in a direct drive mode.
  • the sun-wheel element 350 is blocked with the casing element 2 and the input connection element 330 solely drives the planet- carrier 370. Consequently, the planets 372 roll about the teeth of the sun-wheel 350 and cause the crown-wheel 360 to rotate faster than the planet-carrier 370.
  • the mechanism 302 then operates in an overdrive mode.
  • the crown 360 tends to be retarded by the load applied to the output element 4 and consequently the sun-wheel element 350 tends to rotate faster than the assembly comprised of the planet carrier 370 and the input connection element 330. But this is prevented by the one-way clutch 308.
  • the transmission device of figure 3 provides six forward drive ratios which are appropriately distributed when the dog-clutch device 373 is in the "D" position.
  • the mechanism 302 shifts into the overdrive condition while the mechanism 301 remains in the strongly speed-reducing operation; for the third overall ratio, the mechanism 301 operates with its second ratio (moderate speed-reduction) and the mechanism 302 operates in its direct drive mode;
  • the fourth ratio is a direct drive throughout the whole transmission
  • the fifth ratio is obtained when the mechanism 301 operates with its second ratio (moderate speed-reduction) and mechanism 302 in the overdrive mode, and
  • the mechanism 301 operates in direct drive mode and the mechanism 302 in over-drive mode;
  • the transmission device of figure 3 is remarkable in that it provides six ratios and a reverse with only two simple epicyclic trains, only three hydraulic pistons and six friction coupling means. Furthermore, the hydraulic actuators only supply a complementary force and their energy consumption is consequently reduced. Among the six friction couplings, there are always three of them in the engaged condition, which consequently do not generate any residual friction in the transmission.
  • the overdrive ratio in the second mechanism is selected so as to be intermediate between the first and of the second ratio gaps in the first mechanism, i.e.
  • the mechanisms 301 and 302 are essentially identical to those of figure 3 but are arranged along axes XI and X2 which are parallel and spaced apart from each other.
  • the output element 41 of the mechanism 301 carries an output gear 43 which meshes with an input gear 334 of mechanism 302, this input gear 334 being integral with the input connection element 330.
  • the input connection element 330 occupies the central place with a shaft 336 carrying a gear 334 and surrounded by the sleeve-shaped control member 374 of the dog clutch.
  • a dog clutch 44 which is provided with an actuation member 29 and connected for common rotation with the output shaft 41, and axially movable between a "N" (neutral) position, a “D" (forward drive) position which is illustrated, performing a coupling for common rotation between the planet carrier 7 and the output shaft 41, and a “R” (reverse) position performing a coupling between the crown-wheel 6 and the output shaft 41.
  • the crown wheel 6 is provided with dog clutch teeth 65;
  • a dog clutch 28 is mounted for being immobilized against rotation onto the stator shaft 21 and translatable together with the dog clutch 44.
  • the dog clutch 44 When the dog clutch 44 is in the R position, the dog clutch 28 couples the planet carrier 7 with the stator shaft 21, and consequently with the casing 2;
  • a dog clutch 255 is freely rotatable onto the dog clutch 44 and connected for common translation therewith.
  • the dog clutch 255 permanently meshes with dog clutch teeth 256 provided on the support 251 which is no longer connected with the crown-wheel 6 except in the D position through the dog clutch 255 which, in this position, also meshes with the dog clutch teeth 65.
  • brake 209 and clutch 10 (figure 2) being engaged, the spindles 71 are blocked by dog clutch 28 and the planets 72 operate as movement reversal means between the sun- wheel element 5 connected to the input and the crown 6 which is connected to the output and allowed to rotate in reverse thanks to disconnection from the one-way clutch support 251.
  • the speed-reduction is desirably high between the sun wheel 5 and the crown wheel 6.
  • the springs 114 and 214 have been suppressed and replaced by a single spring means 14 inserted between the sun wheel 5 and the crown wheel 6 for urging them in mutually contrary directions which are, for each of them, the same as those promoted by springs 114 and 214 in figure 2, i.e. to counteract the respective hydraulic actuators. Since the rotating speeds of the sun-wheel 5 and the crown-wheel 6 are, except in direct drive mode, different, a thrust bearing 142 has been inserted between the spring means 14 and one of the sun wheel 5 and crown wheel 6 elements, e.g., in the illustrated example, the sun wheel 5.
  • one of the hydraulic actuators is energized and pushes back the piston of the other actuator through the spring means 14 and the thrust bearing 142.
