• 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:
    A range-change transmission having a main transmission, an upstream splitter group and a downstream range group. The main transmission comprises planetary gearsets (PS2, PS3). A ring gear of gearset (PS2) is rotationally fixed to an input shaft of the main transmission. A planetary carrier of gearset (PS2) is fixed, via an intermediate shaft, to the sun gear of gearset (PS3). By way of one dual shifting element, the sun gear of gearset (PS2) can be selectively locked to the housing or rotationally fixed to the intermediate shaft. By way of two single shifting elements, the planetary carrier of gearset (PS3) can be locked to the housing or rotationally fixed to the output shaft of the main transmission. By way of another dual shifting element, the ring gear of gearset (PS3) can be locked to the housing or rotationally fixed to the output shaft of the main transmission.
    公开号:SE1350501A1
    申请号:SE1350501
    申请日:2013-04-23
    公开日:2013-11-04
    发明作者:Kai Borntraeger
    申请人:Zahnradfabrik Friedrichshafen；
    IPC主号:
    专利说明:

    Fig. 1 1 APPLICANT: ZF Friedrichshafen AG NAME OF THE INVENTION: GROUP TRANSMISSION FOR A MOTOR VEHICLE The invention relates to a group transmission for a motor vehicle, for example a heavy commercial vehicle, with a main transmission with several stages, a division group connected before the main transmission and an area group.
    Group transmissions with a main transmission with several stages, a division group connected before this main transmission as well as an area group connected after the main transmission have been known for a long time and are used above all in heavy commercial vehicles. By a standard two-step subgroup challenge with a gear ratio that is approximately equal to half of a middle gear ratio between two consecutive gear stages of the main transmission, the gear ratio of the main transmission is halved and the total number of gear ratios for group transmission is doubled. Through a conventional two-stage range group with a gear shift approximately in a middle gear jump between two consecutive gear stages of the main transmission over the total transmission jump of the main transmission, the total transmission spread is approximately doubled and the number of transmissions in group is doubled again. In this way, in connection with a three-axle main transmission (with three gears forward and one reverse gear) a group transmission with a total of twelve gears forward as well as a maximum of four gears rear and in connection with a four-axle main transmission (with four gears forward and one reverse gear) a group transmission with a total sixteen vdxlar front and a maximum of four vdxlar rear.
    Such a group transmission still has a simple transmission with a comparable number of gears as well as the corresponding gear friction and spread of a clearly more compact mat and a lighter weight. Since many transmissions in a group transmission require switching of transmission stages in several sub-transmissions and thus take place relatively complicated, most known group transmissions are designed to be either interchangeable partially automated or fully automated.
    Through the applicant's design series of automated gear transmissions referred to as the AS-Tronic family, the transmissions in the AS-Tronic-mid-Baureihe are intended 2 for medium-duty commercial vehicles and the transmissions in the AS-Tronic-Baureihe are intended for heavy-duty vehicles known as group transmissions with several main transmissions. . three or four forward gears, a two-stage split group connected before the main transmission and a two-stage omild group connected after the previous transmission of the main transmission. The main transmission is always designed as an intermediate shaft construction, equipped with unsynchronized claw couplings and has a single intermediate shaft when AS-Tronicmid-Baureihe applies, as in the case of AS-Tronic-Baureihe two intermediate shafts due to weight and construction space optimization. In both construction series, the main transmission is selectively available in a direct-drive version (in -TIG min - 1) or in a high-speed version (in 4IG min <1). The split group is always designed as an intermediate shaft transmission with two interchangeable input constants. The enclosure group is always designed as a planetary gear in two stages with a connectable direct connection (iGp = 1) and an alternative switchable higher gear ratio (iGp >> 1).
    In DE 198 31 293 Al there is a modular system, with which several group transmissions thereby constructed can be formed with different numbers of gears and different gear ratios using equally constructed modules and gear sets. The main transmission is always designed with an intermediate shaft construction and, depending on the embodiment, has two, three or four forward gears as well as a reverse gear. The dividing group connected to the main transmission is always designed in two stages, and also challenges with intermediate shaft construction and has two alternatively connectable input constants for the main transmission. The omeades group connected after the main transmission is also designed in two steps and challenges with planetary gear construction and has a greatly reduced as well as a direct gearing step.
