JPS5842383B2 - Dendo Souchi - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The technical field to which the present invention pertains is a power transmission device, and more particularly, the present invention relates to a power shift type transmission device having a plurality of forward and reverse continuously meshing gears. .

In a multi-speed constantly meshing gear type reversible power transmission transmission device, the main member or basic structure of the transmission device is replaced by a large number of additional members or modified members thereof. so that it can be easily added,
It is desired to be placed.

Transmission devices of this type are primarily used in heavy vehicles and construction equipment for off-road use, but they are only manufactured in limited quantities to special requirements.

Thus, it is very important to have a basic conductor structure that is easy to adapt to specific requirements.

This is because not only is the price reduced, but reliability and availability are improved.

A family of such basic conductor devices is disclosed in US patent application Ser. No. 504,576, filed September 9, 1974.

The main object of the present invention is to modify the basic transmission device disclosed in the above-mentioned US patent application, so that this basic mechanism can be easily modified to meet other common needs. The aim is to make it possible to

The family of improved transmission devices of the present invention is common in the fact that irrespective of the number of axes utilized, the axes always lie in a common plane, preferably a vertical plane.

This allows the production of a group of constant width transmission devices, which not only greatly facilitates the assembly process, but also allows the use of a large number of common parts.

A particular example of a transmission device to which the improvements according to the invention are applicable is a series of transmission devices in which the output axis is parallel to, but perpendicularly displaced from, the input axis.

This type of conductor is commonly termed a "drop" conductor.

In carrying out the invention in its several preferred embodiments, all of these embodiments have an essentially conventional structure.

In other words, an input shaft, an output shaft, a second shaft lying in a common plane with the input shaft, a second shaft aligned in the axial direction with the input shaft, and a second shaft aligned in the axial direction with the second shaft. A transmission device that has a third axis and all these axes lie in a common plane.

A first gear is fixed to the input shaft and drivingly coupled to a second gear rotatably mounted on the second shaft.

A first clutch device connects the input shaft to the second shaft, and a second clutch device connects the second gear to the second shaft for rotation therewith.

A third gear is fixed to the second shaft and meshes with a fourth gear fixed to the second shaft.

A third clutch device connects the third shaft to the -th shaft,
A fourth clutch device connects a fifth gear rotatably supported on the third shaft to the third shaft.

Moreover, a sixth gear is fixed to the third shaft, a seventh gear is fixed to the second shaft, and the seventh gear is engaged with the fifth gear.

These improved transmission devices take the form of devices that driveably connect the output shaft to at least the fourth gear.

In one embodiment of these improved transmission devices, the improved coupling device has a fourth axis coplanar with the other axes.
A fifth clutch device may be included in axial alignment therewith for coupling the fourth shaft to the fifth shaft.

An eighth gear fixed to the fourth shaft meshes with the fourth gear, while a ninth gear fixed to the fifth shaft meshes with the sixth gear.

The candy gear fixed to the output shaft meshes with the ninth gear.

This arrangement provides axial space between the fifth clutch device and the ninth gear.

In other embodiments of these improved transmission devices,
The improved coupling device has a fourth shaft coplanar with the other shafts, and a fifth clutch device couples the fourth shaft to a fifth shaft axially aligned therewith.

An eighth gear fixed to the fourth shaft meshes with the fourth gear, while a ninth gear fixed to the fifth shaft meshes with the sixth gear.

A confectionery gear is interposed between the fifth clutch device and the ninth gear and meshes with a confectionery gear fixed to an output shaft attached to the fifth shaft.

This confectionery gear addition provides a larger gear reduction ratio between the input and output shafts.

In still other embodiments of these improved transmission devices, the improved coupling device includes a fourth shaft coplanar with the other shafts, and the fifth clutch device includes a fourth shaft in the same plane as the other shafts. It is connected to a fifth axis axially aligned therewith.

The eighth gear fixed to the fourth shaft meshes with the fourth gear, while the ninth gear fixed to the fifth shaft meshes with the sixth gear, and is also rotated on the output shaft. It meshes with the confectionery gear which is bearing on the shaft.

