DE10141086A1 - Vehicle transmission with two countershafts - Google Patents

Abstract

The invention relates to a vehicle gearbox comprising an input shaft, an output shaft and two countershafts (10, 11) which are parallel in relation to the input shaft (8). The input shaft (8) or the output shaft (9) can be connected to the countershafts (10, 11) in a driving manner by means of sets of gears (I-VII and W) comprising fixed gears (13-17) and idler gears (22-29) which can be shifted by clutches (a-h), and by means of constant sets of gears (KI, KII). According to the invention, the fixed gears (13-17) of the shiftable sets of gears (I-VII and W) are situated on the input shaft (8) or the output shaft (9), and a fixed gear (13-15) meshes with an idler gear (22, 24, 26) on a first countershaft (10) and with another idler gear (23, 25, 27) on a second countershaft (11). Each idler gear (22-29) is associated with a gear (1-7 and R) and the two constant sets of gears (KI, KII) comprise a common fixed gear (18) on the input shaft (8) or output shaft (9), said fixed gear meshing with a fixed gear (19) on the first countershaft (10) and with a fixed gear (20) on the second countershaft (11). The multiple use of certain fixed gears reduces the amount of parts. The length of the gearbox is also reduced.

Description

The invention relates to a vehicle transmission with two Countershafts according to the preamble of claim 1.

Gear units in countershaft design are in constructive and especially with regard to the Price a very affordable gear solution. You own in usually one input shaft and one output shaft and a countershaft arranged parallel to these. The Power flow flows from the drive shaft via a wheel set on the countershaft and from there via another Wheelset on the output shaft. One of the wheelsets that at involved in all gears, owns two fixed wheels that comb each other and each on the countershaft or the drive shaft or the output shaft. The other Wheelset has an idler gear and a fixed gear. He is assigned to a corridor. The wheelset for reverse gear also has an idler gear on the one hand with the Idler gear and on the other hand combs with the fixed gear and so for a reversal of the direction of rotation ensures. As a rule, they sit Fixed gears for the forward gears and reverse gear the countershaft, while the idler gears on the Drive shaft or output shaft are supported and by Clutches are coupled to the respective shaft can.

To optimally a vehicle engine while driving Operating range are gearboxes with many gears desirable, the increments between the individual gears from the highest gear to the lowest gear should increase progressively. This ensures that the driver in the area where you drive the most through a fine gradation a better one Possibility of customization. Furthermore, the entire translation area between the first and highest gear despite a low one Number of gears should be as large as possible.

To meet these requirements, multi-course Gearbox in known design, in addition to a constant wheel set and a turning set for each forward gear need a wheelset. It is also a Six-speed countershaft transmission known for trucks, Construction books volume 26, Johannes Loomann, gear transmission, 1970 Springer-Verlag Berlin, page 4, where a constant Wheelset is arranged on the drive side of the transmission. The fixed gear of this wheel set sitting on the drive shaft can be coupled to the output shaft via a switching element be, whereby the output shaft directly with the Drive shaft is connected and thus a direct sixth gear forms. The turning gear set for reverse gear is on the output side of the transmission. Such a gear only needs five wheel sets for six forward gears.

A ten-speed transmission is also known, Construction books volume 26 a. a. O., pages 186 to 187, the one Main gear group with five gears and one has downstream auxiliary transmission group with two gears. The Input torque is given by a constant wheel set distributed on two countershafts that are parallel to one Drive and output shaft are arranged. On a Main shaft is one for each gear of the main gear group Idler gear mounted by means of a pneumatically operated Synchronous coupling can be coupled to the main shaft and with one fixed gear combs on each of the two countershafts.

Due to the power division, the gear housing can be flat and be built wide what a ground clearance Vehicle is advantageous. However, that requires Power sharing measures for load balancing between the Shafts or gears so that those are in the power flow Components of the transmission are evenly loaded.

The invention is based on the object compact, relatively short vehicle transmission in countershaft construction to create that essentially the above Requirements met. It is according to the invention by the Features of claim 1 solved. Other configurations result from the subclaims.