    Through, for example, EP 0 618 382 B1, however, it is also an edge that a dividing group can be formed with a planetary shaft construction and an area group can be formed with an intermediate shaft construction. The group transmission carried out in EP 0 618 383 B1 consists of a multi-stage main transmission designed with intermediate shaft construction and an auxiliary transmission coupled after the main transmission, which comprises a two-stage dividing group and a two-stage area group. In a first embodiment of the auxiliary transmission according to Fig. 2, the dividing group is formed with an intermediate shaft construction, while the scope group, as with the embodiment of the group transmission according to DE 198 31 293 A1, is designed with a planetary construction. In a second embodiment of the auxiliary transmission according to Fig. 3 of EP 0 618 382 B1, on the other hand, the division group is formed with planetary construction and the area group with intermediate shaft construction.
    The object of the invention is to propose a group transmission for a motor vehicle with a multi-axle main transmission, a subdivision group connected before the main transmission and an area group connected after the main transmission, which compared with the known embodiments has less matte, in particular a less axial design length and is corresponding as well as ldttare.
    This object is fulfilled for a group transmission with the features according to the preamble of claim 1, in that the main transmission is designed with a planetary construction and comprises two axially spaced-apart arranged planetary gear sets each with a sun gear, each a planet carrier carrying several planet wheels and a ring wheel each. the planet gear set on the entrance side is rotatably connected to the input shaft of the main transmission, the planet carrier on the planet wheel set on the entrance side is rotatably connected to the sun gear on the planet wheel assembly via an intermediate shaft, the sun wheel on the planet wheel can be fixed the dividing group, the planet carrier on the planetary gear set on the output side can be connected alternately lockably to the housing or rotatably to the output shaft of the main transmission via two single gear elements and h that the ring gear of the planetary gear set-up on the output side can be alternately connected in a readable manner to the housing or rotationally fixed to the output shaft of the main transmission via a double gear element on all / stand from the dividing group.
    Advantageous embodiments and further developments of the group transmission according to the invention form the basis for the subclaims.
    Accordingly, the invention is based on a group transmission 30 known per se for a motor vehicle, for example for a heavy commercial vehicle, which has a main transmission with several stages, a subdivision group technically arranged before the main transmission and an area group technically arranged after the main transmission.
    In order to achieve a smaller mat, in particular a smaller axial installation length for the group transmission, the main transmission is designed with a planetary construction and 4 comprises two axially adjacent simple planet gear projections, each consisting of a sun gear, each a planet carrier carrying several planet wheels and each planet wheel. . The two planetary gear sets are connected to each other via an intermediate shaft, which on the one hand is rotatably connected to the planet carrier on the planetary gear set on the input side and on the other hand is rotatably connected to the sun gear on the planetary gear set on the output side. The ring gear of the planetary gear set-up on the entrance side is rotatably connected to the input shaft of the main transmission. Since the sun gear on the planetary gear set on the input side can be alternately connected loosely to the housing or rotatably connected to the intermediate shaft via a double gear element near the dividing group, two gear stages can be connected to the planet gear set PS2 on the input side, namely a reduced gear and direct gear ips2 = 1).
    The planetary carrier of the planetary gear set on the output side can be alternately connected phasedly to the housing or rotatably connected to the output shaft of the main transmission via two single gear elements, namely a first single gear element and a second single gear element, so that by exchanging the two main gear direction elements.
    When approaching, the second single-gear element is closed and thereby the planet carrier on the planetary gear set-up on the output side is rotatably connected to the output shaft of the main transmission. Since the ring gear on the planetary gear set-up on the output side of the main transmission can be alternately connectably connected to the housing or rotatably with the main transmission output shaft via a double gear element spaced from the divider group, two gears forward on the planetary gear set can be switched on > 1) and a direct gear step (ips3 = 1).
    When coming back, on the other hand, the first single-gear element is closed and thus the planet carrier of the planetary gear set-up on the output side is loaded firmly at the housing. Since the ring gear on the planetary gear set on the output side in this case cannot be locked to the housing, only one gear step is available on the planetary gear set on the output side.
