CN104364559A - Transmission for a motor vehicle - Google Patents
Transmission for a motor vehicle Download PDFInfo
- Publication number
- CN104364559A CN104364559A CN201380031073.0A CN201380031073A CN104364559A CN 104364559 A CN104364559 A CN 104364559A CN 201380031073 A CN201380031073 A CN 201380031073A CN 104364559 A CN104364559 A CN 104364559A
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- China
- Prior art keywords
- gear
- input shaft
- speed
- train
- gearings
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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
- 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
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
- B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/08—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels using fluid or powdered medium
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
- B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
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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
- 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
- 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
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
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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
- F16H3/091—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 including a single countershaft
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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
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Structure Of Transmissions (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
A transmission system for a motor vehicle, comprising: - a double clutch main gear unit ( 10) comprising two input shafts (11,12), an output shaft (5) and one or a plurality of layshafts (13, 14), - an output shaft (5), - a range gear unit (30), - a bypass shaft (50), by means of which at least one of the input shafts is connectable to the output shaft to establish a torque transfer path from said input shaft to the output shaft without passing through the range gear unit during a shifting of gears in the range gear unit, wherein said layshafts and the bypass shaft are mutually non-coaxial, - a first gear train (K1 ) for transferring torque from said input shaft to the bypass shaft, wherein said gear train comprises a first gearwheel (K1 a) arranged on said input shaft and a second gearwheel (K1 b) arranged on the bypass shaft, and - a second gear train (K2) for transferring torque from the bypass shaft to the output shaft, wherein said gear train comprises a first gearwheel (K2a) arranged on the bypass shaft and a second gearwheel (K2b) arranged on the output shaft.
Description
Technical field
The present invention considers a kind of speed variator system for motor vehicle of preamble according to claim 1.
Background technique
Heavy motor vehicles (such as goods stock, tractor and bus) is equipped with auto-manual transmission usually, and described auto-manual transmission can be regulated by vehicle driver via electric controller by means of the actuator being the forms such as shift level.Vehicle driver can desired by him make the transforming gear in speed changer by actuate manual or make the suitable gear of electric controller automatically in processing selecting speed changer.In both cases, controlled, and depend on each gear during gear-change operation transforming gear in the transmission in the mode of pre-programmed by electric controller, gear shift will be carried out between described each gear.
Auto-manual transmission is equipped with main variable-speed unit, and described main variable-speed unit comprises main shaft and the countershaft with main axis parallel, and is usually also equipped with scope variable-speed unit, and described scope variable-speed unit can be adjusted to the setting of low scope speed change and the setting of high scope speed change.Main shaft can be connected to the input shaft of speed changer via countershaft, and is connected to the output shaft of speed changer via scope variable-speed unit.Scope variable-speed unit realizes higher gear ratio than in low scope speed change setting in high scope speed change setting.Switching between low scope speed change setting and high scope speed change set is carried out by means of the coupling device be bonded in scope variable-speed unit.Necessary in scope variable-speed unit during the gear shift of torque-interrupt between low scope speed change setting and high scope speed change set, to make the synchronization of two coupling elements that must non-rotatably engage each other during gear-change operation.
Term " countershaft " relates to an axle in this specification and ensuing claim, and described axle is designed to main shaft torque be delivered to from input shaft main variable-speed unit.
Develop so-called double clutch gearbox to prevent torque-interrupt.Double clutch gearbox has the first input shaft and the second input shaft, and described first input shaft can be connected to the live axle of motor by means of first clutch, and described second input shaft can be connected to the live axle of motor by means of second clutch.First group of transmission of torque path can be established via the first input shaft with the gear ratio different mutually between the live axle of motor and the main shaft of main variable-speed unit, and second group of transmission of torque path can be set up via the second input shaft with the gear ratio different mutually between the live axle of motor and the main shaft of main variable-speed unit.Two input shafts are alternately connected to the live axle of motor via described first and second clutches, and two groups of different transmission of torque paths thus can be utilized one by one in an alternating fashion.Thus can shift up step by step and downshift in main variable-speed unit when there is not torque-interrupt, namely do not interrupt in the transmission of torque between the live axle and the output shaft of speed changer of motor.
Double clutch gearbox can be designed to have two countershafts, such as describes in such as US2006/0025272 A1, or has single countershaft, such as describes in such as WO 2011/069526A1.In order to torque-interrupt can also be avoided during the gear shift of transforming gear in the scope variable-speed unit relating to double clutch gearbox, developed following solution, described solution makes it possible to by means of countershaft and the bypass axle that is connected to countershaft when without setting up the transmission of torque path extending to output shaft from an input shaft when scope variable-speed unit.Described bypass axle thus walk around scope variable-speed unit during making it possible to the transforming gear in scope variable-speed unit.When in the most high tap position of vehicle at low scope variable-speed unit by driving time, the first input shaft is connected to the live axle of motor and is connected in transmission of torque mode with output shaft via scope variable-speed unit, and the second input shaft is disengaged with the live axle of motor.When carrying out from the most high tap position in low scope variable-speed unit to the shift-up of the lowest gear in high scope variable-speed unit, described second input shaft is connected in transmission of torque mode with output shaft via bypass axle, and next this input shaft is connected to the live axle of motor while described first input shaft is disengaged with the live axle of motor.In a state in which, after scope variable-speed unit is unloaded, the gear shift being set to the setting of high scope speed change from low scope speed change in scope variable-speed unit is carried out while being established from the first input shaft be now disengaged to the transmission of torque path of main shaft, and described main shaft corresponds to the lowest gear in the setting of high scope speed change.Next described first input shaft is connected to the live axle of motor while described second input shaft is disengaged with the live axle of motor.Described process when with set from high scope speed change in lowest gear set to low scope speed change in the downshift of most high tap position relevant be inverted.
