KR20020070482A - Transmission devices, for ground vehicles and more particularly for motors-cars - Google Patents

Abstract

The planetary gear set can be actuated as a reduction gear when the sun gear wheel 5 is fixed by the one-way clutch 8 and actuated directly when the clutch 10 is engaged. The overall coupling and control structure for changing the transmission ratio is a sun gear wheel that can move integrally with the transducer control means 111 that engages or opposes the brake 9 when the clutch 10 is released Lt; / RTI > are essentially grouped together for element 5. The brake 9 is mechanically parallel mounted to the one-way clutch 8 and enables a decelerating action when the torque applied to the input shaft 31 is a retarding torque. The one-way clutch is mounted between the support portion 51 and the stator shaft 21, which are coupled for common rotation and mutual sliding with respect to the linear gear wheel element 5 in parallel with the axially non-sliding bearing 54. To actuate the control member 111, a hydraulic actuator 116 and a spring 114 are provided and the relationship to the axial thrusts F1, F2 of the spiral teeth is provided. The present invention is effective in that it can simplify control with other rotary elements 6, 7 of the planetary gear set and does not require a thrust bearing, while maintaining the possibility of other optional couplings and enabling other operating conditions.

Description

BACKGROUND OF THE INVENTION 1. Field of the Invention [0001] The present invention relates to a vehicle,

Almost all automatic transmissions have a differential mechanism, in particular an epicyclic gear train, in which optional coupling means such as brakes, clutches and / or one-way clutches can change the speed ratio provided by each elementary train ) Is used. Generally, a planetary gear device provides any one of two gear ratios, one of which is a gear ratio in a direct drive state obtained by a clutch that engages two mutually meshing, rotational elements of the gear device. A planetary gear device that provides a speed ratio of two or more is known but may be a so-called " complex " planetary gear device, such as a planetary gear device having three or more intermeshed rotating elements substantially corresponding to at least two basic planetary gear devices .

It is becoming common to design an automatic transmission including four or even five planetary gearing devices in accordance with the current demand for an automatic transmission that provides a large number of, for example, five or even six different speed change ratios. These gearboxes are heavy, expensive, cumbersome, and inefficient in terms of energy efficiency.

Moreover, many planetary gear devices require particularly complex and costly automatic control.

EP-A-0 683 877 discloses an automatic transmission device in which automatic shifting is performed more simply by utilizing the measured value of the transmitted torque and the axial thrust of the helical tooth as an operating force proportional to this torque. . This operating force keeps the direct drive clutch mounted between the input element and the output element of the planetary gear set in a disengaged state when the planetary gear set operates as a reduction gear. At the same time, the third element of the planetary gear set is operated by a one-way clutch (free wheel) when the engine torque becomes the driving force and by the auxiliary brake (when the engine torque is operating) Thereby maintaining the stationary state. The engagement of the direct drive clutch occurs under the influence of flywheel when the rotational speed is sufficiently large such that the centrifugal fly-weight can overcome axial thrust. This hydraulic force is also used to change the "natural" balance between the tooth thrust and the centrifugal force, in order to influence the automatic transmission behavior of the transmission.

By using this known device, the control becomes apparently less complicated and less energy wasted, but such a simple planetary gear arrangement provides only two shift races again. Moreover, a large number of thrust bearings are required which cause noise and wear.

This axial displacement requires a spline to operate under load, which tends to " pollute " the torque and speed signals provided by the tooth thrust and centrifugal flywash, respectively.

Conversion between one and the other of the two speed ratios of a known planetary gear unit is associated with all the components of this planetary gear unit and requires relatively complicated synchronization between the actuating members. Although the planetary gear set can theoretically provide a relatively large transmission ratio, it is practically not possible to provide two or more transmission ratios considering the complex shift process from one of the two transmission ratios to the other.

BACKGROUND OF THE INVENTION Field of the Invention [0002] The present invention relates to a land vehicle, particularly a vehicle transmission.

The present invention particularly relates to a transmission capable of providing various speed ratios with a relatively simple structure or capable of automation.

1 and 2 are schematic axial sectional views of a transmission according to first and second embodiments of the present invention.

3 is an axial cross-sectional view showing a half of the transmission according to the third embodiment of the present invention in a somewhat detailed manner.

Fig. 4 is a cross-sectional view taken along two parallel axes of the two parallel shafts of the transmission according to the present invention in the form of a half-sectional view, each having a rupture portion. Fig.

Fig. 5 is a view similar to Fig. 2, and is an axial sectional view showing a partially modified embodiment. Fig.

Fig. 6 is a view similar to Fig. 2 and is an axial sectional view showing a modified embodiment. Fig.

Figures 7 and 8 are schematic diagrams of two further embodiments of the present invention.

Fig. 9 is a view showing a modified embodiment of the right part of Fig. 8 corresponding to a two-ratio mechanism.

10 is a schematic diagram of another embodiment of the present invention.

11 is a schematic view of a modified embodiment of the right portion of the embodiment of Fig.

12 is a schematic view of still another further embodiment of the transmission according to the present invention.

An object of the present invention is to provide a shift device in which the means necessary for shifting from one speed ratio to another speed ratio in the differential mechanism is remarkably simplified.

Another object of the present invention is to provide a speed change device in which a simple differential mechanism having only three interlocking elements can provide two or more speed ratios.

It is another object of the present invention to provide a shift mechanism capable of providing a large number of transmission ratios with improved mechanical efficiency with a remarkably simple structure.

According to a first aspect of the present invention there is provided a differential mechanism comprising a casing element, an input rotary coupling element and an output rotary coupling element, three rotary elements rotatable and interlocking with respect to the casing element, A friction coupling means, a one-way clutch for inhibiting a relative rotation of the first rotary element of the rotary elements in one direction with respect to a second one of the elements, and a mode including an actuating means for the friction coupling means Wherein the first selective coupling means is mechanically parallel to the one-way clutch and the second selectively coupling means is located between the first rotary element and the third one of the elements, Wherein the two friction coupling means are each operatively mounted between two stable states in which one coupling means is engaged and the other coupling means is released And is controlled by the converter control means.

According to such a speed change device, the first rotating element of the differential mechanism is related to all the coupling means necessary for changing the speed ratio. The first rotary element is fixed to a second element (e.g., a casing) by a first selective coupling means and by a one-way clutch mounted in parallel with the first coupling means in one direction of the torque direction, Is fixed to the third element (e.g., one of the rotary coupling elements, in the more precise embodiment, the input rotary coupling element) by means of selective coupling.

Therefore, the other elements constituting the transmission are simplified. Therefore, the friction coupling means can be particularly effectively grouped spatially close to one another. The actuating means is further simplified because each friction coupling means has a component fixed to the first rotary element and thus does not need to transmit force between the elements rotating at different speeds. Transducer control means normally connected to rotate with the first rotary element may move between two stable states through a floating position where both friction coupling means are disengaged. This is not a drawback since the one-way clutch simultaneously realizes the situation corresponding to the engagement of the first selective coupling means. To this end, the one-way clutch is mounted in parallel with the coupling means coupled for engagement to provide a lower gear ratio of the two gear ratios, and the direction prohibited by the one-way clutch is a direction that generates a much lower gear ratio.

It is particularly effective that the first rotary element of the differential mechanism is integrally formed with the converter control means and contributes to the operation of the converter control means by the spiral thrust.

In this way, the structure is simplified and reliable, and the tooth thrust is transferred to the transducer control means without change. Preferably, the transducer control means is embodied as a simple pushing member having two opposing surfaces, each of which can each tightly engage each of the first and second friction coupling means.

Generally, a commercial one-way clutch does not allow axial relative movement. In order to axially move the first rotary element between the first and second elements despite the provision of this one-way clutch, a common rotating and axially movable means is provided between the first rotary element and the second element, It is preferable to provide it in mechanical connection with the motor.

The common rotational coupling means is preferably operatively mounted between one of the first and second elements and the one-way clutch support. A bearing that is not axially slid between the one-way clutch and the other one of the first and second elements is provided in mechanical parallel with the one-way clutch. Thus, this one-way clutch is perfectly protected from any axial stresses.

On the other hand, in order to prevent the occurrence of abnormal friction in the common rotating means having the axial slidability, it is preferable that the first rotating element is guided so as to be able to slide axially independently from the common rotating means having the axial movable property.

This common rotating means may be mounted between the first element and the one-way clutch. Thus, the support is normally fixed to the second element, which is the casing element, in the axial direction and rotates at the same speed as the first rotary element. This support is designed to support other actuating means, such as a spring, which can axially push the first rotary element without the need to interpose any axial thrust bearings.

Another actuating means may comprise a hydraulic pushing element attached to and coaxial with the first rotating element and capable of contributing to the axial sliding of the first rotating element. As a result, all the operations required for changing the transmission ratio can be performed only by the movement of the first rotary element and the transducer control means attached thereto without transmitting the control force through the axial thrust bearing under a plurality of control forces.

For the selection between the two transmission ratios in the planetary gear unit, the basic structure for coupling and control, which is essentially grouped for one of the rotation elements of the differential mechanism, has just been described. The present invention includes providing such a basic structure for the other of the rotational elements of the differential mechanism. For example, the third rotary element of the differential mechanism may be permanently coupled to one of the input and output connection elements, e.g., the output element. Accordingly, a planetary gear device having four different operating states is provided.

