• 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:
    Transmission, in particular for a vehicle, provided with a hydrodynamic torque converter (2), an input shaft (8) mounted coaxially with it, an infinitely variable V-belt transmission (3) with a primary (11) and a secondary shaft (12) and with an output shaft (4) driven by the secondary shaft (12), the layout being such that the secondary shaft (12) can be driven by the input shaft (8) through a mechanical clutch (41), whereby the input shaft (8) and the torque converter (2) are parallel, but not coaxial, relative to the primary (11) and to the secondary shaft (12) and whereby both the primary (11) and the secondary shaft (12) can be driven through a gear-wheel transmission (9,10,21,22).
    公开号:SU1169524A3
    申请号:SU823520952
    申请日:1982-12-02
    公开日:1985-07-23
    发明作者:Карл Ван Дер Вин Сибрен
    申请人:Ван Дорн Трансмисси Б.В.(Фирма)；
    IPC主号:
    专利说明:

    2. A transmission according to claim 1, characterized in that the output shaft is connected to the secondary shaft by means of two gears, one of which is reversible, and a clutch.
    3. The transmission according to claim 1, characterized in that the gears
    the transmission of the coupling of the output shaft with the torque converter is made in the form of a planetary 4 gear with two couplings for coupling the housing with the ring gear and the carrier with the turbine wheel, respectively, when moving forward and backward of the vehicle.
    one
    The invention relates to a transport engineering, in particular to automatic power transmissions, equipped with torque converters with a gearbox behind them.
    A known transmission comprising a hydrodynamic transformer located in a housing, a shaft mounted coaxially with the transformer, a continuously variable V-belt transmission with the primary and secondary shafts and an output shaft connected to the secondary shaft, while the secondary shaft is connected to the drive shaft through a torque converter, and the primary shaft the shaft is connected to the drive shaft through the friction clutch 1.
    The disadvantages of the known transmission is the impossibility of operating this transmission with engines differing in the number of revolutions (gasoline, diesel) in the optimum mode for V-belt transmission, as well as the presence of an unreliable chain transmission.
    The purpose of the invention is to simplify the design, i.e. creation of a V-belt transmission with a torque converter without a chain transmission, which would provide the difference in speed between the drive and the primary shafts.
    This goal is achieved in that the vehicle's transmission, containing a hydrodynamic transformer located in the housing, a drive shaft mounted coaxially with the transformer, a continuously variable V-belt transmission with the primary and secondary shafts and an output shaft associated with the secondary shaft, while the secondary shaft is associated drive shaft through the torque converter, and
    The primary shaft is connected to the drive shaft through a friction clutch, the drive shaft and the torque converter are installed in parallel with the displacement of the axes of the primary and secondary shafts, while the primary and secondary shafts are connected to the friction clutch and the torque converter. chi
     In addition, the output shaft is connected to the secondary shaft by means of two gears, one of which is reversible, and a clutch. In this case, the gear transmission of the coupling of the output shaft with the torque converter is made in the form of a planetary gear with two couplings for coupling the hull with the chester and drove with the turbine wheel, respectively, when moving forward and backward of the vehicle.
    1 - / The difference in speed between the lead and
    The primary shafts during gear installation are very important for achieving the optimum rotational speed of the V-belt transmission on engines of various types (gasoline, diesel, turbine, electric, etc.) operating in various speed ranges.
    The output shaft may be driven by the secondary shaft via a forward / reverse switch clutch.
    In Obiino’s cars, there is no need for greater speed when moving backwards, therefore a single power transmission path is sufficient. The secondary shaft can be driven through a reverse coupling, made in the form of an epicyclic gear transmission, equipped with a primary clutch, which, when turned on, provides rotation
    a gear train as a whole, and a secondary clutch, which, when turned on, reverses the direction of rotation; the reversing clutch is included in the first power transmission path.
    Fig. 1 is a schematic representation of a variant of the transmission, in which the forward / reverse clutch is installed between the secondary and output shafts;
    in fig. 2 - transmission with reversible 10.
    clutch, performed in the form of an epicyclic gearing.