According to the invention, the fixed wheels sit switchable wheel sets on the input shaft or output shaft, each after whether the constant wheel sets on the drive side or are arranged on the output side. At least one fixed gear combs with an idler gear on a first countershaft and with an idler gear on the second countershaft, each Idler gear is assigned to a gear. Thus, in one Two wheel sets are arranged for two gears, who have a common fixed gear. Since none If there is a power split, no measures are required Load balancing to be taken. The two constant wheel sets are expediently also in one level arranged, their fixed wheels sitting on the countershafts with a common fixed gear on the drive shaft or Comb the output shaft, depending on where the constant wheel sets are arranged.

Depending on the gearbox design, one or more Fixed gears on the input shaft or output shaft with two Combing idler gears on different countershafts are stored. Two gears can thus by two wheel sets are shown that have a common fixed gear, which reduces the number of parts. Since the two That builds wheelsets for two gears in one wheel plane Vehicle transmission according to the invention very short and compact. It can also be laid out flat by the two Layshafts diametrically to the input shaft or output shaft to be ordered.

So a short vehicle transmission with seven Forward gears can be realized by the first idler gear of the first gear set and the second idler gear of the second A common first fixed gear, the third idler gear of the third gear set and the fourth idler gear of the fourth Wheelset a common second fixed gear and the fifth Idler gear of the fifth gear set and the sixth idler gear of the sixth wheelset have a common third fixed gear. A seventh gear set for seventh gear as well as a Reversing gear wheels are in their own Wheel level arranged, so that only six in total for the transmission Wheel planes are necessary.

The wheelsets advantageously have the following Translations, the first 2.56 wheelset, the second wheel set from 4.00, the third wheel set from 0.85, the fourth wheel set of 1.60, the fifth wheel set of 0.40, the sixth wheelset from 0.96, the seventh wheelset 0.80 and the first constant wheel set of 3.50 and the second constant Wheel set from 1.25 and the turning wheel set from 2.37. It is the first constant wheelset the first, third and fifth Wheel set as well as the turning wheel set, while the other wheelsets assigned to the second constant wheelset are. With the specified translations, the sixth up to first gear a gear gradation with progressive Graduations achieved.

In an embodiment of the invention, it is proposed that that the first idler gear of the first gear set and the third Idler gear of the third gear set a common first Fixed gear, the second idler gear of the second gear set and the fourth Idler gear of the fourth gear set a common second Fixed gear and the fifth idler gear of the fifth gear set and that sixth idler gear of the sixth gear set a common have a third fixed gear. With such a structure, five wheel levels a vehicle transmission with six Realize forward gears and a reverse gear. Conveniently, the wheel sets receive approximately the following translations, and the first wheelset from 2.27, the second wheelset from 1.25, the third wheelset from 7.28, the fourth wheelset from 4.73, the fifth wheel set from 0.34, the sixth wheel set from 2.43, the first constant wheelset that corresponds to the first, second, fifth wheel set and turning wheel set is assigned, from 4.00 and the second constant wheelset that the rest Wheel sets are assigned from 0.41 as well as the turning wheel set from 2.08. With these translations, too Gear gradation from sixth to first gear with progressive Increments reached.

According to a further embodiment of the invention proposed a six-speed vehicle transmission, wherein the sixth gear is designed as a direct gear. there the input shaft and the output shaft are coaxial arranged and by means of a clutch in sixth gear coupled. The vehicle transmission comes with five wheel levels from, the first wheelset and the third wheelset as well the second wheel set and the fourth wheel set a common one Own fixed wheel and therefore two wheel sets in one Wheel level lie, while the turning wheel set and the fifth Claim your own wheel set.

The following translations are available for this gearbox design of the wheel sets advantageous for the first wheel set from 1.72, the second wheel set from 0.96, the third wheel set from 5.45, for the fourth wheelset from 3.64, for the fifth Wheel set of 2.49, for the first constant wheel set, the the first and second wheelset and the turning wheel set is assigned from 5.20 and the second constant gear set, the assigned to the other wheelsets, from 0.55 as well as for the turning wheel set of 1.59. Here, too progressive gear gradation achieved with increments between 1.37 and 1.77.

The translation of the individual wheel sets is in Understand the drive direction, and that is what it gives Speed ratio of the driven shaft to the driving shaft again.

Further advantages result from the following Drawing description. In the drawing are Illustrated embodiments of the invention. The description and the Claims contain numerous features in combination. The Those skilled in the art will expediently also individually consider and to meaningful further combinations sum up.