  • both hydraulic actuators are energized to compress the spring means 14 to a maximum while engaging, as in the embodiment of figure 2, the clutches 10 and 210.
  • the spring 14 and thrust bearing 142 assembly may be replaced by a supplemental hydraulic actuator which is de-energized for the direct drive operation.
  • the embodiment of figure 7 will be described as to its differences over that of figure 4. Reference numerals used in figure 7 which were already used in foregoing drawing figures correspond to same or very similar components.
  • the embodiment of figure 7 comprises a second mechanism 302 which is generally similar to that of figure 4 with the following main exceptions :
  • the input connection element 330 of the mechanism 302 is integral with the planet carrier 370 and with the input shaft 131 of the transmission device;
  • the reverse drive means are no longer included in the second mechanism 302 and form a separate unit 303, which will be described later, within the transmission device;
  • the second mechanism 302 is mounted upstream of the first mechanism 301 along the power flow path between the input shaft 131 and the output teeth 42 of the transmission device;
  • the crown wheel element 360 of the second differential mechanism 302 is integral with an output connection element 304 which consists of gear teeth driving, through an intermediate pinion 81, the toothed input rotary connection element 3 of the first transmission mechanism 301.
  • the first mechanism 301 is generally similar to that of figure 6 with the exception that its output rotary connection element 4 is connected to the planet carrier 7 through a dog clutch system having a dog clutch 44 which is movable between a "D" position connecting the planet carrier 7 with the output connection element 4 for common rotation therewith, and a "R,N” position in which the planet carrier 7 and the output connection element 4 are disconnected from each other, as shown .
  • the output connection element 4 of the first mechanism 301 is provided with gear teeth meshing with gear teeth of an intermediate output element 45 on which the output teeth 42 are integrally formed and which is rotatably mounted onto the input shaft 131 of the transmission device.
  • the input (shaft 131) and the output (teeth 42) of the whole transmission device are coaxial. This is of advantage because it allows to freely orient the transmission device about the common axis X3 of the input and the output in the motor compartment of a vehicle, depending on the available space.
  • the reverse drive mechanism 303 is mounted about geometrical axis X3 so as to selectively by-pass the first mechanism 301.
  • the reverse drive mechanism 303 comprises a dog clutch system 361 which selectively connects for common rotation the crown-wheel 360 of the second mechanism and its integral output connection element 304 with a pinion 82 which is freely rotatable about input shaft 131.
  • Pinion 82 meshes with an intermediate eccentrated stepped pinion 83 which in turn meshes with a third tooth set 84 of the intermediate output member 45.
  • the arrangement is such that in direct drive, the direction of movement of the output teeth 42 is contrary to that of input shaft 131 by virtue of intermediate pinion 81 between the output connection element 304 of the second mechanism 302 and the input connection element 3 of first mechanism 301, whereas the output teeth 42 and the input shaft 131 have the same direction of rotation in the reverse drive mode.
  • the dog clutch 362 of the dog clutch system 361 is movable between a "N,D" position, shown in figure 7, in which the output element 304 of the second mechanism 302 is disconnected from pinion 82 and a "R" position in which they are connected together.
  • the dog clutches 44 and 362 are jointly actuated so that the reverse drive condition is realized when dog clutch 44 is in the "RN" position while dog clutch 362 is in the “R” position, the forward drive is realized when dog clutch 44 is in the “D” position while the dog clutch 362 is in the “N, D” position, and a neutral condition is realised when dog clutch 44 is in the "R, N” position and dog clutch 362 in the “N, D” position.
  • a parking brake function is performed by the first mechanism 301 when the actuators 116 and 216 are de-energized, whereas the output teeth 42 are freely movable when the neutral condition is realised. Therefore, the input shaft 131 of the transmission device may be integrally connected with an engine shaft of an engine 101, without interposition of any input clutch or torque converter.
  • the embodiment of figure 8 will be described only as to its differences over that of figure 7.
  • the second mechanism 302 is similar to that of figure 7 except that its output connection element 304 is no longer connectable to a reverse drive mechanism, and directly meshes with gear teeth of the input connection element 3 of the first mechanism 301, instead of through the intermediate pinion 81 of figure 7.
