WO2011133032A1 - Transmission system for a vehicle - Google Patents

Transmission system for a vehicle Download PDF

Info

Publication number
WO2011133032A1
WO2011133032A1 PCT/NL2011/050271 NL2011050271W WO2011133032A1 WO 2011133032 A1 WO2011133032 A1 WO 2011133032A1 NL 2011050271 W NL2011050271 W NL 2011050271W WO 2011133032 A1 WO2011133032 A1 WO 2011133032A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
clutch
transmission system
gear set
input shaft
Prior art date
Application number
PCT/NL2011/050271
Other languages
French (fr)
Inventor
Roëll Marie VAN DRUTEN
Alexander Franciscus Anita Serrarens
Bas Gerard Vroemen
Original Assignee
Dti Group B.V.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Dti Group B.V. filed Critical Dti Group B.V.
Publication of WO2011133032A1 publication Critical patent/WO2011133032A1/en

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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0818—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts comprising means for power-shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
    • 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
    • F16H3/72—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously
    • F16H3/721—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion with a secondary drive, e.g. regulating motor, in order to vary speed continuously with an energy dissipating device, e.g. regulating brake or fluid throttle, in order to vary speed continuously

Definitions

  • the invention relates to a transmission system for a vehicle, provided with an input which can be connected to a drive source, and an output which can be connected to a load.
  • a transmission system of this type is known from EP-A-1 625 037.
  • the transmission module can change gearing without the torque transfer from the drive source to the wheels being interrupted by application of the brake.
  • the module forming part of this known transmission system is pre-eminently suitable for use in existing transmissions.
  • the module can with a slight modification of the clutch be installed between the clutch and the transmission module and be placed in parallel with the transmission module or in parallel with the transmission module and the clutch.
  • the transmission system comprises:
  • a transmission module having a first and a second input shaft and a first and a second output shaft which are connected to the output, with at least one gear set being present between each input shaft and the output shaft, as well as - a clutch having a first clutch section which is connected to the input, and a second clutch section which is connected to the first input shaft,
  • a planetary gear set comprising at least three rotational members of which one
  • rotational member is connected to the first clutch section, a second rotational member is connected to the second input shaft and a third rotational member is connected to the brake.
  • the transmission system according to the invention can be used in lieu of a transmission module and clutch in a vehicle and in a simpler and more cost-effective way than the known transmission system because the transmission module needs to have fewer gear sets to be able still to realise as many different gear ratios.
  • a first gear set is present between the second input shaft and the first output shaft.
  • a second gear set is present between the first input shaft and the first output shaft.
  • a third gear set is present between the second input shaft and the second output shaft.
  • a fourth gear set is present between the first input shaft and the second output shaft.
  • a further advantageous embodiment of the transmission system is characterised in that the first and second output shafts of the transmission module are connected to the output by means of an end drive.
  • a further advantageous embodiment of the transmission system is characterised in that a further clutch is present between the first input shaft and the second input shaft.
  • a clutch is present between the first rotational member and the first input shaft.
  • a first gear clutch is present between the second input shaft and the first output shaft of the transmission module.
  • a second gear clutch is present between the first input shaft and the first output shaft of the transmission module.
  • a fourth gear clutch is present between the first input shaft and the second output shaft of the transmission module.
  • a third gear clutch is present between the second input shaft and the second output shaft of the transmission module.
  • the first gear set forms the third gear if the third rotational member of the planetary gear set is braked and the first gear clutch is closed.
  • the second gear set forms the first gear if the third rotational member of the planetary gear set is braked and the further clutch and the second gear clutch are closed.
  • the second gear set forms the second gear if the clutch and the second gear clutch are closed.
  • the fourth gear set forms the fourth gear if the third rotational member of the planetary gear set is braked and the further clutch and the fourth gear clutch are closed.
  • the fourth gear set forms the fourth gear if the clutch and the fourth gear clutch are closed.
  • the fourth gear set forms the fifth gear if the clutch and the fourth gear clutch are closed.
  • a further advantageous embodiment of the transmission system is characterised in that a reverse gear is present between the first or second input shaft and the output shaft of the transmission module, which reverse gear does not reverse the direction of rotation between the first input shaft and the output shaft of the transmission module.
  • Still a further advantageous embodiment of the transmission system is characterised in that the first gear clutch is positioned between the first gear set and the first output shaft, the second gear clutch is positioned between the second gear set and the first output shaft, the third gear clutch is positioned between the third gear set and the second output shaft, and the fourth gear clutch is positioned between the fourth gear set and the second output shaft.
  • the clutch is preferably a friction clutch which is normally closed by spring force.
  • the brake is preferably a friction brake which is normally open.
