U.S. patent application number 16/355911 was filed with the patent office on 2020-10-15 for continuously variable power split transmission.
The applicant listed for this patent is Rudolf Glassner, VDS-Holding GmbH. Invention is credited to Rudolf Glassner.
Application Number | 20200325969 16/355911 |
Document ID | / |
Family ID | 1000005117849 |
Filed Date | 2020-10-15 |
United States Patent
Application |
20200325969 |
Kind Code |
A9 |
Glassner; Rudolf |
October 15, 2020 |
CONTINUOUSLY VARIABLE POWER SPLIT TRANSMISSION
Abstract
A continuously variable power split transmission for a
combustion engine (VM), powering vehicles includes a variator (V)
and a summing gear train (SG1), the variator transmits a fraction
of the power with a continuously variable speed to the summing gear
train (SG1) which includes four shafts, a first sun gear (S1), a
second sun gear (S2), a ring gear (H1) and a number of planetary
gears (P1, P2) journaled on a planet carrier (St1), wherein: The
couplings (C0, C1; C0, C1, B0, B1) are incorporated in one common
entry unit (E). The summing gear has first (P1) and the second
planetary gears (P2) on a common planet carrier (St1), meshing with
each other; the first sun gear (S1) or the first ring gear (H1) are
driven in turn to create ranges; and the planet carrier (St1) of
the summing gear train (SG1) is drivingly connected with the output
shaft (StW1) of the transmission.
Inventors: |
Glassner; Rudolf; (Steyr,
AT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Rudolf Glassner
VDS-Holding GmbH |
STEYR
WOLFERN |
|
AT
AT |
|
|
Prior
Publication: |
|
Document Identifier |
Publication Date |
|
US 20190285154 A1 |
September 19, 2019 |
|
|
Family ID: |
1000005117849 |
Appl. No.: |
16/355911 |
Filed: |
March 18, 2019 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F16H 2200/2041 20130101;
F16H 2037/0873 20130101; F16H 2200/0043 20130101; F16H 37/084
20130101; F16H 2200/2007 20130101; F16H 47/04 20130101; F16H 3/62
20130101 |
International
Class: |
F16H 37/08 20060101
F16H037/08; F16H 47/04 20060101 F16H047/04; F16H 3/62 20060101
F16H003/62 |
Foreign Application Data
Date |
Code |
Application Number |
Mar 19, 2018 |
EP |
18000267.7 |
Claims
1. Continuously variable power split transmission for powering
vehicles and/or work machines by a combustion engine (VM),
including a variator (V), a summing gear train and a number of
couplings, the variator delivering a fraction of the power of the
combustion engine with a speed that is continuously variably
controlled between maximum speeds in both directions to the summing
gear train, where it is added to the other fraction of the power,
and where the transition between a plurality of ranges occurs in
points of synchronism, the summing gear train being a planetary
gear train with four shafts including a first sun gear (S1), a
second sun gear (S2), a first ring gear (H1) and a number of
planetary gears (P1, P2) journaled on a planet carrier (St1),
wherein: a. the couplings (C0, C1; C0, C1, B0, B1) are incorporated
in one common entry unit (E), which is arranged in the flux of
power between the combustion engine (VM) and the summing gear train
(SG1), b. the summing gear train (SG1) includes first planetary
gears (P1) and second planetary gears (P2) journaled on a common
planet carrier (St1), the first (P1) and the second planetary gears
(P2) meshing with each other, c. the first sun gear (S1) or the
first ring gear (H1) are driven by the combustion engine (VM) and
the second sun gear (S2) is driven by the variator (V), the first
sun gear (S1) or the first ring gear (H1)--for the transition from
one range to the next range in a point of synchronism
(1,2,3)--being in turn drivingly connected with the combustion
engine (VM) d. The planet carrier (St1) is drivingly connected with
the output shaft (StW1) of the transmission.
2. Continuously variable power split transmission according to
claim 1, wherein the planet carrier (St1) includes or features an
output gear (Z1).