goal of the invention
The object of the invention is the speed variator system with novelty and expedients realizing a kind of type described above.
Summary of the invention
Be implemented by means of the speed changer of the feature represented defined in claim 1 according to the present invention in front object.
Speed variator system according to the present invention comprises:
The main variable-speed unit of-double clutch, it comprises:
Two coaxial mutually input shafts,
Main shaft, and
One or more countershaft, wherein each countershaft is equipped with and at least one gear of the gears meshing be arranged on any input shaft and the second gear with the gears meshing be arranged on main shaft,
-for being alternately coupled in the coupling device in described input shaft,
-output shaft,
-scope variable-speed unit, it can be adjusted in the setting of low scope speed change and the setting of high scope speed change, and wherein the main shaft of main variable-speed unit is connected to output shaft via scope variable-speed unit,
-bypass axle, at least one in input shaft can be connected to during output shaft is set to the setting of high scope speed change with the gear in scope variable-speed unit from low scope speed change or is set to the conversion of low scope speed change setting from high scope speed change without the transmission of torque path set up when scope variable-speed unit from described input shaft to output shaft by means of described bypass axle, and described one or more countershaft and bypass axle are not coaxial mutually
-for torque to be delivered to the first train of gearings of bypass axle from an input shaft, wherein said first train of gearings comprises the first gear be arranged on described input shaft and the second gear be arranged on bypass axle, and
-for torque to be delivered to the second train of gearings of output shaft from bypass axle, wherein said second train of gearings comprises the first gear be arranged on bypass axle and the second gear be arranged on output shaft.
Solution according to the present invention makes it possible to walk around scope variable-speed unit in a simple manner decoupled and thus the scope variable-speed unit of making enters unloaded state and without the need to using from the countershaft of main variable-speed unit.The suitable velocity ratio that velocity ratio between corresponding input shaft and bypass axle thus can be configured to realizes in transmission of torque path, scope variable-speed unit by means of described transmission of torque path is bypassed without the need to considering the suitable velocity ratio between countershaft and input shaft for each gear in main variable-speed unit.More specifically, velocity ratio in bang path should substantially be in the velocity ratio that obtains from the most high tap position the setting of low scope speed change and high scope speed change set in lowest gear in the centre of velocity ratio that obtains, scope variable-speed unit is bypassed by means of described transmission of torque path.Under such velocity ratio, bypass axle will provide extra gear range, the soft transitions between the lowest gear during the most high tap position during described extra gear range provides low scope speed change to set and high scope speed change set.Utilize the bypass solution describing type in WO 2011/069526A1, wherein scope variable-speed unit is bypassed via the transmission of torque path of the countershaft through main variable-speed unit, will be difficult in practice design speed variator system by this way, described suitable velocity ratio is implemented in bypass transmission of torque path, because the velocity ratio be suitable between input shaft and countershaft in this case, must be considered.
According to an embodiment of the invention, speed variator system comprises retarder, described retarder represents input shaft, wherein bypass axle connects and maybe can be connected to the input shaft of retarder, thus to allow to set up from an input shaft via the second transmission of torque path of bypass axle to the first transmission of torque path of input shaft of retarder and the input shaft from output shaft to retarder.Thus the input shaft of retarder can be allowed in transmission of torque mode with an input shaft or be connected with output shaft, depend in these alternative which produce the maximum speed of the input shaft of retarder.The braking force of retarder increases along with the rotating speed increase of the input shaft of retarder.In the range state with transmission ratio, therefore the input shaft of retarder can be best with the alternative that transmission of torque mode is connected with an input shaft, and in the range state with low gear ratio, the input shaft of retarder can be best with the alternative that transmission of torque mode is connected with output shaft.
According to another implementation of the invention, the input shaft of bypass axle and retarder is coaxial mutually, and bypass axle is non-rotatably connected with the input shaft of retarder, or non-rotatably can engage with the input shaft of retarder by means of coupling devices.Retarder thus can be integrated in speed variator system in conserve space mode.
Other favorable characteristics according to speed variator system of the present invention are described in dependent claims and following embodiment.
