WO2005100826A1 - Procede et dispositif pour adapter une boite de vitesses - Google Patents

Procede et dispositif pour adapter une boite de vitesses Download PDF

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Publication number
WO2005100826A1
WO2005100826A1 PCT/EP2005/001683 EP2005001683W WO2005100826A1 WO 2005100826 A1 WO2005100826 A1 WO 2005100826A1 EP 2005001683 W EP2005001683 W EP 2005001683W WO 2005100826 A1 WO2005100826 A1 WO 2005100826A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
starting element
speed
drive
gear set
Prior art date
Application number
PCT/EP2005/001683
Other languages
German (de)
English (en)
Inventor
Heinrich Simon
Michael SCHÖFFMANN
Peter Huditz
Steffen Nehmitz
Siegfried Emmert
Original Assignee
Audi 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 Audi Ag filed Critical Audi Ag
Publication of WO2005100826A1 publication Critical patent/WO2005100826A1/fr

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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/033—Series gearboxes, e.g. gearboxes based on the same design being available in different sizes or gearboxes using a combination of several standardised units

Definitions

  • the invention relates to a method and a device for adapting a speed change transmission in a drive train of a motor vehicle to a drive machine, according to the preamble of patent claim 1.
  • Speed change gears are usually used in motor vehicles, which are designed for a plurality of drive machines or motorizations.
  • the change-speed gearboxes can be multi-stage gearboxes (manual gearboxes, automatic planetary gearboxes) or continuously variable gearboxes (e.g. CVT or toroidal gearboxes) which can be coupled to the drive machine via starting elements (torque converter, hydraulically operated multi-plate clutch, etc.).
  • the object of the invention is to provide a method by means of which the drive machine can be adapted to a reduced development effort existing change gear is achievable; Furthermore, a device which is favorable in terms of production technology for carrying out the method is to be shown.
  • a torque or speed-reducing gear stage be switched on between the drive machine and the input member of the change gear.
  • the torque or the speed is thus reduced on the input side of the change gear and thus shifted back into the design range of the change gear; the change gear as such remains unchanged.
  • a planetary gear set can preferably be used as the gear stage, with at least one machine-side input element, one fixed element and one gearbox-side output element.
  • Such planetary gear sets are tried and tested in terms of gear technology and robust; Furthermore, they enable great degrees of freedom in the translation design with a structurally more favorable coaxial arrangement of the gear elements.
  • a crown or bevel gear set can be used as the gear stage, with a plurality of toothed or bevel gears rotatably mounted via radially aligned shafts on the housing side, which mesh with crown teeth or bevel gears that correspond in the toothing and are coaxially aligned as machine-side input element and gearbox-side output element.
  • the gear stage can be integrated into a starting element upstream of the change gear. This enables a structurally particularly compact construction, with the change gearbox being equipped either with a simple starting element or with a starting element with an integrated gear stage, depending on the specific requirements.
  • a further torque or speed-increasing gear stage can be connected downstream of the change gear.
  • This gear stage could be another planetary gear set or the like;
  • the at least one differential which is present in the drive train anyway
  • the at least one differential is adapted accordingly.
  • the desired overall transmission ratio can thus be established almost without additional effort.
  • a preferred device for carrying out the method in a speed change transmission with a starting element consists in that a simple planetary gear set is connected upstream of the starting element, the planet gear carrier is driven by the drive machine, the sun gear is designed as a fixed element and the outer wheel is drivingly connected to the starting element is.
  • a targeted reduction in torque from the drive machine to the change-speed transmission is realized in a structurally simple manner, which advantageously eliminates the need to reinforce transmission elements following in the drive train.
  • a simple planetary gear set can be used upstream of the starting element.
  • Tet the outer wheel of which is driven by the prime mover, the sun wheel is designed as a fixed element and the planet gear carrier is drivingly connected to the starting element. A reduction in the rotational speed of the change-speed transmission or its transmission elements and in the drive train of subsequent transmission elements is thus achieved to the desired extent.
  • the planetary gear set can be attached to said starting element or integrated in its housing.
  • Figure 1 is a block diagram of a speed change gearbox drivingly connected to a drive machine of a motor vehicle with starting element and upstream planetary gear set for reducing the torque.
  • FIG. 2 shows a block diagram according to FIG. 1, but with a speed-reducing planetary gear set
  • FIG. 3 shows a further block diagram according to FIG. 1, with a crown gear set as the gear stage upstream of the change gear.
  • FIG. 1 partially shows the upper half of a drive train 10 for a motor vehicle, with a drive machine 12, a gear stage 14, a starting element 16 and a speed change gear 18.
  • the change gear 18 is connected, for example, to a propeller shaft a differential for distributing the drive torque to the rear wheels of the motor vehicle and / or is connected via an output shaft of the Gearbox 18 driven a differential for driving the front wheels of the motor vehicle.
  • the drive machine 12 is preferably an internal combustion engine, the crankshaft 12a of which acts on the gear stage 14.
  • the starting element 16 can be a torque converter known per se or a hydraulically actuated multi-plate clutch, by means of which the drive torque of the drive machine 12 can be transmitted to the change gear 18.
  • the change gear 18 can be a gear shift transmission known per se or an automatic planetary gear transmission or a continuously variable belt transmission (CVT) or toroidal transmission.
