CN103459894B - transmission system - Google Patents
transmission system Download PDFInfo
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- CN103459894B CN103459894B CN201180067828.3A CN201180067828A CN103459894B CN 103459894 B CN103459894 B CN 103459894B CN 201180067828 A CN201180067828 A CN 201180067828A CN 103459894 B CN103459894 B CN 103459894B
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- clutch
- transmission
- output unit
- input unit
- transmission system
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- 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
-
- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
- F16H2003/008—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 comprising means for selectively driving countershafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—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
- F16H2003/0931—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 each countershaft having an output gear meshing with a single common gear on the output shaft
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—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
- F16H2003/0933—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 with coaxial countershafts
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
A kind of transmission for a vehicle system, including being connectable to the power shaft in driving source and being connectable to the output shaft of load, and this transmission system includes clutch module and transmission module, this clutch module has: input unit, is connected to described power shaft and the first and second output units；First clutch device, it is between described input unit and described first output unit；Second clutch device, it is between described input unit and described second output unit；And gear stage device, it is between described input unit and the described first or second output unit, and this transmission module has: the first and second input units and be connected to the output unit of described output shaft；First auxiliary transmission, it is between described first input unit and described output unit；And second auxiliary transmission, it is between described second input unit and described output unit, first output unit of wherein said clutch module is connected to the first input unit of described transmission module, and the second output unit of described clutch module is connected to the second input unit of described transmission module, and wherein said first and second auxiliary transmissions each include being connected to the input unit of described transmission module and the power shaft of output unit and output shaft, and each including at least one gear stage, described gear stage is between described power shaft and described output shaft.
Description
Technical field
The present invention relates to a kind of transmission for a vehicle system (drive system), this transmission system includes the power shaft being connectable to driving source and is connectable to the output shaft of load.
Background technology
Patent documentation EP-A-1625037 discloses a kind of transmission system, when this transmission system is applied to vehicle, it is not necessary to interrupts the moment of torsion transmission from driving source to wheel and can be realized as the change of gear stage (gear stage, gear).The module forming part of this known transmission system is very suitable in existing variator using.
Summary of the invention
The present invention aims at the transmission system providing a kind of type limited in the opening paragraph, it has more cost benefit compared with known transmission system, and by this transmission system, it also is able to switch over two or more gear stage even if not interrupting the moment of torsion transmission from driving source to wheel.nullBased on this purpose，Transmission system according to the present invention is characterised by，This transmission system includes clutch module and transmission module，This clutch module has: input unit，It is connected to power shaft and the first and second output units，And first clutch device，It is between input unit and the first output unit，Second clutch device，It is between input unit and the second output unit，And gear stage device，It is between input unit and the first or second output unit，This transmission module has the first and second input units and is connected to the output unit of output shaft，First auxiliary transmission，It is between the first input unit and output unit，And second auxiliary transmission，It is between the second input unit and output unit，Wherein the first output unit of clutch module is connected to the first input unit of transmission module，And the second output unit of clutch module is connected to the second input unit of transmission module，And wherein the first and second auxiliary transmissions each include being connected to the input unit of transmission module and the power shaft of output unit and output shaft，And each include at least one gear stage，These gear stage are between power shaft and output shaft.Transmission system according to the present invention can replace variator and clutch to use in vehicle, and more simply and it is in place of having more cost benefit compared with known transmission system: transmission module only need to have less gear stage, but still is capable of the most different gear ratios.
Preferably, at least one auxiliary transmission includes at least one transmission clutch, and this transmission clutch is between the power shaft and output shaft of this auxiliary transmission.
One embodiment of the transmission system according to the present invention is characterised by, first clutch device is formed by brake, and gear stage device is between input unit and the first output unit, and formed by planetary gearsets, this planetary gearsets includes at least three rotating member, wherein the first rotating member is connected to input unit, and the second rotating member is connected to the first output unit, and the 3rd rotating member is connected to brake.
Another embodiment of transmission system according to the present invention is characterised by, first clutch device is formed by first clutch, and gear stage device is formed between input unit and the first output unit and by master gear level.
Another embodiment of transmission system according to the present invention is characterised by, transmission system includes interposed clutch, and this interposed clutch is between two input units of transmission module, or between two output units of clutch module.
