Gearbox

Patent metadata

Field	Value
Publication number	US-2016053863-A1
Application number	US-201314417503-A
Country	US
Kind code	A1
Filing date	Jul 29, 2013
Priority date	Jul 27, 2012
Publication date	Feb 25, 2016
Grant date	—

Abstract

A gearbox comprising: a first shaft ( 2 ) and a second shaft ( 1 ), one of the first and second shafts being an input shaft ( 1 ) for receiving a drive torque and the other being an output shaft ( 2 ) for providing a drive torque; two intermediate shafts ( 6, 7 ) by means of which the first and second shafts ( 2, 1 ) can be coupled together, each intermediate shaft being arranged so that: (a) it can be coupled to the first shaft ( 2 ) via a respective first torque path at any of a plurality of gear ratios ( 1 st- 8 th), or the respective first torque path can be disengaged; and (b) it can be coupled to the second shaft ( 1 ) via a respective second torque path, or the respective second torque path can be disengaged; and a differential torque device ( 50 ) coupled between the intermediate shafts ( 6, 7 ), the differential torque device ( 50 ) being capable of transmitting a differential torque between the intermediate shafts ( 6, 7 ).

First claim

1 - 58 . (canceled)

59 . A gearbox comprising:
a first shaft and a second shaft, one of the first and second shafts being an input shaft for receiving a drive torque and the other being an output shaft for providing a drive torque; two intermediate shafts by means of which the first and second shafts can be coupled together, each intermediate shaft being arranged so that: (a) it can be coupled to the first shaft via a respective first torque path at any of a plurality of gear ratios, or the respective first torque path can be disengaged; and (b) it can be coupled to the second shaft via a respective second torque path, or the respective second torque path can be disengaged; and a clutch arranged between the intermediate shafts and capable of coupling the intermediate shafts together independently of the first and second torque paths, wherein the gear ratio by which each intermediate shaft is linked to the clutch and the gear ratios of the respective second torque paths are such that when both intermediate shafts are coupled to the second shaft via the respective second torque path the speed difference across the clutch is zero.

60 . A gearbox as claimed in claim 59 , wherein the clutch is capable of coupling the intermediate shafts together with a controllable degree of slip therebetween.

61 . A gearbox as claimed in claim 59 , wherein the clutch is a friction clutch.

62 . A gearbox as claimed in any of claim 59 , wherein the gear ratios with which each intermediate shaft can be coupled to the first shaft are such that the intermediate shafts can collectively couple the second shaft to the first shaft independently of the clutch at a range of gear ratios, successive ratios in that range being provided by alternate ones of the intermediate shafts.

63 . A gearbox as claimed in claim 62 , wherein the respective first torque paths each comprise a respective gear which can be rotationally coupled to a respective one of the intermediate shafts by means of a respective coupling mechanism.

64 . A gearbox as claimed in claim 63 , wherein each coupling mechanism is such that when its respective gear is transmitting torque to or from its respective shaft the coupling mechanism is loaded so as to resist its disengagement, the gearbox being configured so as to, when it is desired to shift from a first gear ratio provided by a first one of the said gears on one intermediate shaft to a second gear ratio provided by a second one of the said gears on the other intermediate shaft, apply a light release load to the coupling mechanism of the first gear, the light load being insufficient to cause unlocking of the first gear when it is transmitting torque, but sufficient to cause unlocking of the first gear when it becomes unloaded due to drive being taken up through the clutch as the shift is made.

65 . A gearbox as claimed in claim 63 , wherein the coupling mechanism is capable of applying a torque between the said intermediate shaft and the first shaft in only a single direction.

66 . A gearbox as claimed in claim 65 , wherein the coupling mechanism is a further clutch and an engagement mechanism for engaging and disengaging the further clutch, the further clutch and the engagement mechanism being capable of operating in:
a first clutch mode in which the coupling mechanism is capable of applying a torque between the said intermediate shaft and the first shaft in both directions; a second clutch mode in which the coupling mechanism is capable of applying a torque between the said intermediate shaft and the first shaft in only a single direction; and a third clutch mode in which the coupling mechanism is capable of applying a torque between the said intermediate shaft and the first shaft in neither direction.