  • the further clutch and the first and second gear clutches and possibly also the third and fourth gear clutches are preferably arranged as synchronised claw clutches.
  • Fig. 1 gives a diagrammatic representation of an embodiment of the transmission system according to the invention
  • Fig. 2 gives a simplified diagrammatic representation of a concrete embodiment of the transmission system shown in Fig. 1;
  • FIG. 3 gives a detailed representation of the transmission system shown in Fig.
  • Figs. 1, 2 and 3 show an embodiment of the transmission system according to the invention in a diagramatic and concrete manner.
  • the transmission system 1 has an input 3 which is connected to a drive source E, and an output 5 which is connected to a load L.
  • the load is formed by wheels of a vehicle.
  • the transmission system further includes a
  • transmission module 7 comprising a first and a second input shaft 9 and 11 and a first and a second output shaft 13 and 15 which are connected to the output 5 via an end drive IF.
  • the transmission system 1 includes a clutch module 17 with a clutch C and a planetary gear set P.
  • the clutch comprises a first clutch section cl which is connected to the input 3, and a second clutch section c2 which is connected to the first input shaft 9 of the transmission module.
  • the planetary gear set P comprises three rotational members of which a first rotational member rl , which is formed by an annulus gear, is connected to the input 3, a second rotational member r2, which is formed by a planet carrier, is coupled via the transmission module 7 to the output 5, and a third rotational member r3, which is formed by a sun gear, is connected to a brake B.
  • the gear ratio between the first and the second rotational member rl and r2 is found between a value of 1.2 and 1.8 retarding to the output when the third rotational member r3 is braked.
  • the clutch C is a wet or dry plate friction clutch which is normally closed by spring force
  • the brake B is a dry or wet plate friction brake which is normally open.
  • the first transmission Tl comprises a first gear set II and a first gear clutch SI, which are present between the second input shaft 11 and the first output shaft 13, as well as a third gear set II 1 and a third gear clutch S 11, which are present between the second input shaft II and the second output shaft 15.
  • the second transmission T2 comprises a second gear set 12 and a second gear clutch S2, which are present between the first input shaft 9 and the first output shaft 13, as well as a fourth gear set 122 and a fourth gear clutch S22, which are present between the first input shaft 9 and the second output shaft 15.
  • a further clutch S is present between the two input shafts 9 and 11 and can directly connect the two shafts to each other.
  • the further clutch S and the gear clutches SI, S2, S 11 and S22 are arranged as synchronised claw clutches.
  • the gear sets may be selected such that the first gear set II forms the third gear if the third rotational member of the planetary gear set is braked and the first gear clutch SI is closed.
  • the second gear set 12 forms the first gear if the third rotational member of the planetary gear set is braked and the further clutch S and the second gear clutch S2 are closed.
  • the second gear set 12 forms the second gear if the clutch C and the second gear clutch S2 are closed.
  • the fourth gear set 122 forms the fourth gear if the third rotational member r3 of the planetary gear set is braked and the further clutch S and the fourth gear clutch S22 are closed.
  • the fourth gear set 122 forms the fourth gear if the clutch C and the fourth gear clutch S22 are closed.
  • the fourth gear set 122 forms the fifth gear if the clutch C and the fourth gear clutch S22 are closed.
  • a reverse gear (not shown) present between one of the input shafts 9 and 11 and one of the output shafts 13 and 15, which reverse gear does not reverse the direction of rotation between this input shaft and output shaft of the transmission module.
  • the clutch C and the brake B can be coupled to any gear within the transmissions Tl and T2.
  • 7 gears are possible in the above diagram.
  • These gears can be distributed both geometrically and harmonically. It is possible to change gears while mamtaining torque transfer by allowing the torque transfer to be changed from the brake to the clutch.
  • 1 st gear is created with a closed brake B, S and S2 (the vehicle may thus be launched with a slipping brake).
  • 2 nd gear is then created by closing the clutch and opening the brake. This may be effected while mamtaining torque transfer.
  • the clutch S may now be opened to pre-select SI on the brake.
  • 3 rd gear is then created by closing the brake and opening the clutch. This may be effected while maintaining torque transfer.
  • the clutch S2 may now be opened to pre-select S22 on the clutch.
  • 4 th gear is then created by closing the clutch and opening the brake. Once the brake is open, S may be selected after which the brake may be closed again and the clutch opened again. In this way the 4 th gear is shifted to from the 3 rd gear via the 5 th gear. This may be effected while maintaining torque transfer.
  • 5 th gear is then created by closing the clutch and opening the brake. This may be effected while mamtaining torque transfer.
  • the clutch S may now be opened to pre-select SI 1 on the brake.
  • 6 th gear is then created by closing the brake and opening the clutch. This may be effected while maintaining torque transfer.
  • the clutch S22 may now be opened to pre-select S on the clutch.
  • 7 th gear is then created by closing the clutch and opening the brake. This may be effected while maintaining torque transfer.
  • the step size between the first and the third gear is chosen to be substantially equal to the step size between a first and a second gear of currently available transmissions.
  • This step size is normally between 1.5 and 1.9.
  • the novel second gear forms an intermediate gear between the first gear and the second gear.
  • the clutch C is operated by means of a pull rod or a push rod which passes through the input shaft. This is highly advantageous with respect to the configuration of the planetary gear set.