A confectionery gear is fixed to the fifth shaft intermediate the fifth clutch device and the ninth gear, and the confectionery gear meshes with a second confectionery gear rotatably journalled on the output shaft. .

A device is provided for alternately connecting the confectionery gear and the confectionery two gears to the output shaft so as to rotate together with the confectionery gear.

With the addition of the confectionery gear and the confectionery two gears, the number of speed ranges can be effectively doubled by driving the output shaft at other speed ratios.

Hereinafter, the present invention will be explained based on the accompanying drawings.

First, reference is made to FIG. 1, in which the number 100 indicates a multi-speed, constantly intermeshing gear type reversible power transmission, which is capable of engaging multiple shafts and gears in both directions and latching. It has

This transmission device 100 is described in detail in U.S. Patent Application No. 504,576, filed September 9, 1974. Although illustrated and described as fBi, it is repeated here in detail to ensure a thorough understanding of its structure and function.

Transmission device 100 has a housing (not shown) that includes input shaft 14, output shaft 116, shaft 1
8, 24, 26 and 102 are rotatably supported.

The input shaft 14 is driven by, for example, a turbine of a hydraulic torque converter (not shown) of known construction, to which the shaft 14 is coupled, the converter being driven by any suitable prime mover, such as an internal combustion engine ( (not shown).

Additionally, the torque converter impeller drives one or more pumps (not shown) of any known construction, at least one of which is actuated by a variety of fluids. It may be useful to provide pressurized fluid to actuate the clutch and to lubricate the gears and bearings associated with transmission 100.

Connected to the input shaft 14 is an input gear 34 which is drivingly connected to a gear 36 by an idler gear (not shown) and which is mounted for rotation with respect to the shaft 24. There is.

That is, the gear 36 is rotatably attached to the shaft 24.

The input shaft 14 can be coupled for rotation with the shafts 18&c by a clutch 38, which is preferably of the multi-disc or multi-disc fluid pressure operated type of known construction. A clutch, an example of which is shown in FIG. 1 of the aforementioned patent application and described in detail.

As is well known, the clutch 38 includes a number of interleaved friction plates alternately splined to the hub and drum of the clutch, and the clutch 38 is configured to provide pressurized fluid behind the piston. l is engaged by this,
This piston forces the interleaved friction plates together so that the clutch hub is frictionally coupled to the clutch drum through the friction plates, as is common in power transmission transmissions. It's very helpful.

Gear 36 may be coupled to shaft or intermediate shaft 24 for rotation therewith by a fluid-actuated multi-disc clutch 50, which is similar to clutch 38 and will therefore not be described in detail. Don't do it.

At this point, gear 52 is integral with clutch 38 and meshes with another gear 54;
Note that 4 is integral with the drum of clutch 50.

This makes it clear that the shaft 18 is axially aligned with the input shaft 14 , that the shaft 24 is vertically aligned with the input shaft 14 , or that it is coplanar with the input shaft 14 .

Shaft 18 and shaft 24 are interconnected by mesh gears 52 and 54 such that rotation of one of these shafts in any given direction causes rotation of the other shaft in the opposite direction. I come to do it.

Moreover, since gear 34 is drivingly connected to gear 36 via an idler gear, they rotate in the same direction.

Thus, when clutch 38 is engaged, transmission 100 is in a state that may be arbitrarily termed "forward drive," and when clutch 50 is engaged, transmission 100 is in "reverse drive."
It would be a good situation if the position was named, but this is a hot topic,
It depends on the rotation direction of the input shaft 14.

A shaft or intermediate shaft 26 that is axially aligned with the shaft or intermediate shaft 24 can be coupled to the shaft 24 for co-rotation therewith by another multi-disc fluid operated clutch 58. However, this clutch 58 is the same as the clutch 5.
It has a common housing with 0.

A gear 62 is rotatably mounted on the intermediate shaft 26 and can be coupled to the intermediate shaft 26 for rotation therewith by a clutch 64. It is substantially the same as the clutch 38 described above.

Additionally, a gear 66 is fixed to the intermediate shaft 26 for rotation therewith.

Although the gear 104 is firmly mounted on the shaft 18,
This gear 104 meshes with the gear 62.

