CN107002828A - For automobile, especially at least the speed transfer device of the motion of two-wheeled motor vehicles, the dynamical system in particular for hybrid vehicle using the speed transfer device - Google Patents

Abstract

The invention relates to a speed transmission device for a motor vehicle, in particular a motor vehicle of at least two wheels, comprising a drive shaft (12), a driven shaft (42) and an intermediate motion transmission shaft (36), the drive The shaft carries at least two drive gears (18, 20), the driven shaft carries at least two driven gears (44, 46), and the intermediate motion transmission shaft carries the drive shaft (12) and driven shaft (42) The coordinating intermediate gear (38,40) of the gear. According to the invention, at least one (38) of the intermediate gears is mounted to rotate freely on the intermediate shaft (36), and the device comprises a coupling (64) for forming the intermediate shaft (36) and for freely mounting The connection between the intermediate gear (38).

Description

Speed transmission device for movement of automobiles, especially motor vehicles of at least two-wheeled type A power train, especially for a hybrid vehicle, using the speed transmission device

The present invention relates to a speed transmission device for the movement of a motor vehicle, in particular a motor vehicle of at least two wheels, and to a power train, in particular for a hybrid vehicle, using such a speed transmission device.

In the example described in document FR-2,811,395, such a speed transmission device comprises a drive shaft arranged substantially parallel to the driven shaft and generally intended to drive the drive wheels of the vehicle.

In this type of transmission, the drive shaft is driven in rotation by a heat engine and the drive shaft fixedly carries two gears, each of which meshes with a driven gear mounted on the driven shaft at idle speed At the same time, it is carried by the driven shaft. The driven shaft also carries alternating clearance sliding gears to allow the driven gears to be rotatably fixed to the driven shaft.

Thus, in operation, the vehicle is driven at different speeds by acting on the various sliding gears carried by the driven shaft to fix one of the gears of the drive shaft with one of the driven gears of the driven shaft.

As is well known, this type of transmission can be used in vehicles of the hybrid type, as means of imparting motion to the vehicle, which combine an internal combustion engine with a rotary drive machine/generator, for example connected to A motor powered by a power source such as one or more batteries.

Such a combination allows optimizing the performance of the vehicle, in particular by reducing the fuel consumption of the entire installation and at the same time protecting the environment by limiting the emission of pollutants to the atmosphere.

Therefore, when a vehicle is driven with high torque over a wide speed range while limiting exhaust gas and noise generation, such as in urban stations, an electric machine is preferably used to drive the vehicle.

On the other hand, heat engines are used to move vehicles in situations requiring high driving power and a wide operating range.

Although satisfactory, this transmission contains some not insignificant disadvantages.

In fact, in order to obtain the desired speed of movement, it is necessary to couple or uncouple some elements of the device, such as driven gears. This therefore prolongs the gear change time, thereby causing discomfort for the driver.

In addition, the transmission must include a plurality of actuators for controlling the sliding gears. These actuators increase the production costs of the device and can be a source of failure and/or dysfunction.

Furthermore, these actuators need to be controlled by a processing unit, such as a computer, with which the engine is usually equipped, which requires an increase in the capacity of this computer.

The object of the present invention is to overcome the aforementioned disadvantages by means of a simple and cheap speed transmission device.

Therefore, the present invention relates to a transmission for a motor vehicle, in particular a motor vehicle with at least two wheels, comprising a drive shaft, a driven shaft and an intermediate motion transmission shaft, the drive shaft carrying at least two drive gears, the driven The shaft carries at least two driven gears, and the intermediate motion transmission shaft carries an intermediate gear cooperating with the gears of the drive shaft and the driven shaft, characterized in that at least one of the intermediate gears is mounted on the intermediate shaft in idle speed , and the device includes a coupling for connecting the intermediate shaft and the idle (idling) mounted intermediate gear.

The coupling may include a centrifugal clutch.

The coupling may include a disc clutch.

The link may include a synchronizer.

The link may include a detent.

The invention also relates to a power train, in particular for a motor vehicle, comprising an internal combustion engine, a speed transmission device and a drive rail, characterized in that the power train comprises a speed transmission device as defined above.