Accompanying drawing explanation
The present invention will be described in more detail by means of illustrative embodiments and with reference to accompanying drawing, and described accompanying drawing illustrates:
Fig. 1 is the block diagram of speed variator system according to first embodiment of the invention,
Fig. 2 is included in the front schematic view according to the parts in the speed variator system of Fig. 1,
Fig. 3 is the sectional view along the line A-A in Fig. 2,
Fig. 4 is the sectional view along the line B-B in Fig. 2,
Fig. 5 a is the schematic diagram in the transmission of torque path in the range state with the most high tap position in the setting of low scope speed change by the main variable-speed unit of the speed variator system according to Fig. 1-4 and scope variable-speed unit,
Fig. 5 b is the schematic diagram by the main variable-speed unit of the speed variator system according to Fig. 1-4 and the transmission of torque path in the range state with the lowest gear in the setting of high scope speed change of scope variable-speed unit,
Fig. 6 is the block diagram of speed variator system second embodiment of the invention,
Fig. 7 is the block diagram of the speed variator system according to the 3rd mode of execution of the present invention,
Fig. 8 is the block diagram of the speed variator system according to the 4th mode of execution of the present invention, and
Fig. 9 is the block diagram of the speed variator system according to the 5th mode of execution of the present invention.
Embodiment
Fig. 1 and 6-9 shows the speed variator system 1 for motor vehicle according to each mode of execution of the present invention in high-level schematic mode.Be included in and be schematically depicted in more detail in figs. 2-5 according to the some parts in the speed variator system 1 of mode of execution demonstrated in Figure 1.
Speed variator system 1 comprises the main variable-speed unit 10 of double clutch and scope variable-speed unit 30.Main variable-speed unit 10 comprises the first parallel to each other and coaxial input shaft 11 and the second input shaft 12.First input shaft 11 extends axially through the second input shaft 12, described second input shaft thus be provided in outer peripheral around the first input shaft 11.Speed variator system 1 also comprises the coupling device 40 for being alternately coupled in two input shafts 11,12.Input shaft 11,12 can alternately be connected to by means of described coupling device 40 live axle 2 driving motor 3.Coupling device 40 comprises the first coupling devices 41, first input shaft 11 can be connected with live axle 2 in transmission of torque mode by means of described first coupling devices and be disengaged, coupling device also comprises the second coupling devices 42, second input shaft 12 and can be connected with live axle 2 in transmission of torque mode by means of described second coupling devices and be disengaged.
Main variable-speed unit 10 also comprises the first countershaft 13, second countershaft 14 and main shaft 15.Two countershafts 13,14 parallel to each other and parallel with main shaft 15 with two input shafts 11,12.In the embodiment shown, main shaft 15 and the first input shaft 11 coaxial mutually.Main shaft 15 can be connected to two input shafts 11,12 via countershaft 13,14, and main shaft 15 is connected to the output shaft 5 of speed variator system 1 via scope variable-speed unit 30.
Scope variable-speed unit 30 can be adjusted to the setting of low scope speed change and the setting of high scope speed change by means of the coupling device 31 be included in scope variable-speed unit, described coupling device can be equipped with the lockout member of known type.
In shown mode of execution, main variable-speed unit 10 and scope variable-speed unit 30 are positioned in public gear-box case 7, but described main variable-speed unit and scope variable-speed unit can alternatively eachly be positioned in the gear-box case of himself.First input shaft 11 is rotatably installed through bearing relative to the second input shaft 12, and the second input shaft 12 and output shaft 5 are rotatably installed through bearing relative to gear-box case 7 and given prominence to from the opposite ends of gear-box case.Countershaft 13,14 and main shaft 15 are also rotatably installed through bearing relative to gear-box case 7.Each axle 5,11-15 rotatably install through bearing by means of bearing, and for clarity sake, described bearing is not shown in Fig. 1 and 6-9.
At least one in input shaft 11,12 can be connected to the output shaft 5 of speed changer by means of bypass axle 50, so as the gear in scope variable-speed unit 30 be set to the setting of high scope speed change from low scope speed change or be set to the conversion of low scope speed change setting from high scope speed change during without the transmission of torque path set up when scope variable-speed unit 30 from described input shaft to output shaft 5.Bypass axle 50 is parallel to countershaft 13,14 and extends and be configured to relative to countershaft lateral displacement.Bypass axle 50 thus coaxially do not arrange relative to each countershaft 13,14.Bypass axle 50 also extends abreast with main shaft 15 and is configured to relative to main shaft lateral displacement.Bypass axle 50 thus also coaxially do not arrange relative to main shaft 15.Bypass axle 50 and countershaft 13,14 do not extend in common plane, and therefore bypass axle 50 indicates by means of the dotted line in Fig. 1 and 6-9.Bypass axle 50 is rotatably installed through bearing relative to gear-box case 7.
In shown mode of execution, aforementioned first input shaft 11 can be connected to output shaft 5 via bypass axle 50.But example as an alternative, the second input shaft 12 can be connected to output shaft 5 via bypass axle 50.As additional alternative, both input shafts 11,12 can be connected to output shaft 5 alternatively via bypass axle 50.
