• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a multi-speed transmission for motor vehicles having a plurality of forward gears and at least one reverse gear consisting of several 3-shaft transmissions and a plurality of shift elements, with a drive shaft (Wl), an output shaft (W2) and a plurality of transmission shafts, differential shafts and sum shafts, wherein a first differential shaft ( dl. l) of a first 3-shaft gearbox (RS1) with a first differential shaft (dl.2) of a second 3-shaft gearbox (RS2) rotatably connected, the drive shaft (Wl) and a sum shaft (s2) of the second 3-shaft gear (RS2) rotatably in communication, a fourth gear shaft (W6; W76) and a second differential shaft (d2.2) of the second 3-shaft gearbox (RS2) rotatably in communication and the fourth gear shaft (W6; W76) or a fifth gear shaft (W6) W7) with a first differential shaft (dl.3) of a third 3-shaft gearbox (RS3) rotatably in communication and a third gear shaft (W5) and a second D The interference wave (d2.1) of the first 3-shaft gearbox (RSl) is non-rotatably connected. A high functionality can be achieved in that a sum wave (sl) of a first 3-shaft transmission (RSl) with a sum shaft (s3) of the third 3-shaft transmission (RS3) is rotatably connected, and that the output shaft (W2) and a second Differential shaft (d2.3) of the third 3-shaft gearbox (RS3) rotatably connected.
    公开号:AT512915A4
    申请号:T50502/2012
    申请日:2012-11-08
    公开日:2013-12-15
    发明作者:Stefan Lichtenegger
    申请人:Avl List Gmbh；
    IPC主号:
    专利说明:

    iPrirated * 09-11-2012 £ 014 I1Ö2012 / 50502 1 56516
    The invention relates to a multi-speed transmission for motor vehicles with multiple forward gears and at least one reverse gear consisting of several 3-shaft transmissions and multiple switching elements, with a drive shaft, an output shaft and a plurality of transmission shafts, differential shafts and sum waves, wherein a first differential shaft of a first 3-shaft transmission, in particular via a first gear shaft, rotatably connected to a first differential shaft of a second 3-shaft gear, the drive shaft and a sum shaft of a second 3-shaft gear rotatably connected, a fourth gear shaft and a second differential shaft of a second 3-shaft gear rotatably connected and the fourth gear shaft or a fifth gear shaft rotatably connected to a first differential shaft of a third 3-shaft gear and a third gear shaft and a second differential shaft of a first 3-shaft gear rotatably in connection stand.
    Such multi-speed transmissions with multiple forward gears and at least one reverse gear are commonly used in motor vehicles.
    WO 2012/084 370 A1 discloses a multi-speed transmission in a planetary design of the type mentioned, with a housing in which three planetary gear sets and a plurality of waves are added. By means of specific actuation of switching elements designed as brakes and clutches, different gear ratios between a drive shaft and an output shaft can be represented.
    The object of the invention is to achieve a high functionality in a transmission of the type mentioned with little effort and space.
    This is achieved according to the invention in that a sum shaft of a first 3-shaft transmission, preferably via a second transmission shaft, is non-rotatably connected to a sum shaft of a third 3-shaft transmission, and that the output shaft and a second differential shaft of a third 3-shaft transmission rotatably connected ,
    Under 3-Wel! Engines are understood in particular planetary gear.
    In a 3-shaft gearbox, regardless of the design, there are always two shafts which always have the same sign in relation to the shaft torque, and a shaft of opposite sign The same sign is referred to as differential waves, the opposite sign is referred to as the sum wave, and that wave is referred to as the wave which can transmit only coupling power.
    A 3-shaft gearbox has a unique torque and speed behavior with respect to the difference and sum waves. But to kinematically describe a 3-wave sweep manages the so-called state translation.
    Stand translation is defined as the ratio between the two central shafts when the bridge shaft is stationary. Stand translation can be positive or negative, which in turn makes it necessary to distinguish between so-called plus and minus transmissions.
    A minus gear designates a 3-shaft gearbox, in which both central shafts at the same time represent the differential shafts, the rest of the web shaft is here the sum shaft.
    A plus gear refers to a 3-shaft gear, in which the web shaft and one of the two central shaft represent the difference waves, the remaining central shaft is then the sum shaft.
