• 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 present invention relates to a transmission device for a motor vehicle, in particular a motorized vehicle with at least two wheels, comprising a driving shaft (12) carrying at least two driven gears (14, 16), a receiving shaft (48) carrying at least two two driven gears (50, 52) and an intermediate motion transmission shaft (42) carrying fixed gears (44, 46) cooperating with the gears of the drive shaft (12) and the output shaft ( 48). According to the invention, the device comprises two motion transmission paths (T1, T2) between the driving shaft (12) and the receiving shaft (48) comprising toothed wheels (14, 50; 16, 52) carried by the drive shaft and the output shaft and fixed gearwheels (44, 46) carried by the intermediate shaft and that the drive shaft and / or the output shaft carries two controllably controlled couplings (18, 20). 56, 74) for connecting the shaft to the gears.
    公开号:FR3027990A1
    申请号:FR1460502
    申请日:2014-10-31
    公开日:2016-05-06
    发明作者:Stephane Venturi；Samy Laabidi；Misa Milosavljevic
    申请人:IFP Energies Nouvelles IFPEN；
    IPC主号:
    专利说明:

    [0001] The present invention relates to a speed transmission device for moving a motor vehicle, in particular a motorized vehicle with at least two wheels, and a powertrain using this speed transmission device.
    [0002] In the example described in document FR 2 811 395, this speed transmission device comprises a motor shaft placed substantially parallel to a receiving shaft which is generally used to drive the driving wheel or wheels of the vehicle.
    [0003] In this type of transmission, the drive shaft is rotated by the internal combustion engine and carries, in a fixed manner, two driving wheels which are each engaged with driven wheels carried by the receiving shaft by being mounted crazy. on this tree. This receiver shaft also carries walk-around players which make it possible to rotate the driven wheels together with this shaft. Thus, in operation, the vehicle is driven in displacement at different speeds by acting on the various players that carry the receiving shaft to secure one of the driving wheels of the drive shaft with one of the receiving wheels of the receiver shaft. As is well known, this type of transmission can be used with a hybrid type vehicle that combines, as means of moving the vehicle, the internal combustion engine to a rotary engine / generator, such as an electric machine connected to a source electric, such as one or more electric accumulators. This combination makes it possible to optimize the performance of this vehicle, in particular by reducing the fuel consumption of the entire device, while preserving the environment by limited discharges of pollutants into the atmosphere.
    [0004] Thus, when it is desired to move the vehicle with a large torque over a wide range of speeds while limiting the generation of pollutant exhaust gas and noise, as in an urban site, the use of the electric machine is preferred to train on the move this vehicle.
    [0005] On the other hand, the engine is used to move this vehicle for uses where high driving power and a long operating autonomy are required.
    [0006] This transmission device, although satisfactory, nevertheless has significant disadvantages. Indeed, it is necessary, to obtain the desired speed of movement, to couple or uncouple some elements of the device, such as the gears receiving. This has the effect of lengthening the time of passage from one speed to another resulting in driving discomfort. In addition, the transmission device must include a multiplicity of actuators to control the players. These actuators increase the cost of producing the device and can be the source of faults and / or malfunctions. In addition, these actuators must be controlled by a computing unit, as the calculator that usually includes the engine, which requires increasing the capacity of this computer. The present invention proposes to overcome the drawbacks mentioned above by means of a speed transmission device of simple and inexpensive embodiment.
    [0007] For this purpose, the invention relates to a transmission device for a motor vehicle, in particular a motorized vehicle with at least two wheels, comprising a motor shaft carrying at least two driven gears, a receiving shaft carrying at least two driven gears and a shaft. motion transmission intermediate bearing fixed gear wheels cooperating with the gears of the drive shaft and the output shaft, characterized in that the device comprises two motion transmission paths between the motor shaft and the receiving shaft comprising toothed wheels carried by the driving shaft and the receiving shaft and fixed gear wheels carried by the intermediate shaft and in that the motor shaft and / or the receiving shaft carries two controlled-control couplings for connecting the shaft with toothed wheels. One of the tracks may comprise a driving gear driven by the motor shaft through a one-way coupling, a toothed wheel supported by the intermediate motion transmission shaft and a driven gear connected to said receiver shaft by a controlled-control coupling and the other of the tracks may comprise a drive gear connected to the drive shaft by a controlled-control coupling, a gear wheel fixedly supported by the intermediate shaft and a driven gear connected to said output shaft by a controlled coupling. One of the tracks may comprise a driving gear driven by the drive shaft through a controlled-controlled coupling, a gear wheel fixedly supported by the motion-transmitting intermediate shaft and a driven gear connected to said receiving shaft by a controlled-control coupling and the other of the tracks may comprise a driving gear connected to the drive shaft by a controlled-control coupling, a gear wheel fixedly supported by the intermediate shaft and a driven gear connected to said receiving shaft through a unidirectional coupling.