A shaft 102 rotatably mounted on the lower part of the intermediate shaft 26 and thus also vertically aligned or in the same vertical plane as the input shaft 14 causes the gear 106 to rotate above the shaft 102. The clutch 110 is connected to the shaft 102 so as to rotate at the same time as the shaft 102.
10 is also substantially the same as the clutch 38 described above.

Additionally, a gear 108 is fixed for rotation therewith to the shaft 102, and is engaged with a gear 66 and a gear 112 fixed to the output shaft 116.

By engaging clutch 38, transmission 100
is placed in a forward drive state, but by disengaging clutch 38 and engaging clutch 50, transmission device 100 is placed in a reverse drive state.

At this point, since all gears are in constant mesh, the first speed ratio engages clutch 64, which causes output shaft 116 to rotate between gears 104 and 104.
A gear train consisting of and 112 or 34.36,5
It can be seen that by being driven through a gear train consisting of 4, 52, 104, 62, 66, 108 and 112, both forward and reverse movement is provided.

Clutch 58 is also engaged, thereby determining whether the output shaft 116 is in the gear train consisting of gears 52, 54, 66, 108 and 112 or the gear train consisting of gears 34, 36, 66, 108 and 112. A second speed ratio is provided for both forward and reverse travel.

Clutch 110 is engaged, thereby causing output shaft 116
is a gear train consisting of gears 104, 62, 106, 108 and 112, or gears 34, 36° 54, 52, 104,
A third speed ratio is provided by driving through a gear train consisting of 62, 106, 108 and 112.

From the above description, it can be seen that the first forward speed ratio is
4, a second higher speed ratio is applied to clutch 3.
Subsequent engagement of 8 and clutch 58 instead of clutch 64
It is clear that upon engagement of , the third speed ratio is provided by the subsequent engagement of clutch 38 and engagement of clutch 110 instead of clutch 58 .

Engagement of clutches 50 and 64 provides a low reverse speed ratio, disengagement of clutch 64 and engagement of clutch 58 provides a second reverse speed ratio, and a third reverse speed ratio between clutch 50 and 64. It is given by the conjunction with 110.

In the transmission device 100, an input shaft 14 and an output shaft 11
6 are parallel and also lie in a common vertical plane, and all remaining axes also lie in the same vertical plane.

Analysis of the structural profile of transmission device 100 in FIG. 1 shows that the transmission of power from shaft 26 to output shaft 116 at first and second speed ratios occurs via gears 66.degree. 108 and 112.

At the third speed ratio, power is transmitted from shaft 18 to clutch 110 via gears 104, 62 and 106, coupled to output shaft 116 via gears 108 and 112.

This structural arrangement for the third speed ratio, which includes the transmission of power from shaft 18 to shaft 102 through gears 104, 62, and 106, places third speed ratio clutch 110 in close axial proximity to gear 108. physically put it like that.

Although this arrangement is quite satisfactory from an operational standpoint, the close axial proximity between clutch 110 and gear 108 does not allow insertion or addition of other gears on shaft 102. .

Note that this gear, when meshing with the output shaft gear, is used either to achieve further reduction between the input shaft and the output shaft, or to add an additional drive range within each of the third speed ratios. It can be used here.

The aforementioned U.S. patent application shows a deformation transmission in FIG. 3 thereof, in which the two speed ratios are forward and given in the backward direction.

However, to allow the addition of the necessary gear set, the third speed ratio clutch must be removed to provide the necessary axial space required by the additional gear set.

In this way, this prior art three-speed transmission device has four
can be modified to provide separate forward and reverse speeds, but a transition is required between the high and low speed ranges.

Additionally, as mentioned above, there is no physical space available on the shaft 102 to add other gears.

In order to overcome the aforementioned drawbacks, FIG. 2 shows a schematic diagram of an improved device 200 of the transmission device 100 shown in FIG.

Insofar as this improved device 200 is identical to the transmission device 100 described above, reference is now made to the foregoing description and like numerals have been used for like parts.

In the transmission device 200 in FIG. 2, the gear 106 of FIG. 1 is removed, and the shaft 102 of FIG.
In the figure, it is an axis 202.

