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WO2013053981A1 - Agencement de transmission de puissance et procédé et utilisation d'agencement de transmission de puissance - Google Patents

Agencement de transmission de puissance et procédé et utilisation d'agencement de transmission de puissance Download PDF

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Publication number
WO2013053981A1
WO2013053981A1 PCT/FI2011/050886 FI2011050886W WO2013053981A1 WO 2013053981 A1 WO2013053981 A1 WO 2013053981A1 FI 2011050886 W FI2011050886 W FI 2011050886W WO 2013053981 A1 WO2013053981 A1 WO 2013053981A1
Authority
WO
WIPO (PCT)
Prior art keywords
axle
gear
power transmission
annulus
power
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/FI2011/050886
Other languages
English (en)
Inventor
Taimo Majalahti
Pekka Majalahti
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority to PCT/FI2011/050886 priority Critical patent/WO2013053981A1/fr
Priority to PCT/FI2012/050947 priority patent/WO2013053988A2/fr
Priority to EP12840552.9A priority patent/EP2802791A4/fr
Publication of WO2013053981A1 publication Critical patent/WO2013053981A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. a stepped orbital gear or Ravigneaux
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D15/00—Transmission of mechanical power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D15/00—Transmission of mechanical power
    • F03D15/10—Transmission of mechanical power using gearing not limited to rotary motion, e.g. with oscillating or reciprocating members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2260/00—Function
    • F05B2260/40—Transmission of power
    • F05B2260/403—Transmission of power through the shape of the drive components
    • F05B2260/4031—Transmission of power through the shape of the drive components as in toothed gearing
    • F05B2260/40311—Transmission of power through the shape of the drive components as in toothed gearing of the epicyclic, planetary or differential type
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0043—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising four forward speeds
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/2005—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with one sets of orbital gears
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/202—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set
    • F16H2200/2028—Transmissions using gears with orbital motion characterised by the type of Ravigneaux set using a Ravigneaux set with 6 connections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/72—Wind turbines with rotation axis in wind direction