  • the first mechanism 301 is identical to that of figure 7 except that the planet carrier 7 is permanently connected to the output element 4 of the first mechanism 301.
  • the clutch 209 and one-way clutch 208 assembly connects the crown-wheel 6 with a cage 86 which is rotatable about the axis X4 of the first transmission mechanism 301.
  • the output element 4 and the cage 86 are provided with respective gear teeth which mesh with corresponding teeth which are integral with respective rings 87, 88, which are rotatable about input shaft 131 and coaxially therewith.
  • a stationary ring 89 is integral with casing element 2 and is axially aligned with rings 87 and 88 and mounted between them.
  • the three rings 87, 88 and 89 are rotatable about a tubular shaft of intermediate connection element 45 and between two toothed flanges 46 of this tubular shaft.
  • a first dog-clutch 91 selectively couples for common rotation ring 87 with the output teeth 42 of the transmission device for direct drive, or with the stationary ring 89 so as to immobilize the planet carrier 7 for reverse drive.
  • a second dog-clutch 92 selectively connects for common rotation the second ring 88 with the output teeth 42 or with the stationary ring 89 so as to either connect the cage 86 with the output teeth for the reverse drive or to the casing 2 for the direct drive.
  • Both dog clutches 91, 92 are synchronized by a coupling member 93.
  • the embodiment of figure 9 will be described only as to its differences over that of figure 8.
  • the second differential mechanism 302 is replaced with a two-speed layshaft mechanism 402 which simultaneously performs transfer of the power from axis X3 along which input shaft 131 extends, onto parallel axis X4 of the first differential mechanism 301, not shown, and more particularly from input shaft 131 of the transmission device to input connection member 3 of the first differential mechanism 301.
  • Mechanism 402 comprises two impeller pinions 410, 420, of different diameters, which are rotatably mounted onto input shaft 131, and mesh with respective receiver pinions 411, 421 which are integral with input connection element 3.
  • the smaller one of the impeller pinions 410 is selectively coupled to input shaft 131 by a one-way clutch 408 mounted in parallel with a clutch 413 which is engaged when an actuator 416 is energized.
  • Impeller pinion 420 having the larger diameter is slidably mounted onto input shaft 131 and is selectively coupled for common rotation therewith when a friction clutch 423 is engaged. Engagement of clutch 423 is initiated by an hydraulic actuator 426 axially pushing impeller pinion 420 in the direction corresponding to the tooth thrust 425 experienced by impeller pinion 420 when transmitting a motive torque from input shaft 131 to input connection member 3. There is provided between impeller pinion 410 and 420 a spring means 414 in series with a thrust bearing 442.
  • one-way clutch 408 drives impeller pinion 410, which in turn drives input connection element 3 with the lower of the two transmission ratios.
  • the actuator 416 may be energized for maintaining the same transmission ratio in case the torque applied on input shaft 131 would become negative (engine-brake operation) .
  • the mechanism 402 is shifted into its higher transmission ratio when actuator 416 is deenergized and actuator 426 is energized for engaging clutch 423. This results in a slower rotating speed of input shaft 131 while the rotating speed of impeller pinion 410, which is determined by the rotating speed of input connection element 3, remains unchanged, as allowed by one-way clutch -or free-wheel - 408.
  • figure 10 The embodiment of figure 10 will be described as to its differences over the previous embodiments.
  • the first mechanism 301 and the second mechanism 402 are mounted in series along a same geometrical axis X5.
  • the vehicle engine 101 is connected to the input connection element 3 of the first mechanism 301 through an input clutch 102.
  • the first mechanism 301 is essentially similar to that of figure 6 except that the output element is a tubular shaft 41 also forming the input connection element of the second mechanism 402.
  • the second mechanism 402 is identical to that of figure 9 except that its input connection element is, as already mentioned, a tubular shaft through which the stator shaft 21 of the first mechanism 301 extends.
  • both receiver' pinions 411 and 421 of the second mechanism 402 are rigidly connected to a ring 94 which is selectively connected to the output teeth 42 by a dog-clutch 96.
  • Another dog-clutch 97 selectively connects the output teeth 42 with an intermediate reverse drive member 98 which integrally includes a pinion 99.
  • An intermediate pinion 181 meshes with pinion 99 and with gear teeth 182 provided on the input connection member 3 of the first mechanism 301.
  • the intermediate output member 98, the output teeth 42 and the ring 94 as well as the receiver pinions 411 and 421 extend along a common axis X6 which is parallel to axis X5 of the first and second mechanism 301, 402.