If the same rotating coupling element, for example the input element, is associated with two friction coupling means which are not parallel to the one-way clutch, then one of the four operating states corresponding to the case where the two frictional coupling means described above are disengaged, Which is useful for preventing the vehicle from moving while the engine shaft of the engine is rotating. If the two other selective coupling means are brakes which block the differential mechanism and the output coupling element, the parking braking function is achieved at the same time. For shifting from this neutral position to one of the three other states corresponding to the transmission ratio, it is necessary to change the state of one of the two converter control means, which is a progression sufficiently large to ensure a gradual departure of the vehicle progressivity. Thus, the ability of a gradual starting device to provide three speed ratios and one neutral position using one simple planetary gear device and to avoid the use of a clutch or torque converter typically provided between the engine and the transmission in the vehicle Is provided.

According to another aspect of the present invention, it is possible to use two differential mechanisms that are controlled by the above-described method in the transmission. One of the states of the two differential mechanisms is a reverse travel speed ratio. Preferably, the reverse travel speed ratio is provided in a differential mechanism located further downstream. With one simple differential mechanism, it becomes possible to provide forward drive and reverse drive with several gear ratios as will be seen below.

According to another aspect of the present invention, there is provided a transmission mechanism including a transmission mechanism including an input rotary coupling element and an output rotary coupling element, at least two rotary elements rotatable relative to the casing element and at least indirectly meshed with each other, At least one frictional coupling means capable of providing a neutral position and capable of providing a power transmission relationship between the two connecting elements in the engaged state and operating means for operating the frictional coupling means Wherein the operating means comprises a) at least one controllable reaction means, b) means for transmitting the axial thrust of the intermeshing rotary element to the urging member of the friction coupling means And at least one of the two intermeshed rotary elements is moved axially .

This aspect of the invention provides the possibility of not using a conventional input clutch or an input torque converter. The friction coupling means provided in the transmission is operated to provide a neutral state in which the power transmission path from the prime mover to the load to be driven, such as the wheels of the vehicle, is cut off or blocked in the transmission mechanism .

Moreover, the axial thrust generated by the gear teeth in the transmission is used as the operating force for the friction coupling means. If the tooth thrust is to act in a direction corresponding to the engagement of the friction coupling means, the additional force required to engage the friction coupling means is reduced. Typically, this additional force is generated by a controllable actuator, such as a hydraulic actuator. Release of the clutch is performed by a spring strong enough to react to the tooth pressure when the controllable actuator is not powered. Such a device can perform a gradual departure of the vehicle when the transmission is initially in a neutral position after the vehicle engine has already been started. These controllable actuators are powered to perform a gradual, smooth start of the vehicle. Regulation can be provided to avoid any impact. For example, the acceleration of the vehicle may be detected and compared with a predetermined value. The result of this comparison is the basis for controlling the power level of the controllable actuator and / or the rotational speed (rpm) and / or power of the engine.

It is also possible to arrange the transmission mechanism such that the direction of the tooth thrust is opposite to the direction of the force generated by the controllable actuator. The excessively high acceleration of the vehicle causes an increase in the tooth thrust, and this increase somewhat releases the clutch, i. E., Reduces the grip of the clutch, so that this starting function is self-regulated to some extent. A disadvantage of this solution is that the force generated by the actuator to engage the friction coupling means is high because the tooth has to be overcome and the clutch must be engaged.

According to another aspect of the present invention, there is provided a transmission mechanism including a transmission mechanism including an input rotary coupling element and an output rotary coupling element, at least two rotary elements rotatable relative to a casing element and at least indirectly interlocked with each other, At least two frictional coupling means capable of providing a power transmission relationship between said two connecting elements and actuating means having at least one controllable reaction actuating means for actuating said frictional coupling means Wherein the neutral position is realized in the transmission mechanism when both of the two friction coupling means are in the disengaged state.

These two friction coupling means allow selection of one or the other of the two transmission ratios. When both friction coupling means are disengaged, a neutral state is realized in the transmission mechanism so that the engine of the vehicle can rotate without any corresponding rotation of the drive wheels of the vehicle. A remarkably simple structure is provided for selecting an arbitrary operating state between the three operating states.

Advantageously, a fourth state is made available when both friction coupling means are disengaged. This fourth state is a direct drive state in most cases.

According to another aspect of the present invention, there is provided a differential mechanism comprising a casing element, an input rotary coupling element and an output rotary coupling element, two coaxial elements rotatable relative to the casing element and having a sun gear wheel and a crown wheel, A planetary gear carrier element for supporting a sun gear wheel and a planetary gear engaged with the crown wheel, a coupling element between the planetary gear carrier and the output rotary coupling element, and a coupling element between the coaxial toothed elements, There is provided a transmission including a selectively coupling means including a first grouped structure for selectively coupling the sun gear wheel to the input connection element and the casing element and a crown wheel A second grouped structure for selectively coupling to the input coupling element and the casing element, When the sun gear wheel is coupled to the input connection element and the crown wheel is connected to the casing element, a lower transmission ratio is obtained when the sun gear tooth is coupled to the casing element and the crown wheel is coupled to the input connection element, And a direct drive speed ratio when the wheel and the crown wheel are both coupled to the input connecting element.

A significantly simpler structure is provided for a three-speed transmission mechanism with a plurality of toothed wheels, which may be three or fewer.

Neutral positions are also provided when both modules disconnect the input coupling elements from the sun gear wheel and the crown wheel, respectively, without further complications.

According to still another aspect of the present invention, the first speed change ratio difference between the low speed ratio and the intermediate speed ratio is set to be a low speed ratio, an intermediate speed ratio and a high speed ratio so as to be approximately the square of the second speed ratio difference between the intermediate speed ratio and the high speed ratio Speed mechanism and a two-speed mechanism that is mounted in series with the three-speed mechanism and provides a lower gear ratio and a higher gear ratio so that the third gear ratio gap is intermediate between the first and second gear ratio differences, wherein the transmission has a low transmission ratio and a low transmission ratio, a low transmission ratio and a high transmission ratio, an intermediate transmission ratio and a low transmission ratio, a high transmission ratio and a low transmission ratio, an intermediate transmission ratio and a higher transmission ratio The speed ratio, the high speed ratio, and the higher speed ratio, thereby sequentially providing the six speeds from the first speed to the sixth speed .

This six-speed mechanism having the above-described gear ratio distribution can be of the type disclosed in the previous aspect of the present invention.

Other features and advantages of the present invention will become apparent from the following description taken in conjunction with a non-limiting embodiment.

In the embodiment shown in Fig. 1, the transmission device essentially comprises a differential mechanism 1. The differential mechanism 1 comprises a partially shown stator shaft 21 which is stationary with respect to translation and rotary motion and extends along the main axis X of the differential mechanism; Having an input shaft (31) which is prevented from translational movement relative to the casing element (2) and which extends beyond the end of the stator shaft (21) along the main shaft (X) and which is directly or indirectly connected to the drive engine shaft A connecting element (3); An output rotary connection element (4) designed to be connected at least indirectly to the wheels of the vehicle and having a tubular axis (31) arranged along the axis (X) with the possibility of relative rotation about the stator axis (21); A sun gear wheel rotating element 5 disposed about the axis X along the stator shaft 21 and rotatable about the stator shaft 21 about the axis X; A rotating crown element 6 mounted for rotation relative to the axis X and disposed about the sun gear wheel element 5 and the stator shaft 21; On the planetary gear 72 integral with the output shaft 41 and uniformly distributed about the main axis X and eccentrically relative to the main axis X and free to rotate, the sun gear wheel element 5 and the crown wheel element 6 A planetary gear carrier rotation element 7 which simultaneously engages with the planetary gear carrier to form a planetary gear device; And a one-way clutch (8) which is simply represented by a symbol and prevents the sun gear wheel element (5) from rotating relative to the casing element (2) in a direction opposite to the direction of rotation of the input shaft (31) 3 has a bell-shaped element 32 for fixing the crown wheel 6 to the input shaft 31. [

If the transmission is limited to the above, only the reduction gear and the torque applied to the input shaft 31 will act only when the torque is motive torque. In such a case, the load from the output shaft 41 received by the planet gear carrier 7 tends to stop the spindle 71 so that the crown wheel 6 causes the reverse rotation of the sun gear wheel element 5. However, this is prevented by the one-way clutch 8 so that the sun gear wheel element 5 is stopped and the planetary gear carrier 7 is shifted from the zero speed of the sun gear wheel element 5 to the zero speed of the input shaft 31 And the speed of the crown wheel 6 corresponding to the speed.

When the torque applied to the engine shaft 31 is a negative value, that is, when the engine of the vehicle acts as a brake, the wheels of the vehicle are driven via the output shaft 4 by the crown wheel (7) 6), which tends to cause the rotation of the sun gear wheel 5 to be much faster than the planetary gear carrier 7 so that it can not be prevented by the one-way clutch 8 A phenomenon occurs. This malfunction should be avoided and would result in the engine returning to idle again without braking the vehicle. A first friction coupling means (or brake 9), which is mechanically parallel to the one-way clutch 8, is therefore provided between the sun gear wheel element 5 and the casing element 2. When engaged, the brake 9 stops the sun gear wheel element 5 relative to the casing element 2, and therefore when the torque applied to the input shaft 31 has a negative value, when the torque has a positive value So that it can operate as a reduction gear. This brake 9 may be sized so as to be sufficient for braking operation associated with a much weaker torque than the maximum starting torque.

This transmission includes a gear mechanism capable of selectively engaging two of the three rotary elements 5, 6, 7 of the planetary gear set so that the entire planetary gear set rotates as a single part with respect to the axis X 2 frictional coupling means 10 (or clutch) can realize a direct drive speed ratio. This is automatically enabled by the free wheel 8, but it becomes necessary to release the brake 9.