The maximum gear ratio of this transmission system is preferably by making driving force obtain via first clutch device, interposed clutch and the transmission of the second auxiliary transmission, and the second auxiliary transmission in two of which auxiliary transmission has bigger gear ratio.This gear ratio is the revolutions per minute (RPM) RPM divided by output unit of input unit.
Moreover it is preferred that the minimum gear ratio of this transmission system is that the first auxiliary transmission in two of which auxiliary transmission has less gear ratio by making driving force realize via second clutch device, interposed clutch and the transmission of the first auxiliary transmission.
The further embodiment of the transmission system according to the present invention is characterised by, transmission system includes intermediate gear stages, this intermediate gear stages is between two input units of transmission module, or between two output units of clutch module, and is connected to interposed clutch.
Two input units of transmission module and output unit are preferably coaxial.
Another embodiment of transmission system according to the present invention is characterised by having direct clutch between the second input unit and the output unit of transmission module, in order to the second input unit is connected directly to output unit.
Another embodiment of transmission system according to the present invention is characterised by, the first auxiliary transmission includes buncher.
Present invention is equally related to such a method, the method for the first gear ratio is changed into the second gear ratio thereafter and do not interrupt from the input unit of the transmission system according to the present invention to output unit moment of torsion transmission method.About the method, it is a feature of the present invention that one of them energy supply into clutch apparatus, and be the less energy supply of other in which clutch apparatus, and transmission clutch is not changed.
The embodiment of the method according to the invention is characterised by, first gear ratio is changed into the 3rd gear ratio, gear ratio is changed into thereafter the second gear ratio.
Accompanying drawing explanation
Hereinafter, the example of embodiment based on the transmission system according to the present invention shown in accompanying drawing is more fully described the present invention.
Detailed description of the invention
Fig. 1 provides the sketch of the first embodiment of the transmission system according to the present invention.This transmission system M1 includes: power shaft Min, it may be connected to driving source A；And output shaft Mout, it may be connected to load L.Transmission system M1 also includes clutch module C, and this clutch module has and is connected to power shaft MinAnd first and second output units Cout1And Cout2Input unit Cin.This clutch module includes: gear stage device, and it is become by planetary gearsets p-shaped；First clutch device, it forms by brake B, and this brake B is connected to a rotating member of planetary gearsets；And second clutch device, it is formed by clutch C2.Planetary gearsets and brake are positioned at input unit CinWith the first output unit Cout1Between, clutch C2 is positioned at input unit CinWith the second output unit Cout2Between.Transmission system M1 also includes transmission module T, and this transmission module has the first and second input units Tin1And Tin2And it is connected to output shaft MoutOutput unit Tout.Transmission module T includes: the first auxiliary transmission T1, and it is positioned at the first input unit Tin1With output unit ToutBetween；And the second auxiliary transmission T2, it is positioned at the second input unit Tin2With output unit ToutBetween.First output unit of clutch module C is connected to first input unit of transmission module T, and the second output unit of clutch module is connected to the second input unit of transmission module.First and second auxiliary transmission T1 and T2 each have and are connected respectively to the input unit of transmission module and the power shaft of output unit and output shaft, and gear stage I1 that is respectively provided with between power shaft and output shaft and I2.First auxiliary transmission T1 also includes transmission clutch S1, and this transmission clutch is between the power shaft and output shaft of this auxiliary transmission.Transmission module T also has interposed clutch S, and this interposed clutch is positioned at two input units T of transmission modulein1With Tin2Between.
Fig. 2 provides the sketch of the second embodiment of the transmission system according to the present invention.In this transmission system M2, first clutch device is formed by another clutch C1, and this gear stage device is formed by gear stage I.These gear stage device I is located in clutch module and is between clutch C1 and the first output unit of clutch module.
Fig. 3 and Fig. 4 shows that transmission system M3 and M4, transmission system M3 and M4 each have two transmission clutch S1, S11 and S2, S22 and two gear stage I1, I11 and I2, the I22 laid respectively in each auxiliary transmission T1 and T2.
The minimum variator gear ratio (first grade) of overall transmission system is made by first clutch device C1/B, gear stage device I or P and the second auxiliary transmission T2 of clutch module obtain, and interposed clutch S is Guan Bi simultaneously.
The gear ratio of gear stage device I or P of clutch module is chosen to be realized the minimum drive shift of transmission system (first grade) by Guan Bi clutch C1 or brake B.
There is in T2 the minimum variator gear ratio (the most sluggish variator gear ratio) from I1 to Ix.