Show it:

FIG. 1 is a transmission diagram of a gear transmission of the invention with seven forward gears,

Fig. 2 is a tabulation of the individual translations of the sets of wheels of the vehicle transmission of Fig. 1,

Fig. 3 is a tabular switching logic of the vehicle transmission of Fig. 1,

Fig. 4 shows a transmission diagram of a gear transmission of the invention having six forward gears,

Fig. 5 is a tabulation of the individual translations of the sets of wheels of the vehicle transmission of Fig. 4,

Fig. 6 is a tabular switching logic of the vehicle transmission of Fig. 4,

Fig. 7 is a transmission diagram of a gear transmission of the invention with five forward gears and one direct gear,

Fig. 8 is a tabulation of the individual translations of the sets of wheels of the vehicle transmission of Fig. 7 and

Fig. 9 is a tabular circuitry of the vehicular transmission according to Fig. 7.

The vehicle transmission according to Fig. 1 has seven forward gears 1 to 7 and a reverse gear R. It requires for seven switchable gear sets I-VII for the forward gears 1 to 7 and a Wenderadsatz W and two wheel sets constant KI and KII. The constant wheel sets KI and KII are arranged on the output side, a common fixed gear 18 being fixed on an output shaft 9 and meshing with two fixed gears 19 and 20 which are seated on a first countershaft 10 and a second countershaft 11 , respectively.

A first to fifth fixed gear 13 to 17 of the switchable gear sets I to VII and W are seated on a drive shaft 8. A first idler gear 22 of the first gear set I is rotatably mounted on the first countershaft 10 and meshes with a second idler gear 23 of the second gear set II on the second countershaft 11 with the common first fixed gear 13 . In the same way, the third gear set III has a third idler gear 24 on the first countershaft 10 and the fourth gear set IV has a fourth idler gear 25 on the second countershaft 11 , the idler gears 24 , 25 meshing with the common second fixed gear 14 . In the same way, the fifth gear set V and the sixth gear set VI are arranged in one wheel plane, in that a fifth idler gear 26 on the first countershaft 10 and a sixth idler gear 27 on the second countershaft 11 mesh with the common third fixed gear 15 . The seventh gear set VII is formed by the fourth fixed gear 16 on the drive shaft 8 and a seventh idler gear 28 on the second countershaft 11 . The turning gear set W consists of the fifth fixed gear 17 on the drive shaft 8 , an idler gear 21 and an eighth idler gear 29 on the first countershaft 10 . The drive shaft 8 , the two countershafts 10 , 11 and the output shaft 9 are mounted in bearings 12 of a gear housing, not shown. The idler gears 22 to 29 can be coupled to the first countershaft 10 or second countershaft 11 by means of clutches a to h.

FIG. 3 shows a shift logic, from which it emerges which shift clutch a to h is shifted in the respective gear 1 to 7 and R, namely the first shift clutch a is assigned to the first gear set I and shifts the first gear 1 . The same applies to the other clutches b to g and gear sets II to VII. The eighth clutch h is assigned to the turning gear set W and switches into reverse gear R.

The translations are shown in FIG. 2 i of the individual wheel sets forth I to VII, KI, KII, and W. The ratio i can be seen in the drive direction and corresponds to the speed ratio of the driven shaft to the driving shaft. The translation i of the first gear set I corresponds to the speed ratio of the first idler gear 22 to the first fixed gear 13 , while the translation i of the first constant gear set KI corresponds to the speed ratio of the sixth fixed gear 18 to the seventh fixed gear 19 . From the product of the individual gear ratios i of the wheel sets I to VII, KI, KII and W, via which the power flow is carried out in gear 1 to 7 and R, the gear ratio u in gear 1 to 7 and R, respectively, results accordingly the penultimate column in Fig. 3. From the last column of the same figure, the step jump φ results, which increases progressively from sixth gear 6 to first gear 1 .

The vehicle transmission according to FIG. 4 differs from the vehicle transmission according to FIG. 1 primarily in that the seventh gear set VII with the seventh clutch g has been omitted and the turning gear set W is arranged on the drive side. The second gear set II for the second gear 2 is assigned to the first countershaft 10 and has the common fixed gear 14 with the fourth gear set IV, while the third gear set III is now assigned to the second countershaft 11 and with the first gear set I together with the first fixed gear 13 combs.