3. Continuously variable power split transmission according to
claim 1, wherein the first ring gear (H1) of the summing gear train
(SG1) is disposed adjacent the entry unit (E) and the first planet
carrier (St1) is disposed on the other side of the summing gear
train (SG1), and wherein the first sun gear (S1) is disposed
adjacent the entry unit (E) and the second sun gear (S2) is
disposed on the other side of the summing gear train (SG1), and
wherein the planet carrier (St1) is the power output element,
rotating with the summed up continuously variable speed
(n_StW1).
4. Continuously variable power split transmission according to
claim 1, wherein the first sun gear (S1) of the summing gear train
(SG1) meshes with the first planetary gears (P1), the second sun
gear (S2) meshes with the second planetary gears (P2), the second
planetary gears (P2) mesh with the first planetary gears (P1), and
the first planetary gears (P1) mesh with the first ring gear
(H1).
5. Continuously variable power split transmission according to
claim 1, wherein the entry unit (E) is drivingly connected with the
combustion engine (VM) via an input shaft (StW0) and includes a
first coupling (C0) and a second coupling (C1), wherein the first
coupling (C0) if closed establishes the connection between the
input shaft (StW0) and a sun gear shaft (SW1) ending in the sun
gear (S1), and wherein the second coupling (C1) if closed drivingly
connects the input shaft (StW0) with the first ring gear shaft
(HW1).
6. Continuously variable power split transmission according to
claim 5, wherein the entry unit (E) comprises a first brake (B1)
for immobilizing the first ring gear (H1) in order to access a
range where only the variator transmits power.
7. Continuously variable power split transmission according to
claim 5, wherein the entry unit (E) comprises a step-up planetary
gear train (PG0), activated by actuating the entry-side brake
(B0).
8. Continuously variable power split transmission according to
claim 7, wherein the step-up gear train (PG0) includes: an entry
unit planet carrier (St0) drivingly connected with the input shaft
(StW0) with entry unit planetary gears (P0) , an entry unit sun
gear (S0) fixed on the sun gear shaft (SW0, SW1) between the
couplings (C0, C1), and an entry unit ring gear (H0) which can be
immobilized by actuating the entry side brake (B0).
9. Continuously variable power split transmission for powering
vehicles and/or work machines by a combustion engine (VM),
including a variator (V), a summing gear train and a number of
couplings, the variator delivering a fraction of the power of the
combustion engine with a speed that is continuously variably
controlled between maximum speeds in both directions to the summing
gear train, where it is added to the other fraction of the power,
and where the transition between a plurality of ranges occurs in
points of synchronism, the summing gear train being a planetary
gear train with four shafts including a first sun gear (S1), a
second ring gear (H2), a first ring gear (H1) and a number of
planetary gears (P1, P2) journaled on a planet carrier (St1),
wherein: a. the couplings (C0, C1; C0, C1, B0, B1) are incorporated
in one common entry unit (E), which is arranged in the flux of
power between the combustion engine (VM) and the summing gear train
(SG2), b. the summing gear train (SG2) includes first planetary
gears (P1) and second planetary gears (P2) journaled on a common
planet carrier (St1), the first (P1) and the second planetary gears
(P2) meshing with each other, c. the first sun gear (S1) or the
first ring gear (H1) are driven by the combustion engine (VM) and
the second ring gear (H2) is driven by the variator (V), the first
sun gear (S1) or the first ring gear (H1)--for the transition from
one range to the next range in a point of synchronism
(1,2,3)--being in turn drivingly connected with the combustion
engine (VM) d. the planet carrier (St1) is drivingly connected with
the output shaft (StW1) of the transmission.
10. Continuously variable power split transmission according to
claim 9, wherein the first ring gear (H1) is disposed adjacent the
entry unit (E) and the planet carrier (St1) is disposed on the
other side of the summing gear train (SG2), and wherein the first
sun gear (S1) is disposed adjacent the entry unit (E) and the
second ring gear (H2) is disposed on the other side of the summing
gear train (SG2), and wherein the planet carrier (St1) is the power
output element, rotating with the summed up continuously variable
speed (n_StW1).
11. Continuously variable power split transmission according to
claim 9, wherein the first sun gear (S1) meshes with the first
planetary gears (P1), the first ring gear (H1) meshes with the
first planetary gears (P1), the first planetary gears (P1) mesh
with the second planetary gears (P2) and the second planetary gear
(P2) meshes with the second ring gear (H2).