    The main transmission according to the invention consequently enables the connection of a total of four gear stages for coming forward and two gear stages for cornering baked with only two gear planes. In this case, the direct gear stage of the main forward gear transmission, in which its two planetary gear sets are connected to each of the direct gear stages (ips2 = 1, ips3 = 1), has a particularly high efficiency, since the planetary gear sets do not always rotate rigidly. roll losses in the current cog grips.
    Compared to a main transmission made with intermediate shaft construction with the same number of gear stages, at least four gear planes are saved by planetary construction for the main transmission, whereby in particular the axial installation length of the main transmission and thereby also the total group transmission is substantially less built-in and weighted.
    Since the two single-shaft elements of the main transmission are alternately barred and opened, it is advantageously arranged that these single-shaft elements of the main transmission are mechanically, hydraulically, pneumatically or otherwise connected to each other so that one single-shaft element is opened when the other single-shaft element is closed.
    Since the double gear element at a distance from the dividing group arranged on the planetary gear set of the main transmission on the exit side at the first single gear element closed behind a bar may not be engaged in the gear lever in which the ring gear of this planet gear set on the output side is read opposite the housing. , on the corresponding salt it may be so arranged, since the first single gear element of the main transmission and the double gear element arranged at a distance from the dividing group and arranged for the planetary gear arrangement on the output side of the main transmission are mechanically, hydraulically, pneumatically or otherwise sifted together. from the dividing group when the first single gear element is opened is freely switchable and when the first single gear element is rod is located in the gear position in which the ring gear of the planet gear set on the output side is rotatable t connected to the output shaft of the main transmission. For further saving of installation space, it is advantageously arranged that the Wen division group is designed with a planetary construction. The dividing group therefore has a simple planet gear set with a sun gear, a planet carrier carrying several planet wheels and a ring wheel, the ring wheel being rotatably connected to the division group input shaft, the planet carrier being rotatably connected to the dividing group output shaft and the sun wheel being rotatably connected with the output group output shaft via a double shaft element on the split group side.
    Since the sun gear of the planetary gear set of the dividing group can be alternately connected loosely to the housing or rotatably with the output shaft of the dividing group via the double gear element on the dividing group side, two gear steps can be connected to the planetary gear set of the dividing group, namely a reduced gear step (1) in a direct gear step. This doubles the number of 15 switching steps that can be switched on in the main transmission. The planetary structure for a dividing group is admittedly known in principle by EP 0 618 382 B1, where, however, the dividing group has another connection with the ring wheel and the planet carrier at the input shaft and the output shaft of the dividing group, is used in connection with a main transmission designed with intermediate shaft construction and is propulsive. Arranged after the main transmission. Compared to a two-stage split group designed with an intermediate axle structure, a gear plane is saved through the planetary structure.
    In addition, in order to save built-in space, the so-called group set is designed with a planetary structure and comprises a simple planet gear set with a sun gear, a planet carrier carrying several planet wheels and a ring wheel, the sun wheel being rotatably connected to the region group's input shaft. with the output shaft of the area group and the ring wheel can be connected alternately weldably fixed to the housing or rotatably fixed to the planetary carrier via a double-shaft element on the area group side.
    Where the ring gear of the area group planetary gear set can be alternately connected weldably to the housing or rotatably with the area group planetary beam via the dual gear element on the area group side, two gear steps are connectable to the area group planet gear set, namely a reduced gear ratio (1) and 1 gear speed 4). This doubles the number of switchable switching stages in the main transmission and the division group, so that the group transmission with a structure according to the invention has a total of sixteen gears forward G1 - G16 and at least four reverse gears R1 - R4.
    The planetary structure for an area group is admittedly known in a corresponding manner by DE 198 31 293 A1 and EP 0 618 382 B1, where, however, the dividing groups have another interchangeable connection to the ring gear and they are used in connection with a main transmission designed with an intermediate axle structure. Compared with a 10-stage group of two steps designed with intermediate shaft construction, a gear plane is also saved through the planetary construction.
    For synchronizing said shifting elements, it can advantageously be arranged that the coupling elements of at least one double-shifting element of one of the sub-transmissions and / or at least one of the two single-shifting elements of the main transmission are designed as friction-synchronized synchronous couplings.