There is added another shaft 204 which is rotatably mounted on the lower part of the shaft 24 and is therefore vertically aligned with or in the same vertical plane as the input shaft 14 and further includes another gear 206. The gear 206 is rigidly attached to it so as to rotate with it, and the gear 206 meshes with the gear 54.

The third speed ratio clutch 110, which has the function of selectively connecting the gear 106 to the shaft 102 in FIG. 1, has been replaced in FIG. and 204 are selectively connected to rotate at the same time.

Clutch 210 is substantially similar to clutch 38 described above.

Additionally, gear 108 is fixedly fixed to shaft 202 for rotation therewith, and gear 108 is engaged with gear 66 and gear 112 fixedly attached to output shaft 116 .

Analysis of the improved transmission device 200 reveals that gears 54 and 206
third clutch 2 (instead of being driven by gears 104.62 and 106 as in FIG. 1)
It can be seen that the actuation of 10 allows axial movement of the third speed ratio clutch 210 to the left, thereby creating an axial space above the shaft 202 between the clutch 210 and the gear 108. .

The operation of the transmission 200 is substantially the same as that of the transmission 100 of FIG. 1, except that at the third speed ratio, the output shaft 1
16 is a gear train consisting of gears 52, 54, 206, 108 and 112, or gears 34, 36, 54, 206
, 108 and 112, respectively, as in FIG.
2゜106.108 and 112 or gear train 34
．． 36, 54, 52, 104, 62, 106° 108 and 112 are driven differently.

This improved arrangement and gear train for the third speed ratio in transmission 200 is similar to transmission 100 in FIG.
is actually simpler and more direct than the structure and operation of .

Reference is now made to FIG. 3, which is a schematic illustration of a variation 300 of the transmission device shown in FIG.
It also provides three speed ratios in the forward and reverse directions.

Transmission device 100 (FIG. 1) in which this embodiment was previously described.
and conduction device 200 (FIG. 2), reference is made to these descriptions and the same reference numerals are used for similar parts.

In the embodiment shown in FIG. 3, the output gear 112 is connected to the output shaft 1.
16 is replaced by a larger output gear 302 that is rigidly attached.

Additionally, another gear 304 is rigidly attached to shaft 202 with axial spacing between clutch 210 and gear 108, and gear 304 meshes with gear 302.

The operation of this transmission device 300 is almost the same as the operation of the transmission device 200 (FIG. 2), but of course the gear 108 does not directly mesh with the output shaft gear, and the shaft 202 and the output shaft 116 are connected to each other. The difference is that there is another gear reduction in between, due to the intermeshed gears 302 and 304.

By adding gear 304 and using a much larger gear 302 in place of gear 112, transmission device 20
A significantly greater gear reduction is obtained between the input and output shafts of the transmission device 300 compared to zero.

Of course, the addition of gear 304 is made possible by repositioning clutch 210 from the position shown in prior art FIG. 1 to the position shown in FIGS. 2 and 3.

Reference is now made to FIG. 4, in which a modification of the transmission device of FIG. 2 is schematically shown.

This deformation transmission device has three
A speed ratio is provided for both a first or low speed range and a second or high speed range.

In this way, the transmission device 400 can provide six forward and reverse speeds, but a transition is required between the first and second ranges.

Insofar as this embodiment is identical to the previously described conduction device 100 of FIG. 1 and the conduction devices 200 and 300 of FIGS. 2 and 3, respectively, reference is made to these previous descriptions and similar Parts are given the same reference numerals.

By comparing FIG. 4 with FIGS. 2 and 3, it can be seen that transmission device 400 utilizes both of the output shaft connections shown in FIGS. 2 and 3.

In particular, in the transmission device 400, the output shaft gear 302 fixed to the output shaft in FIG. 3 is shown as the output shaft gear 402 in FIG. It is rotatably mounted on a shaft.

Similarly, output shaft gear 11 is shown in FIG. 2 as being fixedly attached to output shaft 116.
2 is shown in FIG. 4 as an output shaft gear 412, which is also rotatably mounted on the output shaft 116 within the transmission 400.