    The transmission has a drive shaft 1, a hydrodynamic transformer 2, a continuously variable V-belt drive 3 and an output shaft 4. The drive shaft 1 is connected to the pumping wheel 5 of the hydrodynamic transformer 2, which also has a torque wheel 6. The drive shaft 1 can also be connected using Couplings 7 with shaft 8, which drives gears with gears 9 and 10, primary shaft 11, primary 11 and secondary 12 shafts are connected by a V-belt drive 13 including pulleys 14 and 15, a turbine wheel 6 of a torque converter (FIG. 1)via a freewheel clutch 16 with a gear 17, the latter engages with a gear 18 mounted on the secondary shaft 12. In addition, a shift clutch 19 is mounted forward / backward on the secondary shaft 12, allowing the output shaft 4 to rotate or forward using gears 20 and 21, or backward using gears 22-24. Thus, either a gear .20 or a gear is connected to the secondary shaft 12 by means of a sliding tooth coupling 25, Transmission (fig.1) works as follows. The drive shaft 1 may be connected to the engine of the car, while the output shaft 4 drives the wheels using a differential. When the car starts moving, clutch 7 is not turned on, so power from the engine is transmitted to output shaft 4 via hydrodynamic transformer 2, gears 17 and 18, secondary shaft 12 and reversing clutch 19. Depending on the position of the sliding gear clutch 25 the car moves either forward (through gears 20 and 21) or backward (through gears
    22-24), the time-lapse transmission rotates, but does not take part in power transmission.
    Thus, starting off occurs through the hydrodynamic transformer 2. Consequently, the power is transmitted along the specified path, which is named as the first path of power transmission. After the torque converter 2 reaches such a speed that the difference in speed between the pump wheel 5 and the turbine wheel 6 becomes a small clutch 7 is turned on. As a result, power is no longer transmitted through the torque converter, but passes through gear train 9 and 10 to the input shaft 11 and then through the V-belt drive. The gearbox 13, the secondary shaft 12 and the reversible coupling 19 to the output shaft 4, This type of power transmission is referred to as the second power transmission path. Gears 9, 10, and 17, 18 must be chosen so that the total gear ratio of gears 9 and 10 and the position of the V-belt 13 is equal to the gear ratio of gears 17 and 18 or less than it. Consequently, the rotational speed of the gears 17 is greater than that of the turbine wheel 6 when the clutch 7 is engaged, with the result that the freewheel 16 is turned on by itself, but does not transmit power. Fig. 2 shows schematically the second transmission variant in which the reversing coupling in the form of an epicyclic gear train 26 is installed coaxially with the hydraulic distributor 2 and the power is transmitted along the first trajectory. When moving forward, the clutch 27 is turned on, whereby the turbine wheel 6 is connected directly to the gear 17, the set of epicyclic gears rotates as one unit. During reversal when stopped, clutch 28 is engaged, whereby the crown gear 29 is stationary. The gear 17 then rotates in the opposite direction relative to the turbine wheel 6. This transmission performs reverse transmission, but only using the first trajectory.
    The second trajectory takes effect when clutch is engaged. 7 and clutches 27 and 28 are disconnected, analogously to the first transmission option ..;
    In the proposed transmission, the fugitive V-belt drive 3. rotates in the direction opposite to the drive shaft 1. Due to this, the primary shaft 11 of the V-belt transmission 3 and the output shaft 12 can be rotated by the drive shaft 1 through gears 9, 10 and 17, 18, respectively. By changing the gears 9, 10 and 17, 18 you can select
    the difference in speed between the lead 1 and the primary 11 shafts is such as to provide the optimal speed for the V-belt transmission 3 cd of the specified rotational speed range at the input.
    Thus, the proposed transmission is a V-belt transmission with a torque converter that provides the required infinite adjustment of the torque supplied from the engine to the wheels.
