GB2046374A - Power transmissions - Google Patents

Power transmissions Download PDF

Info

Publication number
GB2046374A
GB2046374A GB7847878A GB7847878A GB2046374A GB 2046374 A GB2046374 A GB 2046374A GB 7847878 A GB7847878 A GB 7847878A GB 7847878 A GB7847878 A GB 7847878A GB 2046374 A GB2046374 A GB 2046374A
Authority
GB
United Kingdom
Prior art keywords
clutch
fluid coupling
lock
drive
axis
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB7847878A
Other versions
GB2046374B (en
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
GKN Automotive Ltd
Original Assignee
GKN Transmissions Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by GKN Transmissions Ltd filed Critical GKN Transmissions Ltd
Priority to GB7847878A priority Critical patent/GB2046374B/en
Priority to DE19792948195 priority patent/DE2948195A1/en
Publication of GB2046374A publication Critical patent/GB2046374A/en
Application granted granted Critical
Publication of GB2046374B publication Critical patent/GB2046374B/en
Expired legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • 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
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H37/0846—CVT using endless flexible members
    • 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
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
    • F16H47/065—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the friction or endless flexible member type
    • 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
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmissions By Endless Flexible Members (AREA)
  • Transmission Devices (AREA)

Abstract

A power transmission mechanism for use as the main drive for an internal combustion engine powered vehicle incorporates a fluid coupling 11 with a lock-up clutch 24 on the engine axis and a transfer drive element 22 which is located on that axis for transferring drive to a second parallel axis and which is arranged at a location between the lock-up clutch 24 and the fluid coupling 11. The connection between the output of the fluid coupling 11 and the clutch 24 is a sleeve 18 and the connection between the clutch 24 and the input to the fluid coupling 11 is a torsion bar 31 which lies within the sleeve 18 and which has flexibility for damping out torsional vibrations. <IMAGE>