Definitions

  • the present invention relates to a power transmission arrangement as defined in the preamble of claim 1 , to a power transmission method as defined in the preamble of claim 1 1 and to a use of the power transmission arrangement as defined in the preamble of claim 20.
  • the power transmission arrangement according to the invention is suited very well for instance to be used as either a reducing or accelerating gearing in connection with small and/or large vehicles and also for instance for wind turbine applications which require large accelerating gear ratio to speed-up the rotor of the electrical generator.
  • Another disadvantage, particularly in connection with conventional epicyclic gearings is a heavy bearing load of the planet gears.
  • epicyclic gearings for heavy-duty power transmission are usually very massive that increases costs.
  • the power transmission in a wind turbine converts the slow, high-torque rotation of the turbine blades into a much faster rotation needed by the electrical generator.
  • These gear arrangements are huge and may weigh several tons, and typically contain more than one stage of gearing to achieve a needed gear ratio from 50:1 to 120:1 to speed-up the generator's rotor for effective electricity generation.
  • the first stage of the gearing is usually a planetary gear, but a sufficient durability of these gearings has been a serious problem for a long time.
  • Hybrid vehicles according to the prior art use various gear structures in their power transmission arrangements.
  • these power transmission arrangements have generally only a limited start-out torque, which is a problem in case of large and heavy motor vehicles and machineries. Therefore the power transmission arrangements pur- posed for hybrid vehicle use are usually made for small and light vehicles only.
  • the electro-mechanical transmission used in Toyota Prius and many other Toyota motor vehicles is suitable primarily for light vehicles only because of its limited start-out torque.
  • the electric motor of the Toyota-Prius system ought to rotate at extremely high rpm at full speeds of the vehicle.
  • a troublesome problem here is the small diameter of the long pinion gears, which causes a disadvantageous pressure angle in the tooth contact with the two pinion gears on the eccentric shaft, likewise in connection with small sun gears mentioned above.
  • the object of the present invention is to eliminate the drawbacks described above and to achieve a reliable, cost effective and efficient power transmission arrangement that is suitable for several different purpose of use, for instance to be used in light or heavy motor vehicles, in wind turbines to speed-up the rotor of the electrical generator and in other machinery as a reducing or accelerating gearing.
  • the object of the pre- sent invention is to achieve a light, compact and durable power transmission arrangement that gives a long service life with large reducing or accelerating gear ratio.
  • the power transmission arrangement according to the invention is characterized by what is presented in the characterization part of claim 1 .
  • the power transmission method according to the invention is characterized by what is presented in the characterization part of claim 1 1
  • the use of the power transmission arrangement according to the invention is characterized by what is presented in the characterization part of claim 20.
  • Other embodiments of the invention are characterized by what is presented in the other claims.
  • the solution of the invention has the advantage that thanks to its ingenious structure the power transmission arrangement according to the invention is compact and extremely durable because the pressure in tooth contacts is smaller than in conventional solutions and the bearing loads are small.
  • the transmissions according to the invention never go to a hub level as in a conventional planetary gear-set with a sun gear. Therefore the gear power transmissions according to the invention are tangential and circularly translational and taking place at outer rim-level meshing, only. Because of their large diameter gear meshing contacts the solutions according to the invention transfer larger torques and can without damage withstand exceptionally large torques and powerful rotational shock loads coming via their power-in or power-out axles. Mentioned 50% less weight means that the whole wind turbine construction can be made much lighter and more feasible. Also the available transmission ratio between 50-120:1 is much higher than the gear ratio available with conventional planetary gearings with sun gears.
  • the power transmission arrangement according to the invention When used as a power transmission in motorized vehi- cles, its regenerative braking features can be used to slow down the vehicle and generated electricity can be stored in a battery or super condenser packet and used at the next start-out or acceleration. This way especially at city driving lots of gas or diesel fuel can be saved and pollution greatly diminished.
  • the one and the same electric machine can be used in many ways. Whenever the engine is running, the same electric machine works as an alternator for the vehicle's electricity requirements and in driving as a hybrid booster power for quick passing also. In traffic jams the primary motor can be temporarily stopped and only electric mode can be used for driving reducing pollution greatly.
  • the gear assembly or gearing according to the power transmission arrangement of the invention is a further evolutionary modification of an ordinary epicyclic or planetary gear and therefore it is later called a trans-planetary gearing or trans-planetary gear assembly, or even shorter as a trans-planetic gear.
  • the trans-planetary gearing according to the invention does not include a sun gear at all and the pinion gears that act as planet gears are meshing with internal gears only.
  • the internal gears are also called ring gears or annuli.
  • the power transmission arrangement according to the invention can be a complete stepless electro-mechanical transmission with two electric machines, but it can be constructed also without an electric machine and used as either a reduction or accel- erating gearing.
  • the trans-planetary and gear-changing functions of the trans- planetary gearing are greatly enhanced when an electric machine is combined to the trans-planetary gear assembly to co-operate with the primary rotator means, such as a motor, wind turbine or another power unit producing rotating movement to power this tangential and circularly translational, without a sun gear constructed, mechanical power transmission assembly with one or several gear ratio levels taking place only at a large diameter or outer-rim-level meshing between the planet gears and the annuli of the trans-planetary gearing.
  • the tooth contact area is doubled and correspondingly the Hertzian contact pressure at every meshing of gears compared to a conventional planetary gear is halved. Consequently the trans-planetary gearing according to the invention can thus without damage withstand exceptionally large torques and powerful rotational shock loads to its tooth contacts of large diameter.
  • trans-planetary power transmission assembly is advantageously arranged to transmit torque through an elastic joint with a small rotational twist angle between the non-equal diameter planet gears on each planet axle, for compensating machining tolerance errors of their tooth meshing.
  • trans-planetary gearing according to the invention transmits rotating power through one or several circumferential differences between two to five or even more together-joined non-equal diameter planetary gears on each planetary axle to obtain designed transmission ratios by a stepless gear changing method for forward gears and, when needed, at least one reverse gear.
  • the diameter in this description can be understood as the pitch diameter or of the gears and annuli.
  • the circumferential difference means also the difference of the pitch diameters of the gears and annuli.
  • the trans-planetary gearing according to the invention operates one of said circumferential differences at a time through two together-joined non-equal diameter planetary gears on each planet axle to load against each other via their matching annuli to transfer designed reduction gear ratios to power-out axle.
  • said power-out axle is serving as power-in axle and is directly rotated by the primary rotator means
  • said non-equal diameter planetary gears when loading against each other through their matching annuli, transfer designed accelerated rotation or rotations to the carrier-power-out axle unit, while said power transfers are loading axle bearings of said non-equal-diameter planet gears, only.
  • a basic transmission arrangement according to the invention is shown in a simplified and schematic way. Later it is called also the basic trans-gear, or for short the BTG.
  • the shown construction is a trans-planetary automatic transmission comprising at least a gear assembly 30 with a rotary first axle 1 and a rotary second axle 14.
  • the shown construction comprises also at least one electric machine 40 on the same first axle 1 .
  • the first axle 1 with grooves 2 at its first end and acting as a power-in axle is placed in a gear housing or gearbox, later gearbox housing 27, so that only the first end of the first axle 1 is seen outside of a gearbox housing 27.
  • first carrier flange 3 Inside the gearbox housing 27 two carrier flanges 3 and 4 with an axial distance to each other are coupled by a non-rotary connection to the first axle 1 .
  • the first carrier flange 3 is connected to the first axle 1 through grooves 13 and the second carrier flange 4 is integrated to the first axle 1 being the uniform part with the first axle 1 .
  • the carrier flange 4 could be also groove connected like the carrier flange 3.
  • these three inter-connected components 1 , 3, and 4 have no relative rotation to each other but revolve coaxially together at the same speed of rotation around the central axis of the first axle 1 .
  • the gear assembly 30 comprises a group of pinion gear assemblies 5 functioning like a planet gear assemblies without a sun gear, the group of pinion gear assemblies 5 being arranged between the carrier flanges 3 and 4 at even radial intervals.
  • a number of the groups may be two, three, four or even more.
  • Each pinion gear assembly 5 comprises a number of interconnected and coaxially arranged pinion gears or planet gears 6, 7, 8, 9 of which each having a different diameter, and arranged so that the planet gear 6 having the smallest diameter is the closest to the first end of the pinion gear assembly 5, then is the next larger planet gear 7, then the next larger planet gear 8 and finally the largest planet gear 9 is the closest to the second end of the pinion gear assembly 5.