Abstract

A transmission system 1 has an input 3 which is connected to a drive source E, and an output 5 which is connected to a load L. The transmission system further includes a transmission module 7 which includes a first and a second input shaft 9, 11 and a first and second output shaft 13, 15 which are connected to the output 5 via an end drive IF. The transmission system further includes a clutch module 17 consisting of a clutch C and planetary gear set P. The clutch comprises a first clutch section c1 which is connected to the input 3, and a second clutch section c2 which is connected to the first input shaft 9 of the transmission module. The planetary gear set P comprises three rotational members of which a first rotational member r1 is connected to the input 3, a second rotational member r2 is coupled to the output 5, and a third rotational member r3 is connected to a brake B.

Description

Transmission system for a vehicle
DESCRIPTION
Field of the invention.
The invention relates to a transmission system for a vehicle, provided with an input which can be connected to a drive source, and an output which can be connected to a load.
State of the art
A transmission system of this type is known from EP-A-1 625 037. When applied to a vehicle, with the transmission system known from this publication the transmission module can change gearing without the torque transfer from the drive source to the wheels being interrupted by application of the brake. The module forming part of this known transmission system is pre-eminently suitable for use in existing transmissions. The module can with a slight modification of the clutch be installed between the clutch and the transmission module and be placed in parallel with the transmission module or in parallel with the transmission module and the clutch.
Summary of the invention. It is an object of the invention to provide a transmission system of the type defined in the opening paragraph which is more cost-effective than the known transmission system and with which even without interruption of the torque transfer from the drive source to the wheels it is possible to change gears between two or more transmissions. To this end the transmission system according to the invention is characterised in that the transmission system comprises:
a transmission module having a first and a second input shaft and a first and a second output shaft which are connected to the output, with at least one gear set being present between each input shaft and the output shaft, as well as - a clutch having a first clutch section which is connected to the input, and a second clutch section which is connected to the first input shaft,
- a brake, and
- a planetary gear set comprising at least three rotational members of which one
rotational member is connected to the first clutch section, a second rotational member is connected to the second input shaft and a third rotational member is connected to the brake.
The transmission system according to the invention can be used in lieu of a transmission module and clutch in a vehicle and in a simpler and more cost-effective way than the known transmission system because the transmission module needs to have fewer gear sets to be able still to realise as many different gear ratios.
The further embodiments of the transmission system according to the invention mentioned hereinafter all add to optimizing the transmission system in as simple and cost-effective a manner as possible, while compactness and weight of the system is a major factor.
In one embodiment a first gear set is present between the second input shaft and the first output shaft.
In a ftirther embodiment a second gear set is present between the first input shaft and the first output shaft.
In a still further embodiment a third gear set is present between the second input shaft and the second output shaft.
In again a further embodiment a fourth gear set is present between the first input shaft and the second output shaft.
A further advantageous embodiment of the transmission system is characterised in that the first and second output shafts of the transmission module are connected to the output by means of an end drive.
Yet a further advantageous embodiment of the transmission system is characterised in that a further clutch is present between the first input shaft and the second input shaft.
Again a further advantageous embodiment of the transmission system is characterised in that a clutch is present between the first rotational member and the first input shaft.
In a further embodiment a first gear clutch is present between the second input shaft and the first output shaft of the transmission module. In yet a further embodiment a second gear clutch is present between the first input shaft and the first output shaft of the transmission module.
