WO2007084091A1

WO2007084091A1 - Automatic gearing system and method for transmitting a torque thereby

Info

Publication number: WO2007084091A1
Application number: PCT/UA2007/000004
Authority: WO
Inventors: Viktor Hennadievich Pereverzyev
Original assignee: Yerkovych, Valentyn Antonovych
Priority date: 2006-01-17
Filing date: 2007-01-17
Publication date: 2007-07-26

Abstract

The invention relates to transport engineering and can be used in automobiles and other technical devices in the form of a reducing and splitting gear, as an interaxle or cross-axle differential, or instead of a gear box or instead of a gear box and a differential. The inventive automatic gearing system Unitor (ATU) comprises constant -mesh gears, a central gear (2) provided with side gears (12) which are mounted on the same axis therewith, are used for splitting a torque into two flows and are intermeshing with spider pinions (3) engageable with underdrive gears (5) which are connected to hydraulic drives (6), wherein the spider pinions (3) are connected to output shafts. The inventive method for transmitting a torque by means of the automatic gearing system Unitor (ATU) consists in splitting an input torque into two flows by means of gears (2, 12), in separately controlling each torque flow through hydraulic devices (6, 11, 18) and in transmitting each torque to the output shafts (1) via a continuous gear drive.

Description

Automatic transmission and torque transmission method of this transmission

Technical field

The invention relates to transport engineering and can be used in cars and other equipment as a gearbox-distributor, as an interaxle or interwheel differential, either instead of a gearbox or instead of a gearbox and differential.

State of the art

Well-known torque transmission devices used in automobiles consist of a gearbox and a differential that distributes torque to 2 sides.

Known automatic gearboxes in which several gears are used with different electronic and hydraulic control systems, thanks to which the gears are automatically switched according to the control program, with the possibility of manual switching. Such devices are used on Audi, Mercedes, TOOTA cars and other cars.

Known gearboxes using a belt variator, which allows you to steplessly change the gear ratio used on Nopda cars. But the belt variator has its drawbacks. Known systems of distribution of torque by the use of electromagnets, or fluid coupled with a differential, when one side is braked by a clutch, while the moment passes to the other. Such systems are used on Mercedes and other cars.

There are known self-locking high-friction differentials used on Audi cars, which themselves are blocked when one of the wheels slip and then, due to friction in the differential, the moment is transmitted to the wheel, which has a higher gearing coefficient. But such devices are difficult to control. All known devices have disadvantages - they require the use of complex and expensive control systems.

'Disclosure of invention

The basis of the invention is the task to create such an automatic transmission, which would allow for a stepless change in the gear ratio through gears of constant gearing, transmission and distribution of torque between the driving axles (axles), or between the wheels on the same axis, depending on the moments of resistance or required characteristics on the wheel.

The problem is achieved due to the fact that the automatic transmission Unitor (ATU), which contains gears of constant gearing, according to the invention, contains a central gear (2), equipped for dividing the torque into two streams with two side gears located with it on the same axis (12 ), which are meshed with the satellites (3), which are meshed with the gears (4), which are meshed with the control gears (5), connected to the hydraulic actuators (6), while the satellites (3) oedineny with the original ramparts. The problem is also solved by the method of transmitting torque by automatic transmission Unitor (ATU), which is characterized in that the gears 2 and 12 divide the input torque into two flows, control each of these torque flows separately through hydraulic devices 6, 11, and 8, and transmitting each of the two torques to the output shafts 1 via an inextricable gear link.

The present invention surpasses existing gearboxes and differentials in that the torque is transmitted from the engine to the wheels steplessly and through an inextricable chain of gears of constant gearing, and is distributed automatically depending on gearing on the wheel and, therefore, it is not necessary to block such a device. Therefore, additional expensive mechanisms and their control systems do not need to be applied.

In addition, the invention allows you to control the distribution of torque between the output shafts of Unitor, distributing it from 1 to 100%. When turning the car, more torque can be transmitted to the external wheels relative to the center of rotation to improve handling in the corner. In the case of an all-wheel drive version of the car, the unit can also be installed between the drive axles to distribute between them a torque of 0 to 100%. Thanks to the proposed design, when the resistance moment on one of the output shafts of the Unitary unit becomes less than the torque set by the hydraulic control element (for example, when one wheel fell on ice) - the torque automatically increases on the other of the output shaft of the Uniter, where the moment of resistance is greater. At the same time, when for some reason the moment of resistance on one of the output shafts of Unitor becomes larger than on the other - thanks to the proposed design, the torque is redistributed towards a larger moment of resistance.

BRIEF DESCRIPTION OF THE DRAWINGS The device is shown in FIG. 1 in FIG. 2 shows another design variant.