    In a simple planetary gear with only one planetary gear, which meshes on the one hand with the sun gear and on the other hand also meshes with the ring gear, the two central shafts sun gear and ring gear are the difference waves, the land wave is the sum wave. This planetary gear set thus has the kinematics of a minus gear.
    In a planetary gear set with one or more pairs of planetary gears, wherein in each case the first planetary gear meshes with the sun gear and the second planetary gear, and the second planetary gear with the ring gear and the first planetary gear, form the web shaft and the sun gear as the first central shaft, the differential shafts, the ring gear as second central shaft is the sum wave. This planetary gear set thus has the kinematics of a plus gear.
    Printed: 09-11-2012 iEÖ14 10 2012/50502 3
    In the present case, either all or some of at least two of the 3-shaft gear as a negative gear - for example, as a simple spur planetary gear with a Planetenrad- or as a plus gear - be, for example, as a simple spur planetary gear with at least one pair of Planetenrad -ausgebildet.
    At least one of the 3-shaft gearboxes - preferably the second 3-shaft gearbox - can be designed as a plus gearbox - preferably with two groups of intermeshing planet gears.
    The first differential shaft of the first 3-shaft gear and the first differential shaft of the second 3-shaft gear can be blocked via a - preferably executed as a brake - first switching element.
    Furthermore, in a simple embodiment, the second differential shaft of the first 3-shaft gearbox can be blocked via a second switching element, which is preferably designed as a brake. Instead, however, it can also be provided that the second differential shaft of the first 3-shaft transmission is rotatably connected to an electric machine.
    The second differential shaft of the second 3-shaft transmission is advantageously via a - preferably designed as a shaft coupling - third switching element, rotatably connected to the sum of the third wave 3-shaft transmission.
    A preferably designed as a shaft coupling fourth switching element may further be provided between the second differential shaft of the second 3-shaft gear and the first differential shaft of the third 3-shaft gear.
    Furthermore, the first differential shaft of the first 3-shaft transmission and the first differential shaft of the second 3-shaft transmission via a - preferably designed as a shaft coupling - fifth switching element with the first differential shaft of the third 3-shaft gearbox can be rotatably connected. Alternatively, however, it can also be provided within the scope of the invention that the first differential shaft of the first 3-shaft gear and the first differential shaft of the second 3-shaft gear via a - preferably designed as a shaft coupling - fifth switching element with the second differential shaft of the second 3-shaft gear rotatably connected is. jPrinfed: 09-11-2012 | E0T4 [102012/50502 4
    A particularly high degree of flexibility in the choice of transmission ratios can be achieved if the sum shaft of the second 3-shaft transmission via a - preferably designed as a shaft coupling - sixth switching element, with a first differential shaft of the third 3-shaft transmission is drehverbindbar.
    Some or all switching elements may be non-positive or positive switching elements such as multi-plate clutches or multi-disc brakes or jaw clutches. If one or more positive-locking switching elements are provided, each or each of these can be assigned a synchronizing device, or a central, mechanical or electrical synchronizing device can be arranged in the transmission.
    The 3-shaft gear are thus arranged such that - with the drive shaft and the output shaft - a total of seven or six rotatable transmission shafts arise. In this case, the first differential shaft of the first 3-shaft transmission is rotatably connected via a first transmission shaft with the first differential shaft of the second 3-shaft transmission. The sum of the shaft of the first 3-shaft gearbox is rotatably connected via the second transmission shaft with the sum of the third wave shaft shaft shaft drive. The drive shaft and the sum shaft of the second 3-Wellebgetriebes are rotatably connected to each other. Also, the output shaft and the second differential shaft of the third 3-shaft gearbox are rotatably connected to each other. The third gear shaft and the second differential shaft of the first 3-shaft gear are rotatably connected to each other, as are the fourth gear shaft and the second differential shaft of the second 3-shaft gear. The fifth gear shaft is in rotation with the first differential shaft of the third 3-shaft gear in conjunction.