  • the non-equal diameter planet gears 6, 7, 8, 9 are machined on the same material, such as steel so that they all are integrated together to the pinion gear assembly 5 that forms also a support shaft or planet axle 12 for the planet gears 6, 7, 8, 9.
  • the planet axle 12 of each pinion gear assembly 5 is rotatory mounted in bearings 12a on the carrier- flanges 3 and 4.
  • At least one more pinion gear or planet gear 10 is connected to each pinion gear assembly 5 coaxially with the other planet gears 6, 7, 8, 9.
  • the diameter of the planet gear 10 is only a little smaller than the diameter of the largest planet gear 9 but larger than the diameter of the other planet gears 6-8.
  • the planet gear 10 has been coupled to rotate together with the pinion gear assembly 5 through an elastic joint 1 1 transmitting torque with a small rotational twist angle between the non-equal diameter planet gears 6-9 on the same planet axle 12 for compensating machining tolerance errors of their tooth meshing.
  • Each pinion gear assembly 5 with the planet gears 6-10 rotates as one unit around the central axis of the planet axle 12.
  • the pinion gear assembly 5 with the inter-connected planet gears 6-10 forms a kind of stepped cone.
  • the basic transmission arrangement according to the invention or the BTG has normally four essentially identical pinion gear assemblies 5, which are revolving on the central axis of the first axle 1 .
  • the gear assembly 30 of the BTG comprises also a group of matching ring gears or annuli 15-18 that are carried and rotated by the meshing with their planet gears 6-9.
  • All the planet gears 6 on the separate planet axles 12 form a first gear wheel set, likewise all the planet gears 7 on the separate planet axles 12 form a second gear wheel set, and all the planet gears 8 on the separate planet axles 12 form a third gear wheel set, and further all the planet gears 9 on the separate planet axles 12 form a fourth gear wheel set, and finally all the planet gears 10 on the separate planet axles 12 form one more gear wheel set.
  • all the planet gears 6-10 of the same diameter on the separate planet axles 12 form together a gear wheel set that is meshing with its corresponding annulus.
  • Each planet gear 6, or each set of planet gears 6, is meshing with the first annulus 15 and each planet gear 7 is meshing with the second annulus 16.
  • each planet gear 6 is meshing with the first annulus 15 and each planet gear 7 is meshing with the second annulus 16.
  • each planet gear 8 is meshing with the third annulus 17 and each planet gear 9 is meshing with fourth annulus 18, and further each planet gear 10 is meshing with the rotary annulus 19, which is the uniform material, such as steel construction with the second axle 14 acting as a power-out axle, the second end of which equipped with grooves 2 and protruding out from the gearbox housing 27. Later these uniform material components 14 and 19 are named as a power-out unit 20.
  • the all of said annuli 15-19 and the second axle 14 rotate around the central axis of the first axle 1 .
  • the first axle 1 is carried in a bearing 1 a by the first end flange 21 of the gearbox housing 27 and the other end of the first axle 1 is carried in bearings 1 b by the second axle 14 that is further carried in a bearing 14a by the second end flange 22 of the gearbox housing 27.
  • Said end flanges 21 and 22 belong to and are parts of the gearbox housing 27.
  • the gearbox housing 27 is equipped with an internal support flange 23 that is stationary connected inside the gearbox housing 27, and the first axle 1 is also carried in a bearing 23a by the support flange 23.
  • the electric machine 40 comprising at least a stator coils 24, rotor 25 and suitable con- trol means is placed inside the gearbox housing 27.
  • the stator coils 24 are mounted to the inner side of the first end flange 21 , and the rotor 25 is connected through grooves 26 to the first axle 1 close to the stator coils 24.
  • the rotor 25 is carried by and rotating together with the first axle 1 at the same rotational speed as the first axle 1 .
  • the BTG comprises also a gear changing means 29 such as a brake actuator unit for each annulus 15-18 to stop the rotational movement of the annuli 15-18 one at a time.
  • the gear changing means 29 are mounted inside the stationary gearbox housing 27 and operated by a suitable power unit, such as a hydraulic, mechanical or electrical power unit, and by a suitable control system. The power unit and the control system are not shown in Fig. 1 .
  • Figs. 1 as well as Figs 3, 4, 8 and 9 are schematic and simplified drawings, for instance for clarity reasons only one pinion gear assembly 5 is presented and some lines of the annuli 15-19 and the gear changing means 29 have been left off.
  • a gear change order is explained next beginning with the first gear, then second, third and finally the reverse gear.
  • the brake actuator unit 29e of the annulus 16 is released and the brake actuator unit 29e of the annulus 15 is simultaneously activated to stop the clockwise revolving annulus 15.
  • the annulus 15 is fully stopped by the axial brake actuator unit 29e the greatest circumferential difference between the planet gears 6 and 10 is through the trans-planetary action rotating the second axle 14 counter-clockwise and the gear ratio from the first axle 1 to the second axle 14 is the smallest.
  • the rpm of the power out axle 14 is accelerated step by step to the highest possible rotational speed. This is the third gear of the BTG.
  • the brake actuator units 29e are released and the second axle 14 is stopped. If the BTG is serving as a power transmission in a motorized vehicle, the stopping of said second axle 14 means that by using regular wheel brakes the motor vehicle is stopped and therefore the rotation of the second axle 14 is also stopped. During all the gear changes and transmission ratios and also when the reverse gear is engaged and used the first axle 1 can continuously be rotated clockwise by the primary rotator means. Now the axial brake actuator unit 29e of the annulus 18 is acti- vated to stop the annulus 18. The planet gears 9 are of the larger diameter than the planet gears 10.
  • the clutch of this kind is located on the planet axle 12. It can be the elastic joint 1 1 in the planet gear 10 mentioned above or an elastic arrangement in the planet axle 12. Two set of planet gears, one set of the planet gears 6-9 at a time, and the planet gears 10 are loaded by the carrier force. The problems may occur that tolerance errors cause large tooth forces at the two set of planet gears involved.
  • the clutch should have a maximal radial stiffness and a slight torsional flexibility to compensate machining tolerance variations in tangential direction. Said torsional flexibility makes flank pressure distributions much more even and lowers pressure peaks. These results effectively increase the tooth flank endurance and tooth bending life.
  • pinion gear assembly 5 In Fig. 2 one pinion gear assembly 5 according to the invention is shown in a cross section.
  • the pinion gear assembly 5 of Fig. 2 is of the same type as shown in a simplified and schematic way in Fig. 1 but their diameter order is reversed.
  • the planet gears 6-9 are integrated to the planet axle 12 of the pinion gear assembly 5 being the same material as the planet axle 12, for example steel.
  • a cylindrical area near the second end the planet axle 12 is equipped with grooves 10a by which the planet gear 10 is coupled to the planet axle 12 to rotate around the central axis of the planet axle 12 together with the planet gears 6-9 on the same planet axle.
  • the planet gear 10 has been coupled to rotate together with the pinion gear assembly 5 through an elastic joint 1 1 transmitting torque with a small rotational twist angle between the planet gears 6-9 on the same planet axle 12 for compensating machining tolerance errors of their tooth meshing, as mentioned earlier.
  • the elastic joint 1 1 can also be of different type than shown in Fig. 2.
  • FIG. 3 one advantageous embodiment of the power transmission arrangement according to the invention is shown in a simplified and schematic way.
  • This embodiment is also called embodiment 1 or for short the EM1 .
  • the structure of the EM1 is essentially similar to the BTG but differs from the BTG mainly in some constructional details. Namely the structure of the gear changing means 29 is now different from the structure of the BTG, but it could also be similar. Another difference relates to the mutual sizes of the planet gears 6-9 compared to the size of the planet gear 10.
  • the planet gears 6-8 for forward motion have a larger diameter than the planet gear 10, and correspondingly the planet gear 9 for reverse or backing up motion has a smaller diameter than the planet gear 10, which is totally opposite to the corresponding structure of the BTG arrangement and means that the rotation directions are also opposite to the BTG.
  • the first carrier flange 3 is integrated to the first axle 1 acting as a power-in axle and being the uniform part with the first axle 1 and the second carrier flange 4 is connected to the first axle 1 through grooves 13.
  • the carrier flange 3 could be also groove connected like the carrier flange 4.
  • the structure of this kind makes it possible to achieve a very effective start-out torque. If the end load is not too high, the start-out can be done using the electric machine 40 only, acting as an electric motor, to rotate the first axle 1 and the start-out takes place softly from zero. If a heavy start-out torque is needed, the primary motor can be coupled to the first axle 1 . Together with the electric motor 40 the primary motor is rotating the first axle 1 clockwise. The outcome is extremely powerful torque rotating the second axle 14 acting as a power-out axle.
  • a motor vehicle with the power transmission according to the EM1 and equipped with one electric motor 40 can have a considerable smaller gasoline or diesel engine and yet have the same start-out and passing power as a vehicle with a larger engine would have.
  • a group of pinion gear assemblies 5 functioning like a planet gear assemblies without a sun gear are arranged between the carrier flanges 3 and 4 at even radial intervals.
  • a number of the groups may be two, three, four or even more.
  • Each pinion gear assembly 5 comprises a number of interconnected and coaxially arranged pinion gears or planet gears 6, 7, 8, 9 of which each having a different diameter, and arranged so that the planet gear 6 having the largest diameter is the closest to the first end of the pinion gear assembly 5, then is the next smaller planet gear 7, then the next smaller planet gear 8 and finally the smallest planet gear 9 is the closest to the second end of the pinion gear assembly 5.
