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WO2006056859A1 - Automatic transmission device - Google Patents

Automatic transmission device Download PDF

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Publication number
WO2006056859A1
WO2006056859A1 PCT/IB2005/003516 IB2005003516W WO2006056859A1 WO 2006056859 A1 WO2006056859 A1 WO 2006056859A1 IB 2005003516 W IB2005003516 W IB 2005003516W WO 2006056859 A1 WO2006056859 A1 WO 2006056859A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
gearwheel
friction clutch
clutch means
transmission
Prior art date
Application number
PCT/IB2005/003516
Other languages
French (fr)
Inventor
Renzo Cavicchi
Original Assignee
Comex S.P.A.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Comex S.P.A. filed Critical Comex S.P.A.
Publication of WO2006056859A1 publication Critical patent/WO2006056859A1/en

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/14—Gearings for reversal only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H2003/0822—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the arrangement of at least one reverse gear

Definitions

  • the present invention relates to an automatic transmission device, in particular for a vehicle having a motor requiring more transmission ratios gear for the driven wheel or wheels.
  • Such devices are provided with input and output shafts mechanically connected through more gears having respective transmission ratios.
  • One gearwheel of each gear is always engaged with the respective shaft, while another wheel of the same gear is in neutral respect to its proper shaft to which can be engaged by a sliding member constrained to rotate with this latter shaft and manually operated, by the driver, by means of a complex set of levers, countershafts, shift forks, etc.
  • Such devices are also provided with synchronizers for facilitating the engagement of the gears.
  • An object of the present invention is to propose a simple automatic transmission device with small dimensions.
  • Further object is to propose a light device constituted by a relatively few number of components.
  • Another object is to propose a device needs not synchronizers, friction clutches interposed between the motor and the gear, tension rods, countershafts and shift forks for the gear change.
  • Another object is to propose a device utilizable in a totally automatic manner based on one or more selectable programs or manually controlled automatic manner.
  • figure 1 shows an axial view of the automatic transmission device comprising first, second, reverse and output shafts, and connected to a partially visible motor;
  • figure 2 shows a section view of the device of figure 1 at the line II- II passing from the first shaft, from the reverse shaft, from the second shaft and from output shaft.
  • numeral 1 indicates the automatic transmission device, of the present invention, comprising a first shaft 2 connected to the output shaft of an internal combustion motor, for example of diesel cycle engine, a second shaft 3 fit to be connected to an user unit by means of the output shafts 16 of a differential unit 19 and a reverse gear shaft 15 parallel to the first shaft 2, to the second shaft 3 and to the output shafts 16.
  • the user unit of the device 1 for instance consists of the driven wheels of a vehicle equipped with the same motor and device.
  • the device is provided of three transmission elements 10, 20, 30, of which the element 10, in the left of figure 2, is fit for realizing the first speed and the reverse speed, the central element 20 for the second speed and the element 30 at right for the third speed.
  • Said gears have increasing gear ratio from the first to the successive gears.
  • the device 1 can be provided with higher or less quantity of transmission elements.
  • Each transmission element 10, 20, 30 comprises at least a first gearwheel 4 and at least a second gearwheel 5 connected respectively to the first shaft 2 and to the second shaft 3.
  • gearwheels, first 4 and second 5 of gear appear mutually spaced apart due to the section surface adopted for the visualization of all the shafts, but said gears constituted by the couples of first and second wheels are interconnected by means of direct mutual engagement, in other words gearwheels, first 4 and second 5 are always engaged with the respective geared teeth.
  • the first gearwheel 4 is constrained to rigidly rotate together with the first shaft 2 by means of its fixed constraint means 11 consisting of, for example, a key or of protrusions engaged in grooves and similar, while the second gearwheel 5 is neutral being assembled by means of bushes or bearings on the second shaft 3, to which it is connected by means of its one friction clutch means 6 having an approximate toroidal shape.
  • the second gearwheel 5 of the central element 20, its friction clutch means 6, its bushes or bearings and the second shaft 3 are nearly coaxial.
  • the right transmission element 30, corresponding to the third speed, differs from central element 20 in that the friction clutch means 6 and the bearings or bushes are associated to the first gearwheel 4 and to the first shaft 2, while the second gearwheel 5 is rigidly constrained to the second shaft 3 by means of the respective fixed constraint means 11.
  • the first gearwheel 4 is in neutral and connected to the first shaft 2 by means of the respective friction clutch means 6 and the second gearwheel 5 is in neutral on the second shaft 3 and it is provided of removable constraint means 12 for the rigid rotation with said second shaft 3.
  • the removable constraint means 12 comprise axial receptacles disposed on a side circumference of the second gearwheel 5 and corresponding side engagements protruding from a reverse gearwheel 13 constrained to rotate with the second shaft 3 on which it is sliding between an engage condition of the side engagements in the receptacles and a engage condition to an idle inverted rotation gearwheel 14 freely rotating around a proper reverse gear shaft 15 and, in turn, engaged to the first gearwheel 4.