FIG. 6 shows a shift logic for the vehicle transmission according to FIG. 4 similar to FIG. 3 for the vehicle transmission according to FIG. 1, the first clutch a being assigned to the first wheel set I, etc. The clutch e is assigned to the VI wheel set and the clutch f to the V wheel set. The functional individual transmission ratios i for the individual wheel sets I through VI and W in FIG. 5 would result in gear ratios u corresponding to the next to last column in Fig. 6, from which, in turn, result in increments, by the sixth gear 6 to the first gear 1 progressively 1.36 increase after 1.82. A procession of the increments φ is particularly advantageous in a known manner for vehicle transmissions in order to with a large transmission spread, for. B. from nine to one to get a fine gradation in the upper gears, through which the engine speeds in these driving ranges can be adapted to the vehicle speed.

The vehicle transmission according to Fig. 7 has a coaxially disposed to the drive shaft 8 driven shaft 9 m on a ninth clutch is coupled with the drive shaft 8 and thus forms a direct sixth passage 6. In this vehicle transmission, the first gear set I, the second gear set II, the turning gear set W and the first constant gear set KI are assigned to the first countershaft 10 , while the third gear set III, the fourth gear set IV, the fifth gear set V and the second constant gear set KII are assigned to the second countershaft 11 . The turning wheel set W is arranged between the wheel sets I to V for the forward gears 1 to 5 and the constant wheel sets KI and KII.

The expedient individual gear ratios i for the individual wheel sets I to V and W of the vehicle transmission according to FIG. 7 are shown in FIG. 8. They result in the same manner as in the previously described vehicle transmissions according to Fig. 1 and Fig. 4 is a shift logic of Fig. 9 with gear ratios and in individual gears 1 to 6 and R, which increments φ according to the last column in FIG. 9 includes ,

The exemplary embodiments show that the concept according to the invention permits numerous variants, the translations given being i advantageous translations, but which can also be modified within the scope of the invention. Furthermore, it is possible to apply the principle according to the invention to transmission concepts which have more than countershafts 10 , 11 , so that several wheel sets for several gears can be arranged in one wheel plane. Since mechanical actuation of the clutches a to h and m is difficult to implement with mechanical switching elements, it is advisable to actuate the clutches a to h and m electrically, hydraulically, pneumatically, electrically. This type of actuation is particularly suitable for automating the switching processes depending on driving, environmental and operating parameters and their derivations over time. Reference number 1 first gear
2 second gear
3 third gear
4 fourth gear
5 fifth gear
6 sixth gear
7 seventh gear
8 drive shaft
9 output shaft
10 first countershaft
11 second countershaft
12 bearings
13 first fixed gear
14 second fixed gear
15 third fixed gear
16 fourth fixed gear
17 fifth fixed gear
18 sixth fixed gear
19 seventh fixed gear
20 eighth fixed gear
21 idler gear
22 first idler gear
23 second idler gear
24 third idler gear
25 fourth idler gear
26 fifth idler gear
27 sixth idler gear
28 seventh idler gear
29 eighth idler gear
R reverse gear
a first clutch
b second clutch
c third clutch
d fourth clutch
e fifth clutch
f sixth clutch
g seventh clutch
h eighth clutch
m ninth clutch
I first wheelset
II second wheelset
III third wheelset
IV fourth wheelset
V fifth wheel set
VI sixth wheelset
VII seventh wheelset
AI first constant wheel set
KII second constant wheel set
W turning wheel set
u Gear ratio
i translation
φ increment

Claims (7)