  • the non-equal diameter planet gears 6, 7, 8, 9 are machined on the same material, such as steel so that they all are integrated together to the pinion gear assembly 5 that forms also a support shaft or planet axle 12 for the planet gears 6, 7, 8, 9.
  • the planet axle 12 of each pinion gear assembly 5 is mounted in bearings 12a on the carrier-flanges 3 and 4.
  • At least one more pinion gear or planet gear 10 is connected to each pinion gear assembly 5 coaxially with the other planet gears 6-9.
  • the diameter of the planet gear 10 is only a little larger than the diameter of the smallest planet gear 9 but smaller than the diameter of the other planet gears 6-8.
  • the planet gear 10 has been coupled to rotate together with the pinion gear assembly 5 through an elastic joint 1 1 transmitting torque with a small rotational twist angle between the non-equal diameter planet gears 6-9 on the same planet axle 12 for compensating machining tolerance errors of their tooth meshing.
  • Each pinion gear assembly 5 with the planet gears 6-10 rotates as one unit around the central axis of the planet axle 12.
  • the pinion gear assembly 5 with the inter-connected planet gears 6-10 forms a kind of stepped cone.
  • the EM1 has normally four essentially identical pinion gear assemblies 5 which are revolving on the central axis of the first axle 1 .
  • the EM1 comprises also a group of matching annuli 15-18 that are carried and rotated by the meshing with their planet gears 6-9.
  • the planet gears 6-9 and the planet gears 10 are meshing with their own annuli 15-19, and all of the annuli 15-19 and the second axle 14 rotate around the central axis of the first axle 1 the structure and function corresponding the structure and function of the BTG.
  • the gear changing means 29 of the EM1 differs from the gear changing means 29 of the BTG though it could also be similar.
  • the gear changing means 29 of the EM1 comprise a gear change ring 29a having grooves around its external rim and internal rim.
  • the grooves can be like a toothing of the gear rim.
  • the gear change ring 29a is mounted onto the inner surface of the stationary gearbox housing 27 and guided to move axially along the toothing-like grooves 29b inside the gearbox housing 27 so that the gear change ring 29a cannot rotate.
  • the EM1 comprises also means for moving the gear change ring 29a axially in order to stop the rotational movement of the annuli 15-18 one at a time, which annuli 15-18 have external toothing corresponding the grooves of the internal rim of the gear change ring 29a.
  • the means for moving the gear change ring 29a axially contains at least a power unit, such as a hydraulic, mechanical or electrical actuator, and a suitable control system.
  • the power unit and the control system are not shown in Fig. 3.
  • a conventional friction clutch is recommended to be arranged between the output axle of the primary motor and the first axle 1 of the EM1 .
  • a gear change order of the EM1 is explained next beginning with the first gear, then second, third and finally the reverse gear.
  • the recommended friction clutch between the output axle of the primary motor and the first axle 1 of the EM1 is released and the electric machine 40 is used as a regenerative brake to stop the first axle 1 .
  • the first axle 1 with the flanges 3 and 4 and all the rotating gearings are quickly stopped and the annulus 17 is locked to the gearbox housing 27 by the gear change ring 29a. If the end load is not too high, start-out can be done using only the electric motor 40 to rotate the first axle 1 and start-out takes place softly from zero. If a heavy start-out torque is needed, the primary motor can be re-clutched to the first axle 1 . Together with the electric motor 40 the primary motor is rotating the first axle 1 clockwise. The outcome is an extremely powerful torque rotating the second axle 14.
  • the primary motor is throttled down and again the electric machine 40 is used as a regenerative brake and the revolutions of the first axle 1 decrease quickly and the freely rotating annuli 15-16 come to a stop.
  • the gear change ring 29a is axially moved to lock the annulus 16 to the stationary gearbox housing 27 and the second gear rotating the second axle 14 clockwise is on. Accel- eration by the primary motor can immediately continue.
  • the primary motor When the third gear is needed the primary motor is throttled down and again the electric machine 40 is used as a regenerative brake and the revolutions of the first axle 1 decrease quickly and the freely rotating annulus15 comes to a stop. At that split-second the gear change ring 29a is axially moved to lock the annulus 15 to the gearbox housing 27. Acceleration by the primary motor can immediately continue. Thus the rpm of the power out axle 14 is accelerated step by step to the highest possible clockwise rotation. This is the third gear of the EM1 .
  • the primary motor When the reverse gear is needed, the primary motor is un-clutched from the first axle 1 and the motor vehicle is stopped by using its regular brakes.
  • the gear change ring 29a can be axially moved to lock the reverse gear annulus 18 to the stationary gearbox housing 27.
  • the primary motor When the primary motor is re-clutched to the first axle 1 , the second axle 14 starts to rotate counter-clockwise in a reverse direction. This is the reverse gear of the EM1 .
  • both the BTG and EM1 effectively transmit the rotating powers and torques from the second axle 14 to the rotor 25 of the electric machine 40 forcing the rotor 25 to revolve at higher revolutions and thus enabling the electric machine 40 effectively generate electricity.
  • the regenerative braking is effective in lower speeds of the vehicle, too.
  • the regenerative braking can be used to slow down the vehicle and generated electricity can be stored in a battery, bat- teries or a super condensers packet and can be used at the next start-out or acceleration. This way, especially at city driving, lots of gas or diesel fuel can be saved and pollution can be greatly diminished.
  • the one and the same electric machine 40 with the rotor 25 revolving with the first axle 1 can be used in many ways. Whenever the engine, acting as a rotator means, is running, the same electric machine 40 acts as an alternator for various electricity requirements of the motor vehicle and in driving as a hybrid booster power for quick passing, too. When the electric machine 40 is used in traffic jams, the primary motor can be temporarily stalled and driving goes on using only electric mode and thus pollution is greatly reduced. When the brake actuator units 29e in the BTG or the gear change ring 29a in the EM1 are released from locking the annuli 15-18 there is no driving connection between the first axle 1 and the second axle 14.
  • FIG. 4 another advantageous embodiment of the power transmission arrangement according to the invention is shown in a simplified and schematic way.
  • This embodiment is also called embodiment 2 or for short the EM2.
  • the structure of the EM2 is essentially similar to the BTG but differs from the BTG mainly in some constructional details. Namely the EM2 has only three forward gears but no reverse gear. And in addition all the annuli 15-17 and 19 of the EM2 are mounted in the bearings.
  • the annuli 15-17 of the EM2 are not stopped by brakes but by the gear changing means 29 having at least the inside and outside grooved gear change ring 29a, which cannot rotate but can be axially moved by an electric or hydraulic actuator to effect gear changes.
  • the gear changing means 29 of the EM2 correspond to the gear changing means 29 of the EM1 . Otherwise the EM2 gear functions are based on the same trans- planetary principles of the circumferential differences of its planet gears and their matching annuli as in the BTG.
  • a group of pinion gear assemblies 5 functioning like a planet gear assemblies without a sun gear are arranged between the carrier flanges 3 and 4 at even radial intervals.
  • a number of the groups may be two, three, four or even more.
  • Each pinion gear assembly 5 comprises a number of interconnected and coaxially arranged pinion gears or planet gears 6, 7, 8 of which each having a different diameter, and arranged so that the planet gear 6 having the smallest diameter is the closest to the first end of the pinion gear as- sembly 5, then is the next larger planet gear 7 and finally the largest planet gear 8 is the closest to the second end of the pinion gear assembly 5.
  • the non-equal diameter planet gears 6, 7, 8 are machined on the same material, such as steel so that they all are integrated together to the pinion gear assembly 5 that forms also a support shaft or planet axle 12 for the planet gears 6, 7, 8.
  • the planet axle 12 of each pinion gear assembly 5 is mounted in bearings 12a on the carrier-flanges 3 and 4.
  • at least one more pinion gear or planet gear 10 is connected to each pinion gear assembly 5 coaxially with the other planet gears 6, 7, 8.
  • the diameter of the planet gear 10 is only a slightly smaller than the diameter of the largest planet gear 8 but larger than the diame- ter of the other planet gears 6, 7.
  • the planet gear 10 has been coupled to rotate together with the pinion gear assembly 5 through an elastic joint 1 1 like in the BTG solution.
  • the transmission arrangement according to the EM2 has normally three or four essen- tially identical pinion gear assemblies 5, which are revolving on the central axis of the first axle 1 acting as a power-in axle.
  • the EM2 comprises also a group of matching an- nuli 15-17 that all are carried by bearings and rotated by the meshing with their planet gears 6-8.
  • Each planet gear 6 is meshing with the annulus 15 and each planet gear 7 is meshing with the annulus 16.
  • each planet gear 8 is meshing with the annulus 17, and each planet gear 10 is meshing with the annulus 19, which structure is similar to corresponding structure of the BTG or the EM1 .
  • annulus 15 is thread-bolt connected to a flange 28, which is mounted in bearings 28a by the first axle 1 , and a gear coupling part 31 of the annulus 15 is fixedly connected to the flange 28 and groove-connected to the gear change ring 29a in order to lock the annulus 15 stationary.
  • annulus 16 is threaded-bolt connected to a flange 32, which is mounted in bearings 32a to the flange 28.
  • the flange 32 is groove- connected to the gear change ring 29a in order to lock the annulus 16 stationary.
  • annulus 17 is thread-bolt connected to flange 33, which is mounted in bear- ings 33a to the second axle 14 acting as a power-out axle, and groove-connected to the gear change ring 29a in order to lock the annulus 17 stationary. All the annuli 15-17 and 19 and the second axle 14 rotate around the central axis of the first axle 1 .