12. Continuously variable power split transmission according to
claim 9, wherein the entry unit (E) is drivingly connected with the
combustion engine (VM) via an input shaft (StW0) and includes a
first coupling (C0) and a second coupling (C1) , wherein the first
coupling (C0) if closed establishes the connection between the
input shaft (StW0) and a sun gear shaft (SW1) ending in the sun
gear (S1), and wherein the second coupling (C1) if closed drivingly
connects the input shaft (StW0) with the first ring gear shaft
(HW1).
13. Continuously variable power split transmission according to
claim 12, wherein the entry unit (E) comprises a first brake (B1)
for immobilizing the first ring gear (H1) in order to access a
range where only the variator transmits power.
14. Continuously variable power split transmission according to
claim 12, wherein the entry unit (E) comprises a step-up planetary
gear train (PG0), activated by actuating the entry-side brake
(B0).
15. Continuously variable power split transmission according to
claim 14, wherein the step-up gear train (PG0) includes: an entry
unit planet carrier (St0) drivingly connected with the input shaft
(StW0) with entry unit planetary gears (P0) , an entry unit sun
gear (S0) fixed on the sun gear shaft (SW0, SW1) between the
couplings (C0, C1), and an entry unit ring gear (H0) which can be
immobilized by actuating the entry side brake (B0).
Description
[0001] The invention relates to a continuously variable power split
transmission for powering vehicles and/or work machines by a
combustion engine, comprising a variator, a summing gear train and
a number of couplings, the variator delivering a fraction of the
power of the combustion engine with a speed that is continuously
variably controlled between maximum speeds in both directions to
the summing gear train, where it is superposed to the other
fraction of the power, and where transition between a plurality of
ranges occurs in points of synchronism, the summing gear train
being a planetary gear train with four shafts comprising a sun
wheel as first central wheel, a second central wheel, a ring gear
and a number of planetary gears held on a planet carrier.
[0002] The Patent publication DE 35 33 193 relates to such a power
split transmission. The variator as well as the summing gear train
are coaxial with the output shaft of the combustion engine. The
variator being coaxial with the input, a hollow shaft is required.
The summing gear train is of the planetary type with two ring gears
and communicates with the couplings on the final output side via
two further hollow shafts, one inside the other. The summing gear
train and the hollow shafts are very expensive, particularly the
wide outer one of the two nested hollow shafts. The disposition of
the couplings on the exit side is very disadvantageous, as they
must be dimensioned for the whole exit torque and therefore are
very bulky. The transmission has only three ranges whereof one
range is purely hydrostatic and two ranges are power-split.
[0003] A further power split transmission is described in the
publication U.S. Pat. No. 9,488,263. It comprises two planetary
gear train modules, namely a differential module on the entry side
and a range module on the exit side, and a variator. Some couplings
are interposed between the modules and one is disposed behind the
range module. In this transmission the couplings are very bulky,
too, as they must be dimensioned for the sum of the mechanically
transmitted and the superposed hydrostatic torques. The adduction
of control fluid to the couplings is tricky because some couplings
are located between the modules and a further coupling on the exit
side. Altogether, a higher number of couplings in relation to the
number of ranges is required.
[0004] At last, a power split transmission with a hydrostatic or
electric variator is described in the publication EP 2258966 B. Its
summing gear train comprises two complete planetary gear trains
(sun wheel, ring gear and planets on a planet carrier), whose sun
wheels are located on a common shaft, thus rigidly coupled to each
other. Likewise rigidly coupled are the planet carriers of both
planetary gear trains. The mechanical power path comprises a number
of sets of spur gears. Therefore an embodiment with coaxial entry
and exit shafts is impossible and the whole transmission is very
large. A further disadvantage is that the transition to the highest
range does not occur in a point of synchronism.
SUMMARY OF THE INVENTION
[0005] The problem the invention sets out to solve, is to create a
transmission of this kind that avoids all the mentioned
disadvantages. It must be simpler in design with less and cheaper
components and less bulky, and yet it must have a higher
functionality. This is achieved by the characteristic features of
the independent claims and also as disclosed herein.