    权利要求:
    Claims (3)
    [1]
    1. VEHICLE TRANSMISSION, comprising a hydrodynamic transformer located in the housing, a drive shaft mounted coaxially with the transformer, a continuously variable V-belt drive with primary and secondary shafts and an output shaft connected to the secondary shaft ^ while the secondary shaft is connected to the drive shaft via a torque converter, and the input shaft is connected to the drive shaft via a friction clutch, characterized in that, in order to simplify the design, the drive shaft and torque converter are installed in parallel with the axis offset relative to the axes of the primary and secondary <anyone shafts, wherein the primary and secondary shafts connected to the friction clutch and the torque converter through a gear train.
    Fig 1
    1 169524
    [2]
    2. Transmission by π. 1, characterized in that the output shaft is connected to the secondary shaft. By means of two gears, one of which is reversible, and a coupling.
    a
    [3]
    3. The transmission according to claim 1, characterized in that the gear transmission of the communication of the secondary shaft with the torque converter is made in the form of a planetary gear with two clutches for communication of the housing with the ring gear and the carrier with the turbine wheel, respectively, when moving the vehicle forward and backward.
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1169524A3|1985-07-23|Vehcle transmission
    US4644820A|1987-02-24|Geared-neutral continuously variable transmission
    EP0943841B1|2003-04-02|All wheel drive continuously variable transmission having dual mode operation
    US4458559A|1984-07-10|Infinitely variable belt-drive transmission
    GB1599957A|1981-10-07|Transmission arrangement
    US5888161A|1999-03-30|All wheel drive continuously variable transmission having dual mode operation
    US4393731A|1983-07-19|Infinitely variable belt-drive transmission
    US4919007A|1990-04-24|Continuously variable transmission with forward and reverse gearing
    EP0943839B1|2002-09-11|Dual mode continuously variable transmission for a all wheel drive vehicle
    EP0943840B1|2003-04-02|All wheel drive continuously variable transmission having dual mode operation
    US5941789A|1999-08-24|All wheel drive continuously variable transmission having dual mode operation
    US5961414A|1999-10-05|Dual mode continuously variable transmission having multiple torque input paths
    US3763718A|1973-10-09|Hydromechanical transmission
    EP0157050A1|1985-10-09|Multi-pass continuously variable transmission
    SU680923A1|1979-08-25|Three-stage transmission for a vehicle
    KR960037356A|1996-11-19|Belt Pulley Type CVT
    KR100256587B1|2000-08-01|Cvt for vehicle
    SU1020268A1|1983-05-30|Endless track machine transmission
    KR100260166B1|2000-08-01|Cvt for vehicle
    KR0168392B1|1999-01-15|Cvt for a vehicle
    KR0154070B1|1998-10-15|Cvt for a vehicle
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    KR19980016980A|1998-06-05|Stepless Transmission for Vehicles
    KR100276908B1|2001-02-01|Stepless Transmission for Vehicles
    KR0183221B1|1999-04-01|Non-stage transmission
    同族专利:
    公开号 | 公开日
    EP0081260A1|1983-06-15|
    US4852427A|1989-08-01|
    AU9069582A|1983-06-09|
    EP0081260B1|1987-08-12|
    DE3276954D1|1987-09-17|
    JPS58109759A|1983-06-30|
    AU557653B2|1987-01-08|
    AT28926T|1987-08-15|
    NL8105451A|1983-07-01|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2956449A|1955-10-25|1960-10-18|Daimler Benz Ag|Transmission with fluid coupling|