  • the locking grooves 29i of the flanges 31 -33 to lock the annuli 15-17 stationary by the gear change ring 29a are on the outer periphery of the flanges 31 -33 and are for instance similar to a normal toothing of a gear wheel.
  • a gear change order is explained next beginning with the first gear, then second and finally the third gear.
  • the recommended friction clutch between the output axle of the primary motor and the first axle 1 of the EM2 is released and the electric machine 40 is used as a regenerative brake to stop the first axle 1 .
  • the first axle 1 with the flanges 3 and 4 and all the rotating gearings are quickly stopped and the annulus 17 is locked to the gearbox housing 27 by the gear change ring 29a. If the end load is not too high, start-out can be done using only the electric motor 40 to rotate the first axle 1 and a stepless start-out takes place softly from zero rpm. If a heavy start-out torque and acceleration is needed, the primary motor can be re-clutched to the first axle 1 . Together with the electric motor 40 the primary motor is rotating the first axle 1 clockwise. The outcome is an extremely powerful torque rotating the second axle 14 counter-clockwise. This is the first gear of the EM2.
  • Fig. 5 yet another advantageous embodiment of the power transmission arrangement according to the invention is shown. This embodiment is also called embodiment 3 or for short the EM3.
  • Fig. 5 shows the arrangement in a schematic way and Fig. 6 shows a cross section of one advantageous embodiment of the arrangement according to Fig. 5. Further Fig.
  • FIG. 7 shows a partial cross section of the first axle 1 of the embodiment of Fig. 6, the first axle 1 serving as a power-out unit 35 of the EM3, and Fig. 7a shows a partial transversal section of the power transmission arrangement of Fig. 6 along the line A-A.
  • a power-out unit 35 shown alone in Fig. 7 is formed by the first axle 1 acting now as a power-out axle and also as a supporting axle comprising carrier flanges 36 and 37 at an axial distance from each other, and a supporting flange 38 axially between the carrier flanges 36 and 37.
  • the power-out unit 35 comprises a group of axial carrier bridges 38a, for instance four carrier bridges 38a fastened on the periphery of the carrier flanges 36 and 37 connecting the carrier flanges 36, 37 and the supporting flange 38 together.
  • the power-out unit 35 is advantageously a one cast-steel construction also, and therefore the first axle 1 , the carrier bridges 38a, the carrier flanges 36 and 37 and the supporting flange 38 rotate simulta- neously together at the same rpm.
  • the construction of the EM3 includes two annuli 19 and 41 that are radially and axially wide enough to accommodate the group of planet gears 39a, 39b meshing with them.
  • Grooved planet axles 12 are mounted in bearings 12a to the carrier flanges 36, 37 and to the supporting flange 38.
  • Smaller diameter planet gears 39a are groove-connected to the power-in-ends of the grooved planet axles 12 and larger diameter planet gears 39b are groove-connected to the power-out-ends of the same grooved planet axles 12.
  • each planet axle 12 is groove-connected to one smaller planet gear 39a and to one larger planet gear 39b to rotate as a one together-connected unit 12, 39a, 39b and forming now the pinion gear assembly 5 mentioned earlier.
  • This embodiment of the EM3 comprises four planet axles 12 with two planet gears 39a, 39b on each planet axle 12.
  • Fig. 7 shows spaces 36a and 37a between the flanges 36 and 37 for the planet gears 39a and 39b.
  • the space 36a for the larger diameter planet gears 39b is between the first carrier flange 36 and the supporting flange 38
  • the space 37a for the smaller diameter planet gears 39a is between the supporting flange 38 and the second carrier flange 37.
  • Each space 36a, 37b is axially wide enough for two axially one after the other placed planet gears, either two larger planet gears 39b or two smaller planet gears 39a.
  • the spaces 36a, 37a are needed because the diameter of the planet gears 39a, 39b is so large that they could not rotate in the same vertical plane.
  • Fig. 7a where the smaller diameter planet gears 39a are seen in front of the carrier flange 37.
  • the two planet gears 39a one upon the other are rotating in a vertical plane that is closer to the first end the gearbox housing 27 than the vertical plane where the two side by side being two planet gears 39a are rotating.
  • the size of the transmission arrangement can be made small and still relatively large and durable gear wheels with lower teeth can be used. It is also easily seen in Fig. 7a that there is no room for the sun gear between the planet gears 39a or 39b.
  • the smaller diameter planet gears 39a are meshing with the annulus 19, which belongs to the power-in assembly 34.
  • the larger diameter planet gears 39b are meshing with the fulcrum annulus 41 , which is stationary groove-connected to the non-rotating gearbox housing 27.
  • each set of planet gears 39a is meshing with the annulus 19 and each set of planet gears 39b are meshing with the fulcrum annulus 41 .
  • Parts 41 a on the outer periphery of the annulus 41 in Fig. 5 represent the locking groove connections.
  • End flanges 21 and 22 are thread-bolt-connected to non- rotating stationary gearbox housing 27.
  • the power-out unit 35 is mounted in bearings 1 b inside the power-in unit 34, which is carried in a bearing 14a by the second end flange 22.
  • the power-out unit 35 is carried in a bearing 1 a by the first end flange 21 , too.
  • the EM3 comprises a structure where the elastic joints 1 1 are used with a small rotational twist angle between non-equal diameter planet gears 39a and 39b on each planet axle 1 2 for compensating machining tolerance errors of their tooth meshing to distribute even flank pressure to every tooth contact of the embodiment EM3.
  • the EM3 comprises another structure where the planet axles 1 2 themselves are designed to optimally twist under the heavy opposite directional torsion loads directed to the structure of the power transmission arrangement of the invention.
  • the embodiment of the EM3 can be constructed for example using the grooved axle 1 2 with an optimal twist angle and/or said elastic joints 1 1 between each planet axle 12 and the larger planet gear 39b to transmit torque with a small rotational twist angle and with eight maximally large sideways or radially overlapping planet gears 39a, 39b as shown in Figs. 5, 6 and 7a.
  • the solution of the EM3 can be constructed using two, three or more optimally twisting planet axles 12 and/or said elastic joints 1 1 and accordingly with four, six, eight or more planet gears as the particular applications and their known peak torques require.
  • the elastic joints 1 1 are designed to twist a bit easier than the stiffer but optimally twisting planet axles 12 resulting in larger, gradually stiffening twist-angle between the non-equal diameter planet gears 39a and 39b.
  • the power-in unit 34 with the annulus 1 9 is rotated clockwise by a primary rotator, for example a wind turbine rotor.
  • a primary rotator for example a wind turbine rotor.
  • the smaller diameter planet gears 39a which are meshing with the annulus 19, are under heavy clockwise torque.
  • the larger diameter planet gears 39b are under the same clockwise torque also.
  • the fixedly to the stationary gearbox housing 27 connected and therefore non-rotating fulcrum annulus 41 which is meshing with the larger diameter planet gears 39b, will not give in but remains stationary.
  • the heavy opposite directional torsion loads are transferred by these planet axles 1 2, which are designed to optimally twist under said opposite directional torsion loads and thus these optimally twisting axles 12 distribute even flank pressure to every tooth contact of the EM3.
  • the optimally twisting planet axles 12 together with the elastic joints 1 1 transmit torque with a larger, gradually stiffening rotational twist-angle between the non-equal diameter planet gears 39a, 39b on each planet axle 1 2 and thus guaranteeing even flank pressure to every tooth contact of the EM3 at all torque loads.
  • the planet gears 39a, 39b are forced to rotate counter-clockwise at a high rpm.
  • the planet gears 39a, 39b are mounted in bearings 1 2a through their planet axles
  • the EM3 can be used either as a reducing or accelerating gearing in applications requir- ing large gear ratio but it is especially suitable as an accelerating gearing for wind turbine applications, which require large accelerating gear ratio of 50-1 20:1 to speed-up the generator's rotor for the effective electricity generation.
  • the embodiment EM3 according to the invention is characterized especially in that the optimally twisting axles 1 2 distribute even flank pressure to every tooth contact of the
  • the planet gears 39a and 39b are firmly groove-connected to their axles 12.
  • the opposite direction torsion loads are transferred by the axles 12, which are designed to optimally twist under said torsion loads and thus these optimally twisting axles 12 distribute even flank pressure to every tooth contact of the EM3 and in spite of the small un- avoidable machining defects or slight deformations caused by heat treating of its gearwheels the all of its meshing contacts are evenly loaded. The result is a much longer service life.
  • the embodiment EM3 according to the invention is characterized in that the exceptionally large effective radius of curvature of its tooth flanks doubles the tooth contact area and accordingly halves the Hertzian contact pressure at every meshing of gears of the EM3 compared to the tooth contact area and said Hertzian contact pressure at the meshing of a sun gear and the planet gears of a conventional planetary gear set, thus resulting in a lighter and more economical machinery with a greatly extended service life.
  • the embodiment EM3 according to the invention is also characterized in that the relative slippage at its gear meshing is minimized due to the large diameter of its planet gears 39a, 39b in relation to their annuli 19, 41 .
  • the relative slippage in the meshing of the annuli 19, 41 and all of the planet gears 39a, 39b is minimal compared to the slippage that takes place in the meshing of a sun gear and the planet gears of a conventional planetary gear.
  • the very small slippage in its gear meshing improves also greatly the service life the EM3.
  • the embodiment EM3 according to the invention is yet characterized in that the pressure angle at all of its gear meshings or tooth contacts is uniquely optimal and is corollary of the advantageous diameter ratio of the large diameter planet gears 39a, 39b in relation to their annuli 19, 41 resulting in a smooth and quiet running of the machinery without vibrations.