    If per se means for external synchronization are available, such as a transmission brake arranged on a transmission shaft and / or an electric motor which is in or can be fitted to a driving connection with a transmission shaft, and for this purpose suitable methods for shift control are used, the coupling elements of at least one double-shaft element of one of the sub-transmissions and / or at least one of the two single-shaft elements of the main transmission can also be designed as asynchronous claw couplings, which compared with synchronous couplings are considerably more durable and cost-effective.
    To further clarify the invention, a drawing with an exemplary embodiment is attached to the description. There, Fig. 1 shows a preferred embodiment of a group transmission designed according to the invention in a schematic view, and Fig. 2 shows a switching diagram for the group transmission according to Fig. 1 in the form of a table. The group transmission 1 shown in schematic form in Fig. 1 comprises a main transmission HG with several stages, a dividing group GV in two stages technically connected before the main transmission HG and an area group GP in two stages technically connected after the main transmission. All these sub-transmissions of the group transmission 1 are challenging with planetary construction.
    The dividing group GV consists of a simple planet gear set PS1 with a sun gear 4, a planet carrier 5 which supported several planet wheels 6 and a ring wheel 7. The ring wheel 7 is rotatably connected to the dividing group GV input shaft 3. The dividing group GV input shaft 3 simultaneously forms the input shaft for the total group transmission. can be connected to the drive shaft 2 of a drive motor not shown in Fig. 1 via a starting coupling K designed as a friction clutch. The planet carrier 5 is rotatably connected to the shaft 8 of the dividing group GV. The sun gear 4 can be alternately connected in a shift bearing a lockable to the housing or in a gear bearing b rotatably to the shaft 8 of the splitting group GV 15 via a double shaft element C1 on the dividing group Cla and the coupling elements Cla
    The division group GV consequently has two alternatively connectable exchange stages. In the shifting layer a for the double shifting element C1 on the dividing group side, in which the sun gear 4 is loaded on the housing, the gearing for the planet gear set PS1 and thereby the dividing group GV (iGv = ipsi) is obtained with the stationary gearing ioi according to the formula ipsi = (1 - 1 / i01). In the shifting layer b for the double shifting element C1 on the dividing group side, where the sun gear 4 is rotatably connected to the output shaft 8 of the dividing group GV, the gearing for the planet gear set PS1 and thereby the dividing group GV is equal to one (ipsi = 1).
    The main transmission HG consists of two simple planetary wheel assemblies PS2, PS3 arranged axially next to each other, each with a sun gear 10 and 15, respectively, a planet carrier 11, 16 which carried several planet wheels 12, 17 and a ring wheel 13, 18 each.
    The ring gear 13 on the planetary gear set PS2 on the input side is rotatably connected to the input shaft 9 of the main transmission HG, which is also rotatably connected to the output shaft GV output shaft 8. The planet carrier 11 of the planet gear set PS2 on the input side is rotatably connected to at the main transmission HG.
    The sun gear 10 on the planetary gear set PS2 on the input side can be alternately connected in 9 an alternating shaft a lockable fixedly to the housing or in an alternating bearing b rotatably with the intermediate shaft 14 via a double alternating element C2 adjacent the dividing group with the coupling elements C2a and C2b, respectively. The planet carrier 16 of the planetary gear set PS3 on the output side can be alternately connectably connected to the housing or rotationally fixed to the output shaft 19 of the main transmission HG via two single gear elements CRa, CRb. The ring gear 18 of the planetary gear set PS3 on the output side can be alternately connected in a shift sleeve a lockable to the housing or in a shift bearing b rotatably with the main transmission HG output shaft 19 via a double gear element C3 spaced from the divider group with the coupling elements C3a and C3 respectively.
    The dashed line 20 symbolically states that the two single-gear elements CRa, CRb of the main transmission HG are so mechanically, hydraulically, pneumatically or otherwise connected to each other that one single-gear element (CRa or CRb) is opened when the other single-gear element (CRb or CRa) stdngs.
