WO2005019692A1 - Mehrstufen-automatgetriebe mit drei planetenradsätzen - Google Patents

Mehrstufen-automatgetriebe mit drei planetenradsätzen Download PDF

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Publication number
WO2005019692A1
WO2005019692A1 PCT/EP2004/006966 EP2004006966W WO2005019692A1 WO 2005019692 A1 WO2005019692 A1 WO 2005019692A1 EP 2004006966 W EP2004006966 W EP 2004006966W WO 2005019692 A1 WO2005019692 A1 WO 2005019692A1
Authority
WO
WIPO (PCT)
Prior art keywords
planetary gear
switching element
gear set
automatic transmission
disk
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2004/006966
Other languages
German (de)
English (en)
French (fr)
Inventor
Peter Tiesler
Peter Ziemer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Priority to EP04740367A priority Critical patent/EP1646810B1/de
Priority to JP2006520700A priority patent/JP4704336B2/ja
Priority to DE502004003627T priority patent/DE502004003627D1/de
Publication of WO2005019692A1 publication Critical patent/WO2005019692A1/de
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/10—Clutch systems with a plurality of fluid-actuated 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
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears

Definitions

  • the present invention relates to a multi-stage automatic transmission with at least three individual planetary gear sets and at least five shifting elements, according to the preamble of patent claim 1.
  • Switching elements open only one switching element and another switching element is closed.
  • a drive shaft of the automatic transmission is constantly connected to a sun gear of the second planetary gear set. Furthermore, the drive shaft can be connected to a sun gear of the first planetary gear set via the first clutch and / or to a web of the first planetary gear set via the second clutch. Additionally or alternatively, the sun gear of the first planetary gear set via the first brake with a housing of the automatic transmission and / or the web of the first planetary gear set via the second brake with the housing and / or a sun gear of the third planetary gear set can be connected to the housing via the third brake.
  • an output shaft of the automatic transmission is constantly connected to a web of the third planetary gear set and a ring gear of the first planetary gear set, and that the web of the first planetary gear set is constantly connected to a ring gear of the second planetary gear set and a web of the second planetary gear set a ring gear of the third planetary gear set is connected.
  • the drive shaft and the output shaft can be arranged coaxially to one another on opposite sides of the gear housing, as well as axially parallel on the same side of the gear housing.
  • the output shaft is permanently connected to the web of the second planetary gear set and the ring gear of the first planetary gear set, that the web of the first planetary gear set is continuously connected to the ring gear of the third planetary gear set, and that the ring gear of the second Planetary gear set is permanently connected to the web of the third planetary gear set.
  • Such a design is particularly suitable for a coaxial arrangement of input and output shafts.
  • DE 199 12 480 AI proposes to arrange the three planetary gear sets coaxially in series next to one another, the second planetary gear set being arranged axially between the first and third planetary gear sets.
  • DE 199 12 480 AI proposes to always arrange the first and second brakes directly next to one another, the second brake always directly axially adjoining the first planetary gear set, and the third brake always on the first planetary gear set Arrange the opposite side of the third planetary gear set, and always arrange the two clutches directly next to each other.
  • both clutches are arranged on the side of the first planetary gear set facing away from the third planetary gear set, the first clutch being axially directly adjacent to the first brake and being arranged closer to the first planetary gear set than the second clutch.
  • both clutches are arranged on the side of the third planetary gear set facing away from the first planetary gear set, the second clutch being arranged closer to the third planetary gear set than the first Coupling and axially adjacent to an output spur gear operatively connected to the output shaft, which in turn is arranged on the side of the third brake facing away from the third planetary gear set.
  • the present invention is based on the object of representing alternative component arrangements for the automatic transmission known from the prior art of DE 199 12 480 AI, with the most compact possible transmission construction.
  • the automatic transmission should preferably be able to be used in a motor vehicle with a drive and output shaft which are not arranged coaxially to one another, but should also be usable with a coaxial drive and output shaft by means of comparatively simple modifications.
  • the object is achieved by a multi-stage automatic transmission with the features of claim 1.
  • Advantageous refinements and developments of the invention result from the subclaims.
  • the multi-stage automatic transmission according to the invention has at least three coupled single planetary gear sets which are arranged coaxially to one another and spatially side by side, the second planetary gear set always being spatially between the first and third planetary gear sets is arranged. Furthermore, the automatic transmission according to the invention has at least five shift elements.
  • a sun gear of the third planetary gear set can be fixed to a transmission housing of the automatic transmission via the first switching element designed as a brake.
  • a drive shaft of the automatic transmission is permanently connected to a sun gear of the second planetary gear set.
  • the drive shaft can be connected to a sun gear of the first planetary gear set via the second switching element designed as a clutch and additionally or alternatively via the fifth switching element designed as a clutch to a web of the first planetary gear set.
  • the sun gear of the first planetary gear set can be fixed to the transmission housing via the third switching element designed as a brake and / or the web of the first planetary gear set can be fixed via the fourth switching element designed as a brake. If the second and fifth switching elements are actuated simultaneously, then the sun gear and the web of the first planetary gear set are connected to one another.
  • An output shaft of the multi-stage automatic transmission is always with a ring gear of the first planetary gear set operatively connected, the ring gear of the first planetary gear set is additionally permanently connected either to a web of the third planetary gear set or a web of the second planetary gear set.
  • the web of the first planetary gear set (depending on the gear set concept) is either either permanently connected to the ring gear of the second planetary gear set or continuously to the ring gear of the third planetary gear set. If the ring gear of the first planetary gear set and the web of the third planetary gear set and the output shaft are coupled to one another, the web of the second planetary gear set is constantly connected to a ring gear of the third planetary gear set and the web of the first planetary gear set is continuously connected to a ring gear of the second planetary gear set.
  • the web of the third planetary gear set is constantly connected to the ring gear of the second planetary gear set and the web of the first planetary gear set is continuously connected to the ring gear of the third planetary gear set.
  • the second switching element via which the drive shaft with the sun gear of the first
  • Planetary gear set is connectable, and the fifth switching element, by means of which the drive shaft can be connected to the web of the first planetary gear set, is combined to form an assembly which, seen spatially, adjoins the first planetary gear set.
  • This assembly has at least one plate pack of each of the second and fifth switching elements, a plate carrier common to the second and fifth switching element for receiving outer or covering plates the disk packs of the second and fifth switching elements, and a servo device for actuating the respective disk packs of the second and fifth switching elements.
  • the two disk packs (of the second and fifth switching element) of this assembly are arranged axially side by side.
  • the disk set of the second shift element is arranged closer to the second (middle) planetary gear set than the disk pack of the fifth shift element.
  • a pressure chamber of the servo device of the fifth switching element is arranged closer to the first or second planetary gear set than a pressure chamber of the servo device of the second switching element.
  • the disk packs of the second and fifth switching element can have an at least similar or also a significantly different friction surface diameter.
  • the disk packs of the second and fifth shift element are arranged on an at least similar diameter, the disk pack of the second shift element then being arranged closer to the first and second planetary gear sets than the disk pack of the fifth shift element.
  • the disk set of the second switching element is then arranged directly adjacent to the first planetary gear set.
  • identical parts can also be provided for the inner and outer plates (or covering and steel plates) of these two plate packs.
  • the disk pack of the second switching element has a larger friction surface diameter than the disk pack of the fifth shift element, in which case the disk set of the second shift element is preferably at least partially arranged radially above the first planetary gear set when viewed in the axial direction and the disk set of the fifth shift element is at least partially arranged axially next to the first planetary gear set when viewed in the radial direction. In this case, both disk packs of the assembly consisting of the second and fifth shifting element are then arranged directly adjacent to the first planetary gear set.
  • the disk carrier common to the second and fifth switching element forms a clutch chamber within which the disk pack and the servo device of the fifth
  • Switching element are arranged.
  • the pressure chambers of the two servo devices of the second and fifth switching elements are separated from one another by a lateral surface of the plate carrier common to the second and fifth switching element, the directions of actuation of the servo devices of the second and fifth switching element when the respective plate pack is actuated (i.e. when the respective plate pack is closed) Switching element) are opposite to each other.
  • the piston of the servo device of the second switching element then has an actuating punch which acts on the disk set of the second switching element and which radially completely engages over the disk pack of the second switching element in the axial direction.
  • the pressure spaces of the servo devices of the second and fifth switching elements preferably both directly adjoin the outer surface of the disk carrier common to the second and fifth switching elements.
  • the intended pressure equalization spaces of the servo devices of the second and fifth switching elements are then each arranged on the side of the respective pressure space that faces away from the disk carrier jacket surface.
  • the third switching element by means of which the sun gear of the first planetary gear set can be fixed to the transmission housing, and / or the fourth switching element, via which the web of the first planetary gear set (and the ring gear of the second or third planetary gear set connected to this web) on the Gear housing is fixable, seen spatially in an area arranged radially above the planetary gear sets arranged side by side.
  • the third shift element is preferably arranged radially above the first and / or second (middle) planetary gear set, viewed in the axial direction.
  • the fourth shifting element is preferably arranged radially above the second (middle) and / or third planetary gear set, viewed in the axial direction.
  • the third switching element is therefore preferably arranged closer to the assembly comprising the second and fifth switching element than the fourth switching element.
  • the third and fourth switching elements can also be combined as a preassembled subassembly, for example with a common outer disk carrier fixed to the gearbox housing and axially adjacent disk packs, wherein the servo devices of the third and fourth can also be at least partially integrated in this common outer disk carrier.
  • the first switching element via which the sun gear of the third Planetary gear set can be fixed on the transmission housing, arranged on the side of the third planetary gear set which is opposite the second (or fifth) switching element.
  • the first switching element adjacent to an outer wall of the gear housing and a spur gear or chain drive be seen axially between the third planetary gear set and the to arrange the first switching element.
  • a first spur gear of the spur gear or a first sprocket of the chain drive is then connected to the ring gear of the first planetary gear set and - depending on the gear set concept - either the web of the third or the second planetary gear set. Accordingly, a further spur gear of the spur gear or a second sprocket of the chain drive is then connected to the output shaft of the automatic transmission.
  • a servo device and / or a disk carrier of the first switching element, which is designed as a brake, can be integrated in an outer wall or a cover of the gearbox housing fixed to the housing in a manner that is favorable in terms of production technology.
  • the first switching element is at least partially arranged axially next to the third planetary gear set on its side opposite the second planetary gear set, and that the spur gear or chain drive is spatially viewed the other side of the first switching element (ie on the side of the first switching element opposite the third planetary gear set). Then takes action a hub connected to the ring gear of the first planetary gear set and the web of the third or second planetary gear set of the first spur gear of the spur gear or the first sprocket of the chain drive, the sun gear of the third planetary gear set centrally in the axial direction.
  • the first switching element designed as a brake can be spatially arranged next to the fourth switching element, also designed as a brake, in which case the same plate diameter is preferably provided for these two switching elements (identical parts concept).