  • the reverse gearwheel 13 is driven on a sliding manner on the second shaft by control means, of known type and not illustrated, for the passage from the first speed to the reverse gear and vice versa.
  • the idle inverted rotation gearwheel 14 has two teeth crown of different diameter, one for the reverse gearwheel 13 and another one for the first gearwheel 4 connected to the friction clutch means 6; in such manner it is possible to change the reverse gear ratio by modifying the tooth number of reverse gearwheel 13 and of the teeth crown of idle inverted rotation gearwheel 14.
  • the friction clutch means 6 of each element 10, 20, 30, includes a first set of disks 7 constrained to rotate with the respective gearwheel 4, 5 and intercalated to a second set of disks 8 constrained to rotate with the respective shaft 2, 3.
  • Said friction clutch means 6 further comprises compression means 9 fit to apply to the disks 7, 8 a mutual matching force variable in a controlled manner from a value almost to zero until a mutual friction blocking value and vice versa.
  • the compression means 9 comprise an electromagnetic actuator, for instance an electromagnet, for the production of the variable matching force, electrically controlled by programmable control means, for instance of the kind including a microprocessor, for their automatic driving to obtain the speed changes without breaking and during the operation conditions preset by the program or programs and on the base of data provided by a rotation speed sensor, of one or both shafts, first 2 and second 3, connected to the control means.
  • an electromagnetic actuator for instance an electromagnet
  • programmable control means for instance of the kind including a microprocessor
  • the device can also be provided with a proportional sensor and of an idle sensor connected to the acceleration pedal, a habilitation sensor connected to the handbrake and a sensor associated to the service brake.
  • the control means can be also connected to a speed sensor of the vehicle, for instance a speedometer, and/or to a torque sensor of the shaft, first 2 or second 3, for instance to activate the device in case of irregularity or excessive peaks of torque caused by the motor and to protect the gears.
  • a speed sensor of the vehicle for instance a speedometer
  • a torque sensor of the shaft for instance to activate the device in case of irregularity or excessive peaks of torque caused by the motor and to protect the gears.
  • the control means can optionally be provided with manual control buttons to manually activate the speed changes, for the operations by means of a manual- driving program of the device 1.
  • the invention optionally provides a flexible coupling or a damper of the irregularities interposed between the motor and the first shaft 2.
  • the friction clutch means 6 are alternatively connected to the gearwheels, first 4 or second 5, of the consecutive transmission elements 10, 20, 30 to reduce the length of the shafts 2, 3.
  • the friction clutch means 6 of the transmission element 10 having the lower gear ratio is associated to the first shaft 2 fit to be connected to the motor. In such manner the total average torque supported by the three clutches is reduced respect to the remaining alternate disposition.
  • the second shaft 3 has an output gearwheel 17 for a conducted gearwheel 18 of differential unit 19; this latter being provided with the two output shafts 16 for the motion transmission to the axle shafts of the driving wheels of the vehicle.
  • the device operation provides that the control means, on the basis of the signals received from the sensors and of the activated operation program and when its memorized preset conditions occurs, for instance rotation speed of the shafts, carry out the change from a speed to another one by controlling the progressive opening of a friction clutch means and, at the same time, the closing of the another by acting on the power current of the electromagnetic actuators of the compression means 9 of said friction clutch means of the two speeds.
  • a variant of the device which can be understood without the specific figures, provides that the device is equipped with further friction clutch means associated to the second shaft 3 and to a fixed point of the device, for instance a wall of the housing box or chassis of the device.
  • Said further clutch means are of the same type of the friction clutch means 6 of the transmission elements 10, 20, 30 and have their first set of disks blocking rotation being connected to the fixed point of the chassis and the second set of disks constrained to rotate with the second shaft or vice versa.
  • the compression means 9 of the further clutch means are controlled and operated by the control means. Therefore, it is possible, by acting on the friction clutch means 6, to reciprocally release the shafts to interrupt the driving on the wheels of the vehicle and, by acting on said further clutch means to facilitate the parking of the vehicle and the start in slopes.
  • the further friction clutch means are controlled by the control means of the device 1 in order to block the second shaft when it is released by the first shaft due to the effect of the friction clutch means 6 on the transmission elements 10, 20, 30, for instance when the vehicle is stopped, with the motor on, waiting for the green light.
  • the control means detect, by means of the sensors, the use of the accelerator pedal by the driver, they command the progressive opening of the further friction clutch means for the progressive unblocking of the second shaft, and at the same time the closure of the friction clutch means 6 of the first transmission element 10 for the progressive connection of the second shaft with the first one, and therefore with the motor, allowing the start of the vehicle also on slope without the necessity of using brakes by the driver.
  • An advantage of the present invention is to provide a simple automatic transmission device, having small dimensions, light and constituted by a relative small number of components.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