    [0008] One of the tracks may comprise a driving gear driven by the drive shaft through a controlled-controlled coupling, a gear wheel fixedly supported by the motion-transmitting intermediate shaft and a driven gear connected to said receiving shaft by a controlled-control coupling and the other of the tracks may comprise a driving gear connected to the drive shaft by a controlled-control coupling, a gear wheel fixedly supported by the intermediate shaft and a driven gear connected to said receiving shaft through a controlled-control coupling.
    [0009] The device may comprise a closed band on itself connecting the gears of each motion transmission path. The closed band on itself may comprise a chain or a belt. The unidirectional coupling may comprise a freewheel. The controlled-control coupling may comprise a disk clutch. The invention also relates to a powertrain, in particular for a motor vehicle with at least two wheels, comprising an internal combustion engine, a speed transmission device and a powertrain, characterized in that it may comprise a transmission device. speed as mentioned above. The powertrain may include a prime mover / generator to achieve at least the displacement of the vehicle. The rotor of the machine can be connected to the pressure plate of the disk clutch.
    [0010] The rotor of the machine can be connected to the intermediate shaft. The powertrain may comprise a band closed on itself for the connection in rotation between the rotor of the machine and the element that it drives. The other features and advantages of the invention will now appear on reading the description which will follow, given solely by way of illustration and not limitation, and to which are appended: - Figure 1 which is a diagram showing the transmission device speed of the invention; - Figure 2 which shows a variant of the speed transmission device of Figure 1; - Figure 3 which is a variant of the speed transmission device of Figure 1; and FIG. 4 which shows the variant of the speed transmission device of FIG. 3 applied to a powertrain advantageously used with a hybrid type vehicle.
    [0011] As illustrated in FIG. 1, the speed transmission device 10 comprises a driving shaft 12 carrying two different diameter gear wheels 14 and 16, a controlled-control coupling 18 for the wheel 14 and another controlled-control coupling 20 for the wheel 16.
    [0012] Referring to Figure 1, the toothed wheel 14 (called small gear) is placed on a sleeve 22 surrounding the shaft 12 being free to rotate on the shaft but fixed in translation. This wheel has the possibility of being rotatably connected to this shaft by the controlled-control coupling 18, such as a friction disk clutch or a synchronizer. To the left of this small toothed wheel, the other toothed wheel 16 (or large toothed wheel) is placed on a sleeve 24 surrounding the shaft 12 being free to rotate on this shaft but fixed in translation. The controlled-control coupling 20, such as a friction disc clutch or a synchronizer, makes it possible to connect the wheel 16 in rotation with the drive shaft 12.
    [0013] For reasons of simplification in the rest of the description, the gears 14 and 16 are called driving gears. By way of example and as best illustrated in FIG. 1, the controlled-control couplings are friction disc clutches and comprise a reaction plate 26, 28 fixed to the drive shaft 12, a pressure plate 30, 32 , free in translation but fixed in rotation with the reaction plate being controlled in displacement towards the reaction plate by any known means, such as levers 34, 36, and a friction disc 38, 40 free in translation on the sleeves 22 But rotates while being placed between the pressure plate and the reaction plate. This device also comprises an intermediate shaft for transmitting rotational movement 42, placed substantially parallel to the drive shaft 12 and carrying two toothed wheels 44, 46 fixed to this shaft and of different diameter by meshing with the toothed wheels of the engine shaft. The toothed wheel 44 (large intermediate gear) of this connecting shaft cooperates with the small drive gear and the gear wheel 46 (small intermediate gear) cooperates with the large drive gear.
    [0014] This device also comprises, substantially parallel to the drive shaft 12 and the intermediate shaft 42, a receiving shaft 48 which carries, as for the drive shaft 12, two gears receiving receptors 50 and 52 of different diameter.