The powertrain may include a drive machine/generator for imparting at least motion to the vehicle.

The rotor of the machine can be connected to the pressure plate of the clutch.

The power train may comprise a strap closed upon itself for rotationally connecting the rotor of the machine and the elements driven thereby.

A powertrain as claimed in any one of the claims may include a strap closed upon itself for rotationally connecting the drive gear, the intermediate gear and the driven gear.

Other characteristics and advantages of the invention will become clear after reading the following description, given by way of non-limiting examples with reference to the accompanying drawings, in which:

FIG. 1 is a view showing a power train including a speed transmission device according to the present invention, and

FIG. 2 shows a modification of the powertrain shown in FIG. 1 .

As shown in FIG. 1 , the speed transmitting device 10 includes a drive shaft 12 connected to a crankshaft 14 of an internal combustion engine 16 thereby forming a power train. The drive shaft carries two gears 18 and 20 here of different diameters, a coupling 22 for gear 18 and a controlled coupling 24 for gear 20 .

The coupling 22 for the gear 18 illustrated in the figures by way of example is a one-way coupling such as a freewheel, but it could also be a controlled coupling.

A gear 18 (referred to as a pinion) is provided on the drive shaft 12 with a freewheel 22 interposed therebetween. On the right side of this pinion, another gear 20 (or bull gear) is arranged on a sleeve 26 around the shaft 12, while being free to rotate on this shaft but fixed in translation (not translatable on the shaft). The controlled coupling 24 is here a friction disc clutch comprising a fixed reaction plate (reaction plate) 28 on the shaft 12, a pressure plate 30 and a friction disc 34, the pressure plate 30 being free relative to the reaction plate. translational but rotationally fixed, and the movement of the pressure plate towards the reaction plate is controlled by any known means such as a rod 32, while the friction disc is free on the sleeve 26 by being placed between the pressure plate and the reaction plate. translational but rotationally fixed on the sleeve (not rotatable on the sleeve).

By way of yet another example, this controlled coupling 24 may also have the form of a synchronizer or a dog.

For reasons of simplification, in the remainder of the description, gears 18 and 20 are referred to as drive gears.

The transmission also comprises an intermediate rotational motion transmission shaft 36 positioned substantially parallel to the drive shaft 12 and carrying two gear wheels 38, 40, here of different diameters, one of which is fixed to the shaft, here is pinion 40 . These gears are connected to the gears of the drive shaft. Gear 38 (middle bull gear) is connected to the small drive gear, and gear 40 (middle pinion) is connected to the large drive gear.

The device further comprises a driven shaft 42 which is substantially parallel to the drive shaft 12 and parallel to the intermediate shaft 36 and which, like the drive shaft 12, carries two driven gear wheels 44 here also of different diameters and 46.

These driven gears are positioned on a driven shaft which is symmetrical to the drive shaft.

Thus, the gear 44 (pinion driven gear) is arranged on a sleeve 48 surrounding the driven shaft 42, while being free to rotate on this driven shaft but fixed in translation (not translatable on the driven shaft). The gear 44 is rotationally connected to the driven shaft by a controlled coupling 50 such as a friction disc clutch or synchronizer or dog.

Similar to the coupling 24 arranged on the drive shaft, the controlled coupling 50 is here a friction plate clutch with a fixed reaction plate 52 , a pressure plate 54 and a friction plate 58 on the driven shaft, The pressure plate 54 is free to translate but rotationally fixed relative to the reaction plate, and the movement of the pressure plate towards the reaction plate is controlled by any known means such as rod 56, while the friction coil sleeve 48 is free to translate but rotate. fixed.

As better illustrated, for example, in FIG. 1 , gear 46 (large driven gear) is disposed on shaft 42 via a one-way coupling 60 such as a freewheel.

Like the coupling 22 of the wheel 18, the one-way coupling 60 may also be a controlled coupling such as a disc clutch or synchronizer or dog.

Thus, the small driven wheel 44 is connected to the middle bull wheel 38 and the big driven wheel 46 is connected to the middle bull wheel 40 .