The maximum gear ratio of overall transmission system is made by second clutch device C2 and the first auxiliary transmission T1 and obtains, and wherein interposed clutch S is Guan Bi.
The maximum gear ratio of overall transmission system is made by second clutch device C2 and the second auxiliary transmission T2 and obtains, and wherein interposed clutch S is Guan Bi or opens.
The second gear of overall transmission system is made by second clutch device C2 and the second auxiliary transmission T2 and obtains, and wherein interposed clutch S is Guan Bi or opens.
It is by realizing (keeping the moment of torsion output unit) to second clutch device C2 energy supply/Guan Bi second clutch device C2 and to first clutch device C1 or B less energy supply/open first clutch device C1 or B simultaneously from the switching of the first of transmission system grade to second gear.Afterwards, it is not necessary to operate another transmission clutch.
Fig. 5 shows the first functional modification M5 of transmission system, wherein indicates multiple grades of G (omitting other details).1,2 grades with 4,5 grades can also be identical in T2 power and energy.Back gear R both can be located in T1 and T2, can be located at again between T1 and T2.
Fig. 6 and Fig. 7 illustrates first embodiment M6 of the first modification shown in Fig. 5, and it includes bypassing variator P, brake B and a countershaft.Clutch S and S1 can operate by a selector fork, and clutch S2 and S22 can operate by a selector fork.
Fig. 8 and Fig. 9 shows the second embodiment M7, and it includes bypassing variator P and brake B and two countershafts.Clutch S and S1 can be operated by a selector fork, and clutch S2 and S22 also can be operated by a selector fork.
Figure 10 and Figure 11 shows the 3rd embodiment M8, and it includes gear stage I and clutch C1 and a countershaft.Clutch S and S1 can be operated by a selector fork, and clutch S2 and S22 also can be operated by a selector fork.
Figure 12 and Figure 13 shows the 4th embodiment M9, and it includes gear stage I, clutch C1 and two countershafts.Clutch S and S1 can be operated by a selector fork, and clutch S2 and S22 also can be operated by a selector fork.
The third gear of overall transmission system is made by first clutch device C1 or B, gear stage element I or P and the first auxiliary transmission T1 of clutch module obtain, and wherein another clutch S opens.
It is by realizing (moment of torsion holding output unit simultaneously) to first clutch device C1 or B energy supply/Guan Bi first clutch device C1 or B and to second clutch device C2 less energy supply/open second clutch device C2 from the switching to third gear of the second gear of overall transmission system.Afterwards, it is not necessary to operate other clutch.
The fourth speed of overall transmission system is made by first clutch device C1 or B, gear stage element I or P and the second auxiliary transmission T2 of clutch module obtain, and wherein another clutch S is Guan Bi.
The fifth speed of overall transmission system is made by second clutch device C2 and the second auxiliary transmission T2 and obtains, and wherein another clutch S is Guan Bi or opens.
It is by realizing (keeping the moment of torsion output unit) to second clutch device C2 energy supply and to first clutch device C1 or B less energy supply simultaneously from the switching of the third gear of transmission system to fourth speed.If first clutch device C1 or B does not the most transmit moment of torsion, then they are opened.Subsequently, another clutch S is closed, and to the second clutch further energy supply of device C2, until first clutch device C1 or B can substantially simultaneously be closed, and second clutch device C2 can be opened.During this handover operation, other transmission clutch is operated really.During this handover operation, torque gain is to be produced by the fifth speed less than fourth speed.
It is by realizing (keeping the moment of torsion output unit) to second clutch device C2 energy supply/Guan Bi second clutch device C2 and to first clutch device C1 or B less energy supply/open first clutch device C1 or B simultaneously from the switching of the fourth speed of transmission system to fifth speed.Afterwards, it is not necessary to operate other transmission clutch.
One or more handover operations is carried out in transmission system, in transmission system, realize via (x+2), (x+3) or (x+4) shelves from the switching of the xth of transmission system to (x+1) shelves.
Clutch S and S1 operates by a selector fork, and clutch S2 and S22 operates by another selector fork.
In transmission system shown in Figure 10 and Figure 11, transmission module is arranged to have a countershaft, and wherein the output unit of T1 and the output unit of T2 are connected to the output unit of transmission module by final reduction part IF.
