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  • Powershit Transmission in A Motor Vehicle

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    volvo dual clatch patent

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    volvo dual clatch patent

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    132 vizualizări11 pagini

    Powershit Transmission in A Motor Vehicle

    Încărcat de

    dieselroarmt875b
    volvo dual clatch patent

    Drepturi de autor:

    © All Rights Reserved
    Descărcați ca PDF sau citiți online pe Scribd
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    din 11
    «2 United States Patent Hedman et al. 'US009068637B2 US 9,068,637 B2 Jun, 30, 2015 (10) Patent No. 4s) Date of Patent: (54) POWERSHIFT TRANSMISSION IN A MOTOR VEHICLE (75) Inveators: Anders Hedman, Macstrand( Daniel Statberg, Fskilstuna (SE) (73) Assignce: Volva Lastvagnar AB, Goteborg (SE) (9) Nose: Sujet any ines, theta hig rat is extended of adjusted under 35 US. 1580) by 46 dy, (21) Appl. No: 13514,608 (22) PCTFiled: Dee. 9, 2009 (86) PCTNo: — PCTIRP2009/008706 §371 (6), (2),(4)Date: Sep. 17,2012 (87) PCT Pub. Nos W02011/069526 PCT Puls, Date: Jun. 16, 2011 ws) Prior Publication Data US 201310005525A1 Jan. 3,2013 6) Inc. FI6H 37706 (2006.01) FIG 37/04 (2006.01) FIsH 00 (2006.01) FIGHT 61/04 (2006.01), (2) US.CL CPC. FIGHT 37/046 2013.01); YIOT 74/1905) (2015.01), FIGHT 2006 (2013.01); FI6H 2061/0425 (2013.01); F161 2061/0429 (201301) (58) Fleld of Classification Search None Sce application file for complete search history. 66) References Cited US. PATENT DOCUMENTS S38371 A 1995 Reynolds a3mio1 B+ $2008 Gat 74300 20090266199 AL 102008 Ditwichet i 2090272211 AL 11/2009 Hottmann ea FOREIGN PATENT DOCUMENTS wo 8602608 AL wo 2a00amoor sos 4004 (OTHER PUBLICATIONS International Search Report (Ape 2 «ation No. PCTIEP2009 008796, 2010) fr Imernational spi= * cited by examiner Primary Examiner — Erin D Bishop (74) Attornes, Agent, or Firm — WRBIP LLP on ABSTRACT mn ia @ motor vehicle is arranged between a prime mover and driven wheels of the motor vehicle for transmission of propulsive power and selection of Giffernt gear speed ratios. The powershif transmission ‘includes at least two factional clutches for alternatively engaging at least vo input shafts, a main transmission, 2 ‘ange section and an output shaft. A countershafin the pow crs transmission is rotationally connectable to the output shaft in order to establish a by-pass tongue path, passing by the range section, and in which propulsive power ean be transferred witen the range section is gear sifted between ilereat range speed rato. 7 Claims, 4 Drawing Sheets US 9,068,637 B2 Sheet 1 of 4 Jun. 30, 2015, U.S, Patent EL fect ra fret 191 fc] oT] 91] en coq] 91 2097] 1 a cca aa 07] 01) ST £1 Pst sel] fest (eer) €1] ist] aad iz eT ZI (sz] fizr US 9,068,637 B2 Sheet 2 of 4 Jun. 30, 2015, U.S, Patent isi] [esi] lecz| [ez] oes] (eer pz] Sez] BrA| [EZ] ml@ Bel] | fra] | PET] [Fve]| | ret] ove] | (cez| let] pel] feed 2] | Fez] [zz] 2) any JOU) ae US 9,068,637 B2 Sheet 3 of 4 Jun. 30, 2015, U.S, Patent US 9,068,637 B2 Sheet 4 of 4 Jun. 30, 2015, U.S, Patent US 9,068,637 B2 1 POWERSHLFT TRANSMISSION INA MOTOR VEHICLE BACKGROUND AND SUMMARY ‘The present invention relates to vehicle transmissions, ‘especially for heavy, on-as well as off-toad vehicles, and ‘more particularly to dial clutch transmissions witha range section that can be by-passed to allow it tobe shifted without interrupting the power transfer, ‘The conventional stepped transmission for rear-wheel drive Vehicles can be regarded asa robust, compact and cost- ‘effective product. A typical example of suet lay-out is showin in 1G, 2in DE10242823.A1. An input shafts eoosial ‘witha main (output shaft and parallel with acountershaft. earwheel that rotationally xed on the input shaft meshes ‘witha gearwhool that is otationally ixedon thecountershat. Sever pairs of meshing gearwheels are then located side by side. In sch ofthese pairs, one gearwheel i coaxial with the ‘counters: dhe othe is coaxial with the main shall. One of these gearwheels is rotationally fixed on its coaxial sha. The ‘other zearwheel, the loose pearwheel, fee to rotate relative tots coaxial shaft but canbe rotationally locked tothe shaft by a mechanical toth clutch. This construction is used both ‘or manually shifted teansmissions as well s for automated mechanically engaped transmissions, AMT. Because ofthe mechanical tooth clutches, there will during the shift be an Jnerroption ofthe power transfer between the engine and the driven wheels of the vehicle. Thus, this