For example in this figure it is clearer that the gear 38 of the intermediate rotational motion transmission shaft 36 is mounted idling (idle) on the shaft while being carried by a sleeve 62 which surrounds the shaft 36 and is fixed in translation (relative to cannot translate about its axis), but can rotate freely.

Shaft 36 is connected to sleeve 62 by coupling 64 , in the example of FIG. 1 by centrifugal clutch 66 . The centrifugal coupling comprises a plate 68 fixedly carried by the intermediate shaft 36 and a hub 70 which is fixedly connected to the sleeve 62 and carries friction freewheels 72 which are subjected to centrifugal force and returned to the rest position by spring means 74 .

Thus, under the rotation of the middle bull gear 38, the hub 70 is driven to rotate. In the action of this hub rotation, flywheel 72 moves radially and contacts plate 68 , thereby providing a rotational connection between countershaft 36 and gear 38 .

Of course, it is within the purview of those skilled in the art to provide known means such as hydraulic, pneumatic, electric or mechanical actuators for actuating the clutch levers 32, 56 according to the desired gear ratio.

The arrangement described above thus allows the realization of four transmission ratios using the two plate clutches 24 and 50 , the two freewheels 22 and 60 and the centrifugal clutch 66 .

In one of these transmission ratios, under rotation of the drive shaft and in the disengaged position of clutches 24 and 50, small drive gear 18 is driven in rotation by actuation of freewheel 22, thereby connecting the drive shaft and the small drive gear. This rotation of gear 18 is then transmitted to intermediate bull gear 38 . Rotation of this (middle large toothed) wheel causes actuation of the centrifugal clutch 66 which creates a connection between this wheel and the intermediate shaft 36 . The rotation of this shaft drives the small intermediate gear 40 to rotate. This small wheel in turn drives the large driven wheel 46 which retransmits this rotation to the driven shaft 42 through the action of the freewheel 60 .

Of course, neither the large drive wheel 20 nor the small driven wheel 44 is turned by either the drive shaft or the driven shaft when both clutches 24 and 50 are inactive, and they thus idle (idle) on shafts 12 and 42 .

In the other transmission ratio, the clutch 24 of the drive shaft is in the engaged position and the clutch 50 of the output shaft is in the disengaged position. The large drive wheel 20 is driven to rotate by the drive shaft 12 through the action of the clutch 24 . This rotation is retransmitted to the intermediate shaft 36 by the small intermediate wheel 40 which communicates this rotation to the large driven wheel 46 . The rotation of this bull gear is transmitted to the driven wheel 42 through the actuation of the free wheel 60 .

Of course, rotation of shaft 12 causes rotation of small drive wheel 18 via freewheel 22 . This rotation is retransmitted to the large intermediate wheel 38 , which activates the centrifugal clutch through rotation of the sleeve 62 while providing the connection between the shaft 36 and the large intermediate wheel. When clutch 66 is engaged, the speed of small drive wheel 18 is higher than the speed of shaft 12 . Then, the free wheel 22 is deactivated, and the drive wheel 18 rotates around the shaft 12 at idle speed (idling). However, considering the inoperative position of the clutch 50 , the small driven wheel 44 is idling on the shaft 42 (idling), and the driven shaft 42 is driven to rotate by the wheel 46 .

For another transmission ratio, the clutch 50 of the output shaft 42 is in the engaged position and the clutch 24 of the drive shaft 12 is in the disengaged position. The small drive wheel 18 is driven to rotate by the drive shaft 12 through the free wheel 22 . The rotation of this small drive wheel is communicated to the intermediate shaft 36 by the actuation of the large intermediate wheel 38 and the centrifugal clutch 66 . This rotation of wheel 38 causes rotation of driven wheel 44 which transmits this rotation to driven wheel 42 through the action of clutch 50 .

Of course, the rotation of the shaft 36 causes the rotation of the small intermediate wheel 40 which then drives the large driven wheel 46 . However, due to the difference in rotational speed between the driven wheel 46 and the driven shaft 42 , the driven shaft becomes disengaged from the large driven wheel due to the inaction of the free wheel 60 . The rotation of the small intermediate wheel 40 causes the rotation of the large drive wheel 20 , which rotates idly about the shaft 12 .