In transmission system shown in Fig. 8 and Fig. 9 and Figure 12 and Figure 13, transmission module is arranged to have at least two countershaft, wherein the output unit of T1 is connected to the output unit of transmission module by final reduction part IF1, and the output unit of wherein T2 is connected to the output unit of transmission module by two final reduction part (IF1 and IF2).
In transmission system shown in following Figure 38 and Figure 39, transmission module is arranged to have at least two countershaft, wherein the output unit of T2 is connected to the output unit of transmission module by final reduction part IF2, and the output unit of wherein T1 is connected to the output unit of transmission module by two final reduction part (IF1 and IF2).
In transmission system shown in following Figure 40 and Figure 41, transmission module is arranged to have at least two countershaft, wherein the output unit of T1 is connected to the output unit of transmission module by two final reduction part (IF1 and IF2), and the output unit of wherein T2 is connected to the output unit of transmission module by two final reduction part (IF1 and IF2).
Transmission module may also include back gear, and this back gear can be located in T1 and T2 and between T1 and T2.In Figure 35 and Figure 36 in the transmission system described in Figure 5 and later, back gear R is positioned in T2, and is arranged to asynchronous (asynchronous engagement).
If back gear is between T1 and T2, then it can be made up of two extra gears (gearwheel), and wherein the first gear engages with I1 or I, and the second gear engages with I2 or I22.Between two extra gears, also can arrange reversing clutch sr, this reversing clutch sr preferably operated by another selector fork.Additionally, the extra gear of the two is preferably coaxially disposed (having identical axis) with the second countershaft.
In transmission system shown in Figure 10 and Figure 11 and Figure 12 and Figure 13, between two output units of clutch module and/or two input units 1e, 2e of transmission module, it is provided with intermediate gear stages I ".Another clutch S-phase is coaxially disposed for first and/or second clutch device.
Another clutch S can be arranged to friction clutch, dog-clutch, synchro-meshing clutch, or is arranged to freewheel bearing/free wheel device.Clutch C1 can be arranged to dry tablet or humidity strip friction clutch.Clutch C2 also can be arranged to dry tablet or humidity strip friction clutch.Brake B can be arranged to dry tablet or humidity strip friction brake.
Brake B is preferably set to humidity strip brake, and clutch C2 is arranged to dry piece friction clutch, or brake is arranged to dry tablet brake, and clutch C2 is arranged to humidity strip friction clutch.
Another gear stage can be provided with between second output unit and clutch C1 of clutch module and/or between the second output unit of clutch module and clutch C2.
Gear stage device P can be arranged to the bypass variator (planetary gearsets) with minimum of three rotating member, and wherein the first rotating member r1 is connected to input unit C of clutch modulein, the second rotating member r2 is connected to the first output unit C of clutch moduleout1, and the 3rd rotating member r3 is connected to brake B.First rotating member is preferably formed by ring gear, and the second rotating member is formed by pinion frame, and the 3rd component is formed by sun gear.
First and second power shafts of transmission module directly can be coupled to each other by least one other clutch S.
Brake B is normally opened.Clutch C1 and/or C2 is normally opened or normally closed.Clutch C2 is operated by pull bar or the push rod through input transmission shaft (the second power shaft).
Auxiliary transmission T1 and T2 includes the minimum of one gear stage that can switch on and off.Clutch s1, s11, s2, s22 etc. are positioned on the input side of gear stage I1, I11, I2, I22 and/or on outlet side.
Can be the gear identical with the second gear of gear stage I1 from the first gear of final reduction part IF to differential mechanism, wherein s1 and another clutch S be coaxial (having identical axis).
The motor (motor/generator) that can drive vehicle can be provided with.This motor EM can be connected to any any axle (arbitrary shaft) of drive mechanism or transmission system.This motor EM can be connected to so that it can also drive in the way of complete electric power, and in the case, internal combustion engine can depart from from driver circuit.This motor EM is preferably located between driving source and clutch module, or this motor EM is connected to the second power shaft of transmission module and/or the second output shaft of clutch module.When being switched to next shelves from shelves so that when motor EM can significantly reduce the energy expenditure of clutch C2, this motor EM can play assosting effect.Clutch C2 can be arranged to dog-clutch and/or synchromesh gear (synchromesh).