According to an important feature of the invention, the second friction coupling means 10 comprises the same rotating elements as the other previously described coupling means, namely the one-way clutch 8 and the first coupling means 9, Is coupled to the sun gear wheel element (5).

In particular, in the illustrated embodiment, the second friction coupling means is operatively mounted between the sun gear wheel element 5 and the input connecting means 3. [

It has been previously described that the engagement of the second friction coupling means 10 requires disengagement of the first friction coupling means 9. Conversely, engagement of the brake 9 requires disengagement of the clutch 10. To this end, according to an important additional feature of the present invention, the single control member 111 is provided between the two stabilizing states of the two stabilizing states in which each one of the friction coupling means 9, inverter. In the illustrated embodiment, the converter control means 111 is an urging member which is movable in the axial direction. 1, this urging member 111 engages the brake 9 and releases the clutch 10. As shown in Fig. 1, the pressing member 111 disengages the brake 9 and engages the clutch 10. As shown in Fig. The movement from one of the two stable states to another is performed by axial translation.

The urging member 111 is integral with the sun gear wheel element 5 and therefore rotates at the same rotational speed as the element 5. [ Since both friction coupling means 9 and 10 have the function of selectively coupling the sun gear wheel element 5 to each other element of the mechanism 1, 111 integrally engage with each other in the form of a common pressing member having two opposed pressing surfaces, that is, a pressing surface 112 for the disc laminate of the brake 9 and a pressing surface 113 for the disc laminate of the clutch 10, The member 111 can be realized.

Generally speaking, commercially available one-way clutches are mounted between two components that do not move axially with respect to each other. Therefore, in consideration of the axial movement of the sun gear wheel element 5, the one-way clutch 8 can not be mounted directly between the sun gear wheel element 5 and the casing element 2. [ For this reason, there is provided a support portion 51 having on its outer periphery an axial spline 52 which engages with the corresponding axial direction spline 53 of the sun gear wheel element 5, whereby the sun gear wheel element 5, Can slide relative to the support portion (51) while being coupled to rotate together with the support portion (51). The support portion 51 is prevented from moving in the axial direction with respect to the casing member 2 by the bearing 54 which is mounted between the stator shaft 21 and can not slide in the axial direction. The one-way clutch 8 is also mounted between the support portion 51 and the stator shaft 21 in parallel with the bearing 54.

In the case of the conversion control of the two friction coupling means 9 and 10, the converter control means 111 is subjected to the regulated action of the following three operating means.

The first actuating means consists of the above-mentioned integral connection between the transducer control means 111 and the sun gear wheel element 5; By means of this integral connection, the transducer control means 111 receives the axial thrust generated in the sun gear wheel element 5 due to the spiral shape of the teeth. This thrust is a measure of the torque delivered by the tooth.

The second actuating means consists of a stack of at least one spring 114 interposed between the axially stationary support 51 and the sun gear wheel element 5, for example a dishwasher (Belleville washer).

The third actuating means comprises an annular chamber 22 formed in the casing element 2 and a hydraulic actuator (not shown) having a piston 117 integral with the transducer control means 111 and having an annular shape around the axis X 116). Thus, the piston 117 rotates about the axis X in the chamber 22, which is integral with the casing element 2.

Figure 1 shows the two possible directions in which the tooth thrust can be received by the sun gear wheel element 5 with the arrows F1 and F2. With respect to the predetermined inclination direction of the teeth, the axial thrust is generated in a corresponding predetermined direction when the torque applied to the input shaft 31 is a driving force (driving force) and when the torque applied to the input shaft 31 is a negative value Operation), it appears in the opposite direction.

Assuming that the tooth thrust is on the right side (in the direction of arrow F1) when the torque is the driving force, its operation is as follows.

During start-up, the spring 114 keeps the brake 9 engaged and the clutch 10 released, and this transmission operates as a reduction gear. During transmission of the starting torque, the axial thrust F 1 is added to the force of the spring 114, thereby enhancing the engagement of the clutch 9.

- During shifting to a high gear ratio, an appropriate hydraulic pressure is applied to the actuator 116 to overcome the forces of force F1 and spring 114, if any.

It is necessary to release the pressure in the chamber 22 of the actuator 116 to a predetermined degree in order to shift the transmission from the direct drive drive ratio to the deceleration pressure again.

During engine brake operation, the tooth thrust is reversed with a relatively low value that is not sufficient to overcome the force of the spring 114. Thus, the transmission operates normally as a reduction gear, except when appropriate hydraulic pressure is applied to the chamber 22. [ During a change in both operating states, i.e. between the steady states of the control member 111, there is an intermediate state in which neither of the two friction coupling means is engaged. Since the sun gear wheel element 5 is not moved by the one-way clutch 8 so that the operation is in the deceleration mode, assuming that the torque applied to the input shaft 31 is the driving force, Simultaneous release is not a problem. Conversely, if the torque applied to the input shaft 31 is a negative value, there is a theoretical risk that the rotational speed of the sun gear wheel element 5 increases and the output shaft 41 accelerates to reduce the speed of the input shaft 31 . However, considering the inertia (mass of the vehicle) of the load object applied to the shaft 41, the low value of the negative torque applied to the shaft 31, and the short duration of such a situation, the effect is substantially small.

It is also possible to select the angle of helix of the teeth so that the tooth thrust is generated in the F2 direction when the torque applied to the input shaft 31 is the driving force. In this case, the spring 114 must be strong enough to maintain the deceleration operation in all situations in which the transmission is substantially preferable for the tooth thrust F2. To this end, it is not necessary for the spring to provide an excessive force and the clutch 10 is operated even if the brake 9 is weakly engaged, since the one-way clutch 8 performs the action of keeping the sun gear wheel element 5 stationary. Is enough to be released. During engine brake operation, the brake 9 is more tightly engaged because the tooth thrust reverses and takes the F1 direction.

During the direct drive operation, the chamber 22 is filled with a pressure high enough to sufficiently securely couple the clutch 10.

Instead of the spring 114, a spring 118, which is mounted between the support portion 51 and the converter control means 111 so as to operate in the same direction as opposed to the actuator 116, as shown by the dotted line in Fig. 1, . In this case, and if no other actuating means is provided as shown, it is necessary to select the tooth thrust in the F1 direction when the torque applied to the input shaft 31 is the driving force. This operation occurs in the deceleration mode when the tooth thrust overcomes the opposite direction thrust by the spring 118 and by pressure in the actuator 116 (if any).

The shift to the direct drive operation occurs when the tooth thrust F 1 is sufficiently reduced and / or when a pressure or a sufficiently high supplemental pressure is applied in the chamber within the actuator 116. Since all operating forces are directed to the left side of Fig. 1, engine brake operation is inevitably generated during direct drive.

Another combination is possible, for example, by allowing the actuator to operate in the opposite direction to the spring 118. In this case, the spring 118 seeks to facilitate a direct drive actuation, and the actuator is energized to facilitate engine brake operation. It is effective to select the tooth thrust in the F1 direction when the torque applied to the input shaft 31 is the driving force. During engine brake operation, the tooth thrust is reversed to promote direct drive operation, but this can be selectively canceled by appropriate hydraulic pressure.

The embodiment of FIG. 2 is described only for the differences from FIG.

1 shows an implementation of a so-called " grouped " control structure in which all control members and coupling members are grouped together on one of the rotation elements of the planetary gear set, i.e. on the sun gear wheel 5 . This provides the possibility of performing different control and selective coupling on at least one other rotational element of the planetary gear set to provide an additional gear ratio. In the embodiment of FIG. 2, the second actuating and control structure is grouped on the crown wheel 6 of the planetary gear sets 5, 6, 7.

In this embodiment, in addition to the input gear means 3 or the sun gear wheel element 5 which may be selectively connected to the casing element 2, the crown wheel 6 is connected to the input connecting means 3 and a part 23 thereof, May now optionally be connected to the casing element 2 shown. The grouped control and coupling structure for the crown wheel 6 is very similar to that shown for the sun gear wheel element 5. In particular, the transducer control member 211 is integral with the crown wheel 6 and is axially moveable together therewith. The member 211 includes a pressing surface 212 for selectively engaging a brake 209 operatively mounted between the portion 23 of the casing and the crown wheel 6 and a pressing surface 212 for selectively engaging the crown wheel 6 with the input coupling Has a pressing surface (213) for selectively engaging the clutch (210) operatively mounted between the means (3). The portion 23 of the casing element 2 defines the chamber 24 of the hydraulic actuator 216 such that the piston 217 is fixed to the crown wheel 6 and is slidable within the chamber. The support 251 which is rotated together with the crown wheel 6 by the splines 252 and 253 but is capable of sliding in the axial direction is engaged. Way clutch (208) that prevents the crown wheel (6) from rotating relative to the casing element (2) in a direction opposite to the normal rotation direction of the input shaft (31), between the support portion (251) A bearing 254 is provided which does not slide in the axial direction. A spring 214 axially mounted between the support 251 and the piston 217 axially urges the crown wheel 6 in a direction opposite to the direction of the hydraulic pressure in the chamber 24.

The transmission shown in Fig. 2 can perform four main operating states corresponding to the four possible combinations of stable states of the transducer control members 111,

- When the member 111 is in the steady state toward the right side of Fig. 2 and the member 211 is in the steady state toward the left side of Fig. 2, both clutches 10 and 210 are disengaged. The input connecting means 3 is released from all the rotational elements of the planetary gear set so that the result is neutral.