    The switching elements are arranged such that in each switchable gear always three or two switching elements must be active at the same time to produce forced gear in the transmission by the first gear shaft via the first switching element, designed as a brake, can be coupled to the stationary housing, the third transmission shaft via a second switching element - designed as a brake - can be coupled to the stationary housing, the second transmission shaft via a third switching element - designed as a shaft coupling - can be coupled to the fourth gear shaft, the fourth gear shaft via a fourth switching element - designed as a shaft coupling - Can be coupled to the fifth gear shaft 5 and the first gear shaft via a fifth switching element - designed as a shaft coupling - can be coupled to the fifth gear shaft.
    The invention will be explained in more detail below with reference to FIG.
    1 shows a multistage transmission according to the invention in a first embodiment, FIG. 2 shows a shift matrix of this multi-speed transmission, FIG. 3 shows possible forward gear ratios of this multi-speed transmission, FIG. 4 shows a multistage transmission according to the invention in a second embodiment, FIG.
    FIG. 7 a multistage transmission according to the invention in a third embodiment, FIG. 8 a shifting matrix of this multistage transmission, FIG. 9 possible circuits of the forward gears when using this shifting matrix, FIG 10 shows a further possible shift matrix of this multistage transmission, Fig. 11 shows possible forward gear shifts when using the shift matrix from Fig. 10, Fig. 12 shows a multistage transmission according to the invention in a fourth embodiment, Fig. 13 shows a multistage transmission according to the invention in a fifth embodiment variant,
    14 shows a switching matrix of this multistage transmission, and FIG. 15 shows a multistage transmission according to the invention in a sixth embodiment variant.
    The arrangement of the transmission elements - such as parts, gears or switching elements - each other is dargestelit in the figures to the embodiments.
    In the various embodiments, functionally identical parts are provided with the same reference numerals.
    Figures 1, 4, 7, 12, 13, and 15 show various multi-stage automatic transmissions (multi-speed transmissions) for motor vehicles having multiple forward gears 1, 2, 3, 4, 5, 6, 7, 8, an idle N, and one or two Reverse gears RI, R2, each having a housing G, in which each - formed by planetary gear -erste, second and third 3-shaft gearbox RS1, RS2, RS3 are arranged. Each multistage transmission has an input shaft Wl connected to an internal combustion engine, not shown, and an output shaft W2, / and other transmission shafts W3, W4, W5, W6, W7 (FIGS. 1, 7, 12, 15) and W76 09-11-2012 IE014! 10 2012/50502 6 (Fig. 4, 13) - on. With A, B, C, D, E and F switching elements are designated by means of their targeted operation different ratios between a drive and an output shaft Wl, W2 can be displayed.
    The following describes the 3-shaft gearboxes RS1, RS2, RS3 with the terms sum-wave and differential-wave. Some or all of the 3-shaft transmissions RS1, RS2, RS3 used may be simple planetary gear sets-implemented as a minus or positive gear. Some or all of the switching elements A, B, C, D, E and F may be non-positive or interlocking switching elements, e.g. Multi-plate clutches or disc brakes or jaw clutches act. If one or more form-fitting shifting elements are provided, each or each of these can be assigned a synchronizing device, or a central, mechanical or electrical synchronizing device can be arranged in the transmission.
    The 3-shaft gearboxes RS1, RS2, RS3 are arranged in the multi-stage transmission such that a total of seven (or six) rotatable shafts - drive shaft Wl, output shaft W2, transmission shafts W3, W4, W5, W6, W7 (or W76 instead of W6 and W7) result in that a first differential shaft dl.l of a first 3-shaft transmission RS1 is non-rotatably connected via a first transmission shaft W3 to a first differential shaft dl.2 of a second 3-shaft transmission RS2, the sum shaft sl of a first 3-shaft transmission RS1 is rotatably connected via a second transmission shaft W4 with the sum of s3 shaft of a third 3-shaft gearbox RS3, the drive shaft Wl and the sum shaft s2 a second 3-Wellebgetriebes RS2 rotatably connected, the output shaft W2 and a second differential shaft d2.3 a third 3-shaft gearbox RS3 rotatably in communication, a third gear shaft W5 and a second differential shaft d2.1 a first 3-shaft gearbox RS 1 rotatably connected n, a fourth gear shaft W6 and a second differential shaft d2.2einer second 3-shaft gearbox RS2 rotatably connected and a fifth gear shaft W7 with a first differential shaft dl.3 a third 3-shaft gearbox RS3 rotatably connected.