    [0015] The receiver gears are placed on the receiving shaft in a manner symmetrical to that of the motor shaft.
    [0016] Thus, the toothed wheel 50 (small driven gear wheel) is placed on a sleeve 54 surrounding the receiving shaft 48 being free to rotate on the shaft but fixed in translation. This toothed wheel 50 has the possibility of being connected in rotation to this receiving shaft by a controlled-control coupling 56, such as a friction disc clutch or a synchronizer. As for the couplings placed on the motor shaft, the controlled-control coupling 56 is here a friction clutch with a reaction plate 58 fixed on the receiving shaft, a pressure plate 60, free in translation but fixed in rotation with the reaction plate, being controlled in displacement towards the reaction plate by any known means, such as levers 62, and a friction disc 64 free in translation on the sleeve 54 but fixed in rotation. As best illustrated in FIG. 1, the gearwheel 52 (large driven gearwheel) is placed on the shaft 48 through a unidirectional coupling 66, such as a freewheel. As best seen in the figure, the large driven wheel 52 meshes with the small intermediate wheel 46 while the small driven wheel 50 meshes with the large intermediate wheel 44.
    [0017] In this configuration, the transmission device comprises two gear trains forming two rotational movement transmission channels T1 and T2 between the motor shaft and the receiving shaft. One T2 of these tracks comprises the large driving gear 16, the small intermediate gear 46 and the large driven wheel 52. The other Ti of these tracks comprises, symmetrically, the small driving wheel 14, the ferris wheel Intermediate 44 and the small driven wheel 50. Of course, it is within the abilities of those skilled in the art to provide known means, such as hydraulic or electric or mechanical actuators, to operate the levers 34, 36 and 62 depending on the desired speed ratio.
    [0018] The device described above thus makes it possible to achieve four gear ratios by using three clutches and a freewheel.
    [0019] In one of these speed ratios, during the rotation of the drive shaft and in the engaged position for the clutch 18 and disengaged for the clutches 20 and 56, the small driven gear 14 is rotated by its connection with the shaft 12 through the clutch 18. This rotation of the wheel 14 is then transmitted to the intermediate shaft 42 by the large intermediate gear wheel 44, which has the effect of driving in rotation the small intermediate gear wheel 46. This small wheel in turn drives the large driven wheel 52 which retransmits this rotation to the receiving shaft 48 through the action of the free wheel 66.
    [0020] Of course, as the two clutches 20 and 56 are inactive, neither the large driving wheel 16 nor the small driven wheel 50 are rotated by the driving shaft or the receiving shaft and turn wildly on the shafts 12 and 48.
    [0021] In another gear ratio, the clutch 20 is in the engaged position and the clutches 18 and 56 are in the disengaged position. The large driving wheel 16 is then rotated by the drive shaft 12 under the action of the clutch 20. This rotation is relayed to the intermediate shaft 42 by the small intermediate wheel 46 which communicates to the ferris wheel led 52. The rotation of this large driven wheel is transmitted to the output shaft 48 by the actuation of the free wheel 66. Simultaneously, the rotation of the intermediate shaft 42 by the small intermediate wheel causes the rotation of the ferris wheel intermediate 44, which in turn drives the small driving wheel 14 and the small driven wheel 50. Given the disengaged position of the clutches 18 and 56, the small driving wheel 14 and the small driven wheel 50 rotate wildly on their shaft respective. For another gear ratio, the clutches 18 and 56 are in the engaged position and the clutch 20 is in the disengaged position. The small driving wheel 14 is then driven in rotation by the drive shaft by the action of the clutch 18. The rotation of this small driving wheel is communicated to the intermediate shaft 42 by the large intermediate wheel 44 which transmits it to the receiving shaft by the small driven wheel 50 connected to this receiving shaft by the action of the clutch 56. The rotation of the intermediate shaft 42 by the large intermediate wheel 44 causes the rotation of the small wheel 46 which meshes with the However, given the differential speed of rotation between the driven wheel 52 and the receiving shaft 38, it is uncoupled from the large wheel driven by the inaction of the freewheel 66. Of course and this taking into account the disengaged position of the clutch 20, the rotation of the small intermediate wheel 46 has no influence on the drive shaft 12 since the large drive gear 16 turns idle on the shaft. Finally for the last report, the two clutches 20 and 56 are in the engaged position and the clutch 18 is in the disengaged position. The rotation of the drive shaft 12 is transmitted, by the action of the clutch 20, to the large driving wheel 16 which transmits it to the small intermediate gear 46 of the intermediate shaft 42. The latter transmits this rotation the small driven wheel 50 via the large intermediate gear wheel 44. The output shaft is then rotated by the action of the clutch 56 which connects the small gear wheel led to this shaft. In this configuration, the rotation of the intermediate shaft 42 also causes, through the intermediary gears 44 and 46, the rotation of the small driving gear 14 and the large driven gear 52. As already mentioned, given the differential speed of rotation between the driven wheel and the receiving shaft, the latter is uncoupled from the large driven wheel 52 by the freewheel 66.