Speed variator system 1 comprises the first train of gearings K1 for torque to be delivered to bypass axle 50 from an input shaft 11.Described first train of gearings K1 comprises the first gear K1a be arranged on described input shaft 11 and the second gear K1b be arranged on bypass axle 50.Speed variator system 1 also comprises the second train of gearings K2 for torque to be delivered to output shaft 5 from bypass axle 50.Described second train of gearings K2 comprises the first gear K2a be arranged on bypass axle 50 and the second gear K2b be arranged on output shaft 5.
In the mode of execution shown in Fig. 1,7,8 and 9, described first and second gear K1a, K1b of described first train of gearings K1 directly engage mutually, and described first and second gear K2a, K2b of described second train of gearings K2 also directly engage mutually.Example as an alternative, first and second gear K1a, K1b in the first train of gearings K1 can be connected to each other in transmission of torque mode via one or more intermediate gear as first and second gear K2a, K2b in the second train of gearings K2.Fig. 6 shows a mode of execution, wherein intermediate gear K1c be arranged in the first train of gearings K1 between first and second gear K1a, K1b, and wherein the second intermediate gear K2c be arranged in the second train of gearings K2 between first and second gear K2a, K2b.Corresponding intermediate gear K1c, K2c are rotatably arranged by being rotatably arranged on through bearing on the axle 17,18 that is non-rotatably connected with gear-box case 7, or rotatably arrange by being non-rotatably arranged on the axle rotatably installed through bearing relative to gear-box case 7.
In shown mode of execution, the second gear K1b in first train of gearings K1 and the first gear K2a in the second train of gearings K2 is non-rotatably arranged on bypass axle 50, and the first gear K1a in the first train of gearings K1 to be rotatably arranged on input shaft 11 and the second gear K2b in the second train of gearings K2 is rotatably arranged on output shaft 5 through bearing through bearing.In this case, the first gear K1a of the first train of gearings K1 non-rotatably can engage with input shaft 11 by means of the coupling devices 16 be arranged on described input shaft, and the second gear K2b in the second train of gearings K2 non-rotatably can engage with output shaft 5 by means of the coupling devices 6 be arranged on output shaft.Each corresponding coupling devices 6,16 can such as be made up of the conventional synchronous coupling of known type or the coupling of paul pawl coupling or other suitable types.By means of coupling devices 6,16 the first gear K1a in first train of gearings K1 to be engaged with input shaft 11 in transmission of torque mode and the second gear K2b of the second train of gearings K2 to be engaged with output shaft 5 in transmission of torque mode and set up from input shaft 11 via the transmission of torque path of bypass axle 50 to output shaft 5.
In shown mode of execution, the gear K1a in the first train of gearings K1 and the gear K2b in the second train of gearings K2 is arranged separatably by means of respective coupling devices 16,6.But, be sufficient that allow the only gear in any one in described train of gearings K1, K2 to be arranged separatably by means of coupling devices.A described only gear also can be made up of any one in gear K1b, K2a of being arranged on bypass axle 50 certainly.
Connection between input shaft 11,12 and countershaft 13,14 and the connection between countershaft 13,14 and main shaft 15 can be set up by means of multiple train of gearings K3-K9, and described multiple train of gearings limits different gear ratio in main variable-speed unit 10.In shown mode of execution, speed variator system 1 comprises:
-for torque to be delivered to the 3rd train of gearings K3 of the first countershaft 13 from the first input shaft 11,
-for torque to be delivered to the 4th train of gearings K4 of the second countershaft 14 from the first input shaft 11,
-for torque to be delivered to the 5th train of gearings K5 of the first countershaft 13 from the second input shaft 12,
-for torque to be delivered to the 6th train of gearings K6 of the second countershaft 14 from the second input shaft 12,
-for torque to be delivered to the 7th train of gearings K7 of main shaft 15 from the first countershaft 13,
-for torque to be delivered to the octadentate train K8 of main shaft 15 from the second countershaft 14, and
-for torque to be delivered to the 9th train of gearings K9 of main shaft 15 from the first countershaft 13.
In shown mode of execution, direct connection also can be set up between the first input shaft 11 and main shaft 15 by means of the coupling devices 16 be arranged on the first input shaft 11.
Described third and fourth train of gearings K3, K4 comprise the public first gear K34a be non-rotatably arranged on the first input shaft 11.3rd train of gearings K3 comprises the second gear K3b be rotatably arranged on through bearing on the first countershaft 13.Described gear K3b engages with described first gear K34a and non-rotatably can engage with the first countershaft 13 by means of the first coupling devices 19 be arranged on the first countershaft.4th train of gearings K4 comprises the second gear K4b be rotatably arranged on through bearing on the second countershaft 14.Described gear K4b engages with described first gear K34a and non-rotatably can engage with the second countershaft 14 by means of the coupling devices 20 be arranged on the second countershaft.