The output shaft 116 also connects the gears 402 and 412 to the output shaft 116.
Attached thereto is a coupling device 414 for co-rotatingly and alternately coupling the two.

Coupling device 414 may, for example, take the form of a conventional sliding tooth clutch, which can be shifted as desired to axially couple either gear 402 or gear 412 to the output shaft. can be done.

However, it is not limited to this.

The connection between gear 402 and output shaft 116 provides a low or low speed range of drive, and in this drive range the speed ratios and gear train are approximately as shown and described with respect to transmission 300I. The same is true.

The coupling of gear 412 to output shaft 116 provides a second or high speed range drive, the speed ratios and gear train of which are similar to those described with respect to the structure and function of transmission 200 shown in FIG. And it's the same thing.

the first via clutches 64°58 and 210, respectively;
It is clear that second and third speed ratios can be provided for both said first and second speed ranges.

In this way, the driver has three speeds, forward and reverse, in each of the two drive ranges, and also has the coupling device 41
Four dislocations are required to select between the two speed ranges.

From the foregoing description, it is believed that those skilled in the art will readily appreciate the novel concept and features of the improved transmission device shown in FIGS. 2, 3 and 4.

Fundamentally, the present invention changes and simplifies the relocation of the axial position of the third speed clutch as well as the third speed clutch gear drive gear train, thereby placing the clutch 210 on the shaft 202 between the clutch 210 and the gear 108. The objective is to obtain sufficient axial space to allow extra gears 304 to cooperate.

The addition of gear 304 and the addition of a thicker output shaft gear 302 or 402 allows for greater gear reduction between the input and output shafts.

Moreover, the number of speed ratios can be doubled by alternately coupling the output shafts to output shafts of different sizes.

Although the invention has been described in terms of only a limited number of embodiments, numerous modifications, changes and substitutions will occur to those skilled in the art without departing from the spirit of the invention and its principles.

Accordingly, the embodiments described herein may be subjected to various modifications, variations, etc. without departing from the spirit of the invention.

[Brief explanation of the drawing]

FIG. 1 is a schematic diagram of a three-speed reduction transmission of the prior art; FIG. 2 is a schematic diagram of a three-speed reduction transmission of the invention; FIG. 3 is a schematic diagram of a variant thereof; FIG. 4 is a still further variant. This is a schematic diagram. 14...Input shaft, 18...Second axis, 24...First axis, 26...Third axis, 34...First gear, 36...
-Second gear, 38...First clutch device, 50...
Second clutch device, 52... Third gear, 54... Fourth gear, 58... Third clutch device, 62... Fifth gear, 64... Fourth clutch device, 66...・Sixth gear, 104...Seventh gear, 116...Output shaft, 20
4...Fourth axis, 206...Eighth gear.

Claims (1)

[Claims] 1. In a multi-speed reversible power transposition type transmission device, an input shaft, a first gear fixed to the input shaft, a third shaft lying in a common plane with the input shaft, and a first gear fixed to the input shaft, a second gear mounted on and rotatable with respect to the second shaft and drivingly connected to the second shaft for rotation in the same direction therewith; and a second gear axially aligned with the input shaft. a second shaft; a first clutch device for coupling the input shaft to the second shaft; and a second clutch device for coupling the second gear to the second shaft for rotation therewith; a third gear fixed to a second shaft, a fourth gear fixed to the second shaft and meshing with the third gear, and a third shaft aligned in the axial direction with the third shaft; a third clutch device for coupling the third shaft to the second shaft; a fifth gear mounted on and capable of rotating with respect to the third shaft; a fourth clutch device for connecting to the three shafts; a sixth gear fixed to the third shaft and having the fifth gear placed intermediately between the third clutch device; a seventh gear fixed and in mesh with the fifth gear; and an output shaft lying in a common vertical plane with the input shaft; a device lying in a common vertical plane and interposed between the output shaft, the third shaft, and the third shaft for drivingly coupling the output shaft to the fourth gear; a fourth shaft vertically aligned with and axially spaced below the fourth shaft, the drive coupling device being secured to the fourth shaft; and an eighth gear meshing with the fourth gear.