In still a further embodiment a fourth gear clutch is present between the first input shaft and the second output shaft of the transmission module.
In still again a further embodiment a third gear clutch is present between the second input shaft and the second output shaft of the transmission module.
Preferably, the first gear set forms the third gear if the third rotational member of the planetary gear set is braked and the first gear clutch is closed.
Furthermore, preferably the second gear set forms the first gear if the third rotational member of the planetary gear set is braked and the further clutch and the second gear clutch are closed.
Preferably the second gear set forms the second gear if the clutch and the second gear clutch are closed.
Further, preferably the fourth gear set forms the fourth gear if the third rotational member of the planetary gear set is braked and the further clutch and the fourth gear clutch are closed.
Preferably the fourth gear set forms the fourth gear if the clutch and the fourth gear clutch are closed.
Further, preferably the fourth gear set forms the fifth gear if the clutch and the fourth gear clutch are closed.
A further advantageous embodiment of the transmission system is characterised in that a reverse gear is present between the first or second input shaft and the output shaft of the transmission module, which reverse gear does not reverse the direction of rotation between the first input shaft and the output shaft of the transmission module.
Still a further advantageous embodiment of the transmission system is characterised in that the first gear clutch is positioned between the first gear set and the first output shaft, the second gear clutch is positioned between the second gear set and the first output shaft, the third gear clutch is positioned between the third gear set and the second output shaft, and the fourth gear clutch is positioned between the fourth gear set and the second output shaft.
The clutch is preferably a friction clutch which is normally closed by spring force.
The brake is preferably a friction brake which is normally open. The further clutch and the first and second gear clutches and possibly also the third and fourth gear clutches are preferably arranged as synchronised claw clutches.
Brief description of the drawings.
The invention will be described below in more detail based on an example of embodiment of the transmission system according to the invention represented in the drawing figures, in which:
Fig. 1 gives a diagrammatic representation of an embodiment of the transmission system according to the invention;
Fig. 2 gives a simplified diagrammatic representation of a concrete embodiment of the transmission system shown in Fig. 1; and
Fig. 3 gives a detailed representation of the transmission system shown in Fig.
2.
Detailed description of the drawings.
Figs. 1, 2 and 3 show an embodiment of the transmission system according to the invention in a diagramatic and concrete manner. The transmission system 1 has an input 3 which is connected to a drive source E, and an output 5 which is connected to a load L. The load is formed by wheels of a vehicle. The transmission system further includes a
transmission module 7 comprising a first and a second input shaft 9 and 11 and a first and a second output shaft 13 and 15 which are connected to the output 5 via an end drive IF.
Furthermore, the transmission system 1 includes a clutch module 17 with a clutch C and a planetary gear set P. The clutch comprises a first clutch section cl which is connected to the input 3, and a second clutch section c2 which is connected to the first input shaft 9 of the transmission module. The planetary gear set P comprises three rotational members of which a first rotational member rl , which is formed by an annulus gear, is connected to the input 3, a second rotational member r2, which is formed by a planet carrier, is coupled via the transmission module 7 to the output 5, and a third rotational member r3, which is formed by a sun gear, is connected to a brake B. The gear ratio between the first and the second rotational member rl and r2 is found between a value of 1.2 and 1.8 retarding to the output when the third rotational member r3 is braked. The clutch C is a wet or dry plate friction clutch which is normally closed by spring force, and the brake B is a dry or wet plate friction brake which is normally open.