Described 5th and the 6th train of gearings K5, K6 comprise the public first gear K56a be non-rotatably arranged on the second input shaft 12.5th train of gearings K5 comprises the second gear K5b be rotatably arranged on through bearing on the first countershaft 13.Described gear K5b engages with described first gear K56a and non-rotatably can engage with the first countershaft 13 by means of the second coupling devices 21 be arranged on the first countershaft.6th train of gearings K6 comprises the second gear K6b be rotatably arranged on through bearing on the second countershaft 14.Described gear K6b engages with described first gear K56a and non-rotatably can engage with the second countershaft 14 by means of the coupling devices 20 be arranged on the second countershaft.
Described 7th gear K7 comprises the first gear K7a be non-rotatably arranged on the first countershaft 13 and the second gear K7b be rotatably arranged on through bearing on main shaft 15.Described gear K7b engages with described first gear K7a and non-rotatably can engage with main shaft 15 by means of the coupling devices 22 be arranged on main shaft.
Described octadentate train K8 comprises the first gear K8a of being non-rotatably arranged on the second countershaft 14 and is non-rotatably arranged on the second gear K8b engaged on main shaft 15 and with described first gear K8a.
Described 9th train of gearings K9 comprises the first gear K9a be non-rotatably arranged on the first countershaft 13, is rotatably arranged on the second gear K9b on main shaft 15 and middle 3rd gear K9c through bearing.First and second gear K9a, K9b are connected to each other in transmission of torque mode via the 3rd gear K9c.Second gear K9b non-rotatably can engage with main shaft 15 by means of the coupling devices 22 be arranged on main shaft 22.3rd gear K9c is rotatably arranged by being non-rotatably arranged on the axle 23 rotatably installed through bearing relative to gear-box case 7, or by be rotatably arranged on through bearing be non-rotatably connected to gear-box case 7 axle on and rotatably arrange.9th gear K9 forms reverse gear.
Each corresponding coupling devices 19-22 can such as be made up of the conventional synchronous coupling of known type or the coupling of paul pawl coupling or other suitable types.
Alternatively can comprise having according to speed variator system of the present invention and to be less than or more than the main axle unit of nine train of gearings.The main variable-speed unit of the double clutch only with a countershaft alternatively can also be comprised according to speed variator system of the present invention.In addition, the same gear in any one in input shaft 11,12 can engage with the gear in the gear on bypass axle 50 and countershaft 13,14.
First group of transmission of torque path with gear ratio different mutually can be set up between the live axle 2 and the main shaft 15 of main variable-speed unit of motor via the first input shaft 11 and train of gearings K3, K4, K7 and K8, and second group of transmission of torque path with gear ratio different mutually can be set up between the live axle 2 and main shaft 15 of motor via the second input shaft 12 and train of gearings K5, K6, K7 and K8.Two groups of transmission of torque paths can by being alternately connected to the live axle 2 of motor by two input shafts 11,12 and being alternately utilized.This makes it possible to shift up step by step and downshift in main variable-speed unit 10 when there is not torque-interrupt, does not namely interrupt in the transmission of torque between the live axle 2 and the output shaft 5 of speed changer of motor.
In shown mode of execution, scope variable-speed unit 30 comprises planetary pinion 30, and described planetary pinion has sun gear 33, planet wheel 34 and gear ring 35.Planet wheel 34 is around sun gear 33 and engage with sun gear, and gear ring 35 engages around planet wheel 34 with planet wheel.Sun gear 33 is non-rotatably connected to main shaft 15.Planet wheel 34 is rotatably arranged in planetary wheel carrier 36 through bearing, and described planetary wheel carrier is non-rotatably connected to the output shaft 5 of speed changer.Gear ring 35 represents internal tooth, and gear ring is by means of described internal tooth engagement planet wheel 34.Gear ring 35 can axially displacement and form coupling elements, and scope variable-speed unit 30 can be adjusted to the setting of low scope speed change by means of described coupling elements and high scope speed change sets.
By displacement in a first direction, gear ring 35 non-rotatably can engage with the first coupling elements 37 being non-rotatably connected to gear-box case 7, and result to prevent gear ring 35 from rotating.In this low scope speed change setting, planet wheel 34 rotates relative to sun gear 33 and gear ring 35 together with planetary wheel carrier 36, and output shaft 5 rotates with the rotating speed lower than main shaft 15.
By in the opposite direction top offset, gear ring 35 non-rotatably can engage with the second coupling elements 38 being non-rotatably connected to main shaft 15, and gear ring 35 will rotate together with main shaft 15.In this high scope speed change setting, prevent planet wheel 45 and planetary wheel carrier 36 from rotating relative to sun gear 33 and gear ring 35, and therefore output shaft 5 will rotate with the rotating speed identical with main shaft 15.
Example as an alternative, gear ring 35 can axially fix and engage with coupling axle sleeve, described coupling axle sleeve around gear ring and can axially displacement so that gear shift between described low scope speed change sets and high scope speed change sets in scope variable-speed unit 30.
Bypass axle 50 crosses planetary pinion 32 radially and extend at planet gear exterior.