An automatic transmission device comprises at least a first shaft (2) fit to be connected to a motor and a second shaft (3) fit to be connected to an user unit and at least a transmission element (10, 20, 30) provided with at least a first gearwheel (4) and at least a second gearwheel (5) associated respectively to the first shaft (2) and the second shaft (3) and interconnected. The device (1) further comprises friction clutch means (6) interconnected between one of the first gearwheels (4) or second gearwheel (5) and the respective first shaft (2) or second shaft (3) for their progressive and controlled mutual blocking.

Description

AUTOMATIC TRANSMISSION DEVICE
TECHNICAL FIELD
The present invention relates to an automatic transmission device, in particular for a vehicle having a motor requiring more transmission ratios gear for the driven wheel or wheels.
BACKGROUND ART
There are known transmission devices for vehicles, such as motorcars, vans truck and similar, provided with a manual driving gear connected to the motor by means of a friction clutch operated by the driver for the start and for the speed changes. The output of the gear is connected to the driven wheels by means of shafts, differential unit, axles and j oints .
Such devices are provided with input and output shafts mechanically connected through more gears having respective transmission ratios. One gearwheel of each gear is always engaged with the respective shaft, while another wheel of the same gear is in neutral respect to its proper shaft to which can be engaged by a sliding member constrained to rotate with this latter shaft and manually operated, by the driver, by means of a complex set of levers, countershafts, shift forks, etc. Such devices are also provided with synchronizers for facilitating the engagement of the gears.
Drawbacks of such known devices consist in their high complexity, big weight, big volume and excessive costs.
There are also known automatic gears, for example hydraulic driving gear or robotized gear or belt gear and similar, which relieve the driver from the manual driving but have the drawbacks to be heavy, bulky, and excessively expensive and, sometimes, presenting a low mechanical efficiency and/or of an excessive complexity or fragility which compromise their reliability.
Other drawback of some known transmission devices consists in that often they are not suitable to economic vehicles and vehicles with small-size motor. DISCLOSURE OF THE INVENTION
An object of the present invention is to propose a simple automatic transmission device with small dimensions.
Further object is to propose a light device constituted by a relatively few number of components.
Other object is to propose a device needs not synchronizers, friction clutches interposed between the motor and the gear, tension rods, countershafts and shift forks for the gear change.
Further object is to propose a reliable device with low production costs and suitable also to economic vehicles.
Other object is to propose a device utilizable in a totally automatic manner based on one or more selectable programs or manually controlled automatic manner.
BRIEF DESCRIPTION OF THE DRAWINGS
The characteristics of the invention are underlined in following with particular reference to the enclosed drawings, in which:
- figure 1 shows an axial view of the automatic transmission device comprising first, second, reverse and output shafts, and connected to a partially visible motor; figure 2 shows a section view of the device of figure 1 at the line II- II passing from the first shaft, from the reverse shaft, from the second shaft and from output shaft.
BEST MODE OF CARRYING OUT THE INVENTION
With reference to figures 1 and 2, numeral 1 indicates the automatic transmission device, of the present invention, comprising a first shaft 2 connected to the output shaft of an internal combustion motor, for example of diesel cycle engine, a second shaft 3 fit to be connected to an user unit by means of the output shafts 16 of a differential unit 19 and a reverse gear shaft 15 parallel to the first shaft 2, to the second shaft 3 and to the output shafts 16.
The user unit of the device 1 for instance consists of the driven wheels of a vehicle equipped with the same motor and device.
The device is provided of three transmission elements 10, 20, 30, of which the element 10, in the left of figure 2, is fit for realizing the first speed and the reverse speed, the central element 20 for the second speed and the element 30 at right for the third speed. Said gears have increasing gear ratio from the first to the successive gears.