Between the second input shaft 11 and the two output shafts 13 and 15 of the transmission module 7 there is a first transmission Tl present, and between the first input shaft 9 and the two output shafts 13 and 15 of the transmission module 7 there is a second transmission T2 present. The first transmission Tl comprises a first gear set II and a first gear clutch SI, which are present between the second input shaft 11 and the first output shaft 13, as well as a third gear set II 1 and a third gear clutch S 11, which are present between the second input shaft II and the second output shaft 15. The second transmission T2 comprises a second gear set 12 and a second gear clutch S2, which are present between the first input shaft 9 and the first output shaft 13, as well as a fourth gear set 122 and a fourth gear clutch S22, which are present between the first input shaft 9 and the second output shaft 15.
A further clutch S is present between the two input shafts 9 and 11 and can directly connect the two shafts to each other. The further clutch S and the gear clutches SI, S2, S 11 and S22 are arranged as synchronised claw clutches.
The gear sets may be selected such that the first gear set II forms the third gear if the third rotational member of the planetary gear set is braked and the first gear clutch SI is closed. The second gear set 12 forms the first gear if the third rotational member of the planetary gear set is braked and the further clutch S and the second gear clutch S2 are closed. The second gear set 12 forms the second gear if the clutch C and the second gear clutch S2 are closed. The fourth gear set 122 forms the fourth gear if the third rotational member r3 of the planetary gear set is braked and the further clutch S and the fourth gear clutch S22 are closed. The fourth gear set 122 forms the fourth gear if the clutch C and the fourth gear clutch S22 are closed. The fourth gear set 122 forms the fifth gear if the clutch C and the fourth gear clutch S22 are closed.
Furthermore, there may be a reverse gear (not shown) present between one of the input shafts 9 and 11 and one of the output shafts 13 and 15, which reverse gear does not reverse the direction of rotation between this input shaft and output shaft of the transmission module.
Example: Geometric distribution (7 gears, all power shift)
P = planetary reduction of for example between 1.2 and 1.8
111 = for example 7th gear (6th gear via brake)
II = for example 4th gear (3rd gear via brake) 12 = for example 2nd gear (Is1 gear via brake)
122 = for example 5th gear (4th gear via brake)
By means of the transmission system the clutch C and the brake B can be coupled to any gear within the transmissions Tl and T2. As a result, 7 gears are possible in the above diagram. These gears can be distributed both geometrically and harmonically. It is possible to change gears while mamtaining torque transfer by allowing the torque transfer to be changed from the brake to the clutch. Example of method:
1st gear is created with a closed brake B, S and S2 (the vehicle may thus be launched with a slipping brake).
2nd gear is then created by closing the clutch and opening the brake. This may be effected while mamtaining torque transfer. The clutch S may now be opened to pre-select SI on the brake.
3rd gear is then created by closing the brake and opening the clutch. This may be effected while maintaining torque transfer. The clutch S2 may now be opened to pre-select S22 on the clutch.
4th gear is then created by closing the clutch and opening the brake. Once the brake is open, S may be selected after which the brake may be closed again and the clutch opened again. In this way the 4th gear is shifted to from the 3rd gear via the 5th gear. This may be effected while maintaining torque transfer.
5th gear is then created by closing the clutch and opening the brake. This may be effected while mamtaining torque transfer. The clutch S may now be opened to pre-select SI 1 on the brake.
6th gear is then created by closing the brake and opening the clutch. This may be effected while maintaining torque transfer. The clutch S22 may now be opened to pre-select S on the clutch.
7th gear is then created by closing the clutch and opening the brake. This may be effected while maintaining torque transfer.
For matching a harmonic distribution, the step size between the first and the third gear is chosen to be substantially equal to the step size between a first and a second gear of currently available transmissions. This step size is normally between 1.5 and 1.9. In this way the novel second gear forms an intermediate gear between the first gear and the second gear.
In the constructive embodiment shown in Fig. 3 the clutch C is operated by means of a pull rod or a push rod which passes through the input shaft. This is highly advantageous with respect to the configuration of the planetary gear set.
Albeit the invention has been described in the foregoing based on the drawings, it should be observed that the invention is not by any manner or means restricted to the embodiment shown in the drawings. The invention also extends to all embodiments deviating from the embodiment shown in the drawings within the spirit and scope defined by the claims.