Description

SPECIFICATION Lock-up clutch with torsion bar The invention relates to power transmission mechanisms for use as the main drive of an internal combustion engine powered vehicle.
There is a continuous pressure in the automotive industry and particularly in connection with small front wheel drive cars to provide an increased space within the vehicle without increasing the overall dimensions. This in turn results in a pressure towards compact engine and transmission units and to engine and transmission units which as a whoie have a shape which can conveniently be fitted into a space available such as the space between the two front wheels of the vehicle.
The present invention is concerned with the provision of a continuously variable ratio transmission which assists in the provision of a compact and suitable shaped engine-transmission unit. The transmission is of the kind which incorporates a variator.
Avariator is constituted by a pair of sheaves, each in the form of an adjustable V-pulley, and a flexible friction drive belt or chain interconnecting the two sheaves. Adjustment of the effective diameters of the sheaves by axial adjustment of the relative positions of the two pulley halves of the sheaves, varies the transmission ratio.
According to the present invention there is provided a power transmission mechanism for use as the main drive for an internal combustion engine powered vehicle comprising a fluid coupling arranged on a first axis and having an input section for connection to the internal combustion engine and an output section connected to a transfer drive element on the first axis for transferring drive to a second axis, and a lock-up clutch on the first axis for locking together the input and output sections of the fluid coupling, wherein the transfer drive element is at a location between the fluid coupling and the lock-up clutch, the lock-up clutch is connected to the output section of the fluid coupling by a sleeve which also provides drive to the transfer drive element and the lock-up clutch is connected to the input section of the fluid coupling by a shaft extending through the sleeve.
Preferably the shaft is a flexible torsion bar to provide flexibility in the drive via the clutch to allow torsional vibrations to be damped out.
The transmission mechanism of the invention may conveniently be used in a continuously variable transmission mechanism incorporating a variator and in such a case the transfer drive element is the input sheave of the variator.
An embodiment of the invention will now be described by way of example only with reference to the accompanying drawing which is a diagrammatic cross section through a power transmission mechanism according to the present invention.
The transmission mechanism incorporates a fluid coupling 11 having an input section 12 connected by means of a rotary housing 13 to a flywheel at the output of an internal combustion engine (not shown). An output section 14 of the fluid coupling is arranged within the rotary housing 13.
The input section 12 and the rotary housing 13 are carried on a sleeve 15 which is supported in a stationary casing by means of a bearing 16.
The output section 14 of the fluid coupling is connected by means of splines 17 to a sleeve 18.
Sleeve 18 is supported in the stationary housing, directly by means of a bearing 19 and indirectly through the sleeve 15 by means of needle roller bearing 21. Sleeve 18 carries near its centre a transfer drive element which in this example is constituted by an input sheave 22 of a variator.
Details of this sheave are entirely conventional and will not be described in detaii. The sheeve 22 is in driving connection with the sleeve 18 by means of splines 23.
At its end remote from the fluid coupling 11, the sleeve 18 carries one part of a hydraulically operable friction clutch 24 which is intended to serve as a lock-up clutch for the fluid coupling 11. The clutch incorporates a rotary housing 25 which carries an axially fixed pressure plate 26 and a hydraulically operable annular piston 27 which constitutes a further pressure plate. A clutch plate 28 has its friction surfaces arranged between the two pressure plates 26 and 27 so that the presence of hydraulic pressure behind the pressure plate 27 causes the clutch plate 28 to be gripped between the two pressure plates 26 and 27. The clutch plate 28 is carried on a hub 29 which is splined to one end portion of a shaft 31.
The shaft 31 extends through the sleeve 18 and has a driving connection with the rotary housing 13 which carries the input section of the fluid coupling.
The shaft 31 is in the form of a flexible torsion bar which provides some flexibility in the coupling between the clutch plate 28 and the input section of the fluid coupling. When the clutch is engaged, there is a direct drive from the rotary housing 13, through the shaft 31, hub 29 and clutch plate 28 to the rotary clutch housing 25 and sleeve 18 to the sheave 22.
This drive bypasses the fluid coupling and effectively locks its input and output together to prevent slip between the input and output sections which would lead to inefficiencies. With a lock-up clutch it is normally necessary to provide some flexibility to enable torsional vibrations to be damped out and this flexibility is often provided within the clutch plate itself. However the use of the torsion bar or shaft 31 provide the required flexibility simplifies the construction of the clutch plate and also allows it to take up less space.
Due to the fact that the only transmission component arranged physically between the engine (connected to the rotary housing 13) and the transfer drive element (the sheave 22) is the fluid coupling itself (exclusive of its lock-up clutch) the transmission drive element can be particularly close to the engine. This results in significant advantages in the overall layout of the transmission as will be seen from the subsequent brief description of remaining parts of the transmission. These remaining parts will be described only briefly as their details are not important to an understanding of the invention.
The remaining components of the transmission are arranged about a second axis which is parallel to the fist axis (that of the fluid coupling, lock-up clutch and input sheave). An output sheave 32 of the variator is carried on a sleeve 33 which provides the input to a duplex epicyclic reversing drive 34 which provides either a forward or reverse drive depending on which of the two brakes 35 or 36 is operated, The drive from the carrier 37 of the reverse gearing 34 is connected to a sun gear 39 of an epicyclic reduction gearing 38, the carrier of which provides an output and is connected to a conventional differential unit 41. Drive from the differential unit 41 goes to one wheel of a vehicle through a first constant velocity ratio universal joint 42 and to the other wheel of the vehicle through a shaft 43 which extends through sleeve 33 to a second constant velocity ratio univer sal joint44.
Those parts of the transmission associated with the second axis are further to the left (nearer to the engine) that in many typical transmission mechanisms, with the result that this part of the transmission can be nearer to the centre of the vehicle. This facilitates the use of equal lengths or substantially equal lengths for the drive shafts extending from the universal joints 42 and 44 to the vehicle wheels.

Claims (4)

1. A power transmission mechanism for use as the main drive for an internal combustion engine powered vehicle and comprising a fluid coupling arranged on a first axis and having an input section for connection to the internal combustion engine and an output section connected to a transfer drive element on the first axis for transferring drive to a second axis, and a lock-up clutch on the first axis for locking together the input and output sections of the fluid coupling, wherein the transfer drive element is at a location between the fluid coupling and the lock-up clutch, the lock-up clutch is connected to the output section of the fluid coupling by a sleeve which also provides drive to the transfer drive element and the lock-up clutch is connected to the input section of the fluid coupling by a shaft extending through the sleeve.
2. Atransmission mechanism as claimed in Claim 1 in which the shaft is a flexible torsion bar to provide flexibility in the drive via the clutch to allow torsional vibrations to be damped out.
3. Atransmission mechanism as claimed in any preceding claim wherein the transmission drive element is the input sheave of a variator.
4. A power transmission mechanism for use as the main drive for an internal combustion engine powered vehicle substantially as described with reference to and as illustrated by the accompanying drawing.
GB7847878A 1978-12-09 1978-12-09 Power transmissions Expired GB2046374B (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
GB7847878A GB2046374B (en) 1978-12-09 1978-12-09 Power transmissions
DE19792948195 DE2948195A1 (en) 1978-12-09 1979-11-30 TRANSMISSION AS MAIN DRIVE FOR A VEHICLE DRIVEN BY AN INTERNAL COMBUSTION ENGINE

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB7847878A GB2046374B (en) 1978-12-09 1978-12-09 Power transmissions

Publications (2)