Obviously the device 1 can be provided with higher or less quantity of transmission elements.
Each transmission element 10, 20, 30 comprises at least a first gearwheel 4 and at least a second gearwheel 5 connected respectively to the first shaft 2 and to the second shaft 3.
In figure 2 said gearwheels, first 4 and second 5 of gear, appear mutually spaced apart due to the section surface adopted for the visualization of all the shafts, but said gears constituted by the couples of first and second wheels are interconnected by means of direct mutual engagement, in other words gearwheels, first 4 and second 5 are always engaged with the respective geared teeth.
In the middle transmission element 20, interposed between the other two elements and corresponding to the second speed, the first gearwheel 4 is constrained to rigidly rotate together with the first shaft 2 by means of its fixed constraint means 11 consisting of, for example, a key or of protrusions engaged in grooves and similar, while the second gearwheel 5 is neutral being assembled by means of bushes or bearings on the second shaft 3, to which it is connected by means of its one friction clutch means 6 having an approximate toroidal shape.
The second gearwheel 5 of the central element 20, its friction clutch means 6, its bushes or bearings and the second shaft 3 are nearly coaxial. The right transmission element 30, corresponding to the third speed, differs from central element 20 in that the friction clutch means 6 and the bearings or bushes are associated to the first gearwheel 4 and to the first shaft 2, while the second gearwheel 5 is rigidly constrained to the second shaft 3 by means of the respective fixed constraint means 11.
In the left transmission element 10 the first gearwheel 4 is in neutral and connected to the first shaft 2 by means of the respective friction clutch means 6 and the second gearwheel 5 is in neutral on the second shaft 3 and it is provided of removable constraint means 12 for the rigid rotation with said second shaft 3.
The removable constraint means 12 comprise axial receptacles disposed on a side circumference of the second gearwheel 5 and corresponding side engagements protruding from a reverse gearwheel 13 constrained to rotate with the second shaft 3 on which it is sliding between an engage condition of the side engagements in the receptacles and a engage condition to an idle inverted rotation gearwheel 14 freely rotating around a proper reverse gear shaft 15 and, in turn, engaged to the first gearwheel 4.
The reverse gearwheel 13 is driven on a sliding manner on the second shaft by control means, of known type and not illustrated, for the passage from the first speed to the reverse gear and vice versa.
The idle inverted rotation gearwheel 14 has two teeth crown of different diameter, one for the reverse gearwheel 13 and another one for the first gearwheel 4 connected to the friction clutch means 6; in such manner it is possible to change the reverse gear ratio by modifying the tooth number of reverse gearwheel 13 and of the teeth crown of idle inverted rotation gearwheel 14.
The friction clutch means 6 of each element 10, 20, 30, includes a first set of disks 7 constrained to rotate with the respective gearwheel 4, 5 and intercalated to a second set of disks 8 constrained to rotate with the respective shaft 2, 3. Said friction clutch means 6 further comprises compression means 9 fit to apply to the disks 7, 8 a mutual matching force variable in a controlled manner from a value almost to zero until a mutual friction blocking value and vice versa. The compression means 9 comprise an electromagnetic actuator, for instance an electromagnet, for the production of the variable matching force, electrically controlled by programmable control means, for instance of the kind including a microprocessor, for their automatic driving to obtain the speed changes without breaking and during the operation conditions preset by the program or programs and on the base of data provided by a rotation speed sensor, of one or both shafts, first 2 and second 3, connected to the control means.
To provide the control means with data relating the operation modality of the vehicle, the device can also be provided with a proportional sensor and of an idle sensor connected to the acceleration pedal, a habilitation sensor connected to the handbrake and a sensor associated to the service brake.