    [0022] Thus, the transmission device as described above makes it possible to achieve four gear ratios with the advantage of having a clutch 18 on the motor shaft which makes it possible to obtain the neutral position function on the transmission. It also makes it possible to perform the function of taking off the vehicle from zero speed, as well as having two gears with engine braking. This device also makes it possible to achieve different gear ratios by using the gears of each transmission path Ti or T2 or to combine a part of the gears of one Ti of the tracks with a part of the other T2 of the channels for perform other gear ratios. In Figure 1, the different wheels of each rotational movement transmission path Ti and T2 are connected together by a band closed on itself, such as a chain or a belt, preferably notched internally and / or externally. As best seen in this figure, there is provided a chain for each transmission channel, a chain 70 for connecting the large drive gear 16, the small intermediate gear 46 and the large gear 52, and a chain 68 to connect the small driving wheel 14, the large intermediate gear wheel 44 and the small driven wheel 50. This has the effect of being able to change the location of the trees and to place them at a distance from each other depending on the available space while ensuring the transmission of the rotational movement between these shafts. Furthermore, this chain (or belt) makes it possible to limit the friction with the wheels in comparison with the arrangement according to which the toothed wheels meshing directly with each other.
    [0023] The use of a chain or belt may also prevent wet sump lubrication solutions. The variant of Figure 2 differs from the embodiment of Figure 1 in that the disc clutch 18 for the driven gear 14 of the receiving shaft of Figure 1 is replaced by a unidirectional coupling 72 , as a free wheel, interposed between the toothed wheel 14 and the drive shaft 12. In this variant, the free wheel 66 interposed between the large driven gear 52 and the receiving shaft 48 of FIG. 1 is replaced by a coupling controlled control 74, here in the form of a disk clutch, cooperating with a sleeve 76 carrying the wheel 52 by surrounding the receiving shaft in a fixed manner in translation but free in rotation. As for the preceding embodiment, this coupling comprises a reaction plate 78 fixed on the receiving shaft 48, a pressure plate 80, free in translation but fixed in rotation with the reaction plate, being controlled in motion towards the reaction plate by levers 82, and a friction disc 84 free in translation and fixed in rotation on the sleeve 76 being placed between the reaction plate and the pressure plate.
    [0024] The operation of this variant is similar to that of Figure 1 by providing the possibility of obtaining four gear ratios. For one of the reports, the clutches 20 and 56 are in the disengaged position and the clutch 74 is in the engaged position. In this configuration, during the rotation of the motor shaft 12, the small driven gear 14 is rotated by the actuation of the freewheel 72 connecting the motor shaft and the toothed wheel. This rotation of the wheel 14 is then transmitted to the intermediate shaft 42 by the large intermediate gear wheel 44, which has the effect of rotating the small intermediate gear wheel 46. This small wheel in turn drives the ferris wheel led 52 which retransmits this rotation to the receiving shaft 48 under the action of the clutch 74.