  • the embodiment EM3 according to the invention has only one gear ratio. Thus the gear changing means 29 are not needed.
  • the operation principle and the basic structure are essentially similar to the gear assembly 30 of the other embodiments of the invention.
  • the annulus 19 is connected to the second axle 14 to rotate together with the second axle 14 and in addition the gear assembly 30 comprises the annulus 41 that is connected to the stationary gearbox housing 27 so that the annulus 41 cannot rotate but acts as a fulcrum.
  • the annulus 41 corresponds the annuli 1 5-18 when they are stopped one at a time to serve as a non-rotating fulcrum.
  • the rotary annulus 19 is meshing with the planet gears 39a, one on each planet axle 12.
  • Planet gears 39a correspond to planet gears 1 0 in the other embodiments and have here a slightly smaller diameter than the planet gears 39b on the same planet axles 12.
  • the slightly larger planet gears 39a correspond to planet gears 6-9 one set at a time, and are meshing with the non-rotating annulus 41 .
  • FIG. 8 yet another advantageous embodiment of the power transmission arrangement according to the invention is shown in a simplified and schematic way.
  • This embodiment is also called embodiment 4 or for short the EM4.
  • the subassembly with the gear assembly 30 including the pinion gear assembly 5, annuli 1 5-19, and the electric machine 40 of the EM4 structure is essentially similar to the BTG but differs from the BTG mainly in some other constructional details.
  • the EM4 comprises an additional electric machine 64, a power-split arrangement 65 and a clutch arrangement 66, all of which are carried in bearings by a common rotating third axle 42 acting as a power-through axle.
  • the power-split arrangement 65 comprises a group of planet gears 46, 47 mounted to a group of axles 50.
  • the power-split arrangement 65 comprises annuli 44 and 45, a flange 43, a planetary carrier 49 and the first axle 1 acting as a power-in axle.
  • the first axle 1 acting as the power-in axle is seen outside of a stationary gearbox housing 27. Inside the gearbox housing 27 the first axle 1 expands radially to the flange 43. The first axle 1 with the flange 43 is mounted in bearings 1 a to the first end flange 21 . The flange 43 is thread-bolt-connected to an annulus 44. Thus the first axle 1 , the flange 43 and the annulus 44 form a together-connected or integrated power-in assembly 63, which is directly rotated by a primary power source, such as a vehicle motor or another rotator.
  • a primary power source such as a vehicle motor or another rotator.
  • Mutually joined or integrated planet gears 46 and 47 are of one material or one steel construction and revolve therefore always together as one unit.
  • Axles 50 of the planet gears 46, 47 are mounted to the planetary carrier 49. Axles 50 can advanta- geously be two, three, four or more.
  • the mutually joined planet gears 46, 47 are of differing or non-equal diameters as are their matching annuli 45 and 44, also.
  • the annulus 45 is connected through grooves 45a to the third axle 42 acting as the power-through axle.
  • the mutually joined planet gears 46, 47 are mounted in bearings 48 to their circulating axles 50.
  • Mounted in bearings 49a and carried by the third axle 42 the planetary carrier 49 revolves around the central axis of the third axle 42.
  • the integrated power-in assembly 63 is rotated by the primary rotator or motor.
  • the third axle 42 is carried in a bearing 42a by the first axle 1 , which is fur- ther mounted in bearings 1 a to the first end flange 21 as mentioned earlier.
  • the joined planet gears 46 are meshing with the annulus 45, which is through grooves 45a connected to the power-through axle or the third axle 42 and thus the annulus 45 and the third axle 42 are forced to rotate together as a power-through unit 67.
  • a flange 53 is thread-bolt connected to the stationary gearbox housing 27.
  • a rotor 54 of the additional electric machine 64 is thread-bolt connected to the planetary carrier 49, which with the rotor 54 is mounted in bearings 49a to the third axle 42.
  • Stator coils 55 are mounted to a flange 56.
  • the third axle 42 is supported and carried in a bearing 56a by the flange 56.
  • the stator coils 55 are stationary since the flange 56 is thread-bolt connected to the stationary gearbox housing 27.
  • the clutch arrangement 66 is used when it is advantageous for the power transfer. Between the rotor 54 and the power-in assembly 63 there is a clutch disc-pack 51 for connecting and locking trans-planetary power-split arrangement 65 with the third axle 42 and the rotor 54 to rotate as one locked-in unit.
  • a ring-like hydraulic or electric actuator 53a is mounted to the flange 53 to actuate locking in and unlocking of the power-split arrangement 65 to the third axle 42 and to the rotor 54 whenever it is advantageous for the power transfer.
  • the actuator 53a compacts the clutch disc-pack 51 to lock the rotor 54 axially to the annulus 44.
  • the locking in the power-split arrangement 65 enables the primary rotator or motor directly with its full rpm and torque to rotate the power-through axle or the third axle 42.
  • Electricity, generated by the additional electric machine 64 is fed by wiring 57 to the frequency converter 59 and from the frequency converter 59 by wiring 58 to the stator coils 24 to power the electric machine 40 to rotate the third axle 42, also.
  • An electric wiring 57 from the stator coils 55 of the additional electric machine 64 to a frequency con- verter 59 and from the frequency converter 59 by a wiring 58 to the stator coils 24 of the electric machine 40 are wound through the cover of the gearbox housing 27.
  • the frequency converter 59 and an accumulator/super condensers packet 61 are situated outside the gearbox housing 27.
  • a wiring 60 connects the frequency converter 59 and the accumulator/super condensers packet 61 together.
  • a wiring 62 from the frequency con- verter 59 leads to electrical uses/sources being outside the gearbox housing 27.
  • the stator coils 24 of the electric machine 40 are mounted to a flange 21 a, which is thread-bolt connected to the stationary gearbox housing 27.
  • the rotor 25 of the electric machine 40 is connected through grooves 26 to the third axle 42.
  • the annuli 45 and 44, the carrier 49 and the rotors 54 and 25 rotate around their common central axis that is the central axis of the third axle 42, which is also coaxial with the first axle 1 and with the second axle 14.
  • the power-through axle or the third 42 is through grooves 13 connected to the two car- rier flanges 3 and 4.
  • the group-gearings or the group of the pinion gear assemblies 5 are mounted in bearings 1 2a to the carrier flanges 3 and 4.
  • the pinion gear assemblies 5 are comprised of five non-equal diameter planet gears 6, 7, 8, 9 and 10.
  • the planet gear 10 is connected to each pinion gear assemblies 5 through an elastic joint 1 1 transmitting torque with a small rotational twist angle between the non-equal diameter planet gears on the same axle 1 2 for compensating machining tolerance errors of their tooth meshing.
  • the non-equal diameter annuli 1 5-19 are meshing with the planet gears 6-1 0.
  • the annulus 15 is tread-bolt connected to the flange 28, which is mounted in bearings 28a to the third axle 42 and thus the annulus 15 is rotating on the bearings 28a.
  • the planet gear 6 is meshing with the annulus 1 5 and the planet gear 7 is meshing with the annulus 1 6.
  • the planet gear 8 is meshing with the annulus 17 and the planet gear 9 is meshing with the annulus 1 8 like in the BTG.
  • the planet gear 10 is meshing with the power-out annulus 19, which is by the same- steel construction connected to the power-out axle or the second axle 14.
  • the power-through axle or the third axle 42 is carried in a bearing 23a by the flange 23.
  • the third axle 42 is mounted in bearings 1 b to the power-out axle or the second axle 14, which is carried in bearings 14a by the second end flange 22 of the stationary gearbox housing 27.
  • gear changing means 29 like four brake actua- tors as in the BTG or like a gear change ring with the groove guiding as in the EM1 or in the EM2.
  • the gear changing means 29 are provided to stop one of the fulcrum annuli 15-18 at a time.
  • gear changing means 29 like for example in the BTG and in the EM1 or in the EM2.
  • the power-in assembly 63 is rotated clockwise by the primary rotator/motor and thus the rotated power-in assembly 63 exerts clockwise torque to the smaller diameter planet gears 47 of the power-split arrangement 65.
  • the joined larger planet gears 46 are meshing with the annulus 45, which is through the grooves 45a connected to the power-through axle or the third axle 42.
  • the end load is resisting the rotation of the power-out axle 14 and therefore the third axle 42 will not readily give in and rotate. Opposite direction torsion loads between the joined planet gears 46 and 47 are thus caused by the resisting fulcrum annulus 45.
  • the unlocked trans-planetary power-split arrangement 65 functions as an accelerating gearing, but when the fulcrum annulus 45 begins to rotate and is gaining rpm, the high gear ratio is simultaneously lessening.
  • the power-through unit 67 rotates at the same rpm with the power-in axle or the first axle 1 then the gear ratio is 1 .
  • the trans-planetary power- split arrangement 65 functions as a high ratio reducing gearing, which keeps its high gear ratio constantly in spite of fluctuations of the rpm of the power-through unit 67.
  • the rotating power-through unit 67 serves as a rotating fulcrum against which the joined one-steel planetary gears 46, 47 base when they transfer accelerated clockwise rotation to the planetary carrier 49 and to the rotor 54 fixedly coupled to the planetary carrier 49.
  • the gear assembly 30 of the EM4 comprises essentially the same kind of components and means than the BGT; namely the carrier flanges 3 and 4, the group of pinion gear assemblies 5, the annuli 15-19, the second axle 14, the gear changing means 29 and flanges 23 and 28.
  • the gear assembly 30 of the EM4 is essentially similar to the corresponding gear assembly of the BTG and works essentially in the same way.
  • the function of the gear assembly 30 of the EM4 has already been explained in connec- tion with the BTG.
  • the only main difference between the gear assemblies 30 is that the EM4 has an additional rotation axle, the third axle 42 acting as the power-through axle, between the first axle 1 and the second axle 14, and the carrier flanges 3 and 4 are connected to the third axle 42 instead of the first axle 1 .