type of transmission js not powersiftng For heavy road vehicles, eg,, heavy trucks and buses, 2 large number of gears is required. Often, the conventional stepped transmission construction is extended with a spite ‘and a range section. The basie principle ofthis is shown. FIG. Vin US. Pat No. §.351,560. With the splitter, there are ‘vo alfemate ways of tansferring the power from the input shaft to the countershaft. This will double the number of ears, The range section can fanctioaly be garded as an ditional gearbox that is connected in series with the ordi- rary, main transmission, There are two gears therein: ow range gear witha reduction ratio inthe same onder of mag tude as the largest reduction ratio of the main transmission, and high range gear where there is nochange in speed from the main tansmission tothe outputshaf of de range section. ‘Thus, range section also hs the ability to double the number ‘of gears ofthe transmission. ence, witha spiter and range constriction of transmis son, a Targe number of gears, eg, 12 oF 16, can be emboxted using 2 imited number of gearwheels. Furthermore, with 2 range section, lage reduction ratios ean easily be emboste. ‘Such ratios ae required for star-of from rest and low-speed manoeuvres of a heavy vehicle. Still, there will be power transfer interruptions at geur hills, Most heavy vehicles have turbo-charged diesel engines that have slow dynamic response. Then, the power interuptions at gear shits will have an unfavourable impact on the performance of the vehicle. This i especially the ease at ofl-oad driving, Powershifting transmissions are available for heavy road vehicles. Such transmissions are, in general, based on plan- ‘etary gear trains and wet muliplate clutches, eg, as in EPOO7S102A2. That makes them expensive, aad they have ‘considerable power losses. Thereby, they ate not suited for ‘vehicles ofthe fitur, swhere fuel consumption will be more Jmportant than evr. ence, costeiient transmission with low power losses and io power interiptions at gear shifts would he desirable or heavy on- and off-oad vehicles. 0 o 2 ‘Moreover, it would be of further advantage iF it eould be similar in size to conventional transmissions for facilitating the instalation in the vehicle cha ‘Dual clutch transmissions are an interesting eross-bred between powershifing planetary transmissions and conven- tional stepped! transmissions with power interuption at gear shifts. In principle, a dual clutch transmission has two input shafls, each connectable with friction clutch tothe output of the engine. Functionally, this is equivalent to having wo conventional transmissions in parallel i.e. two parallel sub- ‘ransmissions, and using one ata time for power tanslet. The sub-transmission tha is aot used ing Tor the time being. «ean have a gear engaged and prepared fora subsequent shift. ‘This shift is carried out by simultaneously disengaging the fition clutch of the previously used sub-tansmission and engaging the fition clutch of the previously idling sub- ‘ransmission. ‘When properly designed, dual clutch transmissions havea potential of providing pawershifls at reasonable production fost aad low power losses. This is due t the fact that the ‘tating pars, i, gearwheels, shafts and tooth etches, are similar to those in conventional stepped transmissions. This, furthermore, enables the use of the same production equip” ‘meat. So, itmakes Senseo produce dual elute transmissions the same facilities as use for conventional stepped trans- ‘Dual clutch transmissions for rear wheel drive vehicles often have to separate countershafts, one conned to each input shaft.One example is found in U.S. Pat. No 5,150,628. ‘These countershalis make the transmission considerably wider than a conventional stepped transmission. That may Jead to difficulties in installing the transmission into the vehicle. However in same dual clutch trinsmission designs there is oaly one countershaft, eg, a8 in DE9Z3402 and DESISIISGAL, On this countershall there are loose gear wheels arranged that can be rotationally connected to each other and to the countershaft by means of mechanical tooth lees. In away, this could he regarded as if the second ‘counters is arringed coaxial to the fist one. The reslt ‘will bea possershiftabl dual clutch transmission that isnot ‘wider than @ corresponding conventional stepped tense sion. The number of gears and the corresponding. speod reduction ratios are insulficient for heavy” severedity vehicles, though. Some dualelutch transmission concepts in a so-called winding structure have been presented, for instance U.S. Pat No. 