    [0025] As the two clutches 20 and 56 are inactive, neither the large driving wheel 16 nor the small driven wheel 50 are rotated by the motor shaft or the receiving shaft, these two wheels 16 and 50 respectively turn crazy about from their respective trees. In another report, the clutch 20 and the clutch 74 are in the engaged position and the clutch 56 is in the disengaged position. The large driving wheel 16 is then rotated by the drive shaft 12 by the action of the clutch 20. This rotation is transmitted to the intermediate shaft 42 by the small intermediate wheel 46 which communicates to the ferris wheel led The rotation of this large wheel is transmitted to the receiver shaft 48 through the clutch 74. Simultaneously, the rotation of the intermediate shaft 42 by the small intermediate wheel causes the rotation of the large intermediate wheel 44. of the differential rotation speed between the drive shaft 12 and the small driving wheel 14, this shaft is uncoupled from the small driving wheel by the inaction of the freewheel 72. The small driven wheel 50 then rotates crazy about its axis on the shaft 48. In another gear ratio, the clutch 56 is in the engaged position and the clutches 20 and 74 are in the disengaged position. The small driven wheel 14 is then rotated by the actuation of the freewheel 72 connecting the motor shaft and the toothed wheel. The rotation of this small driving wheel is communicated to the intermediate shaft 42 by the large intermediate wheel 44 which transmits it to the receiving shaft by the small driven wheel 50 connected to this receiving shaft by the action of the clutch 56.
    [0026] Of course and this in view of the disengaged position of the clutches 20 and 74, the rotation of the small intermediate wheel 46 has no influence on the driving shaft 12 and on the receiving shaft 48 since the large driving gear 16 and the large driven gear 52 turn wild on the shafts 12 and 48. For the last report, the two clutches 20 and 56 are in the engaged position and the clutch 74 is in the disengaged position. The rotation of the drive shaft 12 is transmitted, by the action of the clutch 20, to the large driving wheel 16 which transmits it to the small intermediate gear wheel 46 of the intermediate shaft 42 which transmits this rotation to the small driven wheel 50 via the large intermediate gear wheel 44. The output shaft is then rotated by the action of the clutch 56 which connects the small gear wheel led to this shaft. In this configuration, the rotation of the intermediate shaft 42 also causes, through the intermediate gear 44, the rotation of the small driving gear 14. As already mentioned, given the difference in rotational speeds between the driving wheel 14 and the drive shaft, the latter is uncoupled from the small driving wheel 14 by the freewheel 72. The large driven wheel 52 rotates idly about its axis on the shaft 48. For the variant of FIG. the freewheel 66 of FIG. 1 and the freewheel 72 of FIG. 2 are replaced by a controlled-controlled coupling, such as a disk clutch 18 and 74. Thus, the small drive gear 14 is placed on the shaft motor 12 on a sheath 22 surrounding this shaft being free to rotate on this shaft 25 but fixed in translation and having the possibility of being rotatably connected to this shaft by the clutch 18. The large driven wheel 52 is carried by a sheath 76 surrounding the receiver shaft 48 being free to rotate on this shaft but fixed in translation with the possibility of being rotatably connected to this shaft by the clutch 74. As already illustrated in Figures 1 and 2, the clutches 18 and 74 comprise a reaction plate 26, 78 fixed on the drive shaft 12 and the receiver shaft 48, a pressure plate 30, 80, free in translation but fixed in rotation with the reaction plate, being controlled in displacement to the reaction plate by any known means, such as levers 34, 82, and a friction disk 38, 84 free in translation on the sleeves 22, 76 but fixed in rotation being placed between the pressure plate and the plate of reaction. The gear ratios are similar to those described above with, for one of the reports, the engaged position of the clutches 18 and 56 and the disengaged position of the clutches 20 and 74; for another gear ratio, the engaged position of the clutches 20 and 74 and the disengaged position of the clutches 18 and 56; for yet another gear ratio, the engaged position of the clutches 18 and 56 and the disengaged position of the clutches 20 and 74; for a last report, the engaged position of the clutches 20 and 56 and the disengaged position of the clutches 18 and 74. FIG. 4 now illustrates the application of the speed transmission device 10 to a power unit of a motor vehicle, notably a vehicle with at least two wheels.
    [0027] This group thus comprises a propulsion engine, here an internal combustion engine 86, the speed transmission device 10 and a driving path of the vehicle.
    [0028] As shown in this figure, the motor shaft 12 of the device 10 is connected to the crankshaft 88 of the internal combustion engine and the receiving shaft 48 is connected to the drive path of the vehicle (not shown). For example, for a vehicle with two or three wheels, this receiver shaft will be connected to the driving wheel (or to the drive wheels) directly through a chain, belt or train. gears or indirectly by a drive axle carrying the drive wheels.
    [0029] Advantageously, the powertrain with the speed transmission device of FIG. 4 can be used on a hybrid type vehicle with the combination of a prime mover / generator 90 to the internal combustion engine 86.