Above-mentioned driving concept can:
-for rear wheel drive, in the case, output shaft is connected to rear differential by differential gear housing；
-for four-wheel drive, in the case, based on front-wheel configuration (being transversely mounted engine) or trailing wheel configuration (longitudinally mounted engine) quilt；
-be set to include any arbitrary planetary gearsets with brake and clutch；
-combined with all of embodiment of the planetary gearsets with the brake shown in above-mentioned accompanying drawing and clutch；
-it is provided with the possible embodiment of any back gear；And
-it is provided with the possible embodiment of any stop mechanism.
Figure 14 shows the second functional modification M10 of the transmission system of a gear stage in the gear stage and T2 included in T1.Figure 15 and Figure 16 shows the constructive embodiment of this modification of the buncher included in T1.Variator T2 or IF accommodates back gear.The gear of T2 and/or I2 forms this part.
By to brake B energy supply, it is possible to start in the forward and backward directions from halted state.Afterwards, it is impossible to enough load variable-speed motor VAR.When being switched to clutch from brake, driving torque exists.When clutch Guan Bi and brake are opened, still it is not loaded with variable-speed motor VAR.At this moment dog-clutch and/or synchronizer S can be made to disengage and close S1.By again switching back to brake from clutch, it is possible to carry out machine driving by speed change and realize higher gear.Therefore, there are on gear and third gear two and start shelves (drive-off gear), and multiple upper upshift (3-10) can be realized by variable-speed motor VAR.As a result, it is possible to realize the biggest ratio coverage.Additionally, variable-speed motor VAR can be arranged to much smaller pattern (RC between 3 and 4).
Figure 17 shows the 3rd functional modification M11 of the transmission system of a gear stage in the gear stage and T2 included in T1；
Figure 18 shows the 4th functional modification M12 of the transmission system of two gear stage in the gear stage and T2 included in T1；
Figure 19 shows five-function modification M13 of the transmission system of two gear stage in the gear stage and T2 included in T1；
Figure 20 shows the 6th functional modification M14 of the transmission system of two gear stage in the gear stage and T2 included in T1；
Figure 21 shows the 7th functional modification M15 of the transmission system of two gear stage in the gear stage and T2 included in T1；
Figure 22 shows the 8th functional modification M16 of the transmission system of two gear stage in two gear stage and T2 included in T1；
Figure 23 shows the 9th functional modification M17 of the transmission system of two gear stage in two gear stage and T2 included in T1；
Figure 24 shows the tenth functional modification M18 of the transmission system of two gear stage in two gear stage and T2 included in T1；
Figure 25 shows the 11st functional modification M19 of the transmission system of two gear stage in two gear stage and T2 included in T1；
Figure 26 shows the 12nd functional modification M20 of the transmission system of three gear stage in the gear stage and T2 included in T1；
Figure 27 shows the 13rd functional modification M21 of the transmission system of three gear stage in the gear stage and T2 included in T1；
Figure 28 shows the 14th functional modification M22 of the transmission system of three gear stage in the gear stage and T2 included in T1；
Figure 29 shows the tenth five-function modification M23 of the transmission system of three gear stage in the gear stage and T2 included in T1；
Figure 30 shows the 16th functional modification M24 of the transmission system of three gear stage in two gear stage and T2 included in T1；
Figure 31 shows the 17th functional modification M25 of the transmission system of three gear stage in two gear stage and T2 included in T1；
Figure 32 shows the 18th functional modification M26 of the transmission system of three gear stage in two gear stage and T2 included in T1；
Figure 33 shows the 19th functional modification M27 of the transmission system of three gear stage in two gear stage and T2 included in T1；
Figure 34 shows the 20th functional modification M28 of the transmission system of three gear stage in two gear stage and T2 included in T1；
Figure 35, Figure 36 and Figure 37 show constructive embodiment M29 of the 8th to the 12nd modification including a countershaft；
Figure 38 and Figure 39 shows constructive embodiment M30 of the 8th to the 12nd modification including two countershafts；
Figure 40 and Figure 41 also show constructive embodiment M31 of the 8th to the 12nd modification including two countershafts；
Figure 42 and Figure 43 shows constructive embodiment M32 of the 13rd to the 15th modification including two countershafts；
Figure 44 to Figure 51 shows the example of constructive embodiment M33 of the rear wheel drive for including clutch SF and/or S3.The modification with clutch SF (not having S3) described below has the function identical with above-mentioned modification 1 to 7, but the power shaft of transmission system and output shaft are coaxially disposed (having identical axis).This is notably suitable for rear wheel drive vehicle, such as (gently) truck and bus.IF instead of gear stage I22, and SF instead of clutch S22.By extra clutch S3, it is possible to realize extra gear via I1, I2 and SF, without increasing extra gear.