  • the first switching element is spatially at least largely arranged radially above the third planetary gear set, and that the spur gear or chain drive is spatially located on the side opposite the second planetary gear set of the third planetary gear set axially adjoins the third planetary gear set and the first shift element.
  • the output shaft of the automatic transmission grips axially through the first shifting element arranged next to the third planetary gear set and the sun gear of the third planetary gear set in the axial direction and spatially in the area axially between the second and third planetary gear sets is connected to the web of the third or second planetary gear set.
  • the component arrangement according to the invention results in a significantly more compact transmission structure with an advantageously short Overall length achieved.
  • the component arrangement according to the invention is particularly suitable for installation in a motor vehicle with a front transverse drive (and drive and output shaft which are axially parallel to one another).
  • the component arrangement according to the invention is also for installation in a motor vehicle with a standard drive (and mutually coaxial drive and output shaft) or front-to-side drive or rear-to-side drive (and an angular position of the drive and output shaft) suitable.
  • the proposed spatial arrangement of the second and fourth switching elements on a large diameter takes into account the conceptually high thermal and static loads on these two switching elements.
  • the arrangement of the third and fourth (and possibly also the first) switching element next to one another enables the use of identical parts and simple manufacturing and assembly technology.
  • the proposed nesting of the fifth and the second switching element into one another enables a good constructive design of the servo devices of these two rotating switching elements including dynamic pressure compensation, on the other hand also a functional multiple use of individual components that is favorable in terms of production technology (and therefore inexpensive) and good pre-assembly of this assembly (from a second one) and fifth switching element).
  • FIG. 1 shows a transmission diagram according to the prior art.
  • FIG. 2 shows an alternative component arrangement to FIG. 1 according to the prior art;
  • 3 shows an exemplary schematic component arrangement according to the invention;
  • Fig. 4 is a circuit diagram of the transmission according to Fig. 3;
  • FIG. 5 shows a detail of the schematic component arrangement according to FIG. 3;
  • 6 shows a sectional gear section of a gear according to FIG. 5, with a first exemplary detailed construction;
  • FIG. 7 shows a sectional gear section of a gear according to FIG. 5, with a second exemplary detailed construction;
  • 8 shows a sectional gear section of an exemplary gear according to FIG. 5;
  • 9 shows a sectional gear section of a gear according to the invention, based on the gear according to FIG.
  • FIG. 5 shows a sectional gear section with a third exemplary detailed construction
  • 10 shows a sectional gear section with a third exemplary detailed construction
  • 11 shows a sectional gear section with a fourth exemplary detailed construction
  • 12 shows a sectional gear section with a fifth exemplary detail construction
  • FIG. 13 shows a sectional gear section. a sixth exemplary detailed construction.
  • FIGS. 1 and 2 Two different component arrangements of a transmission scheme for a multi-stage automatic transmission with a non-coaxial arrangement of drive and output shafts are initially shown in FIGS. 1 and 2, as is known from the prior art of DE 199 12 480 AI known. Such arrangements can be used, for example, in a motor vehicle with a front transverse drive.
  • the drive shaft of the automatic transmission designated AN is operatively connected to a drive motor of the automatic transmission (not shown here for simplification), for example via a torque converter or a starting clutch or a torsional damper or a dual-mass flywheel or a rigid shaft.
  • the output shaft of the automatic transmission is operatively connected to at least one drive axle of the motor vehicle (also not shown here for the sake of simplicity).
  • RS1, RS2 and RS3 denote three coupled single planetary gear sets, which are arranged side by side in a row in a gearbox housing GG of the automatic transmission. All three planetary gear sets RSl, RS2, RS3 each have a sun gear SOI, S02 and S03, each a ring gear HOl, H02 and H03, and a web STI, ST2 and ST3 with planet gears PLl, PL2 and PL3, each with sun - Comb and ring gear of the corresponding gear set.
  • a to E are five switching elements, wherein the first, third and fourth switching elements A, C, D as a brake and the second and fifth switching elements B, E are designed as a clutch.
  • the respective friction linings of the five shifting elements A to E are 100, 200, 300, 400 and 500 plate packs (each with outer and
  • Inner slats or steel _ and covering slats indicated.
  • the respective input elements of the five shift elements A to E are designated with 120, 220, 320, 420 and 520, the respective output elements of the clutches B and E with 230 and 530.
  • the kinematic connection of the individual gear set elements and shift elements relative to one another and relative to the drive - and output shaft AN, AB has already been described in detail at the beginning, as has the spatial arrangement of these components.
  • the disks 100 of the first shift element A are always arranged next to the third planetary gear set RS3 spatially
  • that the disks 400 of the fourth shift element D (designed as a brake) are always next to the first planetary gear set spatially RSl are arranged so that the disks 300 of the third switching element C (also designed as a brake) are always arranged next to the disks 400 of the fourth switching element D (on the side of the brake D facing away from the third planetary gearset RS3)
  • a first spur gear STR1 which is operatively connected on the output side to the output shaft AB, is always next to the first Switching element A (on the third Planetary gear sets RS3 facing away from the brake A) is arranged.
  • the two plate packs 200, 500 arranged side by side of the two clutches B, E are either - as shown in FIG. 1 - arranged axially next to the plates 300 of the brake C, on the side of the plate pack 300 facing away from the third planetary gear set RS3 , or - as shown in Fig. 2 - next to the spur gear STR1, on the opposite side of the brake A of the spur gear STRl.
  • Automatic transmission has three coupled single planetary gear sets RS1, RS2, RS3 arranged coaxially to one another, the second planetary gearset RS2 being arranged axially between the first and third planetary gear sets RS1, RS3. Furthermore, the automatic transmission has five shift elements A to E.
  • the first, third and fourth shift elements A, C, D are each designed as brakes (in the example each as multi-plate brakes), the second and fifth shift elements B, E each as a clutch (in the example each as multi-plate clutches).
  • a sun gear S03 of the third planetary gear set RS3 can be fixed via the brake A to a transmission housing GG of the automatic transmission.
  • a drive shaft AN of the automatic transmission is always with a sun gear S02 of the second planetary gear set RS2.
  • the drive shaft AN can be connected via the clutch B to a sun gear SOI of the first planetary gear set RS1 and additionally or alternatively via the clutch E to a web STI of the first planetary gear set RS1.
  • the sun gear SOI of the first planetary gear set RS1 can be connected via the brakes C and / or the web STI of the first planetary gear set RS1 can be fixed on the transmission housing GG via the brake D.
  • An output shaft AB of the automatic transmission is constantly operatively connected via a spur gear stage STST to a ring gear HO1 of the first planetary gear set RS1, this ring gear HOl being additionally permanently connected to a web ST3 of the third planetary gear set RS3 in the exemplary coupling of the gear set elements shown. Furthermore, a web ST2 of the second planetary gear set RS2 is constantly connected to a ring gear H03 of the third planetary gear set RS3, and the web STI of the first planetary gear set RS1 is continuously connected to a ring gear H02 of the second planetary gear set RS2.
  • the corresponding connecting element between the ring gear HO1 of the first planetary gear set RS1 and the web ST3 of the third planetary gear set RS3 is designed as a cylinder ZYL.
  • This cylinder ZYL is connected on the one hand to the ring gear HO1 via a suitable operative connection, for example via a welded connection, and extends in the axial direction from the ring gear HOl to the ring gear H03.
  • the cylinder ZYL on the side of the third planetary gearset RS3 facing away from the second planetary gearset RS2 is connected via a suitable operative connection to a web plate STB3 of the web ST3, for example via a carrier profile.
  • the cylinder ZYL completely overlaps the second and third planetary gear sets RS2, RS3.
  • the first planetary gear set RS1 is completely penetrated centrally in the axial direction by two shafts, namely by a web shaft STW1 designed as a hollow shaft and the drive shaft AN guided radially within this web shaft STWl.
  • the web shaft STW1 is on the side of the first planetary gearset RS1 facing the second planetary gear set RS2 with a web plate STB12 of the
  • the outer diameter of the web plate STB12 is also connected to the ring gear H02 of the second planetary gear set RS2.
  • the carrier shaft STW1 runs radially within a sun shaft SOW1, which is also designed as a hollow shaft.
  • This sun shaft SOW1 is in turn connected on the one hand to the sun gear SOI of the first planetary gear set RS1, and on the other hand, on the side of the first planetary gear set RS1 facing away from the second planetary gear set RS2, with an input element 320 of the brake C and an output element 230 of the clutch B.
  • the web STI engages the first planetary gearset RS1 in the axial direction and is connected on its side facing away from the second planetary gearset RS2 to an input element 420 of the brake D.
  • the drive shaft AN also passes through the second (spatially central) planetary gear set RS2 and the third planetary gear set RS3 centrally in the axial direction.
  • the spur gear stage STST is axially adjacent to the third planetary gear set RS3 on the side of the web plate STB3 facing away from the second planetary gear set RS2.
  • the multi-wheel spur gear STST comprises a first spur gear STR1, which is permanently connected to the web plate STB3 of the third planetary gear set RS3, a second spur gear STR2 designed as a step gear, the first toothing of which meshes with the first spur gear STR1, and a third spur gear STR3, which with a second toothing of the second spur gear STR2 meshes and is operatively connected to the output shaft AB via a differential DIFF.
  • this configuration of the spur gear STST can be seen as an example.
  • Spur gearing STST extends designed as a hollow shaft, the sun shaft SOW3, on the one hand connected to the sun gear S03 of the third planetary RS3, on the other hand on, the third planetary RS3 side of the first spur gear STRL facing away from an input member 120 of the brake A. radially within this sun shaft SOW3 again drives the drive shaft AN.
  • the brake A by means of which the sun gear S03 of the third planetary gear set RS3 can be fixed, is arranged spatially on the side of the spur gear stage STST facing away from the third planetary gear set RS3.
  • the input element 120 which is designed as an inner disk carrier, borders the Brake A axially on one side against the first spur gear STR1 of the spur gear stage STST, and on the opposite side axially against a housing wall GW that is non-rotatably connected to the gear housing GG.
  • housing wall GW and gear housing GG can also be made in one piece.
  • a disk set 100 of brake A with outer and lining disks is arranged on a large diameter in the area of the inner diameter of the gearbox housing GG.
  • a driving profile for the outer disks of the disk pack 100 can be easily integrated into the gearbox housing GG.
  • a separate outer disk carrier can also be provided for the brake A, which is connected to the gear housing GG or the gear housing housing GW by positive, non-positive or material fit by suitable means.
  • a servo device of the brake A for actuating the disks 100 which is not shown here for the sake of simplicity, can be arranged spatially between the housing wall GW and the disk pack 100, ⁇ with a corresponding design of the gear housing, but also on the side of the disk pack 100, which engages the first spur gear STR1 or is facing the third planetary gear set RS3.
  • the drive shaft AN which runs centrally within the input element 120 of the brake A, penetrates the housing wall GW and is thus guided outwards on the side of the automatic transmission on which the brake A is arranged, that is to say close to the spur gear stage STST .
  • the drive shaft AN is connected here by way of example to a drive motor of the automatic transmission, which is not shown for the sake of simplicity, via a torque converter with a lock-up clutch and torsion damper.
  • the torque converter can also be replaced by a suitable other starting element (for example a clutch) or can also be omitted if at least one of the transmission's internal shifting elements is designed as a starting shifting element.
  • the two brakes C, D are spatially arranged side by side in a region in the axial direction radially above the planetary gear sets arranged in series.
  • a disk set 400 with outer and lining disks of the brake D is spatially arranged above the third planetary gear set RS3, viewed in the axial direction directly next to the first spur gear STR1 of the spur gear stage STST, on a large diameter in the area of the inner diameter of the
  • An outer disk carrier for the outer disks of the disk set 400 of the brake D is integrated in the gear housing GG as an example, but can of course also be designed as a separate component which is then connected to the gear housing by suitable means.
  • An input element 420 of the brake D designed as a cylindrical inner disk carrier extends radially above the cylinder ZYL in the axial direction over all three planetary gear sets RS1, RS2, RS3 and is connected to a first web plate STB11 of the web STI of the first planetary gear set RS1, whereby this the first web plate STB11 is arranged on the side of the web STI facing away from the second planetary gear set RS2.