  • Dog-clutches 96 and 97 are urged apart from each other by a spring 183 whereby, in the rest position of both dog-clutches, the output teeth 42 are disconnected both from the forward drive motion arriving through either one of receiver pinions 411 or 421, and from the reverse drive motion arriving through the intermediate reverse drive connection member 98.
  • the forward drive mode is established by pushing dog clutch 96 toward dog clutch 97 being maintained at rest, and conversely the reverse drive mode is established by pushing dog clutch 97 towards dog clutch 96 being maintained at rest.
  • both the first mechanism 301 and the second mechanism 302 are by-passed.
  • the input clutch 102 is therefore necessary for allowing progressive start of the vehicle in reverse drive.
  • the example of figure 11 will be described as to its differences over that of figure 10.
  • the reverse drive connection 182, 181, 99, 98, 97 between the input of the first mechanism and the output teeth 42 is completely suppressed and the output teeth 42 are rigidly connected to the receiver pinions 411 and 421 as well as to a reverse receiver pinion 484.
  • An intermediate pinion 483 meshes with the reverse receiver pinion 484 and with a reverse impeller pinion 482 mounted for free rotation about the tubular shaft 41 in the second mechanism 402.
  • the one-way clutch 408 is now mounted between the impeller pinion 410 and a ring 184.
  • a dog-clutch 186 selectively connects the tubular shaft 41 with the ring 184 for direct drive, or with the reverse impeller pinion 482 for reverse drive. Since power flows through the first mechanism 301 both for forward drive and reverse drive, this embodiment does not need any input clutch 102 (figure 10) between the engine 101 and the input connection member 3 of the first mechanism 301.
  • the embodiment of figure 12 will be described only as to its differences over figure 8.
  • the first mechanism 301 has been modified so that each friction coupling device 9, 10, 209, 210 is controlled by a specific actuator 317, 318, 319, 320, which are illustrated by mere arrows.
  • the sun-wheel element 5 and the crown wheel element 6 are stationary in the axial direction. For this reason, it is no longer necessary to provide bearings in parallel with the one-way clutches 8, 208.
  • the spring means are eliminated.
  • the available gear ratios are the same as in figure 8.
  • the clutch engagements needed for realising each gear ratio, respectively are determined by energising the corresponding ones of the hydraulic actuators.
  • the second mechanism 302 has not been modified over that of figure 8 but could have been modified in the same spirit as the first mechanism 301 by making sun-wheel element 350 axially unslidable, cancelling spring 314, and providing a specific actuator for each one of the friction coupling means 309 and 310 instead of the common one 316.
  • actuating forces than those represented may be involved, e.g. forces produced by centrifugal flyweights promoting operation with a higher transmission ratio when the rotating speed increases, or else a second hydraulic force in a direction contrary to the first one for being able to influence positively in one or the other direction the operating condition of a grouped actuation and control structure.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Structure Of Transmissions (AREA)
  • Retarders (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L'invention concerne un train planétaire capable de fonctionner comme engrenage réducteur lorsque le planétaire (5) est bloqué par une roue libre (8), et en entraînement direct lorsque l'embrayage (10) est engagé. La structure de couplage et de commande globale concernant le changement de rapport est essentiellement groupé sur l'élément planétaire (5) qui peut coulisser par rapport à un dispositif convertisseur (111) et forme une seule pièce avec ce dernier, dispositif qui engage le frein (9) lorsqu'il se désengage de l'embrayage (10), et inversement. Le frein (9) est monté mécaniquement en parallèle avec une roue libre (8), et permet une opération de réduction de vitesse lorsque le couple appliqué à l'arbre d'entrée (31) est un couple de retardement. La roue libre est montée en parallèle avec un palier axialement non coulissant (54) entre un arbre de stator (21) et un support (51) couplé pour une rotation commune avec un élément planétaire (5) et un coulissement mutuel avec ce dernier. L'actionnement de l'élément de commande (111) est réalisé par une commande hydraulique (116), des ressorts (114) et l'engagement de la poussée axiale de la denture hélicoïdale (F1, F2). L'invention est utile pour simplifier la commande, garder la possibilité d'autres couplages sélectifs, permettre d'autres conditions d'exploitation avec les autres éléments rotatifs (6, 7) du train, et pour éviter les paliers de butée.
PCT/EP2001/013398 2000-11-17 2001-11-15 Dispositifs de transmission pour des vehicules au sol et plus particulierement pour des automobiles WO2002040900A2 (fr)