    [0030] This machine is, solely by way of example in the following description, a hydraulic machine or an electrical machine connected to batteries (not shown). It is used either as an electric motor for moving the vehicle, or as a generator to charge the batteries or power the vehicle's electrical accessories. As best seen in FIG. 4, the electric machine comprises a rotor 92 carrying a toothed wheel 94.
    [0031] This machine can be connected in different places to the transmission device. Thus, in the configuration A mentioned in FIG. 4, the rotor 92 is rotatably connected to the reaction plate 78 of the clutch 74; for configuration B, this rotor is connected to the intermediate shaft 42 which carries for this purpose a fixed link gear 96; for the configuration C, the rotor is connected to the reaction plate 28 of the clutch 20. The location of this machine will be chosen by the skilled person in a judicious manner, including taking into account the size and speed reports desired for the purely electric drive of the vehicle. In configuration A, the machine drives the vehicle with a gear ratio, for configuration B with two gear ratios and for configuration C with 4 gear ratios. By way of example and as best seen in FIG. 4, the connection of the machine with the reaction plates or with the connecting gear 96 may be effected by a chain or toothed belt or in direct drive.
    [0032] This connection can also be achieved by co-operating the toothed wheel 94 of the rotor with a complementary toothing (not shown) carried by the periphery of the reaction plate or with the toothing of the toothed wheel 96.
    [0033] By this, it is possible to carry out the drive of the vehicle in forward or reverse through the rotation of the rotor 92 which is transmitted via the different gears to the drive way. In purely electric operation for the movement of the vehicle, only the electric motor is used. In addition, this electric motor can also be used in combination with the internal combustion engine 86, either to bring additional power to the receiver shaft, or be used as a generator to recharge the batteries.
    [0034] In addition, during decelerations of the vehicle, the rotor of the machine is rotated by the different gears and in this case the machine becomes a generator.
    权利要求:
    Claims (14)
    [0001]
    CLAIMS1) A transmission device for a motor vehicle, in particular a vehicle with at least two wheels, comprising a driving shaft (12) carrying at least two driving gears (14, 16), a receiving shaft (48) carrying at least two driven gears (50, 52) and an intermediate motion transmission shaft (42) carrying stationary gear wheels (44, 46) cooperating with the gears of the drive shaft (12) and the output shaft (48), characterized in that the device comprises two motion transmission paths (T1, T2) between the driving shaft (12) and the receiving shaft (48) comprising toothed wheels (14, 50; 16, 52) carried by the motor shaft and the receiver shaft and stationary gears (44, 46) carried by the intermediate shaft and in that the drive shaft and / or the output shaft carries two controllable control couplings (18, 20; , 74) to connect the shaft to the gears.
    [0002]
    2) A transmission device according to claim 1, characterized in that one (Ti) of the tracks comprises a drive gear (14) carried by the drive shaft (12) through a unidirectional coupling (72), a toothed wheel (44) carried by the motion-transmitting intermediate shaft and a driven gear (50) connected to said output shaft by a controlled-control coupling (56) and the other (T2) of the tracks comprises a drive gear (16) connected to the drive shaft (12) by a controlled drive coupling (20), a gear wheel (46) fixedly supported by the intermediate shaft (42) and a driven gear wheel (52). ) connected to said output shaft by a controlled-control coupling (74).
    [0003]
    3) A transmission device according to claim 1, characterized in that one (Ti) of the tracks comprises a driving gear (14) carried by the drive shaft (12) through a controlled-control coupling (18). ), a toothed wheel (44) fixedly supported by the motion-transmitting intermediate shaft and a driven gearwheel (50) connected to said output shaft by a controlled-control coupling (56) and that the other (T2) of the tracks comprises a driving gear (16) connected to the drive shaft (12) by a controlled-control coupling (20), a gear wheel (46) fixedly supported by the intermediate shaft (42) and a driven gear wheel ( 52) connected to said receiver shaft through a unidirectional coupling (66).
    [0004]
    4) A transmission device according to claim 1, characterized in that one (Ti) of the tracks comprises a drive gear (14) carried by the drive shaft (12) through a controlled-control coupling (18). ), a toothed wheel (44) fixedly supported by the motion-transmitting intermediate shaft and a driven gear (50) connected to said output shaft by a controlled-control coupling (56) and that the other (T2) of the tracks comprises a drive gear (16) connected to the drive shaft (12) by a controlled-control coupling (20), a toothed wheel (46) fixedly supported by the intermediate shaft (42) and a driven gear (52) connected to said receiver shaft through a controlled-control coupling (74).