Claims

CLAIMS:
1. A transmission system for a vehicle, provided with an input which can be connected to a drive source, and an output which can be connected to a load, and comprising: a transmission module having a first and a second input shaft and a first and a second output shaft which are connected to the output, with at least one gear set being present between each input shaft and the output shaft,
a clutch having a first clutch section which is connected to the input, and a second clutch section which is connected to the first input shaft,
a brake, and
- a planetary gear set comprising at least three rotational members of which one
rotational member is connected to the first clutch section, a second rotational member is connected to the second input shaft and a third rotational member is connected to the brake.
2. A transmission system as claimed in claim 1 , characterised in that a first gear set (11) is present between the second input shaft and the first output shaft.
3. A transmission system as claimed in claim I or 2, characterised in that a second gear set (12) is present between the first input shaft and the first output shaft.
4. A transmission system as claimed in claim 1 , 2 or 3, characterised in that a third gear set (II 1) is present between the second input shaft and the second output shaft.
5. A transmission system as claimed in any one of the preceding claims, characterised in that a fourth gear set (122) is present between the first input shaft and the second output shaft.
6. A transmission system as claimed in any one of the preceding claims, characterised in that the first and second output shafts of the transmission module are connected to the output by means of an end drive (IF).
7. A transmission system as claimed in any one of the preceding claims, characterised in that a further clutch (S) is present between the first input shaft and the second input shaft.
8. A transmission system as claimed in any one of the preceding claims, characterised in that a clutch (C) is present between the first rotational member and the first input shaft.
9. A transmission system as claimed in any one of the preceding claims, characterised in that a first gear clutch (SI) is present between the second input shaft and the first output shaft of the transmission module.
10. A transmission system as claimed in any one of the preceding claims, characterised in that a second gear clutch (S2) is present between the first input shaft and the first output shaft of the transmission module.
11. A transmission system as claimed in any one of the preceding claims, characterised in that a fourth gear clutch (S22) is present between the first input shaft and the second output shaft of the transmission module.
12. A transmission system as claimed in any one of the preceding claims, characterised in that a third gear clutch (SI 1) is present between the second input shaft and the second output shaft of the transmission module.
13. A transmission system as claimed in any one of the preceding claims, characterised in that the first gear set (II) forms the third gear if the third rotational member of the planetary gear set is braked and the first gear clutch (SI) is closed.
14. A transmission system as claimed in any one of the preceding claims, characterised in that the second gear set (12) forms the first gear if the third rotational member of the planetary gear set is braked and the further clutch (S) and the second gear clutch (S2) are closed.
15. A transmission system as claimed in any one of the preceding claims, characterised in that the second gear set (12) forms the second gear if the clutch (C) and the second gear clutch (S2) are closed.
16. A transmission system as claimed in any one of the preceding claims, characterised in that the fourth gear set (122) forms the fourth gear if the third rotational member of the planetary gear set is braked and the further clutch (S) and fourth gear clutch (S22) are closed.
17. A transmission system as claimed in any one of the preceding claims, characterised in that the fourth gear set (122) forms the fourth gear if the clutch (C) and fourth gear clutch (S22) are closed.
18. A transmission system as claimed in any one of the preceding claims, characterised in that the fourth gear set (122) forms the fifth gear if the clutch (C) and fourth gear clutch (S22) are closed.
19. A transmission system as claimed in any one of the preceding claims, characterised in that a reverse gear is present between the first or second input shaft and the output shaft of the transmission module, which reverse gear does not reverse the direction of rotation between the first input shaft and the output shaft of the transmission module.
20. A transmission system as claimed in any one of the preceding claims, characterised in that the first gear clutch (SI) is positioned between the first gear set (II) and the first output shaft, the second gear clutch (S2) is positioned between the second gear set (12) and the first output shaft, the third gear clutch (SI 1) is positioned between the third gear set (II 1) and the second output shaft, and the fourth gear clutch (S22) is positioned between the fourth gear set (122) and the second output shaft.
21. A transmission system as claimed in any one of the preceding claims, characterised in that the clutch (C) is a friction clutch which is normally closed by spring force.
22. A transmission system as claimed in any one of the preceding claims, characterised in that the brake (B) is a friction brake which is normally open.
23. A transmission system as claimed in any one of the preceding claims, characterised in that the further clutch (S) and the first and second gear clutches (SI , S2) and possibly also the third and fourth gear clutches (SI 1 , S22) are arranged as synchronised claw clutches.
PCT/NL2011/050271 2010-04-20 2011-04-20 Transmission system for a vehicle WO2011133032A1 (en)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
NL2004581 2010-04-20
NL2004581 2010-04-20
NL2006070 2011-01-25
NL2006070 2011-01-25

