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Core Task of Vehicle Transmissions Read chapter Read first chapter

2015 | OriginalPaper | Chapter

3. Power Transfer Elements

Authors : Robert Fischer, Ferit Küçükay, Gunter Jürgens, Rolf Najork, Burkhard Pollak

Published in: The Automotive Transmission Book

Publisher: Springer International Publishing

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Abstract

With the requirements cited in Chap. 1 the power transfer elements are discussed below from the system perspective. Transmissions can be configured through the combination and interconnection of these elements together with the actuation systems (Chap. 4); a selection is presented in Chaps. 6 and 8. These elements are in the power flow between the engine and the wheels and fulfill the functions of speed and torque adjustment, in stationary as well as transient operating states. The most important elements are discussed in separate sections; design principles and commonly used arrangements are shown. In an abstracted presentation in Sect. 3.1, first the physical fundamentals and active principles are introduced. The different characteristics and properties can be worked out on the basis of the physical fundamentals and active principles.

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previous chapter Shift Dynamics and Shift Comfort
next chapter Actuation, Servo, and Auxiliary Systems
Footnotes
1
For the passive transfers considered here, the power balance, including the losses, must also be taken into account.
 
2
The no-loss state is usually an idealized boundary case that cannot be achieved with real designs.
 
3
The overlay of sliding movements between the teeth act as an additional load; it is taken into account through appropriate coefficients in the design.
 
4
The chosen symbol is based on the new ISO 21771 [62]. Previously the transverse profile slope modification was designated with f Hα however the letter f is already being used to designate errors and tolerances. The same also applies for the flank line modifications cited below c Hβ, which formerly was designated with f Hβ.
 
5
The indices BS and nBS mean reference side (German Bezugsseite) and non-reference side (German Nichtbezugsseite)
 
6
In some cases also the tangential force Ft1 is used on the reference circle of the smaller gear.
 
7
The use of multiple planetary gears is not mandatory, but it is advantageous in transferring the power over multiple paths.
 
8
The schematic presentation is restricted to the half above the axis, which suffices due to the symmetry.
 
9
Other configurations of planetary gear stages can also satisfy this requirement; the torque ratio is determined by the radii of sun gear and annulus gear.
 
10
Material fit (welding) and positive fit (serrations) connections for torque transfer are usual, in the latter case axial positioning often also occurs with press fit.
 
11
With three struts the axial positioning is fully determined, with additional struts there are no functional improvements; with only two struts a rotational degree of freedom results around the axis provided by the positions of the two struts.
 
12
This is one of the essential characteristics of the clutches that have been introduced in Sect. 1.​4.​1.
 
13
After the unlock a speed difference could be built up again (through drag torques). In this phase the synchronizer does not transfer any torque. Consequently, if the system remains in this axial position of the sliding sleeve for too long the subsequent full engagement can be disturbed.
 
14
The presentation with the curve in Fig. 3.53 fails in the transition from standstill to motion.
 
Metadata
Title
Power Transfer Elements
Authors
Robert Fischer
Ferit Küçükay
Gunter Jürgens
Rolf Najork
Burkhard Pollak
Copyright Year
2015
Book
The Automotive Transmission Book

Print ISBN: 978-3-319-05262-5

Electronic ISBN: 978-3-319-05263-2

Copyright Year: 2015

DOI
https://doi.org/10.1007/978-3-319-05263-2_3

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