Automatic transmission Unitor consists of Unitor, hydraulic actuators 6, regulators 11, hydraulic pumps or a twin hydraulic pump 8, reservoir 9, controller 10 and piping system. A radiator can be used to cool the working fluid.

The unitor is a gearbox with gears of constant gearing, in which the input torque is distributed into two dependent torques on the output shafts. The unit comprises an input gear 7 connected to an input shaft transmitting torque from the engine. The input gear 7 is meshed with the central gear 2 with two side gears 12 located with it on the same axis and meshed with the satellites 3.

The satellites 3 are engaged with the transmission gears 4, which are connected to the control gears 5 connected to the hydraulic actuators 6.

Satellites 3 through the carrier are connected to the output shafts 1.

Automatic Transmission The unit works this way. When driving straight:

When starting off - the torque from the engine is transmitted through the input gear 7 (Fig. 1) to the central gear 2, which is distributed on both sides of the side gears 12. Each of the side gears 12 transmits torque to the satellites 3, which, while resisting the output shafts 1 through the carrier on both sides, transmit torque to the gears 4 and set them in motion, which drives the gears 5 that drive hydraulic drives b. Hydraulic actuators 6 pump liquid through pipelines from reservoir 9 to regulators 11, and through them and controller 10, fluid flows back to reservoir 9.

The regulators 11 are control and adjusted so that when the engine is idling in the regulators, the throughput from the hydraulic actuators 6 is sufficient and the moment of resistance in them is insignificant for holding the car with the brake pedal. An increase in engine speed leads to an increase in speed on hydraulic drives 6. But, since the amount of fluid pumped by them is set by regulators 11, a significant moment of resistance appears on hydraulic drives 6, which is transmitted by gears 5, and through gears 4 to satellites 3. At the same time, the cumulative moment which is transmitted to the satellites 3 from the side of gears 12 and 4 begins to exceed the moment of resistance on the output shafts and sets them in motion.

For a more accurate reaction of Unitor to the engine, a hydraulic pump 8 is used, which has a drive from the engine, supplying oncoming control fluid flows from the tank 9 through the pipelines to the regulators 11. During acceleration:

When the engine speed increases, the regulators 11, using the control fluid flows from the pumps 8, create the required fluid throughput from the hydraulic actuators 6, than on the hydraulic actuators b they create the required amount of torque depending on the engine speed to achieve the necessary acceleration rate. When this happens, the speed reduction of gears 5, which leads to a change in the gear ratio of Unitor at this point in time. To achieve maximum speed:

The higher the speed of the car, the more fluid the regulators 11 from the pumps 8 redistribute to the hydraulic actuators 6, untwisting them, which leads to a change in the gear ratio of the unit at this moment. When cornering:

Depending on the angle of rotation of the control wheels and the intensity of movement, the regulator 11 controls the moment on the wheels of either side in relation to the center of rotation, through the hydraulic actuator 6, changes the throughput for the fluid coming from the latter, which changes the torque on the wheels from either side relative to the center of rotation, or between the drive axles.

To achieve greater controllability when driving in a corner, the use of the Unitor leads to the distribution of torque between the drive axles or wheels according to the requirements. When reversing:

For reversing, the transmission of torque to gear 7 from the engine is disconnected and gear 7 is braked by some appropriate device. In this case, the regulator 11 redistributes the control fluid flow from the pumps 8 to the hydraulic actuators 6 and, as the torque generated by the hydraulic actuators 6 increases, through the gears 5 and gears 4, the moment is transmitted to the satellites 3, and since gear 2 is inhibited, it drives the output shafts 1 in the opposite direction, which leads to reverse movement. In the embodiment, respectively, of FIG. 2, the principle of operation of the ATU does not change, except for changing the gear ratio of the mechanical part of the Unitor, as a result of which we obtain a decrease in torque and a significant increase in speed on the input shafts 1 due to the fact that the moment is transmitted and distributed by gear 2 through satellites 3 to the output shafts 1. Thus, the proposed automatic transmission Unitor provides stepless gear ratio change, continuous and stepless transmission, change and distribution of torque through the gear and continuously engaging a gear and a continuous connection from the engine to the output shafts Unitor.

Claims

Claim.

1. Automatic transmission Unitor (ATU), containing gears of constant gearing, characterized in that it contains a central gear (2), equipped for splitting the torque into two streams with two side gears (12) located with it on the same axis, which are engaged with satellites (3) meshed with transmission gears (4) that are meshed with control gears (5) connected to hydraulic drives (6), while satellites (3) are connected to output shafts.

2. The method of transmitting torque by automatic transmission Unitor (ATU), characterized in that the gears (2) and (12) divide the input torque into two flows, control each of these torque flows separately through hydraulic devices (6, 11, and 8), and each of the two torques is transmitted to the output shafts (1) through a continuous gear connection.

3. A vehicle containing an automatic transmission Unitor according to claim 1.