- Starting from this neutral state, the crown wheel 6 is allowed to move to the other stable state while maintaining the stop state by the brake 209 and / or the free wheel 208, / RTI > A first reduction ratio corresponding to a low rotation speed of the output shaft 41 with respect to the input shaft 31 is realized.

The second speed ratio can be changed by simultaneously or substantially simultaneously changing the stable states of both the converter control members 111 and 211 while disengaging the clutch 10 and the brake 209 to couple the brake 9 and the clutch 210 . This again regenerates the deceleration mode operation of Fig. 1 corresponding to the speed of the output shaft 41 which is lower than the speed of the input shaft 31 but corresponds to a lower reduction ratio than in the situation of the first speed ratio described in connection with Fig.

The fourth state is a direct drive state obtained by holding the control member 211 of the crown wheel 6 in a state of engaging the clutch 210 and moving the control member 111 in a state of engaging the clutch 10 . Therefore, the input connecting means 3 is simultaneously fixed to the sun gear wheel element 5 and the crown wheel 6, thereby realizing direct drive of the transmission.

The grouped control and coupling structure associated with crown wheel 6 is selectively applied by tooth thrust, elastic force and hydraulic means, since the sun gear wheel element 5 has a helical tooth and the crown wheel 6 also has a spiral tooth. It is subjected to the regulated action of three forces including the losing force.

Again, different combinations of the directions of these three forces are possible as described with reference to Fig. In the embodiment shown in Fig. 2, the grouped control and coupling structure associated with the crown wheel 6 is such that, in operation, the crown wheel 6 and the tooth thrust in the sun gear wheel element 5 are always the same, Which is contrary to that associated with the sun gear wheel element 5. Consequently, in this non-limiting embodiment, the combination of the directions of the various operating forces is the same for both grouped structures.

It should be noted that, despite the provision of four operating states in a simple single planetary gearing, no control and coupling is required to transfer the thrust between rotating members having different speeds, for example, regardless of the planetary gear carrier 7 and the output shaft 41 It can be seen that no thrust bearings are required for this purpose.

As in the embodiment of Fig. 1, the hydraulic piston is located at a relatively large distance from the associated rotational elements of the planetary gear set integral therewith, and functions to axially guide the associated rotational elements. Thus, since the spindles 52, 53 (252, 253) have no guiding function, they do not cause significant friction to alter the torque signal generated by the tooth thrust.

In particular, by making an appropriate choice of the direction of the operating force among the four possible combinations described for the embodiment of the grouped structure of Figure 1, it is possible to minimize the energy required for hydraulic operation and consequently the power consumption essentially required for the operation of the transmission Lt; / RTI >

During the change between the first and second reduction ratios in Fig. 2, there is a risk that a transient situation corresponding to neutral or otherwise direct drive will occur. This can be avoided by properly synchronizing the movement of both control members 111, 211 through proper control of the hydraulic pressure in each chamber 22, For example, in the case of shifting from the first speed ratio to the second speed ratio, in order to cause the crown wheel 6 to gradually rotate until the speed ratio between the output shaft 41 and the input shaft 31 corresponds to the second reduction ratio Starting from engaging the clutch 210, the clutch 210 is rotated so that the speed ratio is substantially constant, that is, equal to the second speed ratio, by mutual complementation of both processes until the speed change process is achieved at this stage. It becomes possible to start releasing the clutch 10 while continuously increasing the fastening action. Thus, it can be seen that in the present invention it is possible to synchronize the states of the four friction coupling means virtually simultaneously in a relatively simple manner.

In the neutral state, the springs 114 and 214, together with the output shaft 41, keep the entire planetary gear device from moving against rotation so that the brakes 9 and 209 remain engaged, . In such a situation, by gradually increasing the hydraulic pressure in the chamber 22, for example, by moving the input shaft 31 by starting the vehicle engine and then gradually coupling the clutch 10 to gradually start the vehicle, It becomes possible to start. As a result, the transmission of FIG. 2 may not use a clutch or a torque converter that is normally inserted between the engine and the gearbox of the vehicle.

The shifting device of Fig. 3 is described only in terms of the difference from the shifting device of Fig.

In the embodiment of FIG. 3, the transmission comprises two differential mechanisms serially mounted in that order from the input connecting element 3 to the output connecting element 4, namely a first mechanism (e. G. 301 and a second differential mechanism 302, which will be described in detail below.

The mechanism 301 differs from the mechanism of FIG. 2 in that the stator shaft 21 is tubular and surrounds the input shaft 31. The vehicle engine is located on the left side of FIG. 3, ). ≪ / RTI >

The various components of the mechanism 301 may be identified by the same reference numerals as those of the components of FIG. However, the piston 217 integral with the crown wheel 6 is replaced by a piston 27 integral with the casing element 2, and forming a corresponding fluid chamber, designated at 64, forms a crown gear wheel Element (6). The spring 214 does not support the piston anymore but is mounted around a guide rod 61 integral with the crown element 6 and extends slidably through a support 251 with an appropriate bore . The spring 214 is mounted between the back of the support and the flange 62 of the rod 61. For better sliding guide function, the crown element 6 is designed to slide on the outer bore of the tubular shaft 41 corresponding to the input shaft of the second mechanism 302, as well as the output shaft of the first mechanism 301, And a bushing (63). Thus, this axis 41 is attached to the input coupling element 330 of the mechanism 302.

The mechanism 302 includes a simple planetary gear set essentially having a sun gear wheel element 350, a crown element 360, and a planetary gear carrier 370. The crown element 360 is integral with the output element 4 and is axially stopped relative to the sleeve 26 which belongs to the casing element 2 by means of a bearing 365. The output element (4) includes a gear tooth (42) arranged coaxially with the main axis (X). The gear tooth 42 is designed to be meshed with an unillustrated piston supported along an axis parallel to the axis X. [ The planet gear carrier element 370 supports an eccentric spindle 371 in which planetary gears 372 are rotatably mounted and mate with teeth of the sun gear wheel element 350 and teeth of the crown wheel element 360 .

The sun gear wheel element 350 includes a brake 309 for selectively coupling the sun gear wheel element 350 with the casing element 2 and a brake 309 for selectively engaging the sun gear wheel element 350 with the input coupling element 330 And a pressure surface 312 integral with the sun gear wheel element 350 and for engaging the brake 309 in one of the two steady states, and a pressure surface 312 coupled to the other of the two steady states, And a transducer control member 311 composed of a pressing member having an opposing pressing surface 313 for engaging the clutch 310. [ The sun gear wheel element 350 is coupled to the chamber of the hydraulic actuator 316 disposed to push the sun gear wheel element 350 towards a steady state corresponding to engagement of the clutch 310 and release of the brake 309 upon powering up. (322) together with the casing element (2).

The one-way clutch 308 is mounted parallel to the clutch 310 and not parallel to the brake 309, according to the difference from the grouped elements associated with the sun gear wheel element 5 of the mechanism 301. [ The one-way clutch 308 prevents the sun gear wheel element 350 from rotating faster than the input coupling element 330. However, the mounting method itself of this one-way clutch is similar to the method already mentioned. That is, the one-way clutch 308 is mounted between the input coupling element 330 and the support 351 in parallel with the axially non-sliding bearing 354. The input coupling element itself does not move axially with respect to the casing element 2 by means of bearings, The support portion 351 is coupled to rotate with the linear gear wheel element 350 by spindles 352 and 353. The spring 314 urges the linear gear wheel element 350 into the hydraulic chamber 322 in the direction Gt; 351 < / RTI > and the sun gear wheel element 350 for pushing in the opposite direction. The teeth of the planetary gear unit are helical and consequently the linear gear wheel element 350 as in all of the grouped structures described above has three teeth including the tooth thrust, the resilient force of the spring 314 and the hydraulic pressure in the chamber 322 You will receive a combination of forces.

Furthermore, the mechanism 302 includes an engagement clutch system 373 having a control member 374 that supports the coupling teeth 376. The control member 374 includes a forward drive position (" D ") in which the planetary gear carrier 370 is coupled to rotate with the input connection element 330 of the second mechanism 302, And a reverse drive position (" R ") in which the planet gear carrier 370 is disengaged with the input connection element 330 and engaged with a sleeve 26 integral with the casing element. The control member 374 is a tube that is movably inserted between the stator shaft 21 and the stator sleeve 26.

The operation of the second mechanism 302 when the dog clutch is in the " D " position to enable two different forward drive speed ratios is described.

When the clutch 310 is engaged, the input coupling element 330 is coupled by the clutch 310 to the sun gear wheel element 350 and, at the same time, by the coupling teeth 376 of the engagement clutch 373, 370, respectively. Thus, the mechanism 302 is operated in the direct drive mode. When the clutch 310 is released and the brake 309 is engaged, the sun gear wheel element 350 is blocked by the casing element 2 and the input connection element 330 drives the planetary gear carrier 370 alone . As a result, the planetary gear 372 rolls around the teeth of the sun gear wheel element 350, causing the crown wheel element 360 to rotate faster than the planetary gear carrier 370. Then, the mechanism 302 is operated in an overdrive mode.