    [0005]
    5) A transmission device according to one of the preceding claims, characterized in that it comprises a band closed on itself (68, 70) connecting the toothed wheels (14, 44, 50, 16, 46, 52) of each path of motion transmission.
    [0006]
    6) A transmission device according to claim 5, characterized in that the band closed on itself (68, 70) comprises a chain.
    [0007]
    7) A transmission device according to claim 5, characterized in that the band closed on itself (68, 70) comprises a belt.
    [0008]
    8) Transmission device according to one of claims 1 to 3, characterized in that the unidirectional coupling comprises a free wheel (66, 72).
    [0009]
    9) Transmission device according to one of the preceding claims, characterized in that the controlled-control coupling comprises a disc clutch (18, 20, 56, 74).
    [0010]
    10) Powertrain, in particular for a motor vehicle with at least two wheels, comprising an internal combustion engine (86), a speed transmission device (10) and a driving track, characterized in that it comprises a transmission device gear (10) according to one of the preceding claims.
    [0011]
    11) Powertrain according to claim 10, characterized in that it comprises a driving machine / generator (90) to achieve at least the displacement of the vehicle.
    [0012]
    12) Power train according to claim 11, characterized in that the rotor (92) of the machine (90) is connected to the pressure plate (28, 78) of the disk clutch (20, 74).
    [0013]
    13) Power train according to claim 11 or 12, characterized in that the rotor (92) of the machine (90) is connected to the intermediate shaft (42).
    [0014]
    14) Powertrain according to one of claims 11 to 13, characterized in that it comprises a band closed on itself (98) for the connection in rotation between the rotor (92) of the machine (90) and the element that it entails.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP2405156B1|2012-12-26|Speed transmission device for a hybrid motor vehicle
    EP2593320B1|2017-09-06|Power train with double planetary gear unit for an hybrid automobile
    EP2345828B1|2013-05-01|Transmission device with variable ratio for vehicle powertrain and hybrid vehicle using such a transmission
    EP2277731B1|2015-11-25|System for driving a hybrid vehicle and method therefore
    EP3212961A1|2017-09-06|Speed-transmission device for moving a motor vehicle, notably a motorized at least two-wheeled vehicle, and power train using such a device
    WO2015071088A1|2015-05-21|Motor vehicle propulsion unit and motor vehicle
    EP2712749B1|2018-05-16|System for driving the movement of a hybrid vehicle
    WO2015090876A1|2015-06-25|Power train with a variable-speed transmission device, particularly for hybrid vehicle
    EP3227582A1|2017-10-11|Speed transmission device for moving a motor vehicle, notably a motorized at least two-wheeled vehicle, and power train using such a device particularly for a hybrid vehicle
    EP3148827A1|2017-04-05|Speed transmission device for motor vehicles and power train comprising said device
    WO2016120066A1|2016-08-04|Method for controlling a variable-speed transmission device with epicyclic gear trains of a power train, in particular for a hybrid vehicle
    EP3230106B1|2018-10-24|Power train for driving a motor vehicle with a variable-speed transmission device having a triple planetary gear set and especially a power train for a hybrid-type vehicle
    FR3014036A1|2015-06-05|POWERTRAIN FOR DRIVING A MOTOR VEHICLE, IN PARTICULAR A HYBRID VEHICLE.
    EP3462058A1|2019-04-03|Speed transmission device with reverse gear for the movement of a motor vehicle, especially a motorised vehicle with at least two wheels
    EP3263383A1|2018-01-03|Propulsion unit for a hybrid vehicle with a connection/disconnection device for the electric machine
    WO2018054717A1|2018-03-29|Motor vehicle powertrain
    FR3022857A1|2016-01-01|DEVICE FOR DRIVING TRAINING OF A HYBRID MOTOR VEHICLE AND METHOD USING SUCH A DEVICE.