Publications (1)

Publication Number Publication Date
WO2011133032A1 true WO2011133032A1 (en) 2011-10-27

Family

ID=44351606

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/NL2011/050271 WO2011133032A1 (en) 2010-04-20 2011-04-20 Transmission system for a vehicle

Country Status (1)

Country Link
WO (1) WO2011133032A1 (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012112028A3 (en) * 2010-12-17 2012-11-08 Dti Group B.V. Transmission system, as well as method for changing a transmission ratio
FR3075117A1 (en) * 2017-12-19 2019-06-21 Psa Automobiles Sa GEARBOX WITH A CLUTCH AND A PLANETARY TRAIN WITH TWO INPUT REPORTS

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0618382A1 (en) * 1993-03-29 1994-10-05 Eaton Corporation Auxiliary transmission section
WO2004103755A1 (en) * 2003-05-08 2004-12-02 Dti Group B.V. Transmission system comprising a cvt, in particular for a motor vehicle
DE102008030516A1 (en) * 2007-12-17 2009-06-18 Hyundai Motor Company Automatic transmission of a vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0618382A1 (en) * 1993-03-29 1994-10-05 Eaton Corporation Auxiliary transmission section
WO2004103755A1 (en) * 2003-05-08 2004-12-02 Dti Group B.V. Transmission system comprising a cvt, in particular for a motor vehicle
EP1625037A1 (en) 2003-05-08 2006-02-15 DTI Group B.V. Transmission system, in particular for a motor vehicle
DE102008030516A1 (en) * 2007-12-17 2009-06-18 Hyundai Motor Company Automatic transmission of a vehicle

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2012112028A3 (en) * 2010-12-17 2012-11-08 Dti Group B.V. Transmission system, as well as method for changing a transmission ratio
US10550920B2 (en) 2010-12-17 2020-02-04 Dti Group B.V. Transmission system, as well as method for changing a transmission ratio
FR3075117A1 (en) * 2017-12-19 2019-06-21 Psa Automobiles Sa GEARBOX WITH A CLUTCH AND A PLANETARY TRAIN WITH TWO INPUT REPORTS

Similar Documents

Publication Publication Date Title
EP2561249B1 (en) Transmission system for a vehicle
KR100838205B1 (en) Transmission system, in particular for a motor vehicle
US10550920B2 (en) Transmission system, as well as method for changing a transmission ratio
US10654358B2 (en) Transmission for an electric or hybrid drive mechanism
US8282524B2 (en) Transmission device for distributing a drive torque to at least two output shafts
US10408309B2 (en) Transmission and drivetrain for a motor vehicle
JP6387139B2 (en) Electric or hybrid drive transmission
KR20130090343A (en) Multi-speed transmission gear and clutch arrangement
JP4907645B2 (en) Driving parts for vehicles, especially for trucks
WO2011133032A1 (en) Transmission system for a vehicle
DE602007001184D1 (en) Multi-speed gearbox with two planetary gear sets, two clutches and two brakes
KR100357545B1 (en) Power train for auto transmission
WO2011155820A1 (en) Driving system for a vehicle, more particularly a lorry
US20160230863A1 (en) Split power path transmission with multi-speed combiner
WO2007013834A8 (en) Gearbox
KR20200005338A (en) Transmission for electric vehicle
US6945897B2 (en) Branched power transmission having a continuously variable transmission ratio
RU2005115599A (en) COMPOSITION GEARBOX
CN103939541A (en) Multi-speed transmission
WO2019220466A1 (en) An improved planetary gear train for automatic transmission system
JPH01229141A (en) Sixteen stage planetary gear automatic transmission
JPH01216144A (en) Sixteen stage planetary gear type automatic transmission

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 11731139

Country of ref document: EP

Kind code of ref document: A1

NENP Non-entry into the national phase

Ref country code: DE

122 Ep: pct application non-entry in european phase

Ref document number: 11731139

Country of ref document: EP

Kind code of ref document: A1