  • the inner disk carrier (420) of the brake D therefore completely overlaps all three planetary gear sets RS1, RS2, RS3 in the axial direction.
  • the spatial position of the disk set 400 of the brake D can also be axially displaced in the direction of the second planetary gear set RS2, so that the inner disk carrier (420) of the brake D then completely overlaps at least the first and second planetary gear sets RS1, RS2 in the axial direction.
  • a disk pack 300 with outer and lining disks of the brake C is arranged adjacent to the disk pack 400 of the brake D, spatially seen approximately above the second planetary gear set RS2, likewise on a large diameter in the area of the inner diameter of the gear housing GG.
  • An outer disk carrier for the outer disks of the disk set 300 of the brake C is also integrated in the gear housing GG as an example, but can of course also be designed as a separate component fixed to the gear housing.
  • the same outer and lining plates can be provided for both brakes C, D in order to simplify the manufacturing process and to use the same parts at low cost.
  • An input element 320 of the brake C designed as a cup-shaped inner disk carrier has a cylindrical section 321 and a disk-shaped section 322.
  • This cylindrical section 321 extends radially above a cylindrical section 421 of the input element 420 of the brake D in the axial direction over the first and second planetary gear sets RS1 and RS2.
  • the disk-shaped section 322 adjoins the cylindrical section 321 and extends on the side of the first web plate STB11 facing away from the second planetary gear set RS2 radially inwards up to the solar shaft SOW1 to which it is connected.
  • the sun shaft SOW1 is in turn connected to the sun gear SOI of the first planetary gear set RSl.
  • the inner disk carrier (320) overlaps the Brake C completely the two planetary gear sets RS1, RS2.
  • the spatial position of the disk set 300 of the brake C can also be axially displaced, either in the direction of the first planetary gear set RS1, so that the inner disk carrier (320) of the brake C then at least completely overlaps the first planetary gear set _RS1 in the axial direction, or but in the direction of the third planetary gear set RS3, so that the inner disk carrier (320) of the brake C may then also partially overlap the third planetary gear set RS3 in the axial direction.
  • Both clutches B, E are expediently combined as a preassembled assembly.
  • a disk set 200 with outer and lining disks of clutch B is adjacent to the first Planetary gear set RSl arranged.
  • a disk set 500 with outer and lining disks of clutch E is axially directly adjacent to disk set 200 of clutch B, on the side of disk set 200 opposite planetary gear set RS1.
  • the disks 300 of brake C are therefore closer to disks 2Q0 of clutch B. arranged as the disks 400 of the brake D.
  • an input element 520 of clutch E is arranged, which here is designed as an outer disk carrier and is connected to the drive shaft AN.
  • An input element 220 of clutch B which is also designed as an outer disk carrier, is connected to the drive shaft AN via the input element 520 of clutch E.
  • Both outer plate carriers (220, 520) can advantageously be combined as a common plate carrier, which on the one hand enables production simplification and, on the other hand, also makes it possible to use the same parts for the outer and lining plates of both clutches B, E at low cost.
  • An output element 230 of clutch B designed as an inner disk carrier, extends radially inward — axially adjacent to the disk-shaped section 322 of the inner disk carrier (320) of the brake C — as far as the sun shaft SOW1 of the first planetary gearset RS1 to which it is connected.
  • the person skilled in the art will need the inner disk carrier (230) of clutch B and the disk-shaped section 322 of the
  • An output element 530 of clutch E which is also designed as an inner disk carrier, extends radially inward axially between the disk-shaped inner disk carrier (230) of clutch B and the disk-shaped section of the outer disk carrier (520) of clutch E up to the web shaft STW1 of the first planetary gear set RSl to which it is connected.
  • this web shaft STW1 passes through the sun shaft SOWl centrally and is connected on the side of the first planetary gear set RS1 adjacent to the second planetary gear set RS2 both to the web STI of the first planetary gear set RS1 and to the ring gear H02 of the second planetary gear set RS2.
  • the arrangement of components shown in FIG. 3 results in an overall very compact, construction-length-saving transmission construction.
  • the plates 200 of the thermally highly loaded clutch B are arranged on an advantageously large diameter, as are the plates 400 of the brake D which is statically most loaded by all five switching elements. To save costs, the same can be done for both brakes C, D and for both clutches B, E. Slat types or the same slat sizes can be used. Since the drive shaft AN - as explained above - passes through all rotating internal components of the automatic transmission viewed in the axial direction, the person skilled in the art will, depending on the application, arrange the drive motor optionally as shown in FIG. 3 on the front side of the automatic transmission, on which the brake A or the spur gear is arranged, or on the opposite end of the automatic transmission, on which the assembly with the two clutches B, E is also arranged.
  • Fig. 4 shows a shift diagram with the associated gear jumps and the overall ratio of the automatic transmission according to Fig. 3.
  • FIG. 5 shows a detail of the schematic component arrangement according to FIG. 3, now supplemented by radial shaft and component bearings and by servo devices of the five switching elements A to E.
  • the kinematic coupling of the three individual planetary gear sets RS1, RS2, RS3 and the five shifting elements A to E and the input and output shafts AN, AB correspond to the transmission diagram shown in FIG. 3.
  • the spatial arrangement of the planetary gear sets RS1, RS2, RS3 and shifting elements A to E relative to one another within the gear housing GG has been adopted practically unchanged from FIG. 3.
  • the servo device of brake A is shown in simplified form and is arranged on the side of the disk set 100 of brake A, which faces the first spur gear STR1, which is operatively connected to the output shaft AB, or the third planetary gear set RS3.
  • the servo device 110 comprises a piston, which is axially displaceably mounted in a corresponding piston or pressure chamber, and a restoring element for this piston.
  • the piston chamber is pressurized via a corresponding pressure medium supply
  • the piston then actuates the disks 100 of the brake A axially against a restoring force of the restoring element in the direction of the housing wall GW, which - analogously to FIG. 3 - forms the outer wall of the automatic transmission facing the drive motor.
  • the piston or pressure chamber of the servo device 110 is integrated in a housing intermediate wall GZ, which is designed as part of the gear housing GG or is connected to the gear housing GG in a rotationally fixed manner and extends radially inwards starting from the inner diameter of the gear housing.
  • the intermediate housing wall GZ can also be designed as a separate component, which is then connected in a rotationally fixed manner to the transmission housing GG by suitable means.
  • the first spur gear STR1 is also mounted on the intermediate wall GZ. Furthermore, in this area there is a radial bearing between Drive shaft AN and housing wall GW, as well as a radial bearing between sun shaft S0W3 and drive shaft AN are indicated. Analogously to FIG.
  • the two brakes C and D are spatially arranged radially above the planetary gear sets RS1 to RS3, the brake C seen in the axial direction in a region radially above the first and (middle) second planetary gearset RS1, RS2 and the brake D. seen in the axial direction in a region radially above the (middle) second and third planetary gear sets RS2, RS3.
  • the servo devices of the brakes C and D designated 310 and 410, are also shown in simplified form and, as usual, each comprise a piston which is axially displaceably mounted in a corresponding piston or pressure chamber, and one reset element for each piston.
  • the respective piston When the respective piston chamber is pressurized via a corresponding pressure medium supply, the respective piston then actuates the disks 300 and 400 of the brakes C and D against a restoring force of the respective restoring element.
  • the disk packs 300, 400 of the two brakes C, D directly adjoin one another axially.
  • the servo device 410 of the brake D is arranged on the side of the disk set 400 of the brake D facing the spur gear STR1 or the brake A or the housing wall GW and actuates these disks 400 axially in the direction of the brake C.
  • the servo device 310 of the brake C is arranged on the side of the disk set 300 of the brake C facing away from the brake D and actuates these disks 300 axially in the direction of the brake D.
  • the actuation direction of the two servo devices 310, 410 is therefore opposite to one another.
  • the clutches B and E are both arranged on the side of the first planetary gear set RS1 opposite the second planetary gear set RS2, the disk packs 200, 500 of the clutches B, E being arranged directly next to one another, the disk set 200 closer to the clutch B.
  • This disk carrier ZYLBE has a hub 523 which is connected to the drive shaft AN and is mounted on a hub GN fixed to the transmission housing. From the chosen nomenclature it can be seen that this hub 523 is assigned to the input element (520) of the clutch E.
  • the gear housing fixed hub GN is a cylindrical projection of an outer wall of the gear housing GG, which extends axially in the direction of the first planetary gear set RSl.
  • the hub GN can also be integrated in a housing cover, which is then connected to the gear housing in a rotationally fixed manner by suitable means.
  • the drive shaft AN itself is also mounted on the hub GN.
  • the (outer) disk carrier ZYLBE common to the clutches B, E has sections 521, 522, 524 and 221 of different geometrical design, which, from the nomenclature, either the input element (520) of the clutch E or the input element (220) of the Coupling B can be assigned.
  • the disk-shaped section 522 seen in the axial direction, is approximately hub-connected to the hub 523 and, starting from the outer diameter of the hub 523, extends radially outward.
  • this disk-shaped section 522 On the outside diameter of this disk-shaped section 522, the cylindrical shaped section 521 to the disk-shaped section 522 and extends axially in the direction of the first planetary gear set RS1 over the disk set 500 of the clutch E.
  • the cylindrical section 521 On its inner diameter, the cylindrical section 521 has a suitable driving profile for receiving the outer disks of the disk set 500 Coupling E. Seen further in the direction of the planetary gear set RS1, the cylindrical section 521 is followed by a cylindrical section 221 (to be assigned to the input element (220) of clutch B). At its inner diameter, this cylindrical section 221 has a suitable driving profile for receiving the outer disks of the disk set 200 of the clutch B. Even if this is not evident in the example shown in FIG. 5, it can be provided that both driving profiles for the
  • the servo device of clutch E is designated 510 and is arranged within the clutch space which is formed by the first cylindrical section 521 and the disk-shaped section 522 of the input element 520 of clutch E, that is to say on the side of the disk-shaped section 522 which is the first Planetary gear set RSl is facing.
  • the first cylindrical section 521, the disk-shaped section 522 and the hub 523 of the disk carrier ZYLBE (or the input element (520) of the clutch E) form a piston or pressure chamber 511 in which a piston 514 of the servo device 510 can be axially displaced is arranged.
  • the piston 514 Pressurizing the pressure chamber 511 of the servo device 510, the piston 514 actuates the plates 500 of the clutch E axially in the direction of the first planetary gear set RS1, against a restoring force of a restoring element 513 of the servo device 510, which is designed here, for example, as a plate spring.
  • the pressure medium is supplied to the pressure chamber 511 via a pressure medium supply 518, which partly runs inside the hub 523 and partly inside the hub .GN fixed to the housing;
  • the servo device 510 also has a pressure compensation chamber 512, which is arranged on the side of the piston 514 opposite the pressure chamber 511, from the piston 514 and a baffle plate 515 is formed and is geometrically preferably designed such that an at least largely complete dynamic pressure equalization is achieved.
  • the pressure equalization chamber 512 is filled with lubricant without pressure via a lubricant feed 519, this lubricant feed 519 running partly inside the hub 523 and partly inside the drive shaft AN.
  • the servo device of clutch B is designated 210.
  • a piston or pressure chamber 211 of this servo device 210 is arranged on the side of the disk-shaped section 522 of the common (outer) disk carrier ZYLBE of the clutches E, B, which lies opposite the pressure chamber 511 of the clutch E.
  • the pressure chamber 211 is formed by the hub 523, the disk-shaped section 522 and the second cylindrical section 524 of the disk carrier ZYLBE (or the input element (520) of the clutch E), this second cylindrical section 524 axially in to the pressure chamber 511 the clutch E extends in the opposite direction.
  • a piston 214 of the servo 210 is axially displaceable.
  • this piston 214 When pressure is applied to the pressure chamber 211, this piston 214 actuates the disks 200 of the clutch B axially in the opposite direction to the first planetary gear set RS1, against a restoring force of a restoring element 213 of the servo device 210, which is designed here, for example, as a plate spring.
  • the piston 214 overlaps the one for both clutches E, B common disk carrier ZYLBE - in particular its sections 522, 524, 521 and 221 - radially completely in the axial direction.
  • An actuating plunger 216 of the piston 214 acts from the side of the disk pack 200 on this disk pack 200, which lies opposite the pressure chamber 211.
  • the geometric contour of the piston 214 is preferably adapted to the lateral surface of the disk carrier ZYLBE formed by the disk carrier sections 522, 524, 521 and 221.
  • the pressure medium supply to the pressure chamber 211 takes place via a pressure medium supply 218, which partly runs inside the hub 523 and partly inside the hub GN, which is fixed to the housing.