5,347,879, US. Pat, No. §,592,854, DE10325647A and DF10330758 A. In these, the power is led via four gear meshes in atleast one gear, and several gearwheels are ised {or more than one gear. That will give further reduction of speed. However, this eomrespondsto justone or two additional sears. These concepts are hence les suited heavy vehicles For rear wheel drive, DELO200S030987A. DE102005033027A1, DE 102006015661 Aland 'PP1624232A show dual clue transmissions that are con- cto in series witha range section, That makes them suited orheavy vehicle use. Unfortunately there are shifts between consecutive gears where the power transfer will be inter rupted in these designs, ‘wo further examples of dual clutch main transmission being combined witha range seetion ae shown in U:S. Pa. No. 4,966,048 and U.S. Pat No. 7,204, 16682. These designs ‘comprise two countershafls and will, de toa rear-mounted combined splittr- and range section, have soveral power interruptions at shifis between consecutive pears. Therefore, they are not favourable fm an installation point of view, and not with respect to vehicle perfonmanece. US 9,068,637 B2 3 "wo similar designs of dual elute transmission in combi nation with a ramge section are shown in 1DE10200S050067A 1 and WO2007/039021A1. Therein, the ‘input and output of the transmission can be connected by & Iition clutch, This friction elutch caa transfer power when @ _gcur shift takes place. Thereby. power interaption can be avoided tall gearshifs. However, foreasonable sizes this fetion clutch, the power transferred tothe driven wheels is very small at shifts between Iow gears. Atte same ime, the power dissipated ia this friction cute is ang at these gear shits, Thus, these types of dual elute transmission would have a Timited practical use, especially for on- and offroad vehicles. ‘The dusl-clutch ansmissions in DE923402 and DE3IBI1S6A1 could becombined witha range section, That ‘would give a compoet transmission with soveral gears and. high reduction ratios. Gear-shifis brween consecutive gears ‘would be without power interruption exeept when the range section is shifted. This would probably be acceptable on most heavy on-road vehieles, but a0 foe, etek ia billy appli ‘ations or articulated haulers, US. Pat, No. 7,353.724B2 shows in FIGS. 1 and 3 dual ‘lutch transmissions where a direct connection between one ‘of the input shafts and the output shaft ean transmit power when changing between low, underdrive, gears and high ‘overdcve, goats. This snot a tee range section, though. The ‘numberof pears is doubled, but in the Tow, underdrive, pears the power is trnsmited via eo gear meshes, only asin FIG. 2 in US. Pat, No. 6,958 028132, That limits the practically possible specd reduction. Thereby, these transmissions are ‘ot well suited to heavy vehicles. "A somewhat similar principe is disclosed in US. Pat. No 4.777.887. There, separate pearwhcel pairs are provided for intermediate gears between the low and high range gears. ‘This will givea lage number of gears and no power intemup- tions at gear-shifts between consecutive gears, In low range ears, the power is transmitted via thre gear meshes, which ‘vill enable large rection ratios. However, the transmission Js bulky due to to parallel countershafts, Moreover, the ‘outpt shat isnot coaial with the inp shaft. That makes the transmission incompatible with most heavy’ truck designs ‘The numberof components is lage, adding costs Futher on, US. Pat. No, 7.070,53482 presents @ dual ‘lute transmission 10 with a planetary range section 86 and ‘coaxial input 86 and output 68, A dial clutch unit 20, 22 selectively transfers power to input shafts 90 and 92. To each ‘of these input shafts 90 and 92 a countershaft, 74 and 76, respectively, is aranged. From each ofthese countershafis 74, 76 the power can be selectively directed with tooth clutches 80 and 84 10 the ouiput 6 in either of twa Ways, Fina thepower canbe ledto the sun gear S8 of theplanctary range section 86 via gearwheels 44, 46 und 84, 46, respec- tively. That wl givea spesd reduction inthe planetary range section $6, thus corresponding to low range gears. Secondly, the power can be led more directly to the ouipat 68 via pearwheels 40, 42 and 50, 42, respectively. The planetary ange section will then be idling, sn high range gears are ‘established, Shifts without power intemuption can be earied ‘out between low and high range gears. Unfortunately the number of rotating components, ep, gearwheels and tooth ‘huts is relatively large in comparison with the amber of ears, The lage numnber of gearwheels makes the transmis- son long, and the