Priority Applications (14)

Application Number Priority Date Filing Date Title
PL36025601A PL360256A1 (en) 2000-11-17 2001-11-15 Transmission devices, for ground vehicles and more particularly for motors-cars
EP01986396A EP1334299A2 (fr) 2000-11-17 2001-11-15 Dispositifs de transmission pour des vehicules au sol et plus particulierement pour des automobiles
EA200201212A EA003825B1 (ru) 2000-11-17 2001-11-15 Трансмиссионное устройство для наземных транспортных средств, а конкретнее, для автомобилей
KR1020027009151A KR20020070482A (ko) 2000-11-17 2001-11-15 육상 차량, 특히 자동차용 변속 장치
AU2002237222A AU2002237222A1 (en) 2000-11-17 2001-11-15 Transmission devices, for ground vehicles and more particularly for motors-cars
US10/257,527 US20030089569A1 (en) 2000-11-17 2001-11-15 Trasmission devices, for ground vehicles and more particularly for molor-cars
CA002407598A CA2407598A1 (fr) 2000-11-17 2001-11-15 Dispositifs de transmission pour des vehicules au sol et plus particulierement pour des automobiles
JP2002543186A JP2004514104A (ja) 2000-11-17 2001-11-15 陸上車両、特に自動車のためのトランスミッション装置
BR0107665-5A BR0107665A (pt) 2000-11-17 2001-11-15 Dispositivos de transmissão para veìculos terrestres e, mais particularmente, para carros-motores
HU0303010A HUP0303010A2 (en) 2000-11-17 2001-11-15 Transmission devices, for ground vehicles and more particularly for motors-cars
SK1119-2002A SK11192002A3 (sk) 2000-11-17 2001-11-15 Prevodový mechanizmus pre pozemné vozidlá, najmä pre motorové vozidlá
MXPA02010721A MXPA02010721A (es) 2000-11-17 2001-11-15 Dispositivo de transmision para vehiculos terrestres y mas en particular para vehiculos motorizados.
BG106973A BG106973A (en) 2000-11-17 2002-08-01 Transmission devices for ground vehicles and more particularly for motor-cars
US11/248,850 US20060025278A1 (en) 2000-11-17 2005-10-11 Transmission devices, for ground vehicles and more particularly for motors-cars