  • the servo device 210 of the clutch B In order to compensate for the dynamic pressure of the pressure chamber 211, which always rotates at a speed of the drive shaft AN, the servo device 210 of the clutch B also has a pressure compensation chamber 212, which on the
  • Pressure chamber 211 opposite side of the piston 214 is arranged.
  • This pressure compensation chamber 212 is formed by a baffle plate 215 and by a section of the piston 214 arranged radially below the plate carrier section 524.
  • the pressure compensation chamber 212 is preferably designed geometrically in such a way that an at least largely complete dynamic pressure compensation is achieved.
  • the pressure compensation space 212 is connected via a Lubricant feed 219 filled with unpressurized lubricant, said lubricant feed part runs 219 within the hub 523 and partially within the 'fixed to the housing hub GN.
  • the plates 200 of the clutch B are actuated “pulling” in this arrangement according to the invention.
  • the plates 500 of the clutch E are actuated, based on the spatial position of the pressure space 511 of the Servo device 510, "pushing".
  • the disk-shaped sections 522 thus essentially form the radially directed outer surface of the disk carrier ZYLBE, on the side of which facing the planetary gear set RS1 the pressure chamber 511 of the servo device of the clutch E is arranged, and on the side of the servo device of the clutch B facing away from the planetary gear set RS1 the pressure chamber 211 is arranged.
  • This area of the lateral surface of the disk carrier ZYLBE thus separates the two pressure chambers 211 and 511 from one another.
  • the pressure equalization spaces 212 and 512 of the servo devices of the clutches B and E, which are provided for dynamic pressure equalization of the respective rotating pressure space 211 and 511, are each arranged on the side of the respective pressure space 211 and 511 facing away from this area of the lateral surface of the disk carrier ZYLBE.
  • FIG. 5 shows a sectional gear section with a first exemplary detailed construction for the assembly with the two clutches B, E.
  • the disk packs 200 and 500 of the two clutches B, E are also arranged directly next to one another, the disk pack 200 being arranged adjacent to the first planetary gear set RS1.
  • a common disk carrier ZYLBE is provided in the function of an outer disk carrier, which is subdivided into sections 221, 521, 525, 524, 522 and 523 with different geometries.
  • Hub 523 form the input element of clutch E, which is connected to the drive shaft AN.
  • the cylindrical section 221 forms the input element of the clutch B, which is connected to the drive shaft AN via the input element of the clutch E.
  • the cylindrical section 221 has a suitable driving profile on its inside diameter for receiving the outer plates of the plate set 200.
  • the cylindrical section 221 is adjoined axially in the opposite direction to the planetary gearset RS1 by the first cylindrical section 521 of the input element of the clutch E, here same diameter.
  • the first cylindrical section 521 has a suitable driving profile on its inner diameter for receiving the outer disks of the disk pack 500.
  • the disk driving profiles of the two sections 221 and 521 can be identical, which means the use of the same outer disks for both clutches B, E allows.
  • a locking ring 201 which engages on its outer diameter in the plate-driving profile of the cylindrical section 221 of the (outer) plate carrier ZYLBE of the clutches B, E, is axially attached to the plate by means of a suitable device. Carrier ZYLBE secured so that the two clutches B, E can be operated completely independently of one another, so the actuation of one of these two clutches has no effect on the other coupling.
  • the disk packs 200, 500 of both clutches B, E are thus axially supported on the retaining ring 201 when the respective pressure chamber (211, 511) is acted upon.
  • Such an axial securing device can, as in the example shown, be designed as material penetrations (material impressions) introduced radially into the driving profile in the area above the securing ring 201, but also, for example, as a subsequent caulking of the securing ring 201 on the disk carrier ZYLBE or as an additional feature on both sides in addition to the circlip 201, material penetrations (material indentations) introduced radially into the entrainment profile or also as radial pinning of the circlip 201 on the disk carrier ZYLBE.
  • a radially inward material passage is provided, which after the assembly of the piston 514 and the disk set 500 in the cylindrical section 211 of the cylinder ZYLBE is pressed in and then forms the axial contact surface for the two plate packs 500, 200.
  • the first disk-shaped section 522 extends radially outwards approximately in the center of the hub.
  • 526 denotes a first cylindrical section of the hub 523, which is located on the side of the disk-shaped side facing away from the planetary gear set RS1.
  • Section -522 extends axially.
  • With-527 is a second cylindrical section of the.
  • hub 523 which extends axially on the side of the disk-shaped section 522 facing the planetary gear set RS1.
  • a pressure chamber is arranged on each side of the first disk-shaped section 522.
  • a second cylindrical section 524 adjoins the first disk-shaped section 522 and extends axially in the opposite direction to the planetary gear set RS1, approximately as far as the first cylindrical section 526 of the hub 523 also extends.
  • the second cylindrical section 524 is followed by a second, at least largely disk-shaped section 525, which extends radially outward to approximately the outer diameter of the disk pack 500, up to the first cylindrical section 521 of the input element of the clutch E.
  • the disk carrier ZYLBE or that
  • the pressure medium supply 518 to this pressure chamber 511 extends in sections through the hub 523 (in the hub section 527) of the common outer disk carrier of the clutches B, E and in sections through the fixed hub GN.
  • the pressure compensation chamber 512 formed by the piston 514 and the baffle plate 515 to compensate for the dynamic pressure of the rotating pressure chamber 511 is arranged on the side of the piston 514 opposite the pressure chamber 511, that is to say closer to the first planetary gear set RS1 than the pressure chamber 511.
  • the lubricant supply 519 closes this pressure equalization chamber 512 extends in sections through the hub 523 (in the hub section 527) of the common disk carrier ZYLBE of the clutches B, E and in sections through the drive shaft AN.
  • the reset element 513 which is designed as a plate spring, is between the pistons 514 and
  • Baffle plate 515 biased, the baffle plate 215 being axially supported on the drive shaft AN.
  • Disc carrier ZYLBE (or the input element of clutch E) together with the piston 214 of the servo device of clutch B form the pressure chamber 211 of the servo device. tion of the clutch B.
  • the piston 214 essentially follows the meandering structure of the common disk carrier ZYLBE of the clutches B, E and, in sections, overlaps the second cylindrical section 524 of the disk carrier ZYLBE and the clutch chamber formed by the disk carrier ZYLBE the clutch E and the disks 200 of the clutch B radially completely in the axial direction.
  • the piston 214 extends in the axial direction far beyond the disk set 200 of the clutch B, up to an area above the first planetary gear set RS1.
  • the actuating plunger 216 acting on the disk pack 200 is fastened to the piston 214 in the area above the disk pack 200 and extends radially inward to almost the inside diameter of the disk pack 200.
  • the pressure medium supply 218 to the pressure chamber 211 of the servo device. of the clutch B runs in sections through the hub 523 (in the hub section 526) of the common disk carrier ZYLBE of the clutches B, E and in sections through the fixed hub GN.
  • the servo device of the clutch B also has a dynamic pressure compensation.
  • the corresponding pressure equalization cavities 212 for compensating the dynamic pressure of the rotating pressure chamber 211 is spatially arranged the disk support ZYLBE below the cylindrical portion 524 and is formed by the piston 214 and the lubricant supply 219 verläu the baffle plate. 215. to this pressure equalization chamber 212 ft in sections through the hub 523 (in the hub section 526) of the disk carrier ZYLBE, in sections through the housing-fixed hub GN and in sections through the drive shaft AN.
  • the reset element 213, designed as a plate spring, for resetting the piston 214 is outside the pressure compensation space 212 and is located on the side of the assembly of clutch B and E opposite the planetary gear set RS1 on an outer surface of the piston 214.
  • This disc spring (213) is axially preloaded between the outer surface of the piston 214 and a support collar of the hub 523 arranged on the outer edge of the first cylindrical hub section 526.
  • the first disc-shaped section 522 thus essentially forms the radially directed (here largely vertical) lateral surface of the disk carrier ZYLBE, on the side of which facing the planetary gearset RS1 the pressure chamber 511 of the servo device of the clutch E is arranged, and on the side of the side facing away from the planetary gearset RS1 the pressure chamber 211 of the servo device of clutch B is arranged.
  • This area of the lateral surface of the disk carrier ZYLBE thus separates the two pressure chambers 211 and 511 from one another.
  • the pressure equalization spaces 212 and 512 of the servo devices of the clutches B and E, which are provided for dynamic pressure equalization of the respective rotating pressure space 211 and 511, are each arranged on the side of the respective pressure space 211 and 511 facing away from this area of the lateral surface of the disk carrier ZYLBE.
  • the piston 214 of the servo device of clutch B in its section, which is arranged spatially above the planetary gear set RS1, has a suitable encoder profile on its outer diameter, which via a drive speed sensor NAN for determining the drive shaft speed is scanned (contactlessly).
  • the output element 230 of clutch B is designed as an inner disk carrier.
  • a cylindrical section 231 of this inner disk carrier (230) extends axially from the disk set 200 of clutch B axially to almost the web plate STB11 of the first planetary gear set RS1.
  • the cylindrical portion 231 is _. "T a suitable carrier profile provided for receiving the friction disks of the disk pack 200.
  • a disc-shaped portion 232 of the inner disc carrier (230) of the coupling B extending radially parallel to the web plate STBll of the first planetary RSl and connected to the cylindrical section 231 in a rotationally fixed manner, for example riveted here.
  • this disk-shaped section 232 is connected in a rotationally fixed manner to the sun gear SOI, for example welded here.
  • the outer diameter of the disk-shaped section 232 is larger than the outer diameter of the web plate STBll and the cylinder ZYL, which engages over the ring gear HOl of the planetary gear set RSl and into which the web plate STBll is positively suspended.
  • the input element 320 of the brake C (not shown in FIG. 1 of this section) is, for example, positively hooked on.
  • the output element 530 of the clutch E is also designed as an inner disk carrier.
  • a cylindrical section 531 of this inner disk carrier (530) extends axially from the disk set 500 of clutch E almost to the disk-shaped section 232 of the inner disk carrier (230) of clutch B.
  • a suitable driving profile is provided on the outside diameter of this cylindrical section 531 for receiving of the lining plates of the plate pack 500.
  • the cylindrical section 531 of the inner disk carrier (530) of the clutch E also extends radially just below the cylindrical section 231 of the inner disk carrier (230) of the clutch B.
  • a disk-shaped section 532 of the output element 530 adjoins the cylindrical section 531 and extends radially inwards, parallel to the disk-shaped section 232 of the inner disk carrier (230) of the clutch B to the web shaft STW1, to which it is connected in a torsion-proof manner, here by way of example by means of a welded connection.
  • the web shaft STWl runs radially above the drive shaft AN and centrally within the sun gear SOI, i.e. it grips centrally through the first planetary gear set RSl, and is kinematically linked on the side of the first planetary gearset RSl opposite the web plate STBll to other planetary gear set elements (not shown in this section) , FIG.
  • FIG. 7 shows a sectional gear section of the gear according to FIG. 5 with a second exemplary detailed construction for the assembly with the two clutches B, E.
  • a comparison between FIG. 7 and FIG. 6 described in detail above makes it easy to see that in the second detailed construction (according to FIG. 7) numerous design features from the first detailed construction (according to FIG. 6) of the assembly with the two couplings B, E were adopted.
  • the pressure spaces 511 and 211 of the servo devices of the two clutches B and E are thus unchanged from one another by a lateral surface of the plate carrier ZYLBE common to both clutches B, E, which is essentially formed by the first disk-shaped section 522.
  • the disk packs 200 and 500 of both clutches B, E are arranged next to one another as seen in the axial direction, but in contrast to FIG. 6 now with an offset in the radial direction.
  • the disk set 200 of clutch B has a larger diameter than the disk pack 500 of clutch E.
  • a friction surface inner diameter of the clutch plates of clutch disk 200 of clutch B is larger than a friction surface outer diameter of the clutch plates of clutch pack 500 of clutch E.
  • the diameter of the disk set 200 is selected such that the disk set 200, viewed in the axial direction, could be arranged radially above the first planetary gear set RS1 adjacent to this clutch arrangement.
  • Component nesting of this type has advantages, on the one hand, with regard to the overall length of the transmission, and, on the other hand, also with regard to the outer diameter of the transmission housing in a transmission housing section, for those installed in a vehicle with a direction transverse to the direction of travel Drive motor is known to have only a very limited installation space due to the body structure.
  • the transition between the cylindrical section 221 of the plate carrier ZYLBE (to be assigned to the input element of clutch B) and the first cylindrical section 521 of the plate carrier ZYLBE (to be assigned to the input element of clutch E) also has a diameter offset or a step.
