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Unit for a Power Split Continuously Variable Transmission

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Unit for a Power Split Continuously Variable Transmission (19) & (11) EP 2 322 823 A1 (12) EUROPEAN PATENT APPLICATION (43) Date of publication: (51) Int Cl.: 18.05.2011 Bulletin 2011/20 F16H 37/08 (2006.01) (21) Application number: 11155260.0 (22) Date of filing: 03.09.2008 (84) Designated Contracting States: • Winter, Philip Duncan AT BE BG CH CY CZ DE DK EE ES FI FR GB GR Blackburn, Lancashire BB2 7FA (GB) HR HU IE IS IT LI LT LU LV MC MT NL NO PL PT • Burt, David RO SE SI SK TR Chorley, Lancashire PR7 5UJ (GB) (30) Priority: 04.09.2007 GB 0717143 (74) Representative: Bartle, Robin Jonathan W.P. Thompson & Co. (62) Document number(s) of the earlier application(s) in Coopers Building accordance with Art. 76 EPC: Church Street 08788747.7 / 2 195 556 Liverpool L1 3AB (GB) (71) Applicant: TOROTRAK (DEVELOPMENT) LTD. Leyland, Lancashire PR26 7UX (GB) Remarks: This application was filed on 21-02-2011 as a (72) Inventors: divisional application to the application mentioned • Greenwood, Christopher John under INID code 62. Preston, Lancashire PR5 3WS (GB) (54) Unit for a power split continuously variable transmission (57) The invention is concerned with a continuously output member. An arrangement of clutches is provided variable transmission incorporating a variator of the type for selectively engaging any of at least three regimes. In having at least two co- axial races (D1- D4) between which one regime the recirculater output member drives the drive is transferred at a continuously variable variator ra- transmission output. In another the layshaft drives the tio. The variator races are mounted for rotation about a transmission output. In a third, the variator shaft drives variator shaft (16). The transmission has a layshaft (18) the transmission output. The arrangement of the compo- which is laterally separated from the variator shaft. It has nents is such that the variator shaft is co-axial with the two epicyclic gears. A splitter epicyclic (14) has an input transmission output, the recirculater epicyclic, a first cou- member driven from the transmission input (10) and two pling, between the recirculater output member and the output members arranged respectively to drive the lay- transmission output, which serves to drive the transmis- shaft and the variator shaft. A recirculater epicyclic has sion output in the first regime, and a second coupling, first and second input members for coupling respectively between the variator shaft and the transmission output, to the variator shaft and to the layshaft and a recirculater which serves to drive the transmission output in the third above-mentioned regime. EP 2 322 823 A1 Printed by Jouve, 75001 PARIS (FR) 1 EP 2 322 823 A1 2 Description change from low to high regime causes no change in transmission ratio. A regime change at synchronous ratio [0001] The present invention is concerned with contin- can be made smoothly, without large discontinuity in the uously variable transmissions of the type which are op- torque at the vehicle wheels or change of engine speed. erable in multiple regimes. 5 [0006] The use of multiple regimes is desirable with [0002] A continuously variable transmission ("CVT") regard to the transmission’s energy efficiency. The var- typically incorporates:- iator itself is typically the least efficient part of the trans- mission. In any given regime, if the spread of ratios pro- (a) a variator - a device having a rotary input and a vided by the transmission as a whole is greater than the rotary output which is able to vary the ratio of its input 10 ratio spread of the variator, then the shunt is "power split". speed to its output speed (the "variator ratio") in a That is, only part of the total power is transmitted through step] ess manner, and the variator. Reducing the ratio spread in a given regime (b) associated gearing by means of which the vari- reduces the proportion of the total power through the var- ator is coupled between a rotary power source, such iator, and so can improve efficiency and reduce the nec- as an engine, and a point of power usage, for exam- 15 essary dimensions and specification of the variator itself. ple the driven wheels of a motor vehicle. For such reasons it can in some cases be desirable to provide more than two regimes. Large road- going trucks The overall speed ratio provided by the transmission as provide one example. Energy efficiency is an important a whole (the "transmission ratio") is a function of the var- consideration for such vehicles and their engines create iator ratio, but generally not identical to it, being modified 20 particularly high power and torque, the handling of which by the associated gearing. by the variator could be problematic in a two regime trans- [0003] It is well known to incorporate in the gearing