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0014839A FR2817009B1 (fr) 2000-11-17 2000-11-17 Dispositif de transmission, notamment pour vehicule terrestre
FR00/14839 2000-11-17

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US11/248,850 Continuation US20060025278A1 (en) 2000-11-17 2005-10-11 Transmission devices, for ground vehicles and more particularly for motors-cars

Publications (3)

Publication Number Publication Date
WO2002040900A2 true WO2002040900A2 (fr) 2002-05-23
WO2002040900A9 WO2002040900A9 (fr) 2002-09-19
WO2002040900A3 WO2002040900A3 (fr) 2002-11-07

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Application Number Title Priority Date Filing Date
PCT/EP2001/013398 WO2002040900A2 (fr) 2000-11-17 2001-11-15 Dispositifs de transmission pour des vehicules au sol et plus particulierement pour des automobiles

Country Status (19)

Country Link
EP (1) EP1334299A2 (fr)
JP (1) JP2004514104A (fr)
KR (1) KR20020070482A (fr)
CN (1) CN1418297A (fr)
AR (1) AR031466A1 (fr)
AU (1) AU2002237222A1 (fr)
BG (1) BG106973A (fr)
BR (1) BR0107665A (fr)
CA (1) CA2407598A1 (fr)
CZ (1) CZ20022625A3 (fr)
EA (1) EA003825B1 (fr)
FR (1) FR2817009B1 (fr)
HU (1) HUP0303010A2 (fr)
MX (1) MXPA02010721A (fr)
PL (1) PL360256A1 (fr)
SK (1) SK11192002A3 (fr)
TW (1) TW530015B (fr)
WO (1) WO2002040900A2 (fr)
ZA (1) ZA200206117B (fr)

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EP3679273B1 (fr) * 2017-09-05 2023-01-18 Gkn Automotive Ltd. Unité d'entraînement d'essieu comprenant une boîte de vitesses à deux rapports couplable sous charge
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DE10350573A1 (de) * 2003-10-30 2005-06-02 Zf Friedrichshafen Ag Kupplungsanordnung in einem Getriebe mit zwei axial und radial benachbarten Kupplungen
US6976568B2 (en) 2003-11-18 2005-12-20 Zf Friedrichshafen Ag Clutch arrangement in a transmission having two axially and radially adjacent clutches
US7278525B2 (en) * 2004-07-19 2007-10-09 General Motors Corporation Internally and externally splined clutch hub for torque-transmitting mechanisms in a power transmission
EP1726843A1 (fr) * 2005-05-25 2006-11-29 BorgWarner Inc. Ensemble embrayage
EP1726843B1 (fr) 2005-05-25 2018-04-04 BorgWarner, Inc. Ensemble embrayage
NL2001629C2 (nl) * 2008-05-29 2009-12-01 Lauwers Leonardus Gijsbertus C Compacte transmissie voorzien van een planetaire tandwielset.
WO2009145616A1 (fr) * 2008-05-29 2009-12-03 Leonardus Gijsbertus Cornelis Lauwers Transmission compacte comprenant un train épicycloïdal
US8360926B2 (en) 2008-05-29 2013-01-29 Leonardus Gijsbertus Cornelis Lauwers Compact transmission comprising a planetary gear set
RU2618661C1 (ru) * 2016-04-04 2017-05-05 федеральное государственное автономное образовательное учреждение высшего образования "Санкт-Петербургский политехнический университет Петра Великого" (ФГАОУ ВО "СПбПУ") Бесфлаттерная многодисковая фрикционная муфта для соединения валов привода с возможностью разнонаправленного их вращения
EA033813B1 (ru) * 2017-07-03 2019-11-28 Ayaz Idayat Ogly Abdullaev Четырехступенчатый двухпоточный передаточно-поворотный механизм гусеничных машин
CN110985614A (zh) * 2019-12-04 2020-04-10 西南大学 带有传动传感功能的自适应自动变速总成
CN110985614B (zh) * 2019-12-04 2023-09-05 西南大学 带有传动传感功能的自适应自动变速总成

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HUP0303010A2 (en) 2004-01-28
KR20020070482A (ko) 2002-09-09
MXPA02010721A (es) 2003-05-14
AR031466A1 (es) 2003-09-24
FR2817009B1 (fr) 2003-01-24
WO2002040900A9 (fr) 2002-09-19
CN1418297A (zh) 2003-05-14
EA003825B1 (ru) 2003-10-30
JP2004514104A (ja) 2004-05-13
WO2002040900A3 (fr) 2002-11-07
PL360256A1 (en) 2004-09-06
EA200201212A1 (ru) 2003-04-24
ZA200206117B (en) 2003-10-31
CA2407598A1 (fr) 2002-05-23
BR0107665A (pt) 2002-11-12
BG106973A (en) 2003-05-30
SK11192002A3 (sk) 2004-05-04
TW530015B (en) 2003-05-01
CZ20022625A3 (en) 2004-03-17
AU2002237222A1 (en) 2002-05-27
EP1334299A2 (fr) 2003-08-13

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