    US3301094A|1963-11-08|1967-01-31|Prakash Prem|Method and means for conversion of torque from prime movers|
    FR1440883A|1964-05-02|1966-06-03|Zahnradfabrik Friedrichshafen|Transmission system|
    DE1655894A1|1966-02-22|1970-03-05|Zahnradfabrik Friedrichshafen|Drive system for motor vehicles, in particular for agricultural utility vehicles|
    JPS49454A|1972-04-17|1974-01-05|
    FR2303206A1|1975-03-04|1976-10-01|Scientific Res Foundation|Large speed range variable transmission - has belt trained around and slidable along elongate conical pulleys|
    JPS612828B2|1977-05-06|1986-01-28|Aisin Warner|
    EP0003408B2|1978-01-21|1985-04-03|P.I.V. Antrieb Werner Reimers GmbH &amp; Co KG|Continuously variable transmission mechanisms|
    EP0004412A1|1978-01-21|1979-10-03|GKN Transmissions Limited|Continuously variable transmission mechanisms|
    IT1159899B|1978-07-13|1987-03-04|Fiat Spa|TRANSMISSION UNIT FOR MOTOR VEHICLES|
    GB2045368B|1978-12-09|1982-12-08|Gkn Transmissions Ltd|Continuously variable ratio transmission|
    JPH022022B2|1979-10-30|1990-01-16|Aisin Aw Co|JPS59110954A|1982-12-13|1984-06-27|Toyota Motor Corp|Stepless speed change gear|
    FR2553488A1|1983-10-12|1985-04-19|Renault|INTEGRATED INVERTER CONVERTER VARIATOR|
    DE3424856C2|1984-07-06|1988-04-28|Ford-Werke Ag, 5000 Koeln, De|
    NL8501086A|1985-04-12|1986-11-03|Doornes Transmissie Bv|TRANSMISSION FOR MOTOR VEHICLE.|
    GB8522682D0|1985-09-13|1985-10-16|Fellows T G|Transmission systems|
    EP0321621B1|1987-12-23|1993-03-24|Honda Giken Kogyo Kabushiki Kaisha|Continuously variable automotive transmission|
    US5213011A|1991-04-05|1993-05-25|Mazda Motor Corporation|Power transmission device for vehicle|
    US5853343A|1996-09-05|1998-12-29|Ford Global Technologies, Inc.|Dual mode continually variable transmission|
    US5888161A|1998-03-19|1999-03-30|Ford Global Technologies, Inc.|All wheel drive continuously variable transmission having dual mode operation|
    US5916053A|1998-03-19|1999-06-29|Ford Global Technologies, Inc.|Dual mode operation continuously variable transmission having creeper low and reverse gears|
    US5941789A|1998-03-19|1999-08-24|Ford Global Technologies, Inc.|All wheel drive continuously variable transmission having dual mode operation|
    US6093125A|1998-03-19|2000-07-25|Ford Global Technologies, Inc.|All wheel drive continuously variable transmission having dual mode operation|
    US5937711A|1998-03-19|1999-08-17|Ford Global Technologies, Inc.|All wheel drive continuously variable transmission having dual mode operation|
    US6106428A|1998-03-23|2000-08-22|Ford Global Technologies, Inc.|Compact dual mode continually variable transmission|
    CN101408244B|2007-10-08|2010-12-01|刘海平|Mechanical hydraulic stepless speed changer and method and vehicle mechanical hydraulic stepless speed changer|
    JP5832002B2|2012-05-22|2015-12-16|本田技研工業株式会社|Continuously variable transmission|
    JP6498124B2|2012-12-19|2019-04-10|シェフラー テクノロジーズ アー・ゲー ウント コー． カー・ゲーＳｃｈａｅｆｆｌｅｒ Ｔｅｃｈｎｏｌｏｇｉｅｓ ＡＧ ＆ Ｃｏ． ＫＧ|Multi-range CVT|
    US9810286B2|2013-02-18|2017-11-07|9158-7147 Quebec Inc.|Fuel tank, radiator, pedal box assembly, reverse transmission system and electric control module for vehicles|
    WO2015149796A1|2014-04-01|2015-10-08|Schaeffler Technologies AG & Co. KG|Cvt drive train|
    CN112610670A|2020-12-21|2021-04-06|陈藕生|Stepless speed variator|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    NL8105451A|NL8105451A|1981-12-03|1981-12-03|TRANSMISSION, PARTICULARLY FOR A VEHICLE, FITTED WITH A HYDRODYNAMIC TORQUE INVERTER.|
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