67 . A gearbox as claimed in claim 66 , wherein the further clutch is a dog clutch.

68 . A gearbox as claimed in claim 64 , wherein the coupling mechanism is capable of applying a torque between the said intermediate shaft and the first shaft in only a single direction.

69 . A gearbox as claimed in claim 68 , wherein the coupling mechanism is a further clutch and an engagement mechanism for engaging and disengaging the further clutch, the further clutch and the engagement mechanism being capable of operating in:
a first clutch mode in which the coupling mechanism is capable of applying a torque between the said intermediate shaft and the first shaft in both directions; a second clutch mode in which the coupling mechanism is capable of applying a torque between the said intermediate shaft and the first shaft in only a single direction; and a third clutch mode in which the coupling mechanism is capable of applying a torque between the said intermediate shaft and the first shaft in neither direction.

70 . A gearbox as claimed in claim 69 , wherein the further clutch is a dog clutch.

71 . A gearbox as claimed in claim 59 , wherein a first plate of the clutch arranged between the intermediate shafts is coupled to one of the intermediate shafts, and a second plate of that clutch is coupled to the other of the intermediate shafts.

72 . A gearbox as claimed in claim 59 , wherein the first shaft is the output shaft and the second shaft is the input shaft.

73 . A gearbox comprising:
a first shaft and a second shaft, one of the first and second shafts being an input shaft for receiving a drive torque and the other being an output shaft for providing a drive torque; two intermediate shafts by means of which the first and second shafts can be coupled together, each intermediate shaft being arranged so that: (a) it can be coupled to the first shaft via a respective first torque path at any of a plurality of gear ratios, or the respective first torque path can be disengaged; and (b) it can be coupled to the second shaft via a respective second torque path, or the respective second torque path can be disengaged; and a speed synchronisation mechanism arranged between the intermediate shafts and capable of imposing speed synchronisation on the intermediate shafts independently of the first and second torque paths.

74 . A gearbox as claimed in claim 73 , wherein the speed synchronisation mechanism is a continuously variable transmission.

75 . A gearbox as claimed in claim 73 , wherein the speed synchronisation mechanism is a clutch.

76 . A gearbox as claimed in claim 73 , wherein the speed synchronisation mechanism is capable of urging the intermediate shafts towards a set speed ratio.

77 . A gearbox as claimed in claim 73 , wherein the speed synchronisation mechanism is capable of imposing a set speed ratio between the intermediate shafts.

78 . A gearbox as claimed in claim 73 , comprising a controller arranged to, when drive is passing from the input shaft to the output shaft via a first gear ratio on a first one of the intermediate shafts, cause the gearbox to perform an upshift by the steps of:
engaging a second gear ratio between the second intermediate shaft and the first shaft whilst the second intermediate shaft is disengaged from the second shaft; subsequently imposing speed synchronisation between the first and second intermediate shafts by means of the speed synchronisation mechanism; subsequently disengaging the first gear ratio when drive is taken up at the second gear ratio; and
subsequently disengaging the first intermediate shaft from the second shaft, engaging the second intermediate shaft with the second shaft and ceasing to impose synchronisation between the firs

Assignees

• Mclaren Automotive Ltd

Inventors

• Glover Antony Richard
• Hopkirk Richard

Classifications

• B60K6/365 Primary

  with the gears having orbital motion · CPC title

• B60K6/547

  the transmission being a stepped gearing · CPC title

• F16H3/12

  with means for synchronisation not incorporated in the clutches · CPC title

• F16H2306/46

  Uncoupling of current gear · CPC title

• F16H2003/008

  comprising means for selectively driving countershafts · CPC title