  • the disks 200 of the clutch B are also axially supported when they are (“pulled”) actuated.
  • a locking ring 501 is provided, which fits into the disk drive profile of the cylindrical section 521 engages and is axially secured to the section 521 of the disk carrier ZYLBE by a suitable device.
  • the outer disk carrier (ZYLBE) common to both clutches B and E must first be completed with the servo device and the disk pack 500 of clutch E.
  • Such an axial securing device can, for example, be a groove which is milled radially into the driving profile of the disk carrier ZYLBE at the corresponding axial position in the area above the locking ring 501 or is pressed radially into the driving profile of the disk carrier ZYLBE as material penetrations (material impressions) ,
  • Other examples of such an axial lock are a subsequent caulking of the locking ring 501 on the disk carrier ZYLBE, or subsequently on that of the disk pack
  • FIG. 7 As an alternative connection technology between the disk carrier ZYLBE and the drive shaft AN, an inseparable connection is now provided in FIG. 7 as an example. Seen spatially, the drive shaft AN is welded to the hub 523 of the disk carrier ZYLBE in the area of the hub section 527 near the planetary gear set.
  • the drive speed sensor NAN is axially offset somewhat from FIG. 6.
  • the encoder profile on the outer diameter of the piston 2i4 of the servo device of clutch B, which is sensed by the drive speed sensor NAN for measuring the drive shaft speed, is now arranged spatially above the disk set 500 of clutch E.
  • the output element 530 of clutch E which is designed as an inner disk carrier, has an axially only short cylindrical section 531, on the outside diameter of which a suitable driving profile is provided for receiving the lining disks of the disk pack 500.
  • the disk-shaped section 532 Adly next to the disk pack 500, on the side of the disk pack 500 facing away from the pressure space 511 of the servo device of the clutch E, the disk-shaped section 532 adjoins this cylindrical section 531 and extends radially - axially immediately adjacent to the baffle plate 515 inside up to the web shaft STWl with which it is connected.
  • the output element 230 of clutch B which is designed as an inner disk carrier, has a cylindrical Section 231, which is arranged in the axial direction next to the disk set 500 of clutch E and also next to the servo device of clutch E, extends in the axial direction radially over the first planetary gear set (not shown in full here), and at its
  • Outside diameter has a suitable driving profile for receiving the lining disks of the disk pack 200.
  • a disk-shaped section 232 of the inner disk carrier (230) of the clutch B adjoins the cylindrical section 231 and extends - Axially immediately adjacent to the side of the disk set 500 facing away from the pressure chamber and the disk-shaped section 532 of the inner disk carrier (530) of the clutch E - radially inwards, up to the sun gear SOI of the first planetary gear set.
  • the inner disk carrier (530) of clutch E does not run in sections within a space formed by the inner disk carrier (230) of clutch B.
  • the brake C is arranged next to the disk pack 200 of the clutch B, on the side of the disk pack 200 opposite the clutch E.
  • the disks 300 of the brake C are dimensioned at least similarly in diameter to the disks 200 of clutch B.
  • the input element 320 of brake C which is designed as an inner disk carrier, is made in one piece together with the inner disk carrier (230) of clutch B.
  • the cylindrical section 321 of this input element 320 has a suitable entrainment profile on its outer diameter for receiving the lining plates of the plate pack 300 and adjoins directly axially the cylindrical portion 231 of the output member 230 of the clutch B.
  • the lamella drive profiles for the lining lamellae of both lamella packs 300, 200 are identical, which means that the same lining lamella types can also be used.
  • an output element 330 of the brake C which is designed as a cylindrical outer disk carrier with a corresponding disk drive profile for the outer disks of the disk pack 300 and is designed as a separate component.
  • a cylinder can, for example, also accommodate the servo device of the brake C and also the complete brake D (including its servo device and plates) and be preassembled as an assembly, which is then integrated into the
  • Gear housing is inserted and secured against rotation.
  • the brakes C and D form a preassembled assembly which is inserted as a whole into the gear housing.
  • This assembly includes the outer disk carrier trained output elements 330, 430 of both brakes C and D, the disk packs 300, 400 of both brakes C and D, and the servo devices 310, 410 of both brakes C and D.
  • the two outer disk carriers 330 and 430 are in one piece as a cylinder
  • Component ZYLCD executed, in which parts of the servo devices 310 and 410 are integrated.
  • the two plate packs 300, 400 are separated axially from one another by an approximately cylindrical contact shoulder of the common outer plate carrier ZYLCD.
  • the pistons 314 and 414 of the servo devices 310, 410 are each arranged on the outer end face of the respective disk pack 300 and 400, respectively.
  • the reset elements 313 and 413 of the servo devices 310, 410 are each arranged radially above the respective disk pack 300 and 400, respectively.
  • the actuation direction of both servo devices 310, 410 when the respective brake C or D is applied as a result of pressurization of the respective pressure space 311 or 411 of the servo device 310 or 410 are therefore directed in opposite directions to one another.
  • Such an assembly is known from DE 101 31 816 AI of the applicant.
  • the brake C is arranged closer to the assembly with the two clutches B and E than the brake D. Viewed in the axial direction, the brake C is arranged in a region radially above the first and second (middle) planetary gear sets RS1, RS2, the brake D in a region radially above the second (middle) and third planetary gear sets RS2, RS3.
  • the closing pressure of brake C is the differential pressure of both pressure Spaces 311 controllable or regulatable, which is known to be particularly favorable if the switching element in question must be engaged in several types of switching, the switching pressure level differ significantly from one another due to the torque to be switched.
  • two independently operable pressure spaces are provided for the brake D in addition or exclusively.
  • the plate pair 200, 500 of the clutches B, E and the plate pair 300, 400 of the brakes C, D each have at least approximately the same diameter, the The diameter of the pair of plates 200, 500 is smaller than the diameter of the pair of plates 300, 400.
  • the specialist will also arrange all four plate sets 200, 300, 400, 500 of the same diameter, if necessary. um-, to be able to install as many identical parts as possible in the transmission.
  • a disc-shaped section 322 of this pot (320) adjoins this section 321 on the side of the cylindrical section 321 facing the couplings B, E as a kind of pot bottom and extends - axially adjacent to the web plate STB11 of the first planetary gear set RS1 - radially inwards, up to the sun gear SOI of the first planetary gear set RS1, with which it is connected (welded here as an example).
  • Coupling B is designed, for example, as a cylindrical sheet-metal construction, which in the area of the smallest diameter of its disk-shaped section 232, on a Diameter which is slightly smaller than the partial circle diameter of the ring gear HO1 of the planetary gearset RS1, is connected to the disk-shaped section 322 of the input element (inner disk carrier) 320 of the brake C (riveted here by way of example).
  • the output element 230 of the clutch B is connected to the sun gear SOI of the first planetary gear set RS1 via the input element 320 of the brake C.
  • the input element (inner disk carrier) 420 of the brake D is also designed, for example, as a cylindrical sheet-metal construction which radially completely overlaps the first and second planetary gear sets RS1, RS2 as seen in the axial direction and in sections runs radially below the inner disk carrier (320) of the brake C and on it smallest diameter on the outer diameter of the web plate STBll facing the clutches B, E of the first planetary gear set RS1 is connected to this web plate STBll (welded here as an example).
  • a parking lock gear PSR is shown in FIG. 8, which, viewed in the axial direction, is arranged radially above the web plate STB3 of the web ST3 of the third planetary gear set RS3 opposite the second planetary gear set RS2.
  • the web plate STB3 and parking lock wheel PSR are made in one piece.
  • a circumferential tooth profile is provided on the outer diameter of the parking lock wheel PSR, into which a parking lock pawl (not shown in FIG. 8 for simplification) can engage in order to block the transmission output.
  • the cylinder ZYL which, according to the kinematic coupling of the individual gear set elements, the connection between the web plate STB3 of the third planetary gear sets RS3 and the ring gear HOl of the first planetary gear set RSl, passes through corresponding axial recesses of the web plate STB3 below the tooth profile of the parking lock gear PSR and is axially secured on the side facing away from the gear set.
  • a spur gear STST is again provided as an example.
  • the first spur gear STR1 of this spur gear STST is spatially arranged axially between the third planetary gearset RS3 and the brake A, on the one hand axially directly adjacent to the sun gear S03 and the web plate (arranged on the side of the third planetary gearset RS3 facing away from the central planetary gearset RS2) STB3 of the third planetary gear set RS3, on the other hand axially directly adjacent to the inner disk carrier (120) of the brake A.
  • a positive connection is provided between the spur gear STR1 and the web plate STB3, the corresponding driving profile being spatially arranged on the inside diameter of the web plate STB3.
  • an axial bearing is arranged between the spur gear STRl and the sun gear S03.
  • the bearing of the first spur gear STR1 which is designed as a rigid tapered roller bearing, is designated STRLl and includes, for example, two directly adjacent tapered roller bearings.
  • the inner rings of these two tapered roller bearings are on one end wheel hub STRNl of the first spur gear STRl, which extends axially in the opposite direction to the third planetary gearset RS3, axially clamped via a shaft nut.
  • the bearing outer rings of these two tapered roller bearings are each inserted in a bearing bore in a bearing plate LAG and are each supported on an abutment shoulder of the bearing plate LAG that extends radially inward axially between the two tapered roller bearings.
  • a tapered roller compound bearing or a grooved ball bearing can also be provided.
  • the bearing plate LAG itself is inserted into a corresponding bearing plate hole in the intermediate wall GZ and screwed to this intermediate wall GZ.
  • the spur gear hub STRNl of the spur gear STRl thus grips centrally through the bearing plate LAG and the intermediate housing wall GZ, both of which are arranged on the side of the first spur gear STRl facing away from the gear set.
  • the intermediate wall GZ for its part is screwed (on the side of the first spur gear STR1 facing away from the gear set) in the area of its outer diameter to the gear housing GG.
  • the housing wall GW axially adjoins the housing intermediate wall GZ and is also screwed to it. In the example shown in FIG.
  • the housing wall GW in turn forms the outer wall of the gear housing GG, which faces the drive motor that is operatively connected to the drive shaft AN (not shown here for simplification).
  • the assembly with the two clutches B and E is therefore arranged on the gearbox side facing away from the drive motor.
  • the housing wall GW is also a pump Housing of an oil pump of the automatic transmission for supplying pressure fluid to the switching elements and for supplying lubricant. of the various switching elements, gears and bearings.
  • various channels for pressure and lubricant management are integrated in both the GW housing wall and the GZ intermediate wall.
  • the brake A is arranged directly adjacent to the housing wall GW, axially between the housing wall GW (pump housing) and the bearing plate LAG.
  • the output element 130 of the brake A which is designed as an outer disk carrier, is integrated into the intermediate wall GZ of the housing. Accordingly, the intermediate housing wall GZ has a sufficiently large axial bore on its pump side, on the inside diameter of which a suitable driving profile is provided for receiving the outer plates of the plate set 100 of the brake A.
  • the outside diameter of the disk set 100 of the brake A is somewhat larger than the outside diameter of the bearing plate LAG.
  • the disk set 100 of the brake A borders axially directly on the housing wall GW (or on the
  • the radially outer region of the bearing plate LAG axially borders the disk pack 100.
  • the servo device 110 of the brake A is integrated in the bearing plate LAG.
  • the bearing plate LAG has a piston or pressure chamber 111, within which a piston 114 of this servo device 110 is arranged to be axially displaceable.
  • this pressure chamber 111 is pressurized (via non-rotating pressure medium channels, which in
  • the piston 114 actuates the disk set 100 of the brake A axially in the direction of the housing wall GW, against a restoring force a restoring element 113, which is designed here as an example as a plate spring and is axially supported on a correspondingly formed collar of the bearing plate LAG.
  • a restoring element 113 which is designed here as an example as a plate spring and is axially supported on a correspondingly formed collar of the bearing plate LAG.
  • the servo device 110 of the brake A is therefore largely arranged above the bearing STRL1 of the first spur gear STRl of the spur gear STST.
  • the bearing plate LAG is inserted from the disk side of brake A into the intermediate wall GZ. The screwing of the
  • Bearing plate LAG on the intermediate wall GZ is also made from the disk side of brake A.
  • counterbores directed axially opposite the piston 114 of the servo device 110 are provided, which are distributed over the circumference of the pressure chamber 111 and accommodate the screw heads of the bearing plate screw connection.
  • the intermediate partition GZ, the bearing plate LAG with spur gear bearing STRLl and the first spur gear STRl, and the brake A with servo device 110 and disk set 100 form a preassembled module that can be used as a whole in the gear housing GG.