  • the trans-planetary power-split arrangement 65 shown in Fig. 8 has only one-step gear ratio but it could have also a multi-step gear ratio, for instance a two-step or three-step gear ratio or even larger than the three-step gear ratio.
  • FIG. 9 yet another advantageous embodiment of the power transmission arrangement according to the invention is shown in a simplified and schematic way.
  • This embodiment is also called embodiment 5 or for short the EM5.
  • the structure and main functions of the EM5 are essentially similar to the EM1 but differ from the EM1 mainly in some constructional details.
  • the EM5 comprises inside the gearbox housing 27 an additional rotary flange 69 with a gear changing means 29 with a rotary gear change ring 29c and a circular brake-actuator unit 70, and a synchronizer ring 71 relating to the locking of the annuli 15-18.
  • the similar features and functions between the EM1 and EM5 are not explained here again because they have been described in connection with the EM1 .
  • the gear change ring 29c of the gear changing means 29 is a rotary component.
  • the rotary gear change ring 29c is axially movable through grooves
  • the electric or hydraulic brake-actuator unit 70 is mounted to the flange 23 so that when activated the brake- actuator unit 70 presses against the rotary flange 69 slowing down the rotation of the circular rotary flange 69 and the rotary gear change ring 29c rotating with the circular rotary flange 69.
  • the brake-actuator unit 70 is effectively stopping one of the annuli 15-1 7 at a time to effect gear changes of the EM5.
  • gear changes there is a small, momentary torque loading the primary motor.
  • the gear change order is explained beginning of the first gear then second, third and last the reverse gear.
  • both the rotary gear change ring 29c and the non-rotary gear locking ring 29a are axially at a free space between the annuli 17 and 1 8.
  • the activated synchronizing ring 71 causes friction between the slowly counter-clockwise rotating annulus 17 and the rotary gear change ring 29c coupled together with the rotary flange 69 by grooves, and quickly said rotary gear change ring 29c rotates the same, fully synchronized rpm with the annulus 17.
  • the grooved, rotary gear change ring 29c is axially moved to lock into the periphery-grooved annulus 17.
  • the brake-actuator unit 70 is activated to slow and stop the counter-clockwise rotation of the annulus 17 and so clockwise rotation of the second axle 14 starts softly with a high torque.
  • the rotary gear change ring 29c and the nonrotary gear locking ring 29a are axially moved in tandem. Therefore the grooved, non- rotary gear locking ring 29a is at the same action axially moved into the stopped periphery-grooved annulus 17, also, pushing the rotary gear change ring 29c to free axial space between the annuli 16 and 17.
  • the gear change to the second gear repeats many of the same functions as of engaging the first gear. While the annulus 17 is kept stationary by the non-rotary gear locking ring 29a, with drag caused by the synchronizer ring 71 the rotary gear change ring 29c is quickly dragged to the same rpm with the annulus 16. Then the grooved, rotary gear change ring 29c is axially moved to lock into the periphery-grooved annulus 16. When the braking by the brake-actuator unit 70 starts, the non-rotary gear locking ring 29a is moved to a free space between the annuli 16 and 17.
  • the annulus 16 is kept stationary by the non-rotary gear locking ring 29a and by the synchronizer ring 71 caused friction the rotary gear change ring 29c is quickly dragged to the same rpm with the annulus 15. Then the grooved rotary gear change ring 29c is axially moved to lock into the periphery-grooved annulus 15 and the brake-actuator unit 70 is activated to slow down the annulus 15 and at the same action the non-rotary gear locking ring 29a is moved into the free space between the annuli 15 and 16. The annulus 15 is fully stopped and kept stationary by the brake- actuator unit 70.
  • the non-rotary gear locking ring 29a can be kept in the free space between said annuli 15 and16.
  • the regenerative braking for reducing the vehicle speed can be used while the third gear is on.
  • the regenerative braking is started by the electric machine 40 thus somewhat reducing the rpm of the second axle 14.
  • the holding friction of the brake- actuator unit 70 is lessened to let the annulus 15 to start a regulated counter-clockwise rotation, which makes the first axle 1 to rotate faster and the annulus 16 to stop its clockwise rotation.
  • the non-rotary, grooved gear locking ring 29a and the rotary gear change ring 29c are in tandem axially moved into the stopped, periphery- grooved annulus 16 and the brake-actuator unit 70 is released.
  • the second gear of the EM5 is on and the vehicle is effectively regenerative braked by the electric machine 40.
  • the holding friction of the brake-actuator unit 70 is lessened to let the annulus 16 to start a regulated counter-clockwise rotation, which makes the first axle 1 to rotate still faster and the annulus 17 to stop its clockwise rotation.
  • the non-rotary, grooved gear locking ring 29a and the rotary gear change ring 29c are in tandem axially moved into the stopped, periphery-grooved annulus 17 and the brake-actuator unit 70 is released.
  • the first gear of the EM5 is on and more effective regenerative braking by the electric machine 40 transforms all braking forces into electricity, which is stored for example in the battery 61 to be used at the next start-out or acceleration.
  • the recommended clutch between the primary rotator/motor and the first axle 1 is released if the primary rotator/motor is at whatever phase of a regenerative braking going to slow down the rotation of the first axle 1 , thus wasting the braking torque.
  • the first axle 1 is un-clutched from the primary motor and stopped.
  • the annulus 18 stops and is locked stationary by the non-rotary gear locking ring 29a while the rotary gear change ring 29c stays at a free space between the annuli 17 and 1 8.
  • the primary rotator/motor is re-clutched to the first axle 1 .
  • the reverse gear of the EM5 is on.
  • the reverse gear can also be engaged even when the second axle 14 is still rotating clockwise.
  • the first axle 1 is first un-clutched from the primary rotator/motor and both the rotary gear change ring 29c and the non-rotary gear locking ring 29a are moved to the free space between the annuli 1 7 and 18.
  • the electric machine 40 is used as a regenerative brake to stop the first axle 1 and then used as an electric motor to counter- clockwise rotate the second axle 14 until the annulus 18 stops.
  • the non-rotary gear locking ring 29c is moved to lock the annulus 18 to the stationary gearbox housing 27.
  • the counter rotating electric machine 40 is now used as a regenerative brake, which manoeuvre will cause strong counter-clockwise torque to the power-out axle or the second axle 14.
  • the primary motor is re-clutched and with strong hybrid torque the second axle 14 is counterclockwise rotated.
  • the battery capacity can be used to power the electric machine 40 and thus the electric machine 40 can be used at any transmission ratio level as a booster power to assist the primary motor to rotate said first axle 1 .
  • the prescribed hybrid function greatly adds the out-coming torque of the second axle 14 at all the gears. All of the prescribed gear changes take steplessly place during the normal power transfer, therefore neither at the accelerating nor at regenerative phases the rotating power flows are interrupted by gear changes.
  • Fig. 9 and its explanation are not an exact presentation explaining exact parts and their function, but they are rather pointing to a new type of a gear change method adaptable a multi-gear trans-planetary gear arrangements such as the basic trans-gear arrangement BTG and the embodiments EM1 , EM2, EM4 and EM5 that can be arrayed with this gear change method for smooth, uninterrupted and stepless gear changes.
  • the EM5 effectively transfers the rotating powers and torques from the second axle 14 to the rotor 25 of the electric machine 40 forcing it to revolve at higher revolutions and thus enabling the electric machine 40 effectively generate electricity.
  • the regenerative braking is effective in the tricity.
  • the regenerative braking is effective in the lower speeds of the vehicle, too.
  • the regenerative braking can be used to slow down the vehicle and generated electricity can be stored in battery/batteries or in super condensers packets and used at the next start-out or acceleration. This way especially at city driving lots of gas or diesel fuel can be saved and pollution greatly diminished.
  • the one and the same electric machine 40 can be used in many ways. Whenever the engine is running, the same electric machine 40 works as an alternator for the vehicle's electricity requirements and in driving as a hybrid booster power for quick passing also. In traffic jams the primary motor can be temporarily stopped and only electric mode can be used for driving reducing pollution greatly. When all of the annuli 15-18 can rotate freely there is no driv- ing connection between the first axle 1 and the second axle 14. Therefore at times of electric black-outs the same electric machine 40 can be used as an auxiliary electric power source, also.
  • a motor vehicle with the EM5 transmission, which is equipped with one electric machine 40 can have a considerable smaller gasoline or diesel engine and yet have the same start-out and passing power as a vehicle with a larger engine would have.
  • each of the planet gears 6-9 can as well be groove-connected to their common planet axle 12 and the planet gear 10 can be joined through said elastic clutch 1 1 and groove connection to said planet axle 12.
  • the planet gears 6-10, groove connected to each other by their common planet axle 12 rotate around the central axis of the planet axle 12 as one unit, also.
  • trans-planetary power split arrangement (65) without a sun gear is designed in the unlocked state:
  • trans-planetary gearing assembly 30 to the electro-mechanical parts 40, 59, 61 , 64 new efficient features are achieved, such as effective regenerative braking, opportunity to use electric motors 30, 64 as a hybrid booster power and starting motor
  • trans-planetary assembly 30 parts to the electro-mechanical parts 40, 59, 61 , 64 new efficient features are achieved, such as to use complete construction as a hybrid application, as a totally electric application and totally mechanical application and the transmission mode can be selected and changed while driving
  • trans-planetary transmission assembly 30 connected to one electric machine 30, 64 will enable feasible hybrid construction