During the transition between these two steady states, the crown wheel element 360 tends to be retarded by the load applied to the output element 4, and consequently the sun gear wheel element 350 is rotated by the planetary gear carrier 370 and / Tries to rotate faster than the assembly consisting of the input coupling element 330. However, this is prevented by the one-way clutch 308. [

The planetary gear carrier 370 is prevented from rotating and consequently the planetary gear 372 is moved between the sun gear wheel element 350 and the crown wheel element 360, As a movement reversal means. In this case, the clutch 310 must be coupled by a suitable hydraulic pressure in the chamber 322 against the spring 314 so that movement generated by the input coupling element 330 is transferred to the sun gear wheel element 350. Since the diameter of the crown 360 is larger than the diameter of the teeth of the linear gear wheel element 350, the motion reversal occurs with the speed reduction.

3 is a similar concept to that of FIG. 3, by appropriately selecting the gear ratio between the various diameters of the toothed elements, and the transmission of FIG. 3 has six forward drive transmission gear ratios Lt; / RTI >

These six transmission ratios are as follows.

In the case of the entire first transmission gear ratio, the mechanism 301 operates at a first reduction ratio (largest reduction ratio) and the second mechanism 302 operates at a lower (direct drive) mode.

In the case of the overall second transmission ratio, the mechanism 302 is moved to the overdrive state while the mechanism 301 maintains the large deceleration operation.

In the case of the overall third speed ratio, the mechanism 301 operates at the second speed ratio (intermediate speed ratio), and the mechanism 302 operates in the direct drive mode.

The fourth transmission ratio is a direct drive state across the entire transmission.

The fifth speed ratio is obtained when the mechanism 301 is operated at the second speed ratio (medium speed ratio) and the mechanism 302 is operated in the overdrive mode.

In the sixth transmission ratio, the mechanism 301 is operated in the direct drive mode and the mechanism 302 is operated in the overdrive mode.

In the case of the reverse drive, it is conveniently obtained with the engagement clutch 373 in the "R" position when the mechanism 301 is in the second speed ratio operating state (operating state with intermediate speed ratio).

The position " N " of the engagement clutch 373 causes the release of the output element 4 and thus the parking brake condition is realized in the mechanism 301, for example when the vehicle is manually pushed or the energy of the mechanism 301 is absent But may be useful when towing a vehicle. The neutralization potential of the parking braking function is due to the mechanism 301 located upstream of the engagement clutch with respect to the power transmission path between the engine and the vehicle wheels.

The transmission of FIG. 3 is superior in terms of providing only six transmission ratios and one reverse transmission ratio, with only two simple planetary gear sets, only three hydraulic pistons, and six friction coupling means. Moreover, the hydraulic actuator merely supplies a supplementary force which results in a reduction of its energy consumption. Of the six friction coupling means, three are always in the engaged state, thereby not producing any residual friction in the transmission.

According to the method in which the three speed ratios of the first mechanism 301 are obtained in the basic planetary gear set, the ratio gap between the first and second speed ratio is much larger than between the second speed ratio and the direct drive speed ratio do. In particular, the first gear ratio is substantially equal to or greater than the square of the second gear ratio, and more typically is approximately the third of the second gear ratio. For example, these gear ratio ratios are 1: 4.2, 1: 1.4 and 1: 1, so that the first gear ratio difference between the first gear ratio and the second gear ratio is 4.2 / 1.4 = 3.0 and the ratio between the second gear ratio and the direct drive speed ratio 2 The gear ratio is 1.4 / 1 = 1.4. The overdrive speed ratio in the second mechanism is selected to be the middle of the first and second speed change ratio differences in the first mechanism, that is, approximately 1.8, so that the overdrive speed ratio becomes approximately 1: 1.8.

The embodiment of Fig. 4 is only described with respect to the difference from the embodiment of Fig. In the embodiment of FIG. 4, the instruments 301, 302 are essentially identical to the instruments of FIG. 3, but are arranged along axes X1, X2 which are parallel and spaced apart from one another. The output element 41 of the mechanism 301 supports an output gear 43 engaged with the input gear 334 of the mechanism 301 and this input gear 334 is integral with the input coupling element 330. The input shaft 31 and the stator shaft 31 are not both present in the mechanism 302 so that the input coupling element 330 is configured such that the shaft 336 supports the gear 334 and the control member in the form of a sleeve 374, and occupies the central position.

The two-axis arrangement of Figure 4 shows that both mechanisms 301 and 302 are connected to each other by a single rotational connection (connection of input coupling element 330 of the second mechanism to output shaft 41 of the first mechanism) So that a short design is possible in particular. Thus, it becomes possible to plan, for example, an in-line six-cylinder engine arranged transversely in the vehicle and combined with a six-speed automatic transmission. Furthermore, the low axial space requirement is improved by the possibility of being used without a clutch or torque converter between the engine and the transmission.

The embodiment of Fig. 5 is only described for differences from the embodiment of Fig.

The planetary gear carrier 7 may not be rigidly connected to the output shaft 41. [ In this mechanism, an engaging clutch device 73 including an engaging clutch 44, an engaging clutch 28 and an engaging clutch 255 is introduced.

The engagement clutch 44 is provided with an actuating member 29 and is connected to rotate together with the output shaft 41 so that the engagement between the "N" (neutral) position and the planetary gear carrier 7 and the output shaft 41 Between the illustrated "D" (forward drive) position for performing coupling for rotation and the "R" (reverse drive) position for performing engagement between the crown wheel 6 and the output shaft 41 in the axial direction Can be moved. To this end, the crown wheel 6 is provided with the engaging clutch 65.

Engaging clutch 28 is mounted so as not to rotate on stator shaft 21 and can translationally move with engaging clutch 44. When the engagement clutch 44 is in the "R" position, the engagement clutch 28 engages the planetary gear carrier 7 with the stator shaft 21, resulting in engagement with the casing 2.

The engaging clutch 255 is freely rotatable on the engaging clutch 44 and is connected to translate therewith. The engaging clutch 255 is permanently tooth-engaged with the engaging clutch teeth 256 provided on the supporting portion 251. This support portion 251 is not connected to the crown wheel 6 except for the "D" position but is connected via the engagement clutch 255 which is also engaged with the engagement clutch teeth 65 at this "D" position.

In the forward driving, its operation is the same as in Fig. The brake 209 and the clutch 10 of FIG. 2 are engaged so that the spindle 71 is interrupted by the engagement clutch 28 and the planetary gear 72 is engaged with the sun gear wheel And acts as a motion reversing means between the element 5 and the crown wheel 6 connected to the output and capable of rotating in the reverse direction by disengagement from the one-way clutch support 251. [ The reduction ratio between the sun gear wheel 5 and the crown wheel 6 is preferably high.

Thus, by using one simple planetary gear device, a complete form of an automatic transmission for a vehicle having a progressive starting device having three forward drive speed ratio, one reverse drive speed ratio and neutral position is realized. When shifting from the forward drive mode to the reverse drive mode, this shift is normally caused when the vehicle is stopped, that is, when all the parts related to the engagement clutch shift are stopped even if the engine rotates the input shaft 31 The meshing clutch system is generally satisfactory.

In the reverse drive mode, the crown wheel 6 rotates while the support portion 251 is stopped. Therefore, the axial thrust bearing 141 is inserted between the spring 214 and the crown wheel element 6.

The embodiment of Fig. 6 is only described for differences from the embodiment of Fig.

In order to press the springs 114, 214 in the same mutually opposite direction in each case and in the direction promoted by the springs 114, 214 shown in Fig. 2, that is to say in the opposite direction to the respective hydraulic actuators The springs 114 and 214 are suppressed and replaced by a single spring means 14 inserted between the sun gear wheel 5 and the crown wheel 6. [ Since thrust bearings 142 are positioned between one of the sun gear wheel 5 and the crown wheel 6 elements because the rotational speeds of the sun gear wheel 5 and crown wheel 6 are different except for the direct drive mode, For example, between the sun gear wheel 5 and the spring means 14 in the illustrated embodiment.

In each of the first and second speed ratio of the embodiment of Fig. 6, one of the hydraulic actuators receives energy and presses the piston of the other actuator again through the spring means 14 and thrust bearing 142.

In the direct drive actuation, both hydraulic actuators receive energy and compress the spring means 14 as much as possible while engaging the clutches 10, 210 as in the embodiment of FIG.

In a modified embodiment, not shown, the spring means 14 and the thrust bearing 142 assembly may be replaced by a supplemental hydraulic actuator that is not energized for direct drive operation.

The embodiment of Fig. 7 is only described with respect to the difference from the embodiment of Fig. The reference numerals of FIG. 7 already used in the previous drawings correspond to the same or similar components.

The embodiment of FIG. 7 includes a second mechanism 302, which is generally similar to the mechanism of FIG. 4, except for the following key differences.

The input coupling element 330 of the mechanism 302 is integral with the input shaft 131 and the planetary gear carrier 370 of the transmission.

- The reverse drive means is not included in the second mechanism 302 and forms a separate unit 303 to be described later in the transmission.

The second mechanism 302 is mounted upstream of the first mechanism 301 along the power transmission path between the input shaft 131 and the output portion 42 of the transmission.

The crown wheel element 360 of the second differential mechanism 302 is connected to the output coupling element 3 which is constituted by a gear value for driving the gear input rotary coupling element 3 of the first transmission mechanism 301 through the intermediate portion 81 304).

The first mechanism 301 has a "D" position for connecting the planetary gear carrier 7 with the output coupling element 4 for common rotation as shown and a planetary gear carrier 7 and output coupling element 4 Except that the output rotary coupling element 4 is connected to the planetary gear carrier 7 via an engagement clutch system having an engaging clutch 44 that is movable between "R, N" Which is similar to that of Fig.