    FR2975640A1|2012-11-30|Power train for hybrid motor vehicle, has movement transmission track comprising toothed wheels and transmitting movement to powered axle, and additional epicyclic gear train connecting epicyclic drive train to movement transmission track
    WO2015086325A1|2015-06-18|Power train with a variable-speed transmission device, in particular for a hybrid vehicle
    FR3056463B1|2019-10-11|EPICYCLOIDAL DOUBLE TRAIN POWERTRAIN OPTIMIZED FOR A HYBRID VEHICLE
    FR3106089A1|2021-07-16|Automatic transmission for thermal / electric hybrid vehicle
    WO2017076676A1|2017-05-11|Speed transmission device for the movement of an at least two-wheeled motor vehicle, and power train using said speed transmission device
    同族专利:
    公开号 | 公开日
    WO2016066331A1|2016-05-06|
    EP3212961A1|2017-09-06|
    CN107076271A|2017-08-18|
    FR3027990B1|2016-11-11|
    JP2017534033A|2017-11-16|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB162336A|1919-12-19|1921-04-19|Charles Henry Caton|Improvements in change speed driving gear|
    FR1564612A|1967-02-01|1969-04-25|WO2020079662A1|2018-10-19|2020-04-23|Lamberti Lamberto|Active mechanical brake-force distribution with exclusive mechanical anti-locking function|
    EP3722637A1|2019-04-08|2020-10-14|Ningbo Geely Automobile Research & Development Co. Ltd.|A transmission for a vehicle|SE448359B|1985-07-01|1987-02-16|Volvo Ab|MOTORFORDONSVEXELLADA|
    FR2811395B1|2000-07-06|2002-12-06|Peugeot Citroen Automobiles Sa|GEARBOX FOR HYBRID VEHICLE|
    JP2004324768A|2003-04-24|2004-11-18|Fuji Heavy Ind Ltd|Automatic transmission|
    JP4628988B2|2006-04-14|2011-02-09|本田技研工業株式会社|Parallel shaft type transmission|FR3071576B1|2017-09-28|2019-10-11|IFP Energies Nouvelles|REVERSE SPEED TRANSMISSION DEVICE FOR THE DISPLACEMENT OF A MOTOR VEHICLE, IN PARTICULAR A MOTORIZED VEHICLE WITH AT LEAST TWO WHEELS|
    CN109356979A|2018-11-07|2019-02-19|柳州惠林科技有限责任公司|A kind of single clutch two-shift automatic variable speed device having reverse gear|
    法律状态:
    2015-10-22| PLFP| Fee payment|Year of fee payment: 2 |
    2016-05-06| PLSC| Publication of the preliminary search report|Effective date: 20160506 |
    2016-10-27| PLFP| Fee payment|Year of fee payment: 3 |
    2017-09-15| PLFP| Fee payment|Year of fee payment: 4 |
    2018-10-25| PLFP| Fee payment|Year of fee payment: 5 |
    2019-10-24| PLFP| Fee payment|Year of fee payment: 6 |
    2020-10-27| PLFP| Fee payment|Year of fee payment: 7 |
    2021-10-28| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1460502A|FR3027990B1|2014-10-31|2014-10-31|SPEED TRANSMISSION DEVICE FOR THE DISPLACEMENT OF A MOTOR VEHICLE, IN PARTICULAR A MOTORIZED VEHICLE HAVING AT LEAST TWO WHEELS, AND MOTOR POWERTRAIN USING SUCH A DEVICE.|FR1460502A| FR3027990B1|2014-10-31|2014-10-31|SPEED TRANSMISSION DEVICE FOR THE DISPLACEMENT OF A MOTOR VEHICLE, IN PARTICULAR A MOTORIZED VEHICLE HAVING AT LEAST TWO WHEELS, AND MOTOR POWERTRAIN USING SUCH A DEVICE.|
    PCT/EP2015/071509| WO2016066331A1|2014-10-31|2015-09-18|Speed-transmission device for moving a motor vehicle, notably a motorized at least two-wheeled vehicle, and power train using such a device|
    EP15763635.8A| EP3212961A1|2014-10-31|2015-09-18|Speed-transmission device for moving a motor vehicle, notably a motorized at least two-wheeled vehicle, and power train using such a device|
    CN201580057513.9A| CN107076271A|2014-10-31|2015-09-18|For motor vehicles, the especially at least speed drive of the motion of the motor vehicles of two-wheeled and the power train using this device|
    JP2017523456A| JP2017534033A|2014-10-31|2015-09-18|Transmission for operating an automobile vehicle, in particular, at least two-wheeled power vehicle, and a power train using the same|
    [返回顶部]