a mission. "shunt" gear arrangement, typically of epicyclic type. [0007] A known example of a C VT operable in three Shunt gears can serve to recirculate power, reducing the or more regimes is provided in published international power handled by the variator itself, and to provide a25 patent application WO 94/24462, in the name of Torotrak condition known in the ait as "geared neutral". The shunt (Development) Limited. Its United States counterpart is typically has two rotary inputs coupled to opposite sides US 5643121. The transmission in question uses two ep- of the variator, and a rotary output coupled e.g. to the icyclic shunt gears. One of these is referred to in that final gearing and so to the vehicle wheels. At a certain document as the "power splitting" epicyclic because it variator ratio (the ’"geared neutral ratio") the two inputs 30 receives power from the engine and splits it between first to the shunt cancel each other out, leaving the output and second shafts, accommodating changes in their rel- stationary. This condition is referred to as "geared neu- ative speeds. The variator itself has its input connected tral" and enables the transmission output to be brought to the first shaft and its output connected to the second to a halt without it being physically de-coupled from the shaft, so (for a fixed engine speed) an increase in variator moving engine. Such a transmission can thus be used 35 ratio causes the second shaft to speed up and the first without any "starting device", such as the manual clutch shaft to slow down, whilst a decrease in variator ratio or torque converter of a conventional automotive trans- causes the second shaft to slow down and the first to mission, used to couple/decouple engine and transmis- speed up. Each shaft is able to be selectively coupled to sion upon vehicle launch and upon braking of the vehicle the vehicle wheels via at least one clutch/gear arrange- to rest. Variator ratios to one side of the geared neutral 40 ment. Consider what happens as transmission ratio is ratio provide reverse output rotation and reverse vehicle increased. Initially, say, the first shaft is connected to the travel. Variator ratios to the other side of the geared neu- wheels via a first clutch/gear arrangement. The second tral ratio provide forward output rotation and forward ve- shaft is disconnected and so freewheels. The variator is hicle travel. When the variator is at the geared neutral swept through its ratio range to increase the speed of the ratio the driven wheels and the vehicle are at a halt. 45 first shaft and the speed of the driven wheels. Eventually [0004] Typically the gearing of a CVT incorporates one the variator reaches the end of its ratio range and a syn- or more clutch devices, engagement/disengagement of chronous regime change is initiated, disconnecting the which allows the transmission to switch between "re- first shaft and connecting the second shaft to the wheels gimes". Transmission ratio is a function of variator ratio, through a second clutch/gear arrangement. At this point but in each regime the relationship between variator ratio 50 the direction of change of the variator ratio is reversed. and transmission ratio is different. For example, motor The variator is then swept back through its ratio range, car transmissions are often designed to provide two re- increasing the speed of the second shaft and of the driven gimes - high and low. Low regime provides reverse, wheels. When it reaches the opposite end of its ratio geared neutral and low forward gears. High regime pro- range, a change to a still higher regime can be made by vides higher forward gears. 55 disconnecting the second shaft and connecting the first [0005] Ratios are selected in the gearing such that shaft to the wheels through a third clutch/gear arrange- when the variator reaches a certain variator ratio (the ment. In principle, by providing each shaft with multiple "synchronous ratio") close to one end of its range, a clutch/gear arrangements for driving the wheels at differ- 2 3 EP 2 322 823 A1 4 ent ratios, any number of regimes can be provided. epicyclic gearing having first and second recirculater in- [0008] The second of the shunt gears is referred to in put members, arranged to be operatively coupledrespec- WO 94/24462 as the "power recirculating" epicyclic and tively to the variator shaft and the layshaft, and a recir- serves to provide a low regime, containing geared neu- culater output member; and a clutch arrangement for se- tral. Its inputs are connected across the variator and its 5 lectively engaging:- output is connectable via a clutch to the driven wheels. In low regime, the first and second shafts are both dis- (a) a regime in which the recirculater output member connected from the wheels which are instead driven by drives the transmission output; the output of the power recirculating epicyclic.
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