The output connecting element 4 of the first mechanism 301 is connected to the gear teeth of the intermediate output element 45 which is rotatably mounted on the input shaft 131 of the transmission mechanism, As shown in Fig. Therefore, the input portion (the shaft 131) and the output portion (the gear 42) of the overall transmission are coaxial. This is effective because it is possible to freely orient this transmission with respect to the common axis of the input and output portions in the engine compartment of the vehicle, depending on the available space.

The reverse drive mechanism 303 is mounted around the geometric axis X3 to selectively bypass the first mechanism 301. [ This reverse drive mechanism 303 selectively connects the crown wheel 360 of the second mechanism and the integral output coupling element 304 thereof to a pinion 82 which is freely rotatable about the input shaft 131 for common rotation And an engagement clutch system (361). The pinion 82 is meshed with an intermediate eccentric stepped pinion 83 which is in turn meshed with the third set 84 of intermediate output members 45.

This arrangement is such that the direction of movement of the output portion 42 in direct drive is the intermediate pinion 81 between the output connecting element 304 of the second mechanism 302 and the input connecting element 3 of the first mechanism 301, The output shaft 42 and the input shaft 131 have the same rotational direction in the reverse drive mode. The engagement clutch 362 of the engagement clutch system 361 has an "N, D" position in which the output element 304 of the second mechanism 302 is disengaged from the pinion 82 as shown in Figure 7, Quot; R " The engaging clutches 44 and 362 are set such that when the engaging clutch 362 is in the "R" position and the engaging clutch 44 is in the "R, N" D " position while the engagement clutch 44 is in the " D " position, and when the engagement clutch 362 is in the " N, D " &Quot; position, a neutral state is realized. While the parking brake function is performed by the first mechanism 301 when the actuators 116 and 216 are not energized at the forward drive position, the output block 42 can be moved freely when the neutral position is realized do. Thus, the input shaft 131 of the transmission is integrally connected to the engine shaft of the engine 101 without any input clutch or torque converter.

The embodiment of Fig. 8 is only described with respect to the difference from the embodiment of Fig.

The second mechanism 302 is configured such that its output coupling element 304 is not connected to the reverse drive mechanism and is connected to the gear teeth of the input coupling element 3 of the first mechanism 301 instead of through the intermediate pinion 81 of FIG. Lt; RTI ID = 0.0 > 7 < / RTI >

The first mechanism 301 is identical to the mechanism of Figure 7 except that the planet gear carrier 7 is permanently connected to the output element 4 of the first mechanism 301.

Further, the assembly of the clutch 209 and the one-way clutch 208 is configured so as to connect the crown wheel 6 to the shaft X4 of the first transmission mechanism 301, instead of selectively connecting the crown wheel 6 to the casing member 2 To a cage (86) that is rotatable relative to the cage (86).

The output element 4 and the cage 86 are provided with respective gear teeth which are coaxial with the input shaft 131 and to be meshed with corresponding teeth integral with respective rings 87, 88 which are rotatable therewith. The stop ring 89 is integral with the casing member 2 and axially aligned with the rings 87, 88 and mounted therebetween. These three rings 87,88 and 89 can rotate between the two toothed flanges 46 of this tubular axis with respect to the tubular axis of the intermediate connecting element 45. [ The first engagement clutch 91 selectively couples the ring 87 to the output port 42 or the stop ring 89 for common rotation so that the first engagement clutch 91 and the planetary gear carrier 7 are coupled Do not move to make backward drive. The second engagement clutch 92 selectively couples the second ring 88 to the output port 42 or the stop ring 89 for common rotation to cause the cage 86 to engage the output port Or to the casing 2 for direct drive. Both of the engagement clutches 91 and 92 are synchronized by the coupling member 93.

The embodiment of FIG. 9 is only described with respect to the difference from the embodiment of FIG.

The second differential mechanism 302 is connected to the input shaft 131 of the transmission from the shaft X3 on which the input shaft 131 extends to the parallel shaft X4 of the first mechanism 301 Is replaced by a two-speed layshaft mechanism 402 which simultaneously performs power transmission to the input connecting element 3 of the first differential mechanism 301. [

The mechanism 402 includes two impeller pinions 410 of different diameters that are rotatably mounted on the input shaft 131 and are pivotally coupled to respective receiver pinions 411 and 421 integral with the input connecting element 3 , 420 (impeller pinion). The small pinion 410 of the impeller pinion is selectively coupled to the input shaft 131 by a one-way clutch 408 mounted in parallel with the clutch 413 that receives energy when the actuator 416 receives energy.

An impeller pinion 420 having a larger diameter is slidably mounted on the input shaft 131 and selectively coupled to rotate therewith when the friction clutch 423 is engaged. The engagement of the clutch 423 causes the impeller pinion 420 to move in the axial direction in the direction corresponding to the tooth thrust 425 received by the impeller pinion 420 when the starting torque is transmitted from the input shaft 131 to the input connecting member 3 Pushing is initiated by the hydraulic actuator 426. Between the impeller pinions 410 and 420 is provided a spring means 414 arranged in series with the thrust bearing 442.

The operation of the embodiment of FIG. 9 is as follows.

When one of the actuators 416 and 426 is not energized and a starting torque is applied to the input shaft 131, the one-way clutch 408 drives the impeller pinion 410, Drives the element 3. The actuator 416 may receive energy to maintain the same transmission ratio when the torque applied on the input shaft 131 is a negative value (engine brake operation).

The mechanism 402 is shifted to a higher gear ratio when the actuator 406 is not energized to engage the clutch 423 and the actuator 426 is energized. This is because the rotational speed of the impeller pinion 410, which is determined by the rotational speed of the input connecting element 3, remains unchanged, as is made possible by the one-way clutch 408 (free wheel) Becomes slower.

The embodiment of FIG. 10 is described with respect to differences from the previous embodiments.

The first mechanism 301 and the second mechanism 402 are mounted in tandem along the same geometric axis X5. The vehicle engine 101 is connected to the input connecting element 3 of the first mechanism 301 through the input clutch 102. [ The first mechanism 301 is essentially the same as the mechanism of FIG. 6, except that the output element is a tubular axis 41 that also forms the input connecting element of the second mechanism 402. The second mechanism 402 is identical to the mechanism of FIG. 9, except that its input connection element is a tubular axis through which the stator shaft 21 of the first mechanism 301 extends, as described above.

Both receiver pinions 411 and 421 of the second mechanism 402 are connected to a ring 94 selectively connected to the output portion 42 by an engaging clutch 96 instead of being rigidly connected to the input connecting element 3. [ Lt; / RTI > The other engagement clutch 97 selectively connects the output portion 42 to the intermediate reverse drive member 98 having the pinion 99 integrally. The intermediate pinion 181 meshes with the gear teeth 182 and the pinion 99 provided on the input connecting element 3 of the first mechanism 301.

The intermediate output member 98 as well as the receiver pinions 411 and 421 as well as the output unit 42 and the ring 94 are connected to a common axis X2 parallel to the axis X5 of the first and second mechanisms 301 and 302 X6.

The engagement clutches 96 and 97 are urged away from each other by the spring 183 so that at the stop position of the two engagement clutches the output position 42 is reached by either one of the receiver pinions 411 and 412 The engagement clutch 96 is disengaged from both the forward drive movement and the reverse drive movement reached via the intermediate reverse drive connection member 98. Starting from this situation, the engagement clutch 97, which is held in the stopped state, The reverse drive mode is achieved, and in reverse, the reverse drive mode is achieved by pushing the engagement clutch 97 to the engagement clutch 97, which is kept stationary.

In the reverse drive mode, the first and second mechanisms 301 and 302 are bypassed.

Accordingly, the input clutch 102 is required to enable a gradual start of the vehicle at the time of the backward drive.

The embodiment of Fig. 11 is described with respect to the difference from the embodiment of Fig.

The backward drive connections 182, 181, 99, 98 and 97 between the input and output portions 42 of the first mechanism are completely suppressed so that the output portion 42 is not only the receiver pinion 484, 411, and 412, respectively. The intermediate pinion 483 is connected to the reverse impeller pinion 482 mounted to rotate freely about the tubular shaft 41 in the second mechanism 402 and to the reverse impeller pinion 484.

Way clutch 408 is mounted between the impeller pinion 410 and the ring 184 here instead of being mounted between the input coupling element of the second mechanism and the impeller pinion 410. Engagement clutch 186 is selectively connected to ring 184 for direct drive of tubular shaft 41 or to reverse impeller pinion 482 for reverse drive. 10) between the input connection element 3 of the first mechanism 301 and the engine 101 because the power is transmitted through the first mechanism 301 for both the forward drive and the reverse drive. And does not require any means, such as clutch 102.

The embodiment of Fig. 12 is only described with respect to the difference from the embodiment of Fig.

The first mechanism 301 has been designed such that each friction coupling 9, 10, 209, 210 is controlled by a specific actuator 317, 318, 319, 320 shown merely by arrows. The sun gear wheel element 5 and the crown wheel element 6 are stopped in the axial direction. For this reason, there is no need to provide a bearing in parallel with the one-way clutch 8, 208.

The spring means is removed.

In this embodiment, the available gear ratio is the same as in Fig. However, the clutch engagement required to realize each gear ratio is determined by applying energy to the corresponding hydraulic actuator.

The second mechanism 302 is not designed to be modified with respect to the mechanism of Fig. 8, but instead of allowing the sun gear wheel element 5 to slide axially, removing the spring 314 and replacing the common actuator 316 with a friction coupling Can be redesigned in the same concept as the first mechanism 301 by providing specific actuators for each of the means 309 and 310. [

Of course, the present invention is not limited to the embodiments shown and described.