  • the housing intermediate wall GZ is first inserted into the gear housing GG, then the bearing plate LAG pre-assembled with the spur gear bearing STRLl and the first spur gear STRL is inserted into the intermediate wall GZ of the housing then the servo device 110 of the brake A is mounted on the bearing plate LAG, and finally this Plate pack 100 of brake A is inserted into the intermediate wall GZ.
  • the input element 120 of the brake A is an inner lamella carrier and is designed, for example, as a cylindrical sheet metal or forged construction.
  • This axially short inner disk carrier (120) has a cylindrical section 121, on the outside diameter of which a driving profile is provided for receiving the lining disks of the disk pack 100 of the brake A, and below it
  • Inner diameter of the reset element 113 of the servo device of the brake A is arranged.
  • a disk-shaped section 122 of the inner disk carrier (120) of the brake A adjoins the cylindrical section 121 and extends radially inward to a hub-shaped section of the sun shaft SOW1 with which is welded.
  • the sun shaft SOW3 is in turn positively connected to the sun gear S03 of the third planetary gear set RS3 via a suitable driving profile, so that the sun shaft SOW3 can also be interpreted as the hub of the inner disk carrier (120) of the brake A.
  • the drive shaft AN in turn runs radially within the sun shaft SOW3 and penetrates the housing wall GW centrally.
  • the second spur gear STR2 of the spur gear forms an intermediate gear between the first spur gear STR1 and the third spur gear (not shown here) of the spur gear STST.
  • the second spur gear STR2 is designed as a step gear with a first toothing which meshes with the toothing of the first spur gear STR1, and with a second toothing which meshes with the toothing of the third spur gear. Seen spatially, the second toothing of the second spur gear STR2 is arranged axially close to the drive motor
  • FIG. 9 now shows a section of a gear section of a further practical gear construction based on the gear section according to FIG. 5, but with an alternative embodiment of the spur gear stage, via which the output of (from the three individual planetary gear sets RS1 to RS3 formed) is operatively connected to the output shaft of the automatic transmission (which runs axially parallel to the drive shaft).
  • the position of the drive motor (not shown in detail) of the automatic transmission is now mirrored.
  • the drive motor operatively connected to the drive shaft AN is now arranged on the transmission side on which the assembly with the two clutches B and E is also arranged.
  • the differential DIFF connected to the output shaft of the automatic transmission (not shown here for simplification) is still arranged close to the drive motor, so that between the first spur gear STR1 of the spur gear stage STST and the third spur gear STR3 of the spur gear stage STST, which is connected to the differential DIFF (here screwed by way of example), there is a large axial distance which is bridged by the second spur gear STR2 of the spur gear stage STST designed here as a side shaft.
  • the first spur gear STR1 which is operatively connected to the output shaft of the automatic transmission (not shown here)
  • the spur gear stage directly adjoins the third planetary gear set RS3, on the side of the web plate STB3 of the third planetary gear set RS3 opposite the second (middle) planetary gear set RS2.
  • the bearing STRLl of the first spur gear STRl is - as in Fig. 8 - exemplarily designed as a rigid tapered roller bearing with two immediately adjacent tapered roller bearings.
  • the inner bearing rings of these two tapered roller bearings are on a spur gear hub STRNl of the spur gear STRl, which is axially in to the third planetary gear set RS3 opposite - direction extends, clamped axially via a shaft nut.
  • the bearing outer rings of these two tapered roller bearings are each inserted into a bearing bore in the intermediate wall GZ and are each supported on an abutment shoulder of the intermediate wall GZ that extends radially inward axially between the two tapered roller bearings.
  • the spur gear hub STRNl of the spur gear STRl thus passes through the housing intermediate wall GZ centrally.
  • the partition wall GZ forms at the same time
  • Output element 130 of the brake A which is designed as outer disk carrier with a corresponding carrier profile for receiving the outer plate of the • disk pack of the brake A.
  • the brake A is 100 thereby GeSe in the axial direction hen partially radially above the storage STRLl of the first spur gear STRL arranged, in particular the servo device 110 of the brake A integrated in the intermediate wall GZ.
  • the intermediate wall GZ is connected to the gear housing GG in a rotationally fixed manner, a corresponding (usual) screw connection is not shown in FIG. 9 for simplification.
  • the bearing of the intermediate shaft (STR2) is supported, for example, via two tapered roller bearings, the first of these tapered roller bearings being spatially in the area Is arranged above the third planetary gear set RS3, on the side of the first spur gear STR1 facing away from the bearing STRL1 or the brake A. Seen spatially, the second of these tapered roller bearings is arranged in the area above the adjoining disk packs 200 and 500 of clutches B and E, viewed axially in front of the third spur gear STR3 from the direction of the first spur gear STR1.
  • the housing wall GW on the drive motor side is designed in two parts, part of this two-part housing wall GW covering a differential cover and the differential DIFF toward the drive motor side.
  • a pump and various pressure medium channels are integrated in the part of the two-part housing wall GW close to the drive shaft, for supplying the various transmission components with lubricant and the switching elements with pressure medium.
  • the brake A is accordingly arranged on the end face of the transmission housing GG facing away from the drive motor.
  • the brakes C and D form a preassembled assembly which is inserted as a whole in the gear housing.
  • This assembly includes the output elements 330, 430 of both brakes C and D designed as outer disk carriers, the disk packs 300, 400 of both brakes C and D, and the servo devices 310, 410 of both brakes C and D.
  • the two outer disk carriers 330 and 430 in one piece as a cylinder ZYLCD, in which parts of the servo devices 310 and 410 are also integrated.
  • Such an assembly is known for example from DE 101 31 816 AI of the applicant. As a further detail it can be seen from FIG.
  • the cylinder ZYLCD also forms a bearing seat for the tapered roller bearing of the bearing of the side shaft (STR2) close to the spur gear STR1.
  • FIGS. 10 to 12 relate to the arrangement and configuration of brake A in connection with the spur gear or chain drive and can be combined in principle with the various component arrangements and detailed constructions according to the invention described above.
  • the forehead or Chain drive provides the kinematic connection between the output of the coupled planetary gear (consisting of the three individual planetary gear sets) and the output shaft of the automatic transmission.
  • the first spur gear STR1 of the spur gear is spatially arranged axially between the third planetary gear set RS3 and the brake A, on the one hand axially directly adjacent to the sun gear S03 and the web plate STB3 (arranged on the side of the third planetary gear set RS3 facing away from the central planetary gear set RS2) of the third planetary gear set RS3, on the other hand axially directly adjacent to the input element 120 of the brake A designed as an inner disk carrier.
  • a positive connection is provided between the spur gear STR1 and the web plate STB3, the corresponding
  • the bearing STRLl of the first spur gear STRl is designed as a rigid tapered roller bearing with two immediately adjacent tapered roller bearings.
  • the inner bearing rings of these Both tapered roller bearings are axially clamped on a spur gear hub STRNl of the first spur gear STR1, which extends axially in the opposite direction to the third planetary gear set RS3, via a shaft nut.
  • the bearing outer rings of these two tapered roller bearings are each inserted in a bearing bore of a bearing plate LAG and are each supported on an abutment shoulder of the bearing plate LAG that extends radially inward axially between the two tapered roller bearings.
  • the spur gear hub STRNl of the spur gear STRl thus grips centrally through the bearing plate LAG arranged on the side of the first spur gear STRl facing away from the gear set.
  • a tapered roller compound bearing or a deep groove ball bearing can also be provided.
  • the bearing plate LAG itself is inserted directly into a corresponding bearing plate bore in the gearbox housing GG, is supported axially on a bearing shoulder of the gearbox housing GG arranged in the area of this bearing plate bore and is screwed to the gearbox housing GG.
  • the axial mounting direction is an example here. provided that the bearing plate LAG (preassembled with spur gear bearing STRLl and first spur gear STRl) is inserted axially in the direction of the planetary gear set RS3 into the gear housing GG.
  • the brake A is arranged on the side of the bearing plate LAG facing away from the planetary gear set RS3.
  • the disk set 100 and also the inner disk carrier (120) of the brake A directly adjoin the bearing plate LAG axially.
  • the outer diameter of the disk set 100 with outer and lining disks of the brake A is something here as an example larger than the outside diameter of the bearing plate LAG.
  • the outer disk carrier (130) of brake A is integrated in the GG gearbox.
  • the gear housing GG on the side of the bearing plate bore of the gear housing GG facing away from the planetary gear set, in the area immediately adjacent to this bearing plate bore, with a slightly larger diameter than this bearing plate bore, has a suitable inner profile for receiving the outer profile of the outer plates of the disk set 100 of brake A
  • the housing wall GW On the side of the disk set 100 of the brake A, the housing wall GW is arranged, in which the servo device 110 of the brake A is also partially integrated.
  • the servo device 110 actuates the disk set 100 of the brake A when closing axially in the direction of the bearing plate LAG, the disk pack 100 being axially supported on the bearing plate LAG.
  • the brake A is thus arranged directly between the housing wall GW and the bearing plate LAG.
  • the outside diameter of the bearing plate is larger than the outside diameter of the disk set of brake A, this bearing plate now in sections on the outer wall of the housing GW rests axially, in a diameter range above the disk set of brake A.
  • the bearing plate is screwed directly from the interior of the gearbox housing to the outside wall of the housing, the corresponding force-carrying threads of the screw connection being arranged radially above the disk set of brake A.
  • the outer housing wall is in turn screwed to the gear housing in a known manner.
  • the force flow of the brake A does not lead through a housing separating joint to be sealed when it is actuated.
  • the hub of the first spur gear of the spur gear stage described above is omitted, the tapered roller bearing or grooved ball bearing of this first spur gear then being arranged radially below the teeth of the first spur gear.
  • the outer bearing ring of the tapered roller bearing or grooved ball bearing is inserted into a corresponding bearing bore of the first spur gear, but could also be omitted entirely if the raceways of the tapered rollers or balls are integrated directly into the first spur gear.
  • the inner bearing ring of the tapered roller bearing or deep groove ball bearing can be fixed on a hub-shaped section of the bearing plate which extends axially in the direction of the third planetary gear set RS3 and thereby grips through the first spur gear centrally.
  • the servo device 110 of the brake A is only partially integrated in the housing wall GW as a constructive detail solution.
  • this housing wall GW is on the one hand the outer wall of the automatic transmission near the drive motor, and on the other hand it is also a pump housing of an oil pump of the automatic transmission for supplying pressure to the switching elements and for supplying lubricant to the various switching elements, gears and bearings. Accordingly, various channels for pressure and lubricant management are integrated in the housing wall.
  • a stator shaft LRW is also inserted in the housing wall GW so that it cannot rotate, for example screwed.
  • this stator shaft LRW forms a type of hub fixed to the housing for torque support of a starting element interposed in the power flow between the drive motor and the drive shaft, for example a Trilok converter.
  • the starting element is connected kinematically outside the transmission interior to a shaft section LRWW of the stator shaft LRW.
  • various channels for pressure and lubricant guidance are also integrated in a flange section LRWF of this stator shaft LRW. Furthermore, this shows
  • Stator shaft LRW has an axially comparatively short cylindrical section LRWZ, which extends axially in the direction of the transmission interior.
  • the outside diameter of this cylindrical section LRWZ of the stator shaft LRW forms the inside diameter of the piston or pressure chamber 111 of the servo device 110 of the brake A and correspondingly an axial inner running surface of the piston 114 of the servo device 110 of the brake A, which is axially radially above the cylindrical section LRWZ is slidably arranged.
  • the outer diameter of the piston or pressure chamber 111 of the stator shaft LRW forms the inside diameter of the piston or pressure chamber 111 of the servo device 110 of the brake A and correspondingly an axial inner running surface of the piston 114 of the servo device 110 of the brake A, which is axially radially above the cylindrical section LRWZ is slidably arranged.
  • Servo device 110 and the corresponding axial outer running surface of the piston 114 of the servo device 110 is formed by an axial puncture of the housing wall GW (or the pump housing) on a diameter larger than the outer diameter of the flange section LRWF of the stator shaft LRW.
  • the pressure chamber 111 of the servo device 110 is formed by the piston 114, the housing wall GW, the flange section LRWF of the stator shaft LRW and the cylindrical stator shaft section LRWZ.
  • the (non-rotating) pressure medium supply to this pressure chamber 111 is not shown in FIG. 10 for simplification.
