DE19754727A1 - Commercial vehicle gear box - Google Patents

Abstract

A four-speed commercial vehicle gearbox is linked to a secondary set of gears (8). The main shaft from the four-speed gear box drives the secondary shaft through a pair of gears (8). The gears are linked to a selector shaft (9), and further gears (11,12) on both sides of the central pair, which can be used as a crawler gear and third gear.

Description

The present invention relates to a multi-speed transmission be for motor vehicles, especially commercial vehicles, best consisting of a four-speed gearbox with downstream Be Reichsgroup gear, according to the generic term of