Figure 46 and Figure 47 shows the embodiment of five grades of transmissions, and wherein S1 and S operates by a selector fork, and S2 and SF is also such.
Based on following deceleration, form below-mentioned gear:
Deceleration T1=1.4 (1.0)
Deceleration T2=2.74 (1.96)
Deceleration IF=1.0 (1.4)
First grade 3.84 (brake, S, s2 Guan Bi)
Second gear 2.74 (clutch, s2 close)
Third gear 1.96 (brake, s1 Guan Bi)
Fourth speed 1.4 (clutch, S, s1 Guan Bi)
Fifth speed (brake, S, sf Guan Bi) (clutch, sf close)
Transmitting by changing the moment of torsion between brakes and clutches, can switch over while keeping moment of torsion transmission between first group of (1 to 5) gear, in the case, clutch s1, s2 and S can be switched on or switched off while unloaded.
But, switching between third gear and fourth speed while keeping moment of torsion can be more difficult.In third gear, sf can close so that moment of torsion transmission can be carried out by friction clutch C.Subsequently, by clutch C energy supply, it is possible to application fifth speed.Before fifth speed is synchronized, additionally it is possible to by being switched to S from s1 and closing brake application fourth speed.From the beginning of this situation, easily it is switched to fifth speed by changing to clutch from brake.
Figure 48 and Figure 49 shows the embodiment of six grades of transmissions by the individually operation of S1 and S2.
Based on following deceleration, form below-mentioned gear:
Deceleration T1=1.96
Deceleration T2=3.84
Deceleration IF=1.0
First grade 5.38 (brake, S, s2 Guan Bi)
Second gear 3.84 (clutch, s2 close)
Third gear 2.74 (brake, s1 Guan Bi)
Fourth speed 1.96 (clutch, S, s1 Guan Bi)
Fifth speed 1.4 (brake, S, sf Guan Bi)
Sixth speed 1.0 (clutch, sf close)
Transmit by changing the moment of torsion between brakes and clutches, can switch between first group of (first to the 4th) gear while keeping moment of torsion transmission, in the case, clutch s1, s2 and S can be switched on or switched off while unloaded.
Transmitting by changing the moment of torsion between brakes and clutches, can switch over while keeping moment of torsion transmission between second group of (5 and 6) gear, in the case, clutch s1, s2 and S can be switched on or switched off while unloaded.
But, switching between first and second group while keeping moment of torsion can be more difficult.For this purpose, it has to be possible to connect sf and it is not loaded.But, this can realize by being such as switched to sixth speed from third gear really.In third gear, sf can close so that moment of torsion transmission can be carried out by friction clutch C.Afterwards, it is possible to operate sixth speed by Guan Bi clutch C.Before sixth speed is synchronized, fifth speed can be operated.From the beginning of this situation, any gear in second group can be arrived while keeping moment of torsion.
Figure 50 and 51 shows the embodiment of the seven grades of transmissions formed by adding S3.
Based on following deceleration, form below-mentioned gear:
Deceleration T1=1.96
Deceleration T2=3.84
Deceleration IF=1.0
First grade 5.38 (brake, S, s2, s3 Guan Bi)
Second gear 3.84 (clutch, s2, s3 Guan Bi)
Third gear 2.74 (brake, s1, s3 Guan Bi)
Fourth speed 1.96 (clutch, S, s1, s3 Guan Bi)
Fifth speed 1.4 (brake, S, sf Guan Bi)
Sixth speed 1.0 (clutch, sf close)
Seventh speed 0.71 (brake, s1, s2, sf Guan Bi)
Transmit by changing the moment of torsion between brakes and clutches, can switch between first group of (first to the 4th) gear while keeping moment of torsion transmission, in the case, clutch s, s1, s2 and s3 can be switched on or switched off while unloaded.
Transmit by changing the moment of torsion between brakes and clutches, can switch between second group of (the 5th to the 7th) gear while keeping moment of torsion transmission, in the case, clutch s, s1, s2 and sf can be switched on or switched off while unloaded.