two parallel eountershaftsmake:it wide and ‘ng 102, There ace thee sas in the main transmission 120; ‘an input shaft 121, a countershaft 123 and main shaft 124 ‘Theinputshaft 124 andthe main shaft 124 are coaxial, and the counters 123s arranged parallel o them. The input shaft 121 is suspended in the cluteh housing 101 by an input shaft bearing 125 and in the flywheel 111 by 8 flywheel pilot ‘bearing 119. The countershaft 123 is suspended in the how ings 101 and 102 by a front countershaft bearing 126 and 2 ‘war countershalt bearing 127, respectively, The main shaft 124 is suspended in the main housing 102 by a main shaft Dearing 128 and inthe input shaft 124 bya main pilot bearing 129, (On the inp shaft 121 and the msin shaft 124 a number of latabl, loose gearwheels are arranged. Fac ofthese loose _arwheels isin mesh with a gearwheel that is either fixed on fr integral with the countershaft 123, On the input shaft 121 there isa second primary loose gearwhool 130 that meshes \with a second primary gearwhee! 131 on the countershalt 123. To the right ofthe input shaft 121 in FIG. 1, a fist srimary loose gearwheel 132 is arranged on the main shaft 124. Theis primary lose gearwhiel 132 meshes witha fist primary gearwheel 133 onthe countershaft 128. Purthertothe Fightin! IG. 1a second secondary loose earwheel 40 the aft 124 is in mesh witha second secondary gearwhee! 135 that is fixedly attached to the countershalt 123. Next, a fist secondary loose gearwheel 136 On the main shalt 124 is ‘meshing with a frst secondary gearwincel 137 thats integral ‘with the countershaft 123. Finally, a reverse secondary loose _gearwhcel 138 is arranged on the main shaft 124 close to the ‘main shaft bearing 128, The reverse secondary loose gear- ‘whoo! 138 is via a overs idler gearwheel (not shown) driv~ ingly connected with 2 reverse secondary gearwhel 139 that is integral with the countershaft 123 A spite tooth cloteh 142 can rotationally lock dhe input shall 121 toither the second primary loose gearwhoel 1300F the first primary loose gearwheet 132, That gives two alter ‘ate power transfer paths between the input shaft 121 and the counters 123, Tio tooth cliches are sed for ansfeering power between the countershaft 128 and the main shaft 124 ‘A secondtird tooth cTutch 143 can rotationally lock the main shalt 124 t ether he frst primary loose gearwiseel 132 or the second secondary loose gearwheel 134. firireverse tot clutch 144 can rotationally lock either the fist secondary loose gearwheel 136 or the reverse secondary loose gear ‘whoo! 138 tothe main shaft 124, Thereby, fouralterate ways or power transfer between the countershaft 123 and the main shaft 124 are provided. Inside the range housing 106, planetary range section 160, is aranged, comprising a sun gear 161, an internally conged ring gear 162, a plurality of planet gears 163 on a planet carrer 164 high range engaging ring 168, anda low range clutch ring 166, The sun gear 161 and high range engaging ring 168 are rotationally fixed to or integral withthe main shaft 124. The planet gears 163 mesh with ring gear 162 and stun gear 161. An output shaft 171 is rotationally fixed to or integral with planet carrier 164, caried by an outpt shaft Dearing 172, and rotationally fixed to an output compenion US 9,068,637 B2 1 ‘lange 173 and an optional wander drive gearwheel 174 that js in mesh with a gearwheel of «not shown optional rtarder ‘uiliry beake ‘By displacement tothe left in FIG. 1,the ring gar 162 can be rotationally locked to the high range engaging ring 165, sain shaft 124 and sun gear 161. Then, the planet gears 168 ‘willbe fxed between the ring gear 162 andl sun gear 161. That will give thesame rotational speed forthe main shaft 124 and ‘output shaft 171, yielding a high range gear. On the other hand, by displacing the ring pear 162 the ight in FIG. 1, it ‘canbe rotationally locked to los range cute ing 166 tat is fixed tothe minge housing 106, The ring gear 162 will not rotate, causing the output shaft 171 to rate slower than the main shaft 124, hence a low range gear. Ths, said ring gear together with said range engaging ring and said low range ‘ltl sing respectively work as a range clutch. Further said Jow range gear and said high range gear can be defined as range spocd ratio. ‘The automatic or semi-automatic gearshift is eared out by a gearshift control unit 150, This gearshift gontrol unit 150 comprises a gear-shifteontrol housing 181, spl ork 182, secondthird shift fork 183 anda esreverse shift {ore 184. The splitr shift fork 152 controls the splitter tooth

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