Fig. 5 a shows by the transmission of torque path V1 under the range state in the most high tap position of low scope speed change setting of the main variable-speed unit 10 of the speed variator system 1 according to Fig. 1-4 and scope variable-speed unit 30.In the configuration, the live axle 2 of motor is connected with output shaft 5 in transmission of torque mode with planetary wheel carrier 36 via the second input shaft 12, the 5th train of gearings K5, the first countershaft 13, the 7th train of gearings K7, main shaft 15, sun gear 33, planet wheel 34.When occurring from this range state to the shift-up of next range state, the first gear K1a in first train of gearings K1 is non-rotatably connected with the first input shaft 11 and the second gear K2b in the second train of gearings K2 is non-rotatably connected with output shaft 5, to make to set up from the first input shaft 11 via the first train of gearings K1, bypass axle 50 and the second train of gearings K2 transmission of torque path V2 (see Fig. 4) to output shaft 5.Next first input shaft 11 is connected with the live axle 3 of motor in transmission of torque mode while the second input shaft 12 is disengaged with the live axle of motor.Planetary pinion 32 is unloaded in this range state.When occurring from this gear to the shift-up of next gear, the gear shift being set to the setting of high scope speed change from low scope speed change in scope variable-speed unit 30 occurs by means of the displacement of gear ring 35, to make to set up from the second input shaft 12 be disengaged via the 5th train of gearings K5, the first countershaft 13, the 7th train of gearings K7, main shaft 5 and the planetary pinion 32 transmission of torque path V3 (see Fig. 5 b) to output shaft 5, described next gear corresponds to the lowest gear in the setting of high scope speed change.Next second input shaft 12 is connected with the live axle 2 of motor in transmission of torque mode while the first input shaft 11is is disengaged with the live axle of motor.Described process when with set from high scope speed change in lowest gear set to low scope speed change in the downshift of most high tap position relevant be inverted.
Because utilize coupling devices 41,42 to perform the conversion between aforementioned and follow-up range state, therefore these conversion can occur when there is not torque-interrupt.
First and second train of gearings K1 and K2 design by this way, make the gear ratio for transmission of torque path V2 demonstrated in Figure 4 substantially be in the gear ratio of the transmission of torque path V1 for showing in Fig. 5 a and the centre of the gear ratio of the transmission of torque path V3 for showing in Fig. 5 b, scope variable-speed unit 30 is bypassed via described transmission of torque path V2.
In mode of execution shown in figures 7-9, bypass axle 50 connects the input shaft 61 that maybe can be connected to retarder 60, and described retarder forms so-called auxiliary brake.This retarder 60 can be the hydraulic type retarder of the rotatable part had in impeller form, or has the retarder of the rotatable part in rotor configurations.Rotatable part is non-rotatably connected to the input shaft 61 of retarder.When rotatable part rotates, the rotating speed that retarder 60 produces along with rotatable part increases and the braking force of increase.
In the mode of execution that Fig. 7 and 8 shows, the input shaft 61 of bypass axle 50 and retarder is coaxial mutually.According in the mode of execution of Fig. 7, bypass axle 50 is non-rotatably connected to the input shaft 61 of retarder, and the input shaft 61 of retarder forms the extension of bypass axle 50.According in the mode of execution of Fig. 8, bypass axle 50 non-rotatably can join the input shaft 61 of retarder to via coupling devices 62.This coupling devices can such as be made up of the conventional synchronous coupling of known type or the coupling of friction disk type coupling or other suitable types.
In mode of execution shown in fig .9, the input shaft 61 of bypass axle 50 and retarder is connected to each other in transmission of torque mode via aforementioned second train of gearings K2.In this case, gear K2c is non-rotatably arranged on the input shaft 61 of retarder, and described gear K2c engages with the second gear K2b in the second train of gearings K2.
In mode of execution shown in figures 7-9, the first transmission of torque path of the input shaft 61 from input shaft 11 to retarder can be set up via the first train of gearings K1 and bypass axle 50, and the second transmission of torque path of the input shaft 61 from output shaft 5 to retarder can be set up via the second train of gearings K2.When expecting to carry out braking maneuver from retarder 60, the input shaft 61 of retarder can by means of the coupling devices 16 be arranged on input shaft 11 be arranged on coupling devices 6 on output shaft 5 and be connected with input shaft 11 or with output shaft 5 in transmission of torque mode, produce the maximum speed of input shaft 61 under depending on which in these alternative existing gear ratio between input shaft 11 and output shaft 5, and thus produce the highest braking force.
Speed variator system according to the present invention is particularly suitable for using in heavy vehicle (such as example bus, tractor or goods stock).
The present invention is limited in front mode of execution certainly never in any form, and the various possible remodeling of described mode of execution should be obvious to those skilled in the art when not departing from basic thought limited in the following claims of the present invention by contrast.