    In addition, it is symbolically damaged by the dashed line 21 that the first single-gear element CRa of the main transmission HG and that the double-gear element C3 at a distance from the dividing group arranged for the main transmission HG planetary gear set PS3 on the output side are mechanically, hydraulically, pneumatically, otherwise pneumatically that the dual gear element C3 on the al / stand from the dividing group when the single gear element CRa is opened is freely interchangeable and when the single gear element CRa is closed is in the gear layer b, in which the ring gear 18 of the planetary gear set PS3 on the output side is rotatably connected to the main transmission 19.
    The main transmission HG has a total of four forward gears and two gear gears for Mining rear with only two gear planes, the respective gears of which are given by the product of the gears ipS2, iPS3 for the two planetary gear sets PS2, PS3 = 1PS2 *. In the gear ratio a of the double gear element C2 adjacent to the division group, in which the sun gear 10 of the planetary gear set PS2 on the input side is loaded at the housing, the gear ratio of the planetary gear set PS2 on the input side is obtained with the stationary gear ratio io2 according to formula iPS2 = (1 - 1). In shift gear b for the dual gear element C2 adjacent the dividing group, in which the sun gear 10 of the planetary gear set PS2 on the input side is rotatably connected to the main shaft 14 of the main transmission HG, the gear ratio of the planetary gear set PS2 on the input side is equal to one (PS2 = 1). Upon arrival, as shown explicitly in Fig. 1, the first single-exchange element CRa Oppet and the second single-exchange element CRb are closed. Consequently, the planet carrier 16 of the planetary gear set PS3 on the output side 5 is pivotally connected to the output shaft 19 of the main transmission HG in the shift gear for the dual gear member C3 spaced from the divider group, the ring gear 18 being locked to the cavity. 103 dA according to the formula ips3 = (1 - 103). In gear shift position b for the dual gear element C3 at a distance from the dividing group, where the ring gear 18 is rotatably connected to the output shaft 19 of the main transmission HG, then the gear ratio of the planetary gear set PS3 on the output side is equal to one (ips3 = 1). If the two planetary gear sets PS2, PS3 of the main transmission HG for shifting the direct gear stage of the main transmission HG are switched to the respective direct gear stages (ips2 = 1, ips3 = 1), the main transmission HG always has a particularly high degree of efficiency. rotates rigidly, and thus no roll losses occur in the current gear grips.
    When baking, in contrast to the display in Fig. 1, the first single-switching element CRa is open and the second single-switching element CRb is open.
    Consequently, then, the planet carrier 16 of the planetary gear set PS3 on the output side is loaded at the housing. The double gear element C3 at a distance from the guide group is then forcibly guided in gear shaft b, in which the ring gear 18 is rotatably connected to the output shaft HG of the main transmission 19. When coming back, only one gear ips3 is available at the planetary gear set PS3. the gear ratio iO3 according to the formula iPS3 = 103.
    The area group GP consists of a simple planet gear set PS4 with a sun gear 23, a planet carrier 24 carrying several planet wheels 25 and a ring gear 26. The area wheel 23 is rotatably connected to the area group GP input shaft 22, which is also rotatably connected to the main transmission HG output shaft 19. The planetary carrier 24 is rotatably connected to the output shaft 27 of the area group GP. The output shaft 27 of the area group GP simultaneously forms the output shaft for the total group transmission 1 and stands on unreacted salt in drive connection with the shaft differential of a drive shaft of the motor vehicle, for example via a PTO shaft. The ring wheel 26 can be alternately connected in a shifting bearing a lockable fixedly to the housing or in a shifting bearing b rotatably connected to the planet carrier 11 24 via a double shifting element C4 on the area group side with the coupling elements C4a and C4b, respectively.
    The area group GP thus has two alternatively connectable exchange stages. In the shift layer a for the double gear element C4 at the area group side, where the ring gear 26 is welded to the housing, the gear ratio for the planetary gear set PS4 is obtained and thereby the area group GP with the stationary gear ratio 104 according to the formula ips4 = (1 - 104). In the shift gear b for the dual gear element C4, where the ring gear 26 is rotatably connected to the planet carrier 24, the gear ratio for the planet gear set PS4 and thereby the area group GP (GP = ips4) is equal to one (1ps4 = 1).