    The switching elements A, B, C, D, E (Figure 2); A, B, C, D, E, F (FIGS. 8, 10) are each arranged in the embodiment variants according to FIGS. 1, 7, 12 and 15 such that in each switchable gear R or RI, R2; 1, 2, 3, 4, 5, 6; 7, 8 always three (Fig. 2, 8 [Printed: 09-11-2012 * Fe014 [102012/50502 7 and 10) and two (Fig. 5,14) switching elements must be active at the same time to a forced operation in multi-stage transmission manufacture. In this case, the first transmission shaft W3 via a first switching element A - designed as a brake - with the stationary housing G, the third transmission shaft W5 via a second switching element B - designed as a brake - with the stationary housing G, the second transmission shaft W4 via a third switching element C - designed as a shaft coupling - with the fourth gear shaft W6, the fourth gear shaft W6 via a fourth switching element D - designed as a shaft coupling - with the fifth gear shaft W7 and the first gear shaft W3 via a sixth switching element E, designed as a clutch coupled to the gear shaft W7 become.
    Fig. 1 shows a possible first embodiment of such a multi-speed transmission, in which the 3-shaft gear RSL, RS2 and RS3 are designed as a simple spur planetary gear with a Pianetenrad, ie as a negative gear.
    The second 3-shaft gearbox RS2 is hereby arranged axially between the two other 3-shaft gears RS1, RS3, the third 3-shaft gearbox RS3 connected to the output shaft W2 being arranged on the output side. This results in an advantageous for a longitudinal arrangement of the transmission embodiment of the transmission.
    2 shows a switching matrix for demonstrating the switching positions of the individual switching elements A, B, C, D, E in the respective passages R, N, 1, 2, 3, 4, 5, 6 of the arrangement shown in FIG. There are six forward gears l, 2, 3, 4, 5, 6 and one reverse R.
    With this arrangement of FIG. 1, for example, the following level translation i0Rsi, ioRS2, ioRS3 of the 3-shaft transmission RS1, RS2 and RS3 can be realized: ORS1 -1.654 ORS2 -3.920> 0RS3 -4.750 8
    Furthermore, the following gear ratios i and increments φ can, for example, be achieved: i Ψ 1 4,071 2 2.05 1,986 3 1,336 1,534 6,186 4 1 1,336 5 0.797 1,255 6 0.658 1.211 R -3.78
    Fig. 3 shows the possible circuits of the forward gears 1, 2, 3, 4, 5, 6 of the arrangement shown in Fig. 1, which can be represented by the mere deactivation of only a single switching element and the activation of another switching element.
    If the fourth shift element D is omitted and the fourth and fifth transmission shafts 6 and 7 are combined to form a transmission shaft 76, an arrangement is created of three 3-shaft transmissions RS1, RS2 and RS3, four shift elements A, B, C and E and six transmission shafts 1 , 2, 3, 4, 5 and 67 as shown in FIG. In the embodiment shown in FIG. 4, the first and the third 3-shaft gearbox RS1, RS3 are simple epicyclic planetary gears with a planetary gear, ie as a minus gear and the second 3-shaft gearbox RS2 as a simple spur planetary gear with a planetary pair or with two groups of intermeshing planet wheels - so as a plus gear - running. iPrinted: 09-11-2012 | E014> 102012/50502 9
    By virtue of the embodiment as a plus transmission, the sum shaft s2 is formed by the ring gear and can therefore be connected advantageously to the drive shaft W1 with respect to the packaging. Furthermore, all switching elements A, B, C, E are arranged radially outside of the power-transmitting shafts relative to their axial position and are thus advantageously accessible from outside.
    Fig. 5 shows a switching matrix for explaining the switching positions of the individual switching elements A, B, C, E in the respective gears R, N, 1, 2, 3, 4 of the arrangement shown in Fig. 4. There are four forward gears 1, 2, 3, 4 and one reverse R.
    Fig. 6 shows the possible circuits of the forward gears 1, 2, 3, 4 of the arrangement shown in Fig. 4, which can be represented purely by the deactivation of a single switching element and the activation of another switching element.