Publication Number Publication Date
GB2046374A true GB2046374A (en) 1980-11-12
GB2046374B GB2046374B (en) 1982-11-17

Family

ID=10501633

Family Applications (1)

Application Number Title Priority Date Filing Date
GB7847878A Expired GB2046374B (en) 1978-12-09 1978-12-09 Power transmissions

Country Status (2)

Country Link
DE (1) DE2948195A1 (en)
GB (1) GB2046374B (en)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3415774A1 (en) * 1984-04-30 1985-10-31 Aisin-Warner K.K., Anjo, Aichi AUTOMATIC TRANSMISSION FOR MOTOR VEHICLES
DE3415773A1 (en) * 1984-04-27 1985-10-31 Aisin-Warner K.K., Anjo, Aichi Automatic transmission for motor vehicles
EP1424236A1 (en) * 2002-11-28 2004-06-02 Audi Ag Drive system
US8388483B2 (en) 2008-05-09 2013-03-05 Schaeffler Technologies AG & Co. KG Space-saving transmission arrangement

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3212769A1 (en) * 1982-04-06 1983-10-06 Volkswagenwerk Ag Transmission arrangement
US4528870A (en) * 1982-05-04 1985-07-16 Van Doorne's Transmissie B.V. Transmission for vehicles, in particular for automobiles with front wheel drive
IT1156032B (en) * 1982-05-28 1987-01-28 Fiat Auto Spa MOTORCYCLE TRANSMISSION DEVICE FOR MOTOR VEHICLES
EP0096980A1 (en) * 1982-06-16 1983-12-28 Borg-Warner Corporation Continuously variable transmission with continuously running belt and hydrodynamic drive
EP0163290B1 (en) * 1984-05-28 1990-05-09 Toyota Jidosha Kabushiki Kaisha Belt type continuously variable transmission system
US4608032A (en) * 1984-11-02 1986-08-26 Ford Motor Company Infinitely variable belt drive with low friction seals for the primary and secondary sheaves
DE3612047A1 (en) * 1986-04-10 1987-10-15 Ford Werke Ag DRIVE UNIT FOR MOTOR VEHICLES
DE3816357C1 (en) * 1988-05-13 1989-05-24 Ford-Werke Ag, 5000 Koeln, De

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3415773A1 (en) * 1984-04-27 1985-10-31 Aisin-Warner K.K., Anjo, Aichi Automatic transmission for motor vehicles
DE3415774A1 (en) * 1984-04-30 1985-10-31 Aisin-Warner K.K., Anjo, Aichi AUTOMATIC TRANSMISSION FOR MOTOR VEHICLES
EP1424236A1 (en) * 2002-11-28 2004-06-02 Audi Ag Drive system
US8388483B2 (en) 2008-05-09 2013-03-05 Schaeffler Technologies AG & Co. KG Space-saving transmission arrangement

Also Published As

Publication number Publication date
GB2046374B (en) 1982-11-17
DE2948195A1 (en) 1980-06-26

Similar Documents

Publication Publication Date Title
US4392394A (en) Engine-gear arrangement for vehicles, in particular passenger cars
GB2045368A (en) Continuously variable ratio transmission
US4125037A (en) Variable speed transmission means
US4138906A (en) Power distributing apparatus for vehicles
US4549447A (en) Belt drive continuously-variable speed automatic transmission
EP0452382B1 (en) Driveline for wheeled vehicles
US5470285A (en) Compact continuously variable transmission layout for rear wheel drive vehicles
JPH0321775B2 (en)
US4875978A (en) Vehicle four wheel drive system
GB2046374A (en) Power transmissions
US4649773A (en) Continuously variable transmission
US4901597A (en) Continuously variable automotive transmission
US4754659A (en) Quill shaft input cluster gear for manual transmission
US5168956A (en) Transfer device for four wheel drive motor vehicle
EP0035806B1 (en) A drive unit for a frontwheel driven car, provided with an infinitely variable belt drive
US4873879A (en) Variable speed transmission
GB2189854A (en) Drive unit for a motor vehicle having separate output casing compartment with cover
US4673377A (en) Belt-pulley type steplessly variable transmission having a reverse drive gear mechanism
US2812670A (en) Hydromechanical transmission
EP0242338A1 (en) Motor vehicle transmission system
US3985044A (en) Four speed manual transmission with concentric input and output shafts
GB2051977A (en) Power Transmission Mechanism
GB2049073A (en) Continuously-variable ratio transmission
JP3650472B2 (en) Vehicle drive device
JPH03235721A (en) Power train for four-wheel drive vehicle

Legal Events

Date Code Title Description
732 Registration of transactions, instruments or events in the register (sect. 32/1977)
PCNP Patent ceased through non-payment of renewal fee