1. Vehicle transmission with an input shaft ( 8 ), an output shaft ( 9 ) and two countershafts ( 10 , 11 ) arranged parallel to the input shaft ( 8 ), the input shaft ( 8 ) and the output shaft ( 9 ) via wheel sets (I to VII and W) with fixed gears ( 13 to 17 ) and idler gears ( 22 to 29 ), which can be shifted by means of clutches (a to h), as well as being connected to the countershafts ( 10 , 11 ) via constant gear sets (KI, KII), characterized in that the fixed wheels ( 13 to 17 ) of the switchable wheel sets (I to VII and W) sit on the drive shaft ( 8 ) or output shaft ( 9 ) and at least one fixed wheel ( 13 to 15 ) with an idler gear ( 22 , 24 , 26 ) on a first countershaft ( 10 ) and with a further idler gear ( 23 , 25 , 27 ) on a second countershaft ( 11 ), each idler gear ( 22 to 29 ) being assigned to a gear ( 1 to 7 and R) and the two constant wheel sets (KI, KII) a common fixed wheel ( 18 ) au f of the drive shaft ( 8 ) or output shaft ( 9 ), which meshes with a fixed gear ( 19 ) on the first countershaft ( 10 ) and with a fixed gear ( 20 ) on the second countershaft ( 11 ). 2. Vehicle transmission according to claim 1, characterized in that the first idler gear ( 22 ) of the first gear set (I) and the second idler gear ( 23 ) of the second gear set (II) a common first fixed gear ( 13 ), the third idler gear ( 24 ) of the third gear set (III) and fourth idler gear ( 25 ) of the fourth gear set (IV), a common second fixed gear ( 14 ) and the fifth idler gear ( 26 ) of the fifth gear set (V) and sixth idler gear ( 27 ) of the sixth gear set (VI) have a common third fixed gear ( 15 ). 3. Vehicle transmission according to claim 2, characterized characterized that about the first Wheelset (I) a gear ratio (i) of 2.56, the second Wheelset (II) a ratio (i) of 4.00, the third Wheelset (III) a ratio (i) of 0.85, the fourth Wheelset (IV) a gear ratio (i) of 1.60, the fifth Wheelset (V) a gear ratio (i) of 0.40, the sixth Wheelset (VI) a gear ratio (i) of 0.96, the seventh Wheelset (VII) a translation (i) of 0.80, the first constant wheelset (AI), the first, third, and fifth Wheel set (I, III, V) and the turning wheel set (W) assigned is a translation (i) of 3.50 and the second constant Wheel set (KII), which is assigned to the other wheel sets, a translation (i) of 1.25 and the turning gear set (W) have a translation (i) of 2.37. 4. Vehicle transmission according to claim 1, characterized in that the first idler gear ( 22 ) of the first gear set (I) and the third idler gear ( 24 ) of the third gear set (III) a common first fixed gear ( 13 ), the second idler gear ( 23 ) of the second gear set (II) and the fourth idler gear ( 25 ) of the fourth gear set (IV), a common second fixed gear ( 14 ) and the fifth idler gear ( 26 ) of the fifth gear set (V) and the sixth idler gear ( 27 ) of the sixth gear set ( VI) have a common third fixed gear ( 15 ). 5. Vehicle transmission according to claim 4, characterized characterized that about the first Wheelset (I) a gear ratio (i) of 2.27, the second Wheelset (II) a ratio (i) of 1.25, the third Wheelset (III) a gear ratio (I) of 7.28, the fourth Wheelset (IV) a translation (i) of 4.73, the fifth Wheelset (V) a gear ratio (i) of 0.34, the sixth Wheelset (VI) a translation (i) of 2.43, the first constant gear set (KI) a ratio (i) of 4.00 and the second constant gear set (KII) a gear ratio (i) of 0.41 and the turning wheel set (W) a translation (i) of 2.08 to have. 6. Vehicle transmission according to claim 1, characterized in that the output shaft ( 9 ) is arranged coaxially to the drive shaft ( 8 ), that the two shafts ( 8 , 9 ) can be coupled to one another by a clutch (m), that the first idler gear ( 22 ) of the first gear set (I) and the third idler gear ( 24 ) of the third gear set (III), a common first fixed gear ( 13 ) and the second idler gear ( 23 ) of the second gear set (II) and the fourth idler gear ( 25 ) of the fourth gear set (IV) have a common second fixed gear ( 14 ). 7. Vehicle transmission according to claim 6, characterized marked, ate about the first Wheelset (I) a gear ratio (i) of 1.72, the second Wheelset (II) a gear ratio (i) of 0.96, the third Wheelset (III) a ratio (i) of 5.45, the fourth Wheelset (IV) a translation (i) of 3.64, the fifth Wheelset (V) a gear ratio (i) of 2.49, the first constant Wheelset (KI), the first and second wheelset (I, II) and is assigned to the turning wheel set (W) Gear ratio (i) of 5.20 and the second constant gear set (KII), which is assigned to the other wheelsets (III, IV, V), one Gear ratio (i) of 0.55 and the turning gear set (W) one Have translation (i) of 1.59.