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Retarders (AREA)
  • Gear Transmission (AREA)

Abstract

La présente invention concerne un agencement de transmission de puissance, son procédé et son utilisation comprenant au moins un ensemble engrenage (30) présentant un premier axe rotatif (1) et un second axe rotatif (14), deux ou plus de deux ensembles engrenage à pignons (5) équipés de deux ou plus de deux roues d'engrenage (6-10, 39a, 39b) sur un axe (12) et de deux ou plus de deux anneaux (15-19, 41) s'engrenant avec les roues d'engrenage (6-10, 39a, 39b) et un logement de boîte d'engrenage (27). L'agencement comprend au moins un anneau fixe ou un anneau fixe verrouillable (15-18, 41) s'engrenant avec les roues d'engrenage présentant un diamètre non égal coaxiales (6-9, 39b), un ensemble de roues d'engrenage à la fois, et un anneau rotatif (19) s'engrenant avec des roues d'engrenage (10, 39a) coaxiales avec les roues d'engrenage (6-9, 39b) et présentant un diamètre différent de celui des roues d'engrenage (6-9, 39b), et toutes les roues d'engrenage (6-10, 39a, 39b) sur le même axe (12) sont accouplées fixement les unes aux autres et/ou au même axe (12).
PCT/FI2011/050886 2011-10-12 2011-10-12 Agencement de transmission de puissance et procédé et utilisation d'agencement de transmission de puissance Ceased WO2013053981A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
PCT/FI2011/050886 WO2013053981A1 (fr) 2011-10-12 2011-10-12 Agencement de transmission de puissance et procédé et utilisation d'agencement de transmission de puissance
PCT/FI2012/050947 WO2013053988A2 (fr) 2011-10-12 2012-10-03 Système de transmission de puissance, procédé de transmission de puissance dans un système de type engrenage et utilisation d'un système de transmission de puissance
EP12840552.9A EP2802791A4 (fr) 2011-10-12 2012-10-03 Système de transmission de puissance, procédé de transmission de puissance dans un système de type engrenage et utilisation d'un système de transmission de puissance

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/FI2011/050886 WO2013053981A1 (fr) 2011-10-12 2011-10-12 Agencement de transmission de puissance et procédé et utilisation d'agencement de transmission de puissance

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WO2013053981A1 true WO2013053981A1 (fr) 2013-04-18

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PCT/FI2012/050947 Ceased WO2013053988A2 (fr) 2011-10-12 2012-10-03 Système de transmission de puissance, procédé de transmission de puissance dans un système de type engrenage et utilisation d'un système de transmission de puissance

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EP3971446A1 (fr) * 2020-09-16 2022-03-23 Siemens Aktiengesellschaft Modes générateur, chaine cinématique, éolienne et produit programme informatique
CN113431875B (zh) * 2021-05-13 2024-08-16 西安方元明科技股份有限公司 一种轴型作动设备

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DD255649A (fr) *
GB718645A (en) * 1951-05-16 1954-11-17 Ciotat La Improvements in or relating to transmission devices
US3453907A (en) * 1967-01-30 1969-07-08 Aisin Seiki Planetary gearing
JP2000027954A (ja) * 1998-07-09 2000-01-25 Sony Corp 遊星歯車用支持部材および遊星歯車の支持方法
US20040242362A1 (en) * 2001-08-13 2004-12-02 Taimo Majalahti Stepless electro-mechanical transmission equipment
US20100311535A1 (en) * 2008-02-12 2010-12-09 Yun Keun Soo Power transmission apparatus using planetary gear having a plurality of gear trains and methods of use thereof

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US1009954A (en) * 1908-07-28 1911-11-28 Jose Luis De Briones Speed-changing mechanism.
AT136892B (de) * 1931-10-02 1934-03-26 Ernst Alexander Dipl I Gessner Umlaufräderwechselgetriebe.
GB948368A (en) * 1961-08-18 1964-02-05 Schwermaschb Karl Liebknecht Improvements in or relating to epicyclic gears
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EP0125365A1 (fr) * 1983-02-19 1984-11-21 Julián PARRAGA GARCIA Transmission pour véhicules et applications industrielles
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ES2320082B1 (es) * 2007-11-16 2010-03-01 GAMESA INNOVATION & TECHNOLOGY, SL. Transmision de alta relacion numerica para un aerogenerador.

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DD255649A (fr) *
GB718645A (en) * 1951-05-16 1954-11-17 Ciotat La Improvements in or relating to transmission devices
US3453907A (en) * 1967-01-30 1969-07-08 Aisin Seiki Planetary gearing
JP2000027954A (ja) * 1998-07-09 2000-01-25 Sony Corp 遊星歯車用支持部材および遊星歯車の支持方法
US20040242362A1 (en) * 2001-08-13 2004-12-02 Taimo Majalahti Stepless electro-mechanical transmission equipment
US20100311535A1 (en) * 2008-02-12 2010-12-09 Yun Keun Soo Power transmission apparatus using planetary gear having a plurality of gear trains and methods of use thereof

Also Published As

Publication number Publication date
EP2802791A4 (fr) 2016-03-02
WO2013053988A2 (fr) 2013-04-18
EP2802791A2 (fr) 2014-11-19
WO2013053988A3 (fr) 2013-08-15

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