  • the drive train 10 shown so far can be assembled into a drive unit, wherein the starting element 16 can be integrated in the change gear 18.
  • the gear stage 14, which is driven upstream of the starting element 16, is integrated into the starting element 16 by means of a common housing 16a.
  • the change gear 18 with the starting element 16 and the gear stage 14 is then flanged to the drive machine 12 in the usual way.
  • the change gear 18 has a defined gear ratio and a defined spread (difference from the lowest to the highest gear ratio) depending on the gear ratio currently switched. Multiplied by the gear ratio of the at least one differential (not shown), this gives the overall gear ratio of the motor vehicle. Furthermore, the change gear 18 (and possibly the starting element 16) is designed for a defined maximum transferable drive torque from the drive machine 12.
  • the gear stage 14 is provided, which is formed by a simple planetary gear set, the planet gear carrier 22 carrying a plurality of planet gears 20, the input element, the sun gear 24 of which is a fixed element and the internally toothed outer wheel 26 as the output element is drivingly connected to the starting element 16.
  • the input element or the planet gear carrier 22 is connected in a driving manner to the crankshaft 12a of the drive machine 12. Furthermore, the elements of the gear stage 14 described are rotatably mounted in the housing 16a of the starting element 16, which is only indicated, while the fixed element 24 is anchored non-rotatably in the surrounding housing (for example of the change-speed transmission 18 or the drive machine 12), which is not shown.
  • the linkage of the gear stage 14 shown reduces the drive torque delivered by the drive machine 12 to the starting element 16 with a targeted design of its gear ratio (> 1), while at the same time increasing its speed.
  • the first result of this is that the starting element 16 and the change gear 18 are subjected to a lower drive torque.
  • the starting element 16 and the change gear 18 must have speed reserves or can cope with the higher speeds that may occur as a result.
  • the proposed concept allows, for example, a rapidly rotating gasoline engine 12 to be replaced in the drive train 10 by a slower rotating diesel engine 12, the maximum drive torque of which without the gear stage 14 would impose an impermissibly high load on the starting element 16 and / or the change gear 18. It is thus possible to use a starting element 16 and change gear 18, if present, which for Drive machines 12 higher drive torque was not designed or designed.
  • the gear stage 14 with the transmission ratio> 1 changes the above-defined overall transmission ratio of the motor vehicle. With only a slight change (reduction in the drive torque), in particular in the case of a continuously variable transmission 18, this can be compensated or accepted by modifying the transmission control.
  • the gearbox 18 can be followed by a further gear stage (e.g. according to FIG. 2) with a gear ratio ⁇ 1, by means of which the originally intended overall gear ratio of the motor vehicle is restored.
  • the overall gear ratio of the motor vehicle can be restored in a particularly cost-effective manner by adapting the gear ratio of the at least one differential (the front axle and / or the rear axle of the motor vehicle) accordingly.
  • the gear ratio of the at least one differential the front axle and / or the rear axle of the motor vehicle
  • the number of teeth of the drive pinion and / or of the ring gear meshing with the drive pinion are changed so that the original overall transmission ratio is at least essentially restored.
  • FIG. 2 shows a further drive train 10 'which is only described to the extent that it differs from the version according to FIG. 1.
  • the same parts are provided with the same reference numerals.
  • the gear stage 14 ' upstream of the starting element 16 and the change gear 18 is again designed as a simple planetary gear set, the gear ratio of which is ⁇ 1.
  • the speed of the starting element 16 and the change gear 18 is reduced. This is advantageous if the maximum speed of the drive machine 12 exceeds the maximum possible speed of the starting element 16 and / or of the change-speed gear 18 in terms of its design.
  • the sun gear 24 of the simple planetary gear set is again provided as a fixed element, while the outer gear 26 is now driven by the crankshaft 12a of the drive machine 12 as an input element and the planet gear carrier 22 forms the output element which is drivingly connected to the starting element 16.
  • the overall transmission ratio of the motor vehicle can if necessary be restored as described above.
  • FIG. 3 shows a further drive train 10 ′′, which in turn is only described to the extent that it differs significantly from FIG. 1.
  • the same parts are provided with the same reference symbols.
  • a gear stage 34 is used between the drive machine 12 and the starting element 16, in which a crown gear set is used, with a plurality of gear wheels 38, 40 which are rotatably mounted via radially aligned shafts 36 on the house side and which have corresponding teeth in the toothing and coaxially aligned crown gears 42, 44 as the machine-side input element and the gearbox-side output element.
  • the drive torque of the engine 12 is transmitted from the crankshaft 12a and the crown gear 42 to the circumferentially distributed gearwheels 38 and via the shafts 36 and the gearwheels 40 to the crown gear 44, which is drivingly connected to the starting element 16.
  • the direction of rotation is reversed between the driving crankshaft 12a and the driven crown gear 44.
  • the transmission ratio of the gear stage 34 results from the selected number of teeth of the crown gears 42, 44 and the gears 38, 40 and can correspond to ⁇ 1 and> 1 chend the above embodiments.
  • a bevel gear set could alternatively also be used, in which case the corresponding gears would be designed as bevel gears.
  • Said gear stage 14, 14 ', 34 can, in contrast to the exemplary embodiments according to FIGS. 1 to 3, also be attached to the starting element 16 or to the housing of the drive machine 12. In the latter case, the drive machine 12 could then, depending on the given conditions regarding the maximum drive torque and / or the final speed, be mounted with or without a gear stage 14, 14 ' , 34 on the change gear 18 with starting element 16.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