The control means can be also connected to a speed sensor of the vehicle, for instance a speedometer, and/or to a torque sensor of the shaft, first 2 or second 3, for instance to activate the device in case of irregularity or excessive peaks of torque caused by the motor and to protect the gears.
The control means can optionally be provided with manual control buttons to manually activate the speed changes, for the operations by means of a manual- driving program of the device 1.
The invention optionally provides a flexible coupling or a damper of the irregularities interposed between the motor and the first shaft 2.
The gear ratio of the gearwheels, first 4 and second 5, of the left transmission element 10, comprising the reverse gear, it is lower than the gear ratio of the corresponding gearwheels 4, 5 of the further transmission elements 20, 30.
The friction clutch means 6 are alternatively connected to the gearwheels, first 4 or second 5, of the consecutive transmission elements 10, 20, 30 to reduce the length of the shafts 2, 3.
The friction clutch means 6 of the transmission element 10 having the lower gear ratio, is associated to the first shaft 2 fit to be connected to the motor. In such manner the total average torque supported by the three clutches is reduced respect to the remaining alternate disposition.
The second shaft 3 has an output gearwheel 17 for a conducted gearwheel 18 of differential unit 19; this latter being provided with the two output shafts 16 for the motion transmission to the axle shafts of the driving wheels of the vehicle.
The device operation provides that the control means, on the basis of the signals received from the sensors and of the activated operation program and when its memorized preset conditions occurs, for instance rotation speed of the shafts, carry out the change from a speed to another one by controlling the progressive opening of a friction clutch means and, at the same time, the closing of the another by acting on the power current of the electromagnetic actuators of the compression means 9 of said friction clutch means of the two speeds.
A variant of the device, which can be understood without the specific figures, provides that the device is equipped with further friction clutch means associated to the second shaft 3 and to a fixed point of the device, for instance a wall of the housing box or chassis of the device.
Said further clutch means are of the same type of the friction clutch means 6 of the transmission elements 10, 20, 30 and have their first set of disks blocking rotation being connected to the fixed point of the chassis and the second set of disks constrained to rotate with the second shaft or vice versa. The compression means 9 of the further clutch means are controlled and operated by the control means. Therefore, it is possible, by acting on the friction clutch means 6, to reciprocally release the shafts to interrupt the driving on the wheels of the vehicle and, by acting on said further clutch means to facilitate the parking of the vehicle and the start in slopes.
The further friction clutch means are controlled by the control means of the device 1 in order to block the second shaft when it is released by the first shaft due to the effect of the friction clutch means 6 on the transmission elements 10, 20, 30, for instance when the vehicle is stopped, with the motor on, waiting for the green light. When the control means detect, by means of the sensors, the use of the accelerator pedal by the driver, they command the progressive opening of the further friction clutch means for the progressive unblocking of the second shaft, and at the same time the closure of the friction clutch means 6 of the first transmission element 10 for the progressive connection of the second shaft with the first one, and therefore with the motor, allowing the start of the vehicle also on slope without the necessity of using brakes by the driver.
An advantage of the present invention is to provide a simple automatic transmission device, having small dimensions, light and constituted by a relative small number of components.
Other advantage is to provide a device that has no need of synchronizers, of clutches interposed between the motor and the gears, of tension rods countershafts and shift forks to change gear ratio, reliable and suitable also for economic vehicles and having low production costs.
Other advantage is to provide a device can be used in totally automatic manner based on one or more selectable programs or automatic manually controlled.