    If the arrangement described with reference to FIG. 1 is extended by a sixth switching element F, with which the drive shaft W1 and the fifth gear shaft W7 can be coupled in a rotationally fixed manner, then an arrangement with three three-shaft gears RS1, RS2 and RS3 results. six switching elements A, B, C, D, E and F and seven waves Wl, W2, W3, W4, W5, W6 and W7 in the multi-stage transmission, as shown in Fig. 7. In the embodiment shown in Fig. 7, the 3-shaft gearbox RS1, RS2 and RS3 are designed as a simple spur planetary gear with a planetary gear or a planetary gear - ie as a minus gear - executed.
    FIG. 8 shows a switching matrix for explaining the switching positions of the individual switching elements A, B, C, D, E, F in the respective aisles of the arrangement shown in FIG. 7. There are eight forward gears 1, 2, 3, 4, 5, 6, 7, 8 and two reverse gears RI, R2.
    Fig. 9 shows the possible circuits of the forward gears of the switching matrix shown in Fig. 8, which can be represented purely by the deactivation of a single switching element and the activation of another switching element.
    FIG. 10 shows a further possible switching matrix for explaining the switching positions of the individual switching elements A, B, C, D, E, F in the respective 10 gears of the multi-speed transmission illustrated in FIG. 7. There are also eight forward gears 1, 2, 3, 4, 5, 6, 7, 8 and two reverse gear Rl, R2.
    Fig. 11 shows the possible circuits of the forward gears of the switching matrix shown in Fig. 10, which can be represented purely by the deactivation of a single switching element and the activation of another switching element.
    By replacing one of the switching elements A, B - for example, the switching element B - of the embodiments shown in FIGS. 1, 4, and 7 by an electric motor EM, further arrangements with several power-split driving ranges and multiple switchable gears. This makes it possible to smoothly compensate for large gear jumps electrodynamically, which has an advantageous effect on ride comfort. A switching element designed as a brake is preferably replaced by an electric motor EM, in particular the switching element B.
    Fig. 12 shows an embodiment based on the multi-stage transmission shown in Fig. 1, in which the switching element B is replaced by an electric motor EM.
    Fig. 13 shows an embodiment based on the multi-stage transmission shown in Fig. 4, in which the switching element B is replaced by an electric motor EM.
    14 shows a switching matrix for explaining the switching positions of the individual switching elements A, C, E, the possible states of the drives ICE of the internal combustion engine and E-M of the electric machine EM of the arrangement shown in FIG. This results in three steplessly power-split driving ranges e-R, e-1, e-2, two of them for forward travel e-1, e-2 and one for reverse e-R, and two forward gears 3, 4.
    Fig. 15 shows an embodiment based on the multi-stage transmission shown in Fig. 7, in which the switching element B is replaced by an electric motor EM,
    权利要求:
    Claims (10)
    [1]
    IPrinted: 09-11-2012 ÜÖ15 1102012/50502 11 PATENT CLAIMS 1. Multi-speed transmission for motor vehicles with multiple forward gears and at least one reverse gear, consisting of several 3-shaft transmissions and multiple shifting elements, with one drive shaft (Wl), one output shaft (W2) and several Transmission shafts, differential shafts and sum waves, wherein a first differential shaft (dl.l) of a first 3-shaft transmission (RS1), in particular via a first transmission shaft (W3), with a first differential shaft (dl.2) of a second 3-shaft transmission (RS2) rotatably in communication, the drive shaft (Wl) and a sum shaft (s2) of the second 3-shaft gear (RS2) rotatably in communication, a fourth gear shaft (W6; W76) and a second Differenzweile (d2.2) of the second Shaft gear (RS2) rotatably connected and the fourth gear shaft (W6) or a fifth gear shaft (W7) with a first differential shaft (dl.3) of a third 3-shaft gearbox (R S3) rotatably in communication and a third transmission shaft (W5) and a second differential shaft (D2.1) of the first 3-shaft gear (RSL) are rotationally fixed in conjunction, characterized in that a total lifting shaft (sl) of the first 3-shaft gear ( RSl), preferably via a second 'Getriebewelie (W4), with a sum shaft (s3) of the third 3-shaft transmission (RS3) is rotatably connected, and that diä output shaft (W2) and a second differential shaft (d2.3) of the third 3-shaft gearbox (RS3) rotatably connected.