Claims (10)
1., for a speed variator system for motor vehicle, comprising:
The main variable-speed unit of-double clutch (10), it comprises:
Two input shafts (11,12) coaxial mutually,
Main shaft (15), and
One or more countershaft (13,14), wherein each corresponding countershaft (13,14) is equipped with and the gear (K34a on that is arranged in input shaft (11,12), K56a) at least one gear (K3b, K4b, K5b, K6b) engaged and with the gear (K7b be arranged on main shaft (15), K8b) the second gear (K7a, K8a) engaged
-for being alternately coupled in the coupling device (40) in described input shaft (11,12),
-output shaft (5),
-scope variable-speed unit (30), it can be adjusted to the setting of low scope speed change and the setting of high scope speed change, wherein the main shaft (15) of main variable-speed unit is connected to output shaft (5) via scope variable-speed unit (30), and
-bypass axle (50), at least one in input shaft (11,12) can be connected to during output shaft (5) is set to the setting of high scope speed change with the gear in scope variable-speed unit from low scope speed change or is set to the conversion of low scope speed change setting from high scope speed change without the transmission of torque path set up scope variable-speed unit (30) from described input shaft to output shaft (5) by means of described bypass axle
It is characterized in that:
-described one or more countershaft (13,14) and bypass axle (50) are not coaxial mutually,
-speed variator system (1) comprises the first train of gearings (K1), described first train of gearings is used for torque to be delivered to bypass axle (50) from an input shaft (11), wherein said first train of gearings (K1) comprises the first gear (K1a) be arranged on described input shaft (11) and the second gear (K1b) be arranged on bypass axle (50), and
-speed variator system (1) comprises the second train of gearings (K2), described second train of gearings is used for torque to be delivered to output shaft (5) from bypass axle (50), and wherein said second train of gearings (K2) comprises the first gear (K2a) be arranged on bypass axle (50) and the second gear (K2b) be arranged on output shaft (5).
2. speed variator system according to claim 1, is characterized in that:
-speed variator system (1) comprises retarder (60), and described retarder represents input shaft (61), and
-bypass axle (50) is connected to the input shaft (61) that maybe can be connected to retarder, thus to allow to set up from input shaft (11) via the second transmission of torque path of bypass axle (50) to the first transmission of torque path of the input shaft (61) of retarder and the input shaft (61) from output shaft (5) to retarder.
3. speed variator system according to claim 2, it is characterized in that, the input shaft (61) of bypass axle (50) and retarder is coaxial mutually, wherein bypass axle (50) is non-rotatably connected to the input shaft (61) of retarder, or non-rotatably can engage with the input shaft (61) of retarder via coupling devices (62).
4. the speed variator system according to any one of claim 1-3, is characterized in that:
Described first and second gears (K1a, K1b) in-described first train of gearings (K1) are engaged with each other, and
Described first and second gears (K2a, K2b) in-described second train of gearings (K2) are engaged with each other.
5. speed variator system as claimed in one of claims 1-4, it is characterized in that, described first gear (K1a) in described first train of gearings (K1) is rotatably arranged on an input shaft (11) through bearing, and described gear (K1a) non-rotatably can engage with described input shaft (11) by means of the coupling device (16) be arranged on input shaft.
6. speed variator system according to claim 5, is characterized in that, described second gear (K1b) in described first train of gearings (K1) is non-rotatably arranged on bypass axle (50).
7. the speed variator system according to any one of claim 1-6, it is characterized in that, described second gear (K2b) in described second train of gearings (K2) is rotatably arranged on output shaft (5) through bearing, and wherein said gear (K2b) non-rotatably can engage with output shaft (5) by means of the coupling devices be arranged on output shaft (6).
8. speed variator system according to claim 7, is characterized in that, described first gear (K2a) in described second train of gearings (K2) is non-rotatably arranged on bypass axle (50).
9. the speed variator system according to any one of claim 1-8, it is characterized in that, scope variable-speed unit (30) comprises planetary pinion (32), and main shaft (15) is non-rotatably connected to the sun gear (33) in planetary pinion, and output shaft (5) is non-rotatably connected to for planetary planetary wheel carrier (36).
