Hydromechanisches Schaltgetriebe, insbesondere fuer Kraftfahrzeuge

摘要

975,885. Hydromechanical change-speed gear. ZAHNRADFABRIK FRIEDRICHSHAFEN A.G. Oct. 17, 1963 [Oct. 26, 1962], No. 41080/63. Heading F2D. An hydromechanical change-speed gear for a motor car &c., comprising a torque converter in combination with a planetary change-speed gear, gives three forward ratios and a converter by-pass clutch can be so controlled that any of the ratios is established through an allmechanical path. Additionally, the highest ratio may optionally be obtained with a splittorque, part-mechanical, part-hydrodynamic power path. The first ratio is established from an input shaft 1 through the turbine T of a torque converter, having the usual one-way detent mounted reactor L, to a hollow shaft 7 and a clutch A engaged to transmit drive to a sun-gear 5b. Planet pinions 5f journalled in a carrier 5d mesh the rear sun-gear 56 and also mesh planet pinions 5e meshing a front sun-gear 5a, a one-way detent 11 stationing the carrier so that drive is transmitted through a ring gear 5c to an output shaft 6. Engagemen t of a torque converter by-pass clutch A1 enables an allmechanical first ratio to be obtained. Second ratio is established by maintaining the front sun-gear clutch A engaged while applying two parallel-arranged brakes C, C1 to station the front sun-gear 5a. The brake C1 includes a one-way clutch 10, so that on disengagement of the parallel brake C, the next ratio can be established without a break in the transmission of power. As for first ratio, an all-mechanical transmission of power is obtained by engagement of the converter by-pass clutch A1. Third ratio is established by disengaging the brakes C, C1, maintaining the clutch A engaged, and also engaging a clutch B to lock-up the planetary gearing. Transmission of power through the torque converter is again controlled by the by-pass clutch A1. Additionally, a split torque third ratio can be established by engaging the by-pass clutch A1, disengaging the clutch A and maintaining the clutch B engaged. The rear sun-gear 5b is then driven directly through the by-pass clutch A1 while the front sun-gear 5a is driven through the torque converter. Reverse is established by engaging a brake D to station the carrier 5d, while also engaging the clutch B.