    [2]
    2. Multi-speed transmission according to claim 1, characterized in that the second 3-shaft transmission (RS2) as a plus gear - preferably with two groups of intermeshing planet wheels - is formed (Fig. 4, 13).
    [3]
    3. Multi-speed transmission according to claim 1 or 2, characterized in that the first differential shaft (dl.l) of the first 3-shaft gearbox (RSl) and the first differential shaft (dl.2) of the second 3-shaft gearbox (RS2) coincide - preferably as Brake executed - first switching element (A) is blocked. Iprinted: 09-11-2012 1E015 [10 2012/50502 12
    [4]
    4. Multi-speed transmission according to one of claims 1 to 3, characterized in that the second differential shaft (d2.l) of the first 3-shaft transmission (RSL) via a - preferably designed as a brake-second switching element (B) can be blocked.
    [5]
    5. Multi-step transmission according to one of claims 1 to 4, characterized in that the first or second differential shaft (dl.1, d2.1) of the first 3-shaft gear (RSl) with an electric machine (EM) is rotatably connected (Fig , 13, 15).
    [6]
    6. Multi-step transmission according to one of claims 1 to 5, characterized in that the second differential shaft (d2.2) of the second 3-shaft transmission (RS2) via a - preferably designed as a shaft coupling - third switching element (C), with the sum wave (s3 ) of the third 3-shaft transmission (RS3) is drehverbindbar.
    [7]
    7. Multi-speed transmission according to one of claims 1 to 6, characterized in that the second differential shaft (d2.2) of the second 3-Wellengetrlebes (RS2) via a - preferably designed as a shaft coupling - fourth switching element (D), with the first differential shaft ( dl.3) of the third 3-shaft transmission (RS3) is drehverbindbar (Fig.l, 7).
    [8]
    8. Multi-speed transmission according to one of claims 1 to 7, characterized in that the first differential shaft (dl.l) of the first 3-shaft transmission (RSl) and the first differential shaft (dl.2) of the second 3-shaft transmission (RS2) via a - Fifth switching element (E) with the first differential shaft (dl.3) of the third 3-shaft transmission (RS3) is preferably rotatably connected as a shaft coupling (E) (Fig. 1, 7).
    [9]
    9. Multi-step transmission according to one of claims 1 to 7, characterized in that the first differential shaft (dl.l) of the first 3-shaft gearbox (RSl) and the first differential shaft (dl.2) of the second 3-shaft gearbox (RS2) match preferably as a shaft coupling (E) executed - fifth switching element (E) with the second differential shaft (d2.2) of the second 3-shaft transmission (RS2) is drehverbindbar (Fig. 4). jPrinted: 09-11-2012 fe0i5 [10 2012/50502 13
    [10]
    10. Multi-speed transmission according to one of claims 1 to 9, characterized in that the sum shaft (s2) of the second 3-shaft transmission (RS2) via a - preferably designed as a shaft coupling - sixth switching element (F), with first differential shaft (dl.3) the third 3-shaft transmission (RS3) is drehverbindbar (Fig, 7). 2012 11 08 Fu
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    CN109780147B|2019-02-28|2022-03-04|东华大学|Gearbox for bulldozer|
    法律状态:
    2018-07-15| MM01| Lapse because of not paying annual fees|Effective date: 20171108 |
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50502/2012A|AT512915B1|2012-11-08|2012-11-08|Multi-speed transmission for motor vehicles|ATA50502/2012A| AT512915B1|2012-11-08|2012-11-08|Multi-speed transmission for motor vehicles|
    US14/441,023| US9683632B2|2012-11-08|2013-10-01|Multistage gearbox for motor vehicles|
    CN201380058434.0A| CN105074273A|2012-11-08|2013-10-01|Multistage gearbox for motor vehicles|
    PCT/EP2013/070428| WO2014072129A1|2012-11-08|2013-10-01|Multistage gearbox for motor vehicles|
    JP2015541058A| JP2016502628A|2012-11-08|2013-10-01|Multistage gearbox for motor vehicles|
    EP13770917.6A| EP2917608B1|2012-11-08|2013-10-01|Multistage gearbox for motor vehicles|
    KR1020157014114A| KR20150082368A|2012-11-08|2013-10-01|Multistage gearbox for motor vehicles|
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