[0006] All the couplings and brakes incorporated in the entry unit
are dimensioned for the entry torque (which is lower than the
output torque), upstream of the final reduction and only for the
mechanically transmitted fraction of the torque. Therefore the
whole transmission is less bulky and the adduction of oil for
operating the couplings is simpler.
[0007] The summing gear train with four shafts comprises only one
planetary gear train, unlike the state of the art. One geared
element (the central gear, either a sun gear or a ring gear) is
omitted. This results in a simpler, shorter and cheaper design of
the whole transmission and permits the input shaft and the output
shaft of the whole transmission to be coaxial. And yet only one
hollow shaft is required.
[0008] The mechanical power path leads, depending on the range,
either through the first sun gear or the first ring gear. The path
from the variator leads in every range over a second central gear
which is either the second sun gear or the second ring gear. This
results in more flexibility design wise. The exit drive is via the
planet carrier.
[0009] The flexibility is the result of the two possible
embodiments of the summing gear train, without any modification to
the entry unit. In the first embodiment the second central gear is
a sun gear and the power output is either by way of a hollow shaft
or by way of a planet carrier provided with an exit shaft or an
exit gear. In the second embodiment the second central gear is a
ring gear and the exit drive is via a plain (not hollow) shaft.
This latter embodiment is particularly suitable for
straight-through drive. This means that the input shaft and the
output shaft of the transmission are concentric.
[0010] The variator can be hydrostatic or motor-electric or
otherwise and located wherever suitable for the particular
application, and drivingly connected with the second central gear
which is either the sun gear or the ring gear of the summing gear
train.
[0011] In an advantageous development, the first ring gear and the
first sun gear of the summing gear train are located adjacent the
entry unit and the planet carrier and the second central wheel are
located at the opposite side, and sets of first planet gears and
second planet gears meshing with each other are journaled on the
planet carrier. This type of planet gear train is known as
Ravigneaux--train. In the first embodiment, the second planet gears
mesh with the second sun gear, in the second embodiment the second
planet gears mesh with the second ring gear, all other features
being identical.
[0012] The entry unit communicating with the summing gear train
only via adjacent elements (first sun gear and first ring gear) of
the summing gear train, the entry unit can be varied without
modifying the summing gear train. In a basic embodiment, the input
shaft from the combustion engine directly drives either the first
sun gear via a first coupling or alternatively the first ring gear
via a second coupling.
[0013] In a first development of the entry unit, a first brake is
added for immobilizing the first ring gear. A break is also a
coupling and therefore is encompassed by the term coupling in the
claims. By actuating this brake and closing no other coupling, a
slowest range is provided with torque transmission by the variator
only. In this range, the summing gear train acts as a high-ratio
reduction gear train.
[0014] In a more elaborate development, the entry unit comprises a
basic planetary gear train acting as a step-up train that can be
activated by a further brake on the input side of the entry unit.
By this, a further range is created. In a preferred embodiment,
this step-up train comprises a planet carrier drivingly connected
with the input shaft from the combustion engine and carrying the
planet gears, and a sun gear on a drive-through shaft between the
couplings and comprises a ring gear which can be immobilized by a
second brake on the input side. In this manner the step-up gear
train and the second brake are integrated together with the other
couplings in the entry unit, thus reducing bulk and expense.
BRIEF DESCRIPTION OF THE DRAWINGS
[0015] The invention will now be described and commented along with
the following drawings, representing:
[0016] FIG. 1: A first embodiment in longitudinal section,
simplified,
[0017] FIG. 2: A second embodiment in longitudinal section,
simplified,
[0018] FIG. 3: A rotating speed diagram for the first
embodiment,
[0019] FIG. 4: A coupling table.