    The group transmission 1 thus has sixteen forward gears G1 - G16 and at least four reverse gears R1 - R4 with a total of only four gear planes. In addition to well-known group transmissions, in which at least the main transmission is made with an intermediate shaft construction, the group transmission according to the invention in particular has a substantially smaller axial installation length, whereby to a corresponding extent installation space and weight are saved.
    A corresponding switching scheme for the group transmission 1 according to Fig. 1 is given in the table in Fig. 2. Consequently, a total of sixteen gears G1 - G16 for Miming forward and four gears R1 - R4 for cornering rear are obtained for the group transmission 1. In this table for the sixteen gears G1 - G16 forward and the four gears R1 - R4 bake the respective inserted shift positions a and b for the shift elements C1 to C4 in the columns C1, C2, C3 and C4. In the columns CRa and CRb, for the current gear, the always closed first and second single gear elements CRa, CRb of the main transmission HG are marked with a "+" sign. Consequently, when the first gear G1 is engaged, the second single-gear element CRb is closed, so that the planet carrier 16 of the planetary gear set PS3 on the output side is connected to the output shaft of the main transmission HG! 19 and at the same time the first single-switching element CRa of the main transmission HG is open. Consequently, when the first reverse gear R1 is engaged, the first single gear element CRa is closed, so that the planet carrier 16 of the main transmission HG planetary gear set PS3 on the output side is loaded on the housing, and at the same time the second single gear element CRb of the main transmission HG is appet. 12 For direct baking, the direct gear step of the area group GP is not used (ips4 = 1), since the reverse gear only takes place at lower speeds and consequently the higher gears are not used for this. Therefore, the double gear element C4 is located on the area group side in sift gear shaft a with hollow-fixed ring gear 26 for realizing all reverse gears R1 - R4.
    In the column arranged furthest to the right in the table according to Fig. 2, the gears for the gears G1 - G16, R1 - R4 are indicated, which are obtained by the exemplary stationary gears for the four planetary gear sets PS1, PS2, PS3, PS4 pa ioi = -3.676 respectively i02 = -1,618 and 103 = -1,618 and io4 = -5,854, respectively.
    权利要求:
    Claims (2)
    [1]
    1..,, .IA; '/ A / 7 1 - //% I' '..., .i. Al. S. / 8 21 1 10 14 20 15 17 ORE) F i 9. 9
    [2]
    2. / 2 618; i5854 1 = -3676; 102 = -1, 618 VxIs1eren ulC2C3C4 3 +29, 034 +228 +17, 944 +114,107 11, 090 8, 719 6, 85, 38 +4236 +3, 3 +261 +2, 058 + h618 +1,000 -22, 8-1L 944 1-14, 107, 690 a ED aa ED aa aaa aa aa aa a 014 0 016 R1a R2b 08EDb 09aa aa ED aa ED ba aba EDb EDa EDa aIb a ED ED ED aa Fi9. 2
    类似技术:
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    同族专利:
    公开号 | 公开日
    DE102012207327A1|2013-11-07|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPS5814583B2|1978-05-19|1983-03-19|Toyota Motor Co Ltd|
    US5447478A|1993-03-29|1995-09-05|Eaton Corporation|Auxiliary transmission section|
    DE19831293A1|1998-07-13|2000-01-20|Zahnradfabrik Friedrichshafen|Gear box component system for medium and heavy trucks allows modular adaptation to different requirements, lowering manufacturing costs|
    DE19949230B4|1999-10-13|2010-04-29|Zf Friedrichshafen Ag|12-speed transmission|
    DE102007046737B4|2007-09-28|2020-07-09|Zf Friedrichshafen Ag|Multi-group gearbox and associated shifting process|DE102014200860A1|2014-01-17|2015-07-23|Zf Friedrichshafen Ag|Multi-speed transmission|
    DE102014215156B4|2014-08-01|2020-11-19|Zf Friedrichshafen Ag|Group transmission of a motor vehicle|
    US10746263B2|2016-12-12|2020-08-18|Toyota Motor Engineering & Manufacturing North America, Inc.|Automatic transmission with electric synchronization|
    US10857878B2|2017-10-16|2020-12-08|Neapco Intellectual Property Holdings, Llc|Driveline including a variable end reducer assembly|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE102012207327A|DE102012207327A1|2012-05-03|2012-05-03|Group transmission of a motor vehicle|
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