A force generated by a centrifugal flywheel that promotes operation with a higher transmission ratio when the rotational speed is increased, or otherwise, in one or other direction to the operating state of the grouped operation and control structure The first hydraulic pressure may be related to the second hydraulic pressure in the opposite direction so as to positively influence it.

From the embodiment of FIG. 2 and other embodiments derived therefrom, it can be seen that although the two grouped control and coupling arrangements are on a simple single planetary gear set, the rotational elements of the differential mechanism (in this embodiment, the planetary gear carrier) One of which is completely free from this structure. It may be contemplated to provide a third grouped structure associated with the planet gear carrier.

The present invention is suitable for a complex differential mechanism having at least four rotational elements. It is also possible to increase the number of grouped coupling and control structures.

Claims (86)

The differential mechanism 1, 301, 302 is rotatable with respect to the casing element 2, the input rotary coupling element 3, 303 and the output rotary coupling element 4, And a second friction coupling means (9, 10; 209, 210; 309, 310) between said elements, and a second friction coupling means A one-way clutch (8; 208; 308) for inhibiting one-way relative rotation of the first rotary element (5, 350) of the rotary elements with respect to the element (2,3) (114, 116; 214, 216; 314, 316) Wherein the first selective coupling means (9; 209; 310) are arranged mechanically parallel to the one-way clutch (8; 208; 308) Wherein said second selective coupling means is operatively mounted between said first rotary element and said third element of said elements, The two friction coupling means are each controlled by means of transducer control means (11; 211; 311) between two stable states, one coupling means being engaged and the other coupling means being released . 2. The apparatus according to claim 1, characterized in that the transducer control means comprises a common pressing member (11; 211; 311 (311), which is movable between two end positions, each corresponding to one of the steady states, ). ≪ / RTI > A transmission according to any one of the preceding claims, characterized in that the transducer control means is integral with the first element (5; 6; 350). 4. A device according to any one of claims 1 to 3, characterized in that it is arranged in series with a one-way clutch (8; 208; 308) between a first rotary element (5; 310) and a second element (52, 53; 252, 253; 352, 353) for rotating in common with the transmission. 5. The transmission according to claim 4, characterized in that the first rotary element (5, 350) is guided in axial slide independently of the common rotation means (52, 53; 252, 253; 352, 353). 6. A method as claimed in claim 4 or 5, characterized in that the common rotating means (52,53; 252,253; 352,353) are arranged between any one of said first and second elements and a one- A bearing (54; 254; 354) operatively mounted and non-sliding in the axial direction is mechanically coupled with the one-way clutch (8; 208; 308) between the other one of the first and second elements and the one- And is provided in parallel. 7. The transmission according to any one of claims 1 to 6, characterized in that the actuating means is capable of moving the first element (5; 6; 350) under the counterforce thrust (F1, F2). 8. A shift control device according to claim 7, characterized in that the actuating means comprises two reaction actuators (114, 116; 214, 216, 314, 316) (antagonistic actuators) Device. The transmission according to claim 8, wherein one of the reaction actuators is at least one spring (114; 214; 314). 10. The transmission according to claim 9, wherein the at least one spring acts in a direction opposite to the tooth thrust. 11. A transmission according to any one of claims 8 to 10, characterized in that the reaction actuator, which can act in the same direction as the tooth thrust, is a controllable actuator and is preferably a hydraulic actuator (116; 216; 316) . 12. The transmission according to any one of claims 1 to 11, characterized in that the first element is a sun gear wheel (5; 350) of the differential mechanism (1; 302). 13. Transmission according to any one of the preceding claims, characterized in that the second element is a casing element (2). Method according to any one of the preceding claims, characterized in that a stator shaft (21) comprising a casing element (2) forming a second element is provided axially through the first element (5; 350) . The transmission according to claim 14, characterized in that the stator shaft (21) is tubular and surrounds an axis (31) fixed to the third element (3). The transmission according to claim 14 or 15, characterized in that the stator shaft (21) is surrounded by a tube (41) fixed to the other connecting element (4). 16. Transmission according to any one of the preceding claims, characterized in that the third element is one of the coupling elements (3; 330). 18. The transmission according to claim 17, characterized in that the transmission comprises a transmission mechanism for connecting the remaining one of the three interlocking elements of the differential mechanism with another coupling element at the forward drive position and at least selectively connecting the second element to the casing element, And an optional engaging clutch device for connecting said remaining element of the differential mechanism to the casing element and for connecting said second element to the other connecting element. 19. A transmission according to claim 18, characterized in that the transmission comprises a third frictional couple (3) for selectively coupling the third element to a fourth element formed by the first element (5; 6) And a ring means (210; 10). 20. The transmission according to claim 19, wherein the transmission A fourth friction coupling means (209; 9) disposed between the fourth element (6; 5) and the element (2) in parallel with the second one-way clutch (208; 8) Second transducer control means (211) for regulating said third and fourth coupling means between two stable states in which one of the third and fourth coupling means is engaged and the other coupling means is disengaged; 11) Wherein the transmission mechanism includes: 21. The transmission according to claim 20, wherein said spring is operatively mounted between both inverter control means. 21. The transmission according to claim 20, wherein the actuating means includes a controllable actuator operatively mounted between the two transducer control means. Method according to any one of claims 20 to 22, characterized in that the second transducer control means (211; 11) receives a counterforce thrust of the fourth element (6; 5) mounted for movement under a tooth thrust The transmission is characterized by. 24. Transmission according to any one of claims 19 to 23, characterized in that said another element to which said fourth element is connectable for rotation by a fourth coupling means is a second element (2). The transmission according to any one of claims 19 to 24, wherein the connecting means (3) is configured to be coupled to the engine shaft without interposing any starter clutch. 26. The transmission according to any one of claims 1 to 25, wherein the connecting means (41) is connected to a mechanism (302) providing at least two speed ratios. The transmission according to claim 26, wherein the second speed change ratio mechanism transmits the motion from an axis of the differential mechanism to a second parallel axis. 28. The transmission according to claim 27, wherein the 2-speed gear ratio mechanism comprises two toothed wheels rotatably mounted on a first connecting shaft, and a second connecting shaft having two pinions with different diameters, A clutch for selectively engaging one of the toothed wheels with the first shaft, a one-way clutch for coupling the other toothed wheel to the first shaft when the clutch is not operated, and an auxiliary clutch Wherein the transmission mechanism includes: 29. The shift according to claim 28, wherein the toothed wheel engaged with the clutch is capable of axially moving so that the toothed force engages in the actuation of the clutch. 30. The transmission according to any one of claims 27 to 29, further comprising a reverse drive device for selectively bypassing the differential mechanism and the second speed change ratio mechanism once activated by the engagement clutch. 30. A control device according to any one of claims 27 to 29, further comprising a reverse drive device for selectively bypassing the two speed change ratio mechanisms between the shaft of the differential mechanism and the second parallel shaft when once operated by the engagement clutch . The transmission according to claim 26, characterized in that the mechanism having at least two speed ratio ratios and the differential mechanism are arranged along two different parallel axes (X1, X2). 33. The transmission according to claim 32, further comprising a supplementary connecting member which is coaxial with the 2-speed gear mechanism and is engaged with a connecting element of a differential mechanism other than the 2-speed gear mechanism, wherein the input and output portions of the transmission are coaxial gearbox. 34. A shift control device according to claim 33, characterized in that the reverse drive mechanism is mounted between the second speed ratio mechanism and the supplementary link member and the reverse control means is selectively provided to neither operate the reverse drive device nor operate the differential mechanism together Device. 34. The shift according to claim 33, wherein the differential mechanism and the supplementary link member are connected by an optional engagement clutch which causes the differential mechanism to operate with some forward drive speed ratio or one reverse drive speed ratio. The transmission according to claim 32, wherein said mechanism (302) having at least two speed ratio ratios further has one reverse drive speed ratio. The transmission according to any one of claims 26 to 36, wherein the second speed change ratio mechanism (302) is a second differential mechanism according to any one of claims 1 to 9. Wherein the second element (330) in the second mechanism is a connecting element and the third element is a casing element (2) and the remaining rotating elements 360 of the three rotating elements of the second differential mechanism 302 Is connected to the other connecting element (4). The transmission according to claim 38, wherein the second element of the second mechanism is a connecting element with the first mechanism (301). 40. A device according to claim 38 or 39, characterized in that the further rotary element (370) of the second mechanism (302) is connected to a connecting element (330) for providing a direct-drive forward transmission gear ratio and optionally another forward- Is selectively connected to the casing element (2) for providing a predetermined torque. 40. The transmission according to any one of claims 38 to 40, wherein the second speed change ratio mechanism is located upstream of the differential mechanism with respect to the power transmission direction through the speed change device. 10. A device according to any one of the preceding claims, wherein the second element (330) is a connecting element, the third element is a casing element (2) and the other one of the three rotating elements Is connected to the connecting element (4). 43. The transmission according to claim 42, wherein the second element is an input coupling element (330). 44. A shift according to any one of claims 38 to 43, wherein the connecting element (330) forming the second element is further selectively connected to the other rotating element (370). 44. The transmission according to any one of claims 38 to 43, wherein the other one of the three rotary elements is selectively connected to the reverse drive device. 