  • the reset element 113 of the servo device 110 for piston reset is designed here as a plate spring, which is on the one hand on the piston 114 in the area of the piston outer. axially supported and on the other hand on the gearbox housing GG in the area of the plate drive profile of the gearbox housing GG for the outer plates of the brake A.
  • the input element 120 of the brake A is an inner disk carrier and is designed, for example, as a cylindrical sheet metal construction.
  • This axially short inner disk carrier (120) has a cylindrical section 121, on the outside diameter of which a driving profile is provided for receiving the lining disks of the disk pack 100 of the brake A.
  • an at least partially disk-shaped section closes Section 122 of the inner disk carrier (120) of the brake A to the cylindrical section 121 and extends parallel to the flange-shaped stator shaft section LRWF radially inwards to a hub-shaped section of the sun shaft SOW3, with which this disk-shaped section 122 of the inner disk carrier (120) Brake A is welded.
  • FIG. 11 now shows a sectional gear section with a fourth exemplary detail construction and relates to a spatial arrangement of the brake A relative to the third planetary gear set RS3 that has been changed compared to FIG. 10 and to the first spur gear STR1 of the spur gear.
  • the mounting of the spur gear STR1 on the gear housing is taken from Fig. 18.
  • the spur gear STR1 has a spur gear hub STRNl, which extends axially in the direction opposite to the planetary gear set RS3.
  • the bearing inner rings of the two tapered roller bearings of the spur gear bearing STRLl, which are arranged directly next to one another, are pushed onto the outer diameter of the spur gear hub STRNl and axially fixed on the spur gear hub STRNl.
  • the bearing outer rings of the two tapered roller bearings are mounted in the bearing plate LAG, which is fixed to the gear housing.
  • a driving inner profile is provided on the inside diameter of the spur gear hub STRNl, seen in the axial direction radially below the teeth of the spur gear STRl, into which a corresponding driving external profile of a spider shaft STW3 engages ,
  • this spider shaft STW3 extends axially in the direction of the second (middle) planetary gear set RS2 up to its spider ST2 and thereby grips through the sun gear S03 of the third planetary gear set RS3 centrally.
  • the web shaft STW3 is connected to the web ST3 of the third planetary gear set RS3 on the side of the third planetary gear set RS3 facing the second planetary gear set RS2.
  • the web ST3 and the web shaft STW3 are made in one piece.
  • the brake A is spatially arranged radially above the third planetary gear set RS3.
  • the input element 120 of the brake A is designed as a cylindrical inner disk carrier which overlaps the third planetary gear set RS3 in sections.
  • the disc-shaped Section 122 of this inner disk carrier (120) extends parallel to the web plate STB3 of the third planetary gear set RS3 and spatially separates the third planetary gear set RS3 from the spur gear STR1.
  • the disk-shaped section 122 is connected to the sun gear S03 of the third planetary gear set RS3... Welded here as an example.
  • An axial bearing is also arranged in this area, which separates the disk-shaped section 122 of the inner disk carrier (120) of the brake A from the spur gear STR1.
  • the inner disk carrier (120) extends radially outward to a diameter that is slightly larger than the outer diameter of the web plate STB3 of the third planetary gear set RS3 or somewhat larger than the outer diameter of the cylinder ZYL, over which the web plate STB3 with a ( other planetary gear set element (not shown here) is connected.
  • the cylindrical section 121 of the inner disk carrier (120) of the brake A adjoins the outer diameter of the disk-shaped section 122 and extends axially in the direction of the second (middle) planetary gear set RS2.
  • a driving profile is provided on the outer diameter of the cylindrical section 121 for receiving the lining plates of the disk set 100 of the brake A.
  • the output element 130 which is designed as an outer plate carrier, is only indicated in FIG.
  • FIG. 12 finally shows a sectional one
  • Gear section with a fifth exemplary detail construction and in turn relates to a changed spatial arrangement of the brake A relative to the third planetary gear RS3 set, this time in connection with a chain drive.
  • the essential elements of this detailed construction according to FIG. 12 are the subject of the not previously published German patent application DE 10236607.1 by the applicant, the disclosure of which is also intended to be part of the content of the present invention.
  • a chain drive is provided as an operative connection between the output element of the planetary gear coupled from the three individual planetary gear sets and the output shaft of the automatic transmission.
  • the chain of this chain drive indicated in FIG. 12 is designated KT
  • the planetary gear (first) chain wheel of this chain drive is designated KTR1.
  • This driven (first) - sprocket KTRl and the brake A both axially adjoin the third planetary gear set RS3, the brake A being arranged radially below a sprocket toothing of the sprocket KTRl.
  • This driven (first) sprocket KTRl is geometrically designed as a cylinder which is opened in the direction of the (third) planetary gearset RS3, with a hub section KTRNl, a disk-shaped sprocket section KTRSl and a cylindrical sprocket section KTRZl.
  • This cylindrical sprocket section KTRZl extends in the axial direction to a diameter which is larger than the outer diameter of the brake A, in particular larger than the outer diameter of the output element 130 of the brake A designed as an outer disk carrier
  • Sprocket section KTRZl on the one hand has a suitable chain toothing in which the chain KT engages for speed and torque transmission, on the other hand here also holds a parking lock toothing in which a parking lock pawl (not shown here for the sake of simplicity) can engage to block the output shaft on the transmission housing of the automatic transmission.
  • the cylindrical sprocket section KTRZl of the sprocket KTRl thus simultaneously forms a parking lock gear PSR.
  • the parking lock teeth (to be assigned to the parking lock gear PSR) are arranged closer to the third planetary gear set RS3 than the chain teeth of the chain wheel KTRl.
  • the disk-shaped sprocket section KTRSl adjoins the cylindrical sprocket section KTRZl and extends radially inwards up to the hub section KTRNl of the sprocket KTRl.
  • this hub section KTRN1 is in turn supported on a hub LRWN of a stator shaft LRW fixed to the gearbox housing.
  • the cylindrical sprocket section KTRZl is preferably connected to the web plate STB3 of the third planetary gearset RS3 in a form-fitting manner.
  • the cylindrical sprocket section KTRZl of the driven sprocket KTRl thus forms a cylinder space within which the brake A is arranged.
  • the plate pack 100 with outer and covering plates directly adjoins the web plate STB3 of the Planetary gear set RS3.
  • the input element 120 of the brake A which is designed as an inner disk carrier, geometrically has the shape of a pot which is closed in the direction of the planetary gear set RS3, with a cylindrical outer surface on whose outer diameter a driving profile is provided for receiving the lining disks of the disk pack 100, and with a bottom which extends radially inward parallel to the web plate STB3 and is connected at its inner diameter to the sun gear S03 of the third planetary gear set RS3, here is welded as an example.
  • the output element 130 of the brake A which is designed as an outer disk carrier, is designed geometrically as a cup which is open in the direction of the planetary gear set RS3 and within which the servo device 110 and the disk set 100 of the brake A are arranged.
  • this outer disk carrier (130) has a hub 133, which is connected in a form-fitting manner to the stator wheel shaft LRW, which is fixed to the transmission housing, via a suitable driving profile.
  • the stator wheel shaft LRW which is fixed to the transmission housing, via a suitable driving profile.
  • Brake A has a driving profile for receiving the outer disks of the disk pack 100.
  • the piston 114 of the servo device 110 adjoins the disk-shaped and hub-shaped outer surface of this outer disk carrier (130) and, together with these outer surface sections, forms the pressure chamber 111 of the servo device 110 the piston 114 is arranged in sections axially between the disk-shaped outer surface of the outer disk carrier (130) and the disk pack 100 and in sections viewed in the axial direction radially below the disk pack 100.
  • the piston 114 When the pressure chamber 111 is pressurized, the piston 114 actuates the disk set 100 axially in the direction of the adjacent planetary gear set RS3, against the force of the Reset element 113, which here consists of two disc springs connected in series, which are supported on the hub 133.
  • the gear housing fixed stator shaft LRW forms, on the one hand, a type of hub fixed to the housing for torque support of a starting element interposed in the power flow between the drive motor and the drive shaft, for example a Trilok converter.
  • the starting element is kinematic outside the
  • stator shaft LRW also has a flange section LRWF with radial extension, which closes off the interior of the transmission on the side of the chain wheel KTRl facing away from the planetary gear set RS3.
  • this stator shaft LRW has a cylindrical hub section LRWN, which extends axially in the direction of the transmission interior, which is geometrically divided into two sections LRWN1 and LRWN2, the section near the flange being designated LRWN1 and the section near the planetary gear set being LRWN2. Spatially seen radially above the flange-near section LRWNl, the chain wheel KTRl is mounted.
  • the corresponding bearing is designed, for example, as a space-saving radial needle bearing and is designated by KTRLl.
  • Sprocket KTRl two axial needle bearings KTRL2 and KTRL3 are provided, the axial needle bearing KTRL2 being arranged axially between the flange section LRWF of the gearbox-fixed stator shaft LRW and the chain wheel KTRl, and the axial needle bearing KTRL3 being axially between the chain wheel KTRl and the hub Shell surface of the outer disk carrier (130) of brake A.
  • a pressure medium supply 118 to the pressure chamber 111 of the servo device 110 of the brake A which extends in sections within the stator shaft LRW and the hub 133 of the outer disk carrier (130) of the brake A.
  • flange section LRWF and the hub section LRWN of the stator shaft LRW can also be designed as part of the transmission housing or a transmission housing wall.
  • an output speed sensor NAB of conventional design is drawn in FIG. 12, which scans the tooth profile of the parking lock wheel PSR in order to determine a speed and / or direction of rotation of the output shaft of the automatic transmission.
  • the drive and output shafts of the automatic transmission run at an angle to one another, for example at a relative angle of 90 degrees to one another for a vehicle drive train with a drive motor lying longitudinally to the direction of travel (“front-to-side - drive “or” rear-longitudinal drive “), or for example also with a relative angle to each other not equal to 90 Degree for adapting the drive train to confined installation spaces in the motor vehicle.
  • a bevel gear if necessary with hypoid teeth
  • a spur gear with beveloid teeth can be provided in the automatic transmission.
  • FIG. 13 shows a sectional gear section in the area of this assembly with the two brakes C, D.
  • the actuation direction of the servo devices 310, 410 of both brakes C, D during the closing process is the respective brake C or D now rectified, here for example axially in the direction of the adjacent assembly with the clutches B, E. Similar to FIGS.
  • a common outer disk carrier ZYLCD is provided for both disk packs 300 and 400 of the brakes C and D. Similar to FIGS. 8 and 9, parts of the servo devices 310 and 410 of both brakes C and D are also arranged within this common outer disk carrier ZYLCD.
  • the servo device 410 of the brake D is identical to that in FIGS. 8 and 9.
  • the piston 314 which is axially displaceable in the piston or pressure chamber 311 is now arranged on the side of the disk set 300 which faces the brake D.
  • a corresponding pressure medium supply to the pressure chamber 311 is designated 318 and runs in sections within the outer disk carrier ZYLCD and in sections in the transmission housing GG, in which the outer disk carrier ZYLCD is inserted in a rotationally fixed manner.
  • a pressure plate 313a is provided in FIG. 13, which transmits the spring force of the restoring element 313, which is designed here as a plate spring, to the piston 314.
  • this plate spring (313) is arranged radially above the last plates of the plate pack 300 facing away from the piston and is axially supported in the area of its outer diameter on an outer collar of the outer plate carrier ZYLCD.
  • the pressure plate 313a extends radially outwards to just about Lamella driving profile of the outer disk carrier ZYLCD for the outer disks of the disk pack 300 and merges there into a slotted section 313c of the pressure plate 313a.
  • This slotted section 313c extends in the axial direction within corresponding, axially directed recesses in the area of the aforementioned lamella driving profile radially above the lamellae 300 and extends axially to the inner diameter of the plate spring (313) against which it bears.
  • the pressure plate 313a essentially overlaps the plate pack 300.
  • FIGS. 3 to 13 are to be regarded as exemplary for the kinematic coupling of the gear set elements of the three individual planetary gear sets to one another and to the five shifting elements and to the input and output shaft of the automatic transmission.
  • a modified kinematic coupling of individual gear set elements is known from the prior art of DE 199 12 480 AI, in which, in contrast to the previous kinematic gear set coupling on which FIGS.
  • baffle plate of the servo device of the second switching element 216 actuating stamp of the servo device of the second switching element
  • baffle plate of the servo device of the fifth switching element 518 pressure medium supply to the pressure chamber of the fifth switching element 519 lubricant supply to the pressure compensation chamber of the fifth switching element 520 input element of the fifth switching element 521 (first) cylindrical section of the input element of the fifth switching element