DETAILED DESCRIPTION
[0020] In FIGS. 1 and 2 the essential elements are referenced with
suggestive acronyms, other elements with reference numbers. Casing,
Variator and control are omitted for the sake of clarity. The
acronyms stand for: [0021] VM Combustion engine [0022] SG
Continuously variable power split transmission [0023] E Entry unit
[0024] SG1 Summing gear train in a first embodiment [0025] SG2
Summing gear train in a second embodiment [0026] V Variator [0027]
PG0 Step-up planetary gear train, in entry unit E [0028] H0 Ring
gear, in entry unit E [0029] H1 First ring gear [0030] H2 Second
ring gear in second embodiment [0031] P0 Planetary gears in entry
unit E [0032] P1 First planetary gears [0033] P2 Second planetary
gears [0034] S0 Sun gear in entry unit E [0035] S1 First sun gear
[0036] S2 Second sun gear [0037] St0 Planet carrier in entry unit E
[0038] St1 First Planet carrier [0039] StW0 Input shaft from VM
[0040] StW1 Output shaft [0041] SW0 Sun gear shaft in entry unit E,
(drive-through shaft) [0042] SW1 First sun gear shaft [0043] SW2
Second sun gear shaft (central gear shaft in first embodiment)
[0044] HW1 First ring gear shaft [0045] HW2 Second ring gear shaft
(central gear shaft in second embodiment) [0046] Z1 Output gear
[0047] B0 Brake in entry unit E [0048] B1 First brake [0049] C0
Coupling for connection with S1 [0050] C1 Coupling for connection
with H1
[0051] In FIG. 1 the power path proceeds from left to right, from
the combustion engine VM via entry shaft StW0 to the entry unit E
which contains all couplings and brakes and, in this case, an entry
side planetary gear train PG0. The input shaft StW0 forms at its
end an entry unit planet carrier St0 which also contains the outer
half of the coupling arrangements C0 and C1. The couplings here are
clutches, even so they are operated in synchronous points, see
below.
[0052] The inner half of the coupling arrangement C0 is coupled to
the entry unit sun gear shaft SW0, which in the basic embodiment is
also the first sun gear shaft SW1, terminating with the first sun
gear S1 of the summing gear train SG1. In the embodiment shown in
FIG. 1, the input side sun gear shaft SW0 is a through-drive shaft
carrying the entry unit sun gear S0 of the entry unit planetary
gear train PG0. This planetary gear train PG0 selectively operates
as a step-up gear train. The entry unit sun gear S0 meshes with the
entry unit planetary gears P0 journaled in the entry unit planet
carrier St0. The entry unit planetary gears P0 in turn mesh with
the entry side ring gear H0. This ring gear H0 can be locked with
the casing (symbolized by hatched squares in FIG. 1) by means of
the brake B0, thus immobilizing it.
[0053] The inner half of coupling C1 is located on the first ring
gear shaft HW1 and rigidly united with the first ring gear H1 of
the summing gear train SG1 (SG2 in FIG. 2). Depending on the
selected range, the mechanical fraction of the torque transmitted
is provided to the summing gear train SG1 either by way of the
first ring gear shaft HW1 or by way of the first sun gear shaft S1
of the summing gear train SG1. In order to provide a purely
hydrostatic or electric range, the ring gear shaft HW1 can be
locked with the casing of the entry unit E by means of a brake B1.
In this range, the summing gear train SG1 acts as a high-ratio
reduction gear train. In this range the first sun gear S1 together
with the sun gear shaft is idling.
[0054] The summing gear train SG1 is a planetary gear train with
four shafts. The three entry shafts are the first sun gear shaft
SW1 and the first ring gear shaft HW1 with ring gear H1 for the
mechanically transmitted fraction of the torque, and the central
gear shaft SW2 (In FIG. 1 the sun gear shaft with the sun gear S2)
for the fraction of the torque from the Variator V. The output
shaft StW1 here is a hollow shaft with the second sun gear shaft
SW2 inside.
[0055] The arrangement of gears in the summing gear train SG1 is as
follows: The first sun gear S1 meshes with the axially elongated
first planetary gears P1 which in turn mesh with the first ring
gear H1 and with the second planetary gears P2 journaled on the
same first planet carrier St1. Both sets of planetary gears P1, P2
engaging each other is indicated in FIG. 1 by the lines 10. In this
embodiment, the planet carrier St1 can be featured as the output
gear Z1, unless the output power is exported by way of the output
shaft StW1. This depends on the position of the whole transmission
in a particular application.
[0056] The second embodiment depicted in FIG. 2 differs from FIG. 1
in that as a second central wheel, there is a second ring gear H2
instead of the second sun gear S2 of FIG. 1. In this way, the
second planetary gears P2 are in meshing engagement with the first
planetary gears P1 (indicated by the lines 10) and with the second
ring gear H2 rigidly coupled with the second ring gear shaft HW1.