44. A drive system according to claim 42 or claim 43, characterized in that said further rotary element (370) comprises a casing element for providing a direct drive forward drive speed ratio and optionally a further forward drive speed ratio to a connecting element (330) 2). ≪ / RTI > The transmission according to any one of claims 38 to 46, wherein the different forward drive speed ratio is an overdrive speed ratio. The transmission mechanism includes an input rotary coupling element (3) and an output rotary coupling element (4), at least two rotary elements rotatable and at least indirectly interlocking with respect to the casing element, and a neutral position At least one frictional coupling means capable of providing a power transmission relationship between said two connecting elements in a combined state and operating means for operating said frictional coupling means, Said operating means comprising: c) two reaction working means, at least one of which is controllable, and d) a transmission means for transmitting the axial thrust of said intermeshing rotary element to the urging member of the friction coupling means, To move at least one of the interlocking rotation elements axially . 49. The transmission according to claim 48, wherein the thrust transmission means is an integral connection between one of the intermeshing rotary elements and the urging member. 50. The transmission according to claim 48 or 49, wherein the controllable reaction means is mounted to cancel the tooth thrust during transmission of the starting power. 52. A shift according to any one of claims 48 to 50, wherein the controllable reaction means is mounted to act in the same direction as the tooth thrust during transmission of the starting power. 52. A shift according to any one of claims 48 to 51, wherein the actuating means comprises a spring which reacts to the controllable reaction means. 53. Transmission according to any one of claims 48 to 52, characterized in that the input connection element is permanently connected to the prime mover (101). 53. A device according to any one of claims 48-53, wherein the urging member (113) is included in the transducer control member (111) which integrally supports the other urging member (112) for the other frictional coupling means Wherein the transducer control member is movable between respective two end positions in which one of the coupling means is in the engaged state and the other coupling means is in the released position. 55. The transmission according to claim 54, wherein one of the friction coupling means is an auxiliary coupling means mounted mechanically parallel with a one-way clutch operatively mounted between two elements of the transmission mechanism. 55. A shift according to any one of claims 49 to 54, characterized in that said at least one friction coupling means comprises two such friction coupling means. 56. The apparatus of claim 56, wherein the two such friction coupling means are operatively mounted between one of the coupling elements and each of the interlocking rotary elements, And a neutral position is generated when the vehicle is in the neutral position. The transmission mechanism includes an input rotary coupling element (3) and an output rotary coupling element (4), at least two rotary elements rotatable relative to the casing element and at least indirectly interlocking with each other, At least two frictional coupling means capable of providing a power transmission relationship between the two connecting elements and operating means having at least one controllable reaction actuating means for operating the frictional coupling means, The neutral position is realized in the transmission mechanism when all the two friction coupling means are in the disengaged state . 59. The transmission according to claim 57 or 58, wherein both friction coupling means are mounted between one of the input and output connection elements and one of the intermeshing rotary elements. 60. The transmission according to claim 59, wherein said one identical coupling element is an input coupling element. The transmission according to any one of claims 57 to 60, characterized in that an additional speed ratio is provided when both friction coupling means are engaged. The transmission according to claim 61, wherein the additional speed ratio is a direct drive speed ratio in which power is transmitted through interlocking rotary elements and the tooth thrust is maintained in direct drive. 57. A device according to claim 56 or 57, characterized in that the respective pressing members (113, 213) of the two friction coupling means support the other pressing member (112) for each of the other friction coupling means , Each transducer control member being movable between two extreme positions in which one of the coupling means is in the engaged state and the other is in the released state The transmission is characterized by. 59. The transmission according to claim 58, wherein at least one of the other friction coupling means is an auxiliary coupling means mounted mechanically parallel with a one-way clutch operatively mounted between the two elements of the transmission mechanism. . 65. A device according to claim 55 or 64, characterized in that the means for common rotation with effective axial slidability between the one-way clutch and one of the two elements in which the auxiliary coupling means are mounted therebetween, To be disposed in series with each other. 66. A method as claimed in claim 65, wherein the common rotating means (52,53; 252,253; 352,353) are operatively mounted between one of the two elements and the one-way clutch support portion (51; 251; 351) Characterized in that a non-slidable bearing (54; 254; 354) is provided between the one-way clutch support and the other one of the two elements mechanically parallel to the one-way clutch (8; 208; 308). 67. The transmission according to claim 66, wherein one of the reaction means is supported on the support. The transmission according to any one of claims 48 to 67, further comprising a second mechanism for providing at least two speed ratios in parallel with the transmission mechanism. 69. The transmission according to claim 68, wherein the second mechanism includes a reverse drive means. The transmission according to any one of claims 48 to 68, further comprising a reverse drive mechanism having reverse drive means in series with the transmission mechanism. 70. The shift according to claim 70, wherein said reverse drive mechanism is operable to bypass said second mechanism. 72. A drive system according to any one of claims 47 to 71, wherein the input connection means is permanently connected to the prime mover for simultaneous rotation, the neutral state is a parking braking state, and the output rotation connection element is a load And is connected to an object. 74. A method according to claim 71, wherein said engagement clutch means is capable of enabling three states: a forward drive and a braked state, a neutral state enabling free rotation of said loaded object, and a reverse drive state gearbox. The differential mechanism 1 is rotatable relative to the casing element 2, the input rotary coupling element 3 and the output rotary coupling element 4 and the casing element 2 and the sun gear wheel 5 and the crown wheel A planetary gear carrier element 7 for supporting a planetary gear 72 meshing with the sun gear wheel 5 and the crown wheel 6 and two coaxial toothed elements 5, Characterized in that it comprises a coupling element between the gear carrier (7) and the output rotary coupling element, and an optional coupling means between said coaxial elements, the casing element and the input coupling element, The optional coupling means comprise a first grouped structure for selectively coupling the sun gear wheel 5 to the input connecting element and the casing element 2 and a first grouped structure for selectively coupling the crown wheel 6 to the input connecting element and the casing element And a second grouped structure for providing a second grouped structure, So that when the sun gear wheel is coupled to the input coupling element and the crown wheel is connected to the casing element a low speed ratio is achieved when the sun gear wheel 5 is coupled to the casing element 2 and the crown wheel 6 is connected to the input coupling element 3 ) And to provide a direct driven drive gear ratio when both the sun gear wheel 5 and the crown wheel 6 are coupled to the input coupling element . 76. The transmission according to claim 74, wherein a neutral state is provided when both the sun gear wheel (5) and the crown wheel (6) are engaged with the casing element. 76. A machine according to claim 74 or 75, wherein at least one of the grouped structures comprises a first friction coupling means (9) arranged in mechanical parallel with the one-way clutch (8) between the corresponding coaxial element and the casing element, And a second friction coupling means (10) operatively mounted between the coaxial element and the input connecting element. 77. The apparatus of claim 76, wherein said first and second friction coupling means comprise transducer control means (11; 211; 311; 311) between two steady states, one of the coupling means of the grouped structure being engaged and the other means being disengaged. ). ≪ / RTI > 79. A device according to claim 77, characterized in that said transducer control means is a common urging member (11; 211; 311) which is movable between two end positions, each corresponding to said two stable states and actuated by actuation means . 77. A transmission according to claim 77 or 78, characterized in that the transducer control means is integral with the corresponding coaxial element (5; 6; 350). 79. A transmission as claimed in any one of claims 74 to 79, wherein the connecting element (6) is connected to a two-ratio mechanism. The transmission according to claim 80, wherein the lower one of the two speed ratio is a direct drive (74). The transmission according to claim 80 or 81, wherein the higher gear ratio of the two gear ratio is an overdrive (75). 83. The control device according to any one of claims 80 through 82, further comprising: a low speed ratio and a low speed ratio, a low speed ratio and a high speed ratio, an intermediate speed ratio and a low speed ratio, a direct drive speed ratio and a low speed ratio, Speed gear ratio, the direct-coupled drive gear ratio, and the higher gear ratio, respectively, to provide six gears of the first through sixth gears in order. 83. A device according to any one of claims 74 to 83, characterized in that the connection means between the planetary gear carrier and the output connection element is such that the planet gear carrier can be released from the output connection element (4; 42) (44, 28; 91) which can be connected, and a coaxial element (6) for releasing the coaxial element (6) from at least part of the corresponding grouped structure and connecting it to the output connection element And another engaging clutch (255; 92) that can be engaged. A three-speed mechanism that provides a low gear ratio, an intermediate gear ratio, and a high gear ratio so that the first gear ratio difference between the low gear ratio and the intermediate gear ratio is approximately the square of the second gear ratio between at least the intermediate gear ratio and the high gear ratio A two-speed mechanism mounted in series with the three-speed mechanism and providing a lower gear ratio and a higher gear ratio so that the third gear ratio gap is intermediate between the first and second gear ratio differences, ≪ / RTI & A first speed change ratio, a second speed change ratio, a low speed change ratio, a low speed change ratio and a high speed change ratio, an intermediate speed ratio and a low speed change ratio, a high speed change ratio and a low speed change ratio, Six speeds (six gears) are provided . 83. The apparatus of claim 85, wherein the three-speed mechanism comprises a casing element, an input rotary coupling element, an output rotary coupling element, a planetary gear train coupled to the sun gear wheel, crown wheel, and output rotary coupling element, A planetary gear set having a planetary gear carrier supporting a gear, wherein a lower gear ratio is achieved by connecting the sun gear wheel to a common rotation with the input rotary coupling element and connecting the crown wheel to the casing element, An intermediate transmission ratio is achieved by connecting the sun gear wheel to the casing element for common rotation with the input rotary coupling element and by connecting the sun gear wheel and crown wheel to the common rotation for the input rotary coupling element, Is achieved. ≪ / RTI >