10. speed variator system according to claim 9, is characterized in that, bypass axle (50) crosses planetary pinion (32) radially and extend at planet gear exterior.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| SE1250615-0 | 2012-06-12 | ||
| SE1250615A SE537239C2 (en) | 2012-06-12 | 2012-06-12 | Transmission system for a motor vehicle comprising a bypass shaft |
| PCT/SE2013/050560 WO2013187822A1 (en) | 2012-06-12 | 2013-05-17 | Transmission for a motor vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN104364559A true CN104364559A (en) | 2015-02-18 |
Family
ID=49758529
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201380031073.0A Pending CN104364559A (en) | 2012-06-12 | 2013-05-17 | Transmission for a motor vehicle |
Country Status (6)
| Country | Link |
|---|---|
| EP (1) | EP2859253A4 (en) |
| CN (1) | CN104364559A (en) |
| BR (1) | BR112014030269A2 (en) |
| RU (1) | RU2014153135A (en) |
| SE (1) | SE537239C2 (en) |
| WO (1) | WO2013187822A1 (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106028361A (en) * | 2016-04-28 | 2016-10-12 | 捷开通讯(深圳)有限公司 | Communication signal strength distribution checking method, mobile terminal and server |
| CN109899462A (en) * | 2019-03-01 | 2019-06-18 | 吴有智 | A kind of semi-automatic secondary gear of auxiliary shift |
Families Citing this family (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| AT514542B1 (en) * | 2013-06-06 | 2015-04-15 | Avl List Gmbh | Double clutch transmission for a motor vehicle |
| DE102013224028A1 (en) * | 2013-11-25 | 2015-05-28 | Zf Friedrichshafen Ag | Motor vehicle transmission for a commercial vehicle |
| DE102014003277A1 (en) * | 2014-03-10 | 2015-09-10 | GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) | Double clutch |
| JP5997735B2 (en) * | 2014-08-08 | 2016-09-28 | 本田技研工業株式会社 | Braking force control device for saddle riding type vehicle |
| DE102014221830A1 (en) | 2014-10-27 | 2016-04-28 | Zf Friedrichshafen Ag | Motor vehicle transmission in group construction |
| RU2686417C1 (en) * | 2018-06-21 | 2019-04-25 | Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" (ФГУП "НАМИ") | Nine-way gearbox with two clutches and planetary mechanism |
| RU2686416C1 (en) * | 2018-06-21 | 2019-04-25 | Федеральное государственное унитарное предприятие "Центральный ордена Трудового Красного Знамени научно-исследовательский автомобильный и автомоторный институт "НАМИ" (ФГУП "НАМИ") | Gearbox with planetary demultiplicator |
| CN113669418B (en) * | 2020-05-14 | 2024-03-22 | 广州汽车集团股份有限公司 | Eight-speed automatic transmission and vehicle |
| KR102666462B1 (en) * | 2021-12-20 | 2024-05-16 | 현대트랜시스 주식회사 | Automated manual transmission and control method thereof |
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| JP2004017890A (en) * | 2002-06-19 | 2004-01-22 | Isuzu Motors Ltd | Hybrid electric automobile |
| US7070534B2 (en) * | 2004-07-29 | 2006-07-04 | General Motors Corporation | Power transmission with preselected ratios and a preselected output splitter |
| CN101070051A (en) * | 2006-05-12 | 2007-11-14 | 福特全球科技有限公司 | Hybrid electric vehicle powertrain with four-wheel drive characteristics |
| US20090266190A1 (en) * | 2008-04-28 | 2009-10-29 | Zf Friedrichshafen Ag | Multi-group transmission of a motor vehicle |
| WO2011069526A1 (en) * | 2009-12-09 | 2011-06-16 | Volvo Lastvagnar Ab | Powershift transmission in a motor vehicle |
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| DE102005050067A1 (en) * | 2005-10-19 | 2007-05-03 | Zf Friedrichshafen Ag | Automated gearbox and method for switching control of such a gearbox |
| SE535343C2 (en) * | 2010-04-01 | 2012-07-03 | Scania Cv Ab | Gearbox arrangement comprising a first gearbox with a connecting gearbox |
-
2012
- 2012-06-12 SE SE1250615A patent/SE537239C2/en not_active IP Right Cessation
-
2013
- 2013-05-17 WO PCT/SE2013/050560 patent/WO2013187822A1/en active Application Filing
- 2013-05-17 CN CN201380031073.0A patent/CN104364559A/en active Pending
- 2013-05-17 EP EP13804084.5A patent/EP2859253A4/en not_active Withdrawn
- 2013-05-17 BR BR112014030269A patent/BR112014030269A2/en not_active IP Right Cessation
- 2013-05-17 RU RU2014153135A patent/RU2014153135A/en not_active Application Discontinuation
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2004017890A (en) * | 2002-06-19 | 2004-01-22 | Isuzu Motors Ltd | Hybrid electric automobile |
| US7070534B2 (en) * | 2004-07-29 | 2006-07-04 | General Motors Corporation | Power transmission with preselected ratios and a preselected output splitter |
| CN101070051A (en) * | 2006-05-12 | 2007-11-14 | 福特全球科技有限公司 | Hybrid electric vehicle powertrain with four-wheel drive characteristics |
| US20090266190A1 (en) * | 2008-04-28 | 2009-10-29 | Zf Friedrichshafen Ag | Multi-group transmission of a motor vehicle |
| WO2011069526A1 (en) * | 2009-12-09 | 2011-06-16 | Volvo Lastvagnar Ab | Powershift transmission in a motor vehicle |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN106028361A (en) * | 2016-04-28 | 2016-10-12 | 捷开通讯(深圳)有限公司 | Communication signal strength distribution checking method, mobile terminal and server |
| CN109899462A (en) * | 2019-03-01 | 2019-06-18 | 吴有智 | A kind of semi-automatic secondary gear of auxiliary shift |
Also Published As
| Publication number | Publication date |
|---|---|
| WO2013187822A1 (en) | 2013-12-19 |
| BR112014030269A2 (en) | 2017-06-27 |
| RU2014153135A (en) | 2016-07-27 |
| EP2859253A1 (en) | 2015-04-15 |
| SE537239C2 (en) | 2015-03-10 |
| EP2859253A4 (en) | 2016-11-30 |
| SE1250615A1 (en) | 2013-12-13 |
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Application publication date: 20150218 |