Finally, for the final transmission ratio, both clutches 24 and 50 are in the engaged position. The rotation of the drive shaft 12 is transmitted by the action of the clutch 24 to the large drive wheel 20 which transmits the rotation to the small intermediate gear 40 of the intermediate shaft 36 . This rotation is then transferred to the large driven wheel 46 .

At the same time, the rotation of the drive shaft 12 is transmitted by the action of the free wheel 22 to the small drive wheel 18 which transmits this rotation to the large intermediate gear 38 . Rotation of the large intermediate gear 38 allows the wheel to be coupled to the shaft 36 through the action of the clutch 66 . Rotation of wheel 38 is then transmitted to driven wheel 44 and then to driven shaft 42 via clutch 50 .

In this configuration, the drive shaft 12 is disengaged from the small drive wheel 18 via the free wheel 22 in consideration of the rotational speed differences between the drive shaft 12 and the small drive wheel 18, and between the driven shaft 42 and the large driven wheel 46. , and considering the rotational speed difference between the driven wheel and the driven shaft, the driven shaft 42 is disengaged from the large driven wheel 46 through the free wheel 60,

Thus, the transmission arrangement as described above allows the provision of four gear ratios with the advantage of having a centrifugal clutch on the countershaft which works at higher speeds and lower torques while providing compact, inertial , quality and cost benefits. This also allows reduced wear of the transmission parts and a higher assembly efficiency.

In FIG. 1, gears 18, 38 and 44 and gears 20, 40 and 46 are connected to each other by a strap closed on itself, such as a chain or a belt, preferably internally and/or externally groove.

For example, as can be better seen in the drawings, a chain 76 is provided for connecting the small drive wheel 18, the large intermediate gear 38 and the small driven wheel 44, while the chain 78 connects the large drive gear 20, the small intermediate gear 40 and the large Driven gear 46.

This therefore allows to modify the position of the shafts and to position them at a distance from each other according to the space available, while providing a transfer of rotational motion in these shafts.

Furthermore, the chain (or the belt) allows to limit the friction with the wheels.

The use of chains or belts may also allow avoidance of wet sump lubrication schemes.

Of course, the gears may mesh directly with each other without departing from the scope of the present invention.

The variant of FIG. 2 differs from the embodiment of FIG. 1 in that the centrifugal clutch of FIG. 1 is replaced by a controlled coupling 80 such as a synchronizer or dog or clutch.

In the example of FIG. 2 , the coupling is a disc clutch 82 located between the sleeve 62 and the intermediate shaft 36 .

As with clutches 24 and 50, clutch 82 includes a fixed reaction plate 84 on intermediate shaft 36, a pressure plate 86 free to translate but rotationally fixed relative to the reaction plate, and a pressure plate 86 toward Movement of the reaction plate is controlled by rod 88, while the friction disc is free to translate but rotationally fixed (non-rotatable on the sleeve) on sleeve 62 when positioned between the reaction plate and pressure plate.

The operation of this variant is the same as that shown in Figure 1, while four transmission ratios are available.

For the gear ratio selected, the disc clutch 82 will be active or inactive depending on the gear ratio.

Finally, clutch 82 is in the disengaged position for gear ratios in configurations in which both clutches 24 and 50 are in the disengaged position.

In another transmission ratio, the clutch 24 of the drive shaft 12 is in the engaged position and the clutch 50 of the driven shaft 42 is in the disengaged position, while the clutch 82 can be in the disengaged or engaged position. However, it is preferred to have the clutch in the disengaged position, since in this case the rotational speed of the gears 18 , 38 and 44 is imparted by the rotation of the drive wheel 18 through the freewheel 22 . If clutch 82 remains engaged, the rotational speed of gears 18 , 38 and 44 is higher due to being imparted by intermediate wheel 38 .

For another gear ratio, clutch 50 of driven shaft 42 is in the engaged position and clutch 24 of drive shaft 12 is in the disengaged position, while clutch 82 can be in either the disengaged or engaged position. Similarly, it is preferred to have the clutch in the disengaged position, since in this case the gears 20, 40 and 46 are not driven in rotation. If clutch 82 remains engaged, gears 20, 40 and 46 are driven in rotation.