Due to the driving connection between both ring gears H1, H2, the
second planetary gears P2 are wider (=axially elongated) than the
first planetary gears P1. The first planetary gears P1 are--as in
FIG. 1--in meshing engagement with the first sun gear S1 and the
first ring gear H1. In this embodiment, the second ring gear shaft
HW1 is a hollow shaft and the output shaft StW1 is a plain shaft
providing for easy drive-through through the entire
transmission.
[0057] The mode of operation of the transmission of FIG. 1 will now
be described in reference to FIG. 3. In the rotating speed diagram,
the abscissa axis represents the speed of the vehicle (which is
proportional with the rpm of the first planet carrier St1), and the
vertical ordinate axis represents the rotating speed of various
elements depending on the speed of the vehicle. These are:
[0058] The speed of the second sun gear S2, driven by the variator
with a speed n_S2 in dashed line (long dashes),
[0059] The speed of the first sun gear S1 driven by the combustion
engine VM with a speed n_S1 in dashed line (short dashes),
[0060] The speed of the first ring gear H1 with a speed n_H1 in
dotted line,
[0061] The speed of the planet carrier St1 as exit speed n_St1 in
through line.
[0062] The forward ranges are referred to with F1 through F4, the
slow reverse range with FR. The points of transition are referred
to as 0 (travelling speed zero, transition from forward to
reverse), as 1 (transition from F1 to F2), as 2 (transition from F2
to F3) and with 3 (transition from F3 to F4).
[0063] In the reverse range FR and in the first forward range F1,
according to the table in FIG. 4, the brake B1 is closed, the first
ring gear H1 thus immobilized (n_H1=0). Variator V drives the
planet carrier St1 and therewith the output StW1 by way of the
second gear shaft SW2, the second sun gear S2, and the first and
second planetary gears P2, P1. The first sun gear S1 is idling
(couplings C1 and C2 being disengaged) at the same rpm as the
second sun gear S2, but in opposite sense. In this slow range, the
vehicle is driven by the variator V alone. Reversing is achieved
simply by reversing the sense of rotation of the variator.
[0064] The second range F2 is engaged in the point of transition 1,
the variator V and the sun gear S1 having reached the maximum
rotating speed in range F1, by closing coupling C1 and opening the
brake B1. The rotating speed of the combustion engine VM is
constant and equals the speed n_S1 of the first sun gear S1. Thus,
the transition proceeds synchronously without slip in coupling C0
and brake B1. The output speed n_S2 of variator V now is reduced,
crosses the line n=0 and picks up again in the opposite sense of
rotation until the next point of transition 2 is reached. This
point of transition 2 is a further point of synchronism, wherein
the rotating speeds n_S1 and n_H1 are equal. In this range, the
speed of the first sun gear S1 (and therewith the speed of the
combustion engine VM) is constant.
[0065] The third range F3 is engaged in point 3 by opening coupling
C0 and simultaneously closing coupling C1, again both couplings do
not slip in this point of synchronism. By this, the fraction of the
torque of the combustion engine VM moves from the first sun gear S1
to the first ring gear H1, which now rotates with a speed of n_H1.
At the same time the speed n_S2 of the variator V and therewith of
the second sun gear S2 starts to drop until it reaches its maximum
in the opposite sense of rotation. In this range, the first sun
gear S1 idles with a speed of n_S1.
[0066] The fourth range F4 is engaged in the synchronous transition
point 3 by opening coupling C1 and closing the brake B0. The speed
of the variator V and therewith the speed n_S2 of the sun gear S2
now starts dropping again. By actuating the brake B0, the entry
side planetary gear train PG0 now acts as a step-up gear train. Its
step-up ratio is chosen so that the first sun gear S1 idling with
the speed n_S1 in the third range has reached the speed
corresponding to the speed of the combustion engine VM in the point
of transition 4. In this synchronous point of transition also,
coupling C1 and brake B0 are switched without slip. In this fourth
range, the speed of the variator is again varied from a maximum in
one sense of rotation to the maximum in the opposite sense.
[0067] In this way a continuously variable power split transmission
with four forward ranges and one reverse range with a synchronous
transition throughout is achieved with less expenditure and a
better functionality.
* * * * *