But, switching between first group and second group while keeping moment of torsion can be more difficult.For this purpose, it is necessary to can switch between s3 and sf and it not loaded.But, this can realize by being such as switched to sixth speed from third gear really.In third gear, sf can close, enabling carries out moment of torsion transmission by friction clutch C so that s3 is no longer loaded and can be opened (see constructive embodiment M34 shown in Figure 52).Afterwards, it is possible to apply sixth speed by Guan Bi clutch C.Before sixth speed is synchronized, fifth speed can have also been employed that.From the beginning of this situation, any gear in second group can be arrived while keeping moment of torsion.
In an above-mentioned transmission system, torque-converters TC can be provided with between the power shaft and internal combustion engine of clutch module.See Figure 53.
Additionally, in an above-mentioned transmission system, a clutch service portion can be constructed coaxially around the oily input/out parts of torque-converters.
Additionally, on an above-mentioned transmission system, motor EM can be provided with between the power shaft and internal combustion engine of clutch module.
The present invention is described based on accompanying drawing although above, but it should be seen that, the present invention is never in any form or means are limited to the embodiment shown in accompanying drawing.In the present invention also extends to be covered by the spirit and scope that claims limit but all embodiments different from the embodiment shown in accompanying drawing.
Claims (9)
1. a transmission for a vehicle system, including: power shaft (Min), it is connectable to
Driving source (A)；And output shaft (Mout), it is connectable to load (L), and this change
Speed device system includes:
-clutch module (C), it has: input unit (Cin), be connected to described power shaft and
First output unit (Cout1) and the second output unit (Cout2)；First clutch device (C1), its position
Between described input unit and described first output unit；Second clutch device (C2), it is positioned at institute
State between input unit and described second output unit, and be not positioned at described input unit and described first output unit it
Between；And gear stage device (I), it is between described input unit and described first output unit, and
Not between described input unit and described second output unit；And
-transmission module (T), has: the first input unit (Tin1) and the second input unit (Tin2)
And it is connected to the output unit (T of described output shaftout)；First auxiliary transmission (T1), it is positioned at institute
State between the first input unit and described output unit；And second auxiliary transmission (T2), it is positioned at described
Between second input unit and described output unit, and be not positioned at described first input unit and described output unit it
Between,
First output unit (C of-wherein said clutch moduleout1) it is connected to described transmission module
First input unit (Tin1), and the second output unit (C of described clutch moduleout2) it is connected to institute
State the second input unit (T of transmission modulein1), and
-wherein said first auxiliary transmission (T1) and the second auxiliary transmission (T2) each include and institute
State the input unit of transmission module and power shaft that output unit connects and output shaft, and each include to
A few gear stage (I1, I2), described gear stage between described power shaft and described output shaft,
It is characterized in that, described first clutch device is formed by first clutch (C1), and described
Gear stage device is formed by the master gear level (I) including two pitch wheels.
Transmission system the most according to claim 1, it is characterised in that at least one secondary speed change
Device (T1, T11, T2, T22) include at least one transmission clutch (S1, S11, S2,
S22), described transmission clutch is between the power shaft and output shaft of this auxiliary transmission.
Transmission system the most according to claim 1, it is characterised in that described transmission system
Including interposed clutch (S), described interposed clutch is positioned at two input units of described transmission module
Between, or it is positioned at two output unit (C of described clutch moduleout1、Cout2Between).
Transmission system the most according to claim 3, it is characterised in that described transmission system
Maximum gear ratio be by make driving force via described first clutch device (C1), described in
Between clutch (S) and described second auxiliary transmission (T2) transmission realize, wherein said two pairs
Described second auxiliary transmission in variator has bigger gear ratio.
Transmission system the most according to claim 3, it is characterised in that described transmission system
Minimum gear ratio be by make driving force via described second clutch device (C2), described in
Between clutch (S) and described first auxiliary transmission (T1) transmission realize, wherein said two pairs
Described first auxiliary transmission in variator has less gear ratio.
Transmission system the most according to claim 3, it is characterised in that described transmission system
Including intermediate gear stages (I "), described intermediate gear stages is positioned at two input units of described transmission module
Between, or between two output units of described clutch module, and it is connected to described centre
Clutch (S).
Transmission system the most according to claim 1, it is characterised in that described transmission module
Two described input units and output unit be coaxial.
Transmission system the most according to claim 1, it is characterised in that at described variator mould
There is direct clutch (SF), in order to by described second defeated between second input unit and the output unit of block
Enter portion and be connected directly to described output unit.