Finally, for the final gear ratio, all clutches 24, 50 and 82 are in the engaged position.

The example illustrated in FIGS. 1 and 2 also shows the application of the speed transmission device 10 to the power train of an automobile, such as a motor vehicle, especially an at least two-wheeled motor vehicle, for driving the machine/generator 92 with the The internal combustion engine 16 is associated in a hybrid vehicle.

In the remainder of the description, by way of example only, the machine is a hydraulic or pneumatic machine or a battery driven (not shown) electric motor used as an electric motor for imparting motion to the vehicle or as a battery for charging or for supplying electrical power to the vehicle electrical accessories for generators.

For example, as can be better seen in the figures, the electric machine comprises a rotor 94 carrying a gear 96 .

The machine can be connected to the transmission device at different points.

Thus, in configuration A referred to in FIGS. 1 and 2 , the rotor 92 is rotationally connected with the reaction plate 52 of the clutch 50 ( FIGS. 1 and 2 ); to the intermediate shaft 36 ( FIG. 2 ); for configuration B′ ( FIG. 2 ), the rotor is connected to the reaction plate 84 of the clutch 82 carried by the intermediate shaft 36 .

The operation of such a machine is judiciously chosen by a person skilled in the art, especially taking into account the space requirements and desired transmission ratios of purely electric operation of the vehicle.

For configuration A, the machine drives the vehicle with one gear ratio, while for configurations B and B' the vehicle is driven with two gear ratios.

By way of example, the connection of the machine to the plates 52, 68, 82 could be provided by chains or slotted belts.

This connection can also be achieved by the co-operation of the gear 96 of the rotor with complementary teeth (not shown) carried by the perimeter of the plates.

Thus, vehicle motion in forward or reverse gears is achieved by rotation of the rotor 92 , which is transmitted to the plates and, through the respective gears, to the drive rail connected to the driven shaft 42 .

During purely electric operation for driving the vehicle, only the electric motor is used.

The electric motor may also be used in combination with the internal combustion engine 16 to provide supplemental power to the driven shaft or as a generator for recharging the battery.

Furthermore, under vehicle deceleration, the rotation of the machine is driven by the various gears, and in this case, the machine becomes a generator.

Claims (10)

1. A speed transmission device for automobiles, especially at least two-wheeled motor vehicles, said speed transmission device comprising a drive shaft (12), a driven shaft (42) and an intermediate motion transmission shaft ( 36), the driving shaft carries at least two driving gears (18, 20), the driven shaft carries at least two driven gears (44, 46), and the intermediate motion transmission shaft carries (12) Intermediate gears (38, 40) cooperating with the gears of the driven shaft (42), characterized in that at least one of the intermediate gears (38) is idly mounted on the intermediate shaft (36 ), and the device includes a coupling (64) for connecting the intermediate shaft (36) and an idler mounted intermediate gear (38). 2. Speed transmission device according to claim 1, characterized in that the coupling member comprises a centrifugal clutch (66). 3. A speed transmission device according to claim 1, characterized in that the coupling member comprises a plate clutch (82). 4. The speed transmitting device of claim 1, wherein the coupling comprises a synchronizer. 5. The speed transmitting device of claim 1, wherein the coupling member comprises a detent. 6. A powertrain, especially for a motor vehicle, said powertrain comprising an internal combustion engine (16), a speed transmission device (10) and a drive rail, characterized in that said powertrain comprises A speed transmission device (10) according to any one of claims is claimed. 7. A powertrain as claimed in claim 6, characterized in that it comprises a drive machine/generator (92) for imparting at least motion to the vehicle. 8. The powertrain of claim 7, wherein the rotor (94) of the drive machine/generator (92) is connected to the plates (52, 68, 84) of the clutch (50, 66, 82) . 9. A powertrain as claimed in any one of claims 6 to 8, characterized in that the powertrain comprises a strap closed on itself for rotationally connecting the drive machine/generator (92 ) of the rotor (94) and the elements driven thereby. 10. A powertrain as claimed in any one of claims 6 to 9, characterized in that it comprises a strap (76, 78) closed on itself for rotationally connecting the drive gear , the intermediate gear and the driven gear.