Claims

1) Automatic transmission device comprising at least a first shaft (2) fit to be connected to a motor and a second shaft (3) fit to be connected to an user unit and at least a transmission element (10, 20, 30) comprising at least a first gearwheel (4) and at least a second gearwheel (5) associated respectively to the first shaft (2) and to the second shaft (3) and interconnected; said device (1) being characterized in that it comprises friction clutch means (6) interconnected between one of the first gearwheels (4) or the second gearwheel (5) and the respective first shaft (2) or second shaft (3) for theirs progressive and controlled mutual block.
2) Device according to claim 1 characterized in that each friction clutch means (6) comprises a first set of disks (7) constrained to rotate with the respective gearwheel (4, 5) and intercalated to a second set of disks (8) constrained to rotate with the respective shaft (2, 3) and it comprises compression means (9) fit to be applied on the disks (7, 8) a mutual matching force variable in controlled manner from a value almost to zero to a value of mutual blocking by attrition and vice versa.
3) Device according to claim 2 characterized in that the compression means (9) comprises an electromagnetic actuator for the production of the variable matching force electrically controlled.
4) Device according to claim 1 characterized in that the gearwheel (5, 4) disconnected by the friction clutch means (6) of the at least one transmission element (10, 20, 30) has fixed constraint means (11) for the rigid rotation with the respective shaft (3, 2).
5) Device according to claim 1 characterized in that the gearwheel (5, 4) of the transmission element (10, 20, 30) disconnected by the friction clutch means (6) it is in neutral and it is provided of removable constraint means (12) for the rigid rotation with the respective shaft (3, 2).
6) Device according to claim 5 characterized in that the removable constraint means (12) comprises engagements for corresponding receptacles of the idle gearwheel (5, 4) and are fixed to a reverse gearwheel (13) constrained to rotate with the shaft (3, 2) of the idle gearwheel (5, 4), on which it is sliding between an engaged condition of the engagements in the receptacles and one gearing condition to an idle inverted rotation gearwheel (14) in turn geared to the gearwheel (4, 5) connected to the friction clutch means (6).
7) Device according to claim 6 characterized in that the inverted rotation gearwheel (14) has two crown wheels of different diameter, one for the gear wheel of the reverse gear (13) and another for the gearwheel (4, 5) connected to the friction clutch means (6).
8) Device according to claim 6 characterized in that the inverted rotation gearwheel (14) rotates freely on a proper reverse gear shaft (15).
9) Device according to claim 1 or claim 4 characterized in that the gearwheels, first (4) and second (5), of the at least one transmission element (10, 20, 30) are interconnected by means of direct mutual engagement.
10) Device according to claims 7 and 8 characterized in that the transmission ratio of the gearwheels, first (4) and second (5), of the transmission element (10) including the reverse gear, it is lower than the transmission ratio of the corresponding gearwheels (4, 5) of the at least two further transmission elements (20, 30).
11) Device according to claim 1 characterized in that the friction clutch means (6) are alternatively associated to the gearwheels, first (4) or second (5), of the consecutive transmission elements (10, 20, 30) to reduce the length of the shafts (2, 3).
12) Device according to claim 1 or claim 11 characterized in that the friction clutch means (6) of the transmission element (10) having the lower transmission ratio are associated to the first shaft (2) fit to be connected to the motor.
13) Device according to claim 1 characterized in that the second shaft (3) has an output gearwheel (17) for a motion intake conducted gearwheel (18) of a differential unit (19) provided with two output shafts (16) for the motion transmission.
14) Device according to the claim 8 characterized in that the first shaft (2), the second shaft (3) and the reverse gear shaft (15) are parallel.
15) Device according to claim 13 characterized in that it is associated to a vehicle and that the two output shafts (16) transmit the motion to two driving wheels of the same vehicle.
16) Device according to any one of claims from 1 to 3 characterized in that it comprises control means of programmable type for the automatic driving of the compression means (9) of the friction clutch means.
17) Device according to claim 16 characterized in that it comprises at least a sensor of the rotation speed of least one of the shafts first (2) and second (3), said sensor being connected to the control means.
18) Device according to claim 16 characterized in that it comprises at least a torque sensor associated to at least one of the shafts, first (2) and second (3), said sensor being to the control means.
19) Device according to claim 1 characterized in that it comprises further clutch means associated to the second shaft (3) and to a fixed point of the housing box or chassis or equivalent, in order to brake or to stop said second shaft in a controlled manner.
20) Device according to claim 19 characterized in that the further friction clutch means (6) are connected to the control means to stop or to allow the rotation of the wheels of the vehicle in progressive and controlled manner.
PCT/IB2005/003516 2004-11-24 2005-11-23 Automatic transmission device WO2006056859A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ITBO20040730 ITBO20040730A1 (en) 2004-11-24 2004-11-24 AUTOMATIC TRANSMISSION DEVICE
ITBO2004A000730 2004-11-24

Publications (1)

Publication Number Publication Date
WO2006056859A1 true WO2006056859A1 (en) 2006-06-01

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WO (1) WO2006056859A1 (en)

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