Transmission system the most according to claim 1, it is characterised in that the described first secondary speed change
Device (T1) includes buncher.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610641064.9A CN106195190B (en) | 2011-10-18 | 2011-12-20 | Transmission system and the method for changing transmission ratio |
Applications Claiming Priority (7)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| NL2007613 | 2011-10-18 | ||
| NL2007613 | 2011-10-18 | ||
| NL2007625 | 2011-10-20 | ||
| NL2007625 | 2011-10-20 | ||
| NL2007939 | 2011-12-09 | ||
| NL2007939 | 2011-12-09 | ||
| PCT/NL2011/050862 WO2012112028A2 (en) | 2010-12-17 | 2011-12-20 | Transmission system, as well as method for changing a first gear ratio |
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| Application Number | Title | Priority Date | Filing Date |
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| CN201610641064.9A Division CN106195190B (en) | 2011-10-18 | 2011-12-20 | Transmission system and the method for changing transmission ratio |
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| CN103459894B true CN103459894B (en) | 2016-09-14 |
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| CN201610641064.9A Active CN106195190B (en) | 2011-10-18 | 2011-12-20 | Transmission system and the method for changing transmission ratio |
| CN201180067828.3A Active CN103459894B (en) | 2011-10-18 | 2011-12-20 | transmission system |
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Families Citing this family (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104685261B (en) * | 2012-07-24 | 2018-03-23 | Dti集团有限公司 | Transmission system |
| DE102016002220A1 (en) * | 2016-02-25 | 2017-08-31 | GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) | Automotive powertrain |
| JP2019158075A (en) * | 2018-03-15 | 2019-09-19 | トヨタ自動車株式会社 | Automatic transmission |
| JP7091892B2 (en) * | 2018-07-06 | 2022-06-28 | スズキ株式会社 | Vehicle transmission |
| DE102019206979A1 (en) * | 2019-05-14 | 2020-11-19 | Deere & Company | Powershift transmission for agricultural machinery |
| BE1027844B1 (en) * | 2019-12-11 | 2021-07-12 | Punch Powertrain Psa E Trans Nv | Transmission system for a vehicle |
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| EP1209017A2 (en) * | 2000-11-24 | 2002-05-29 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission device for hybrid vehicle |
| CN1802272A (en) * | 2003-05-08 | 2006-07-12 | Dti集团有限公司 | Transmission system, in particular for a motor vehicle |
| CN101061013A (en) * | 2004-10-20 | 2007-10-24 | Dti集团有限公司 | Drive and transmission module with a layout adapted for a vehicle |
| CN101149093A (en) * | 2006-09-18 | 2008-03-26 | 通用汽车环球科技运作公司 | Multi-speed transmission |
| CN101189449A (en) * | 2005-04-08 | 2008-05-28 | Dti集团有限公司 | Drive for a vehicle, in particular a lorry |
| DE102008030516A1 (en) * | 2007-12-17 | 2009-06-18 | Hyundai Motor Company | Automatic transmission of a vehicle |
| CN101779060A (en) * | 2007-06-15 | 2010-07-14 | 麦格纳动力系有限公司 | Dual clutch transmission with planetary gearset |
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- 2011-12-20 CN CN201180067828.3A patent/CN103459894B/en active Active
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|---|---|---|---|---|
| EP1209017A2 (en) * | 2000-11-24 | 2002-05-29 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission device for hybrid vehicle |
| CN1802272A (en) * | 2003-05-08 | 2006-07-12 | Dti集团有限公司 | Transmission system, in particular for a motor vehicle |
| CN101061013A (en) * | 2004-10-20 | 2007-10-24 | Dti集团有限公司 | Drive and transmission module with a layout adapted for a vehicle |
| CN101189449A (en) * | 2005-04-08 | 2008-05-28 | Dti集团有限公司 | Drive for a vehicle, in particular a lorry |
| CN101149093A (en) * | 2006-09-18 | 2008-03-26 | 通用汽车环球科技运作公司 | Multi-speed transmission |
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| DE102008030516A1 (en) * | 2007-12-17 | 2009-06-18 | Hyundai Motor Company | Automatic transmission of a vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| CN103459894A (en) | 2013-12-18 |
| CN106195190B (en) | 2019-06-18 |
| CN106195190A (en) | 2016-12-07 |
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Effective date of registration: 20210120 Address after: St. treden, Belgium Patentee after: PUNCH POWERTRAIN N.V. Address before: Einhofen, the Netherlands Patentee before: DTI Group B.V. |