L'invention concerne un procédé pour adapter une boîte de vitesses dans l'ensemble transmission (16, 18) d'un véhicule automobile à un moteur d'entraînement (12). Selon l'invention, pour utiliser une boîte de vitesses (18) conçue pour un couple ou un régime inférieur avec un moteur d'entraînement (12) plus puissant ou tournant plus rapidement, un étage de boîte de vitesse (14) qui réduit le couple ou le régime est monté entre le moteur d'entraînement (12) et l'organe d'entrée de la boîte de vitesses. L'invention concerne également un dispositif servant à la mise en oeuvre de ce procédé. Dans un mode de réalisation préféré de ce dispositif, l'étage de boîte de vitesses se présente sous la forme d'un simple jeu de satellites (14) qui est intégré dans l'élément de démarrage de la boîte de vitesses (18).
PCT/EP2005/001683 2004-04-17 2005-02-18 Procede et dispositif pour adapter une boite de vitesses WO2005100826A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004018700 2004-04-17
DE102004018700.2 2004-04-17

Publications (1)

Publication Number Publication Date
WO2005100826A1 true WO2005100826A1 (fr) 2005-10-27

Family

ID=34961606

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2005/001683 WO2005100826A1 (fr) 2004-04-17 2005-02-18 Procede et dispositif pour adapter une boite de vitesses

Country Status (1)

Country Link
WO (1) WO2005100826A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100431774C (zh) * 2006-10-09 2008-11-12 无锡压缩机股份有限公司 一种离心压缩机齿轮箱壳体的制造工艺
EP2733389A1 (fr) * 2012-11-19 2014-05-21 ebm-papst ZEITLAUF GmbH & Co. KG Engrenage angulaire
CN105729072A (zh) * 2016-04-29 2016-07-06 沈阳透平机械股份有限公司 超重超大型压缩机机壳的加工方法

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4041807A (en) * 1974-04-08 1977-08-16 Caterpillar Tractor Co. Control system for a modular transmission
DE4446426A1 (de) * 1993-12-24 1995-06-29 Nissan Motor Stufenloses Toroidgetriebe
US6029532A (en) * 1997-01-31 2000-02-29 Reliance Electric Industrial Company Gearing commonality system for gear reducers
DE19943623A1 (de) * 1999-09-11 2001-03-15 Zahnradfabrik Friedrichshafen Getriebeeinheit
US20020111243A1 (en) * 1999-03-16 2002-08-15 Sumitomo Heavy Industries, Ltd. Driving apparatus
DE10225336B3 (de) * 2002-06-06 2004-01-08 Sew-Eurodrive Gmbh & Co Kg Baureihe von Gesamtgetrieben

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4041807A (en) * 1974-04-08 1977-08-16 Caterpillar Tractor Co. Control system for a modular transmission
DE4446426A1 (de) * 1993-12-24 1995-06-29 Nissan Motor Stufenloses Toroidgetriebe
US6029532A (en) * 1997-01-31 2000-02-29 Reliance Electric Industrial Company Gearing commonality system for gear reducers
US20020111243A1 (en) * 1999-03-16 2002-08-15 Sumitomo Heavy Industries, Ltd. Driving apparatus
DE19943623A1 (de) * 1999-09-11 2001-03-15 Zahnradfabrik Friedrichshafen Getriebeeinheit
DE10225336B3 (de) * 2002-06-06 2004-01-08 Sew-Eurodrive Gmbh & Co Kg Baureihe von Gesamtgetrieben

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100431774C (zh) * 2006-10-09 2008-11-12 无锡压缩机股份有限公司 一种离心压缩机齿轮箱壳体的制造工艺
EP2733389A1 (fr) * 2012-11-19 2014-05-21 ebm-papst ZEITLAUF GmbH & Co. KG Engrenage angulaire
CN105729072A (zh) * 2016-04-29 2016-07-06 沈阳透平机械股份有限公司 超重超大型压缩机机壳的加工方法

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