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
PCT/EP2004/006966 2003-07-23 2004-06-28 Mehrstufen-automatgetriebe mit drei planetenradsätzen Ceased WO2005019692A1 (de)

Priority Applications (3)

Application Number Priority Date Filing Date Title
EP04740367A EP1646810B1 (de) 2003-07-23 2004-06-28 Mehrstufen-automatgetriebe mit drei planetenradsätzen
JP2006520700A JP4704336B2 (ja) 2003-07-23 2004-06-28 ３つの遊星歯車組を有する多段自動変速機
DE502004003627T DE502004003627D1 (de) 2003-07-23 2004-06-28 Mehrstufen-automatgetriebe mit drei planetenradsätzen

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10333435.1 2003-07-23
DE10333435A DE10333435A1 (de) 2003-07-23 2003-07-23 Mehrstufen-Automatgetriebe mit drei Planetenradsätzen

Publications (1)

Publication Number Publication Date
WO2005019692A1 true WO2005019692A1 (de) 2005-03-03

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PCT/EP2004/006966 Ceased WO2005019692A1 (de) 2003-07-23 2004-06-28 Mehrstufen-automatgetriebe mit drei planetenradsätzen

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EP (1) EP1646810B1 (cg-RX-API-DMAC7.html)
JP (1) JP4704336B2 (cg-RX-API-DMAC7.html)
KR (1) KR100907152B1 (cg-RX-API-DMAC7.html)
CN (1) CN100476246C (cg-RX-API-DMAC7.html)
DE (2) DE10333435A1 (cg-RX-API-DMAC7.html)
WO (1) WO2005019692A1 (cg-RX-API-DMAC7.html)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8714326B2 (en) 2005-05-17 2014-05-06 Borgwarner Inc. Dual clutch mechanism for a transmission
JP4811335B2 (ja) * 2007-04-27 2011-11-09 マツダ株式会社 自動変速機
US9528573B2 (en) 2008-09-15 2016-12-27 Ford Global Technologies, Llc Multi-speed transmission
US8979701B2 (en) * 2008-09-15 2015-03-17 Ford Global Technologies, Llc Multiple speed transmission
DE102013202883A1 (de) * 2013-02-22 2014-08-28 Zf Friedrichshafen Ag Mehrstufengetriebe in Planetenbauweise
EP3382234B1 (en) * 2017-03-31 2020-12-16 IMSystems Holding B.V. Compound planetary friction drive

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US5232411A (en) * 1991-07-26 1993-08-03 Nissan Motor Co., Ltd. Structure for automatic transmission
EP0605953A1 (en) * 1992-12-07 1994-07-13 Ford Motor Company Limited Multiple speed nonsynchronous automatic transmission for motor vehicles
US5533945A (en) * 1994-07-06 1996-07-09 Chrysler Corporation Five-speed automatic transmission
US5647816A (en) * 1992-01-30 1997-07-15 Nissan Motor Co., Ltd. Automatic transmission
DE19912480A1 (de) * 1999-03-22 2000-09-28 Zahnradfabrik Friedrichshafen Automatisch schaltbares Kraftfahrzeuggetriebe

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US3977272A (en) * 1975-05-05 1976-08-31 Borg-Warner Corporation Transmission mechanism
JPH02154846A (ja) * 1988-12-08 1990-06-14 Toyota Motor Corp 自動変速機用歯車変速装置
JP3409523B2 (ja) * 1995-08-02 2003-05-26 アイシン・エィ・ダブリュ株式会社 車両用駆動装置の制御装置
JP3520623B2 (ja) * 1995-09-07 2004-04-19 トヨタ自動車株式会社 自動変速機
DE19833376A1 (de) * 1998-07-24 1999-12-09 Getrag Getriebe Zahnrad Doppelkupplung
US20020183160A1 (en) * 2001-06-05 2002-12-05 Chi-Kuan Kao Six-speed planetary transmission mechanisms with two clutches and three brakes
DE10146606A1 (de) * 2001-09-21 2003-04-10 Zf Sachs Ag Mehrfach-Kupplungseinrichtung mit axial nebeneinander angeordneten Lamellen-Kupplungsanordnungen
JP2003106388A (ja) * 2001-09-28 2003-04-09 Jatco Ltd 自動変速機
JP2003194161A (ja) * 2001-12-25 2003-07-09 Aisin Aw Co Ltd 自動変速機

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5232411A (en) * 1991-07-26 1993-08-03 Nissan Motor Co., Ltd. Structure for automatic transmission
US5647816A (en) * 1992-01-30 1997-07-15 Nissan Motor Co., Ltd. Automatic transmission
EP0605953A1 (en) * 1992-12-07 1994-07-13 Ford Motor Company Limited Multiple speed nonsynchronous automatic transmission for motor vehicles
US5533945A (en) * 1994-07-06 1996-07-09 Chrysler Corporation Five-speed automatic transmission
DE19912480A1 (de) * 1999-03-22 2000-09-28 Zahnradfabrik Friedrichshafen Automatisch schaltbares Kraftfahrzeuggetriebe

Also Published As

Publication number Publication date
DE502004003627D1 (de) 2007-06-06
EP1646810B1 (de) 2007-04-25
JP4704336B2 (ja) 2011-06-15
DE10333435A1 (de) 2005-02-10
CN100476246C (zh) 2009-04-08
KR100907152B1 (ko) 2009-07-09
CN1826483A (zh) 2006-08-30
JP2006528320A (ja) 2006-12-14
KR20060056336A (ko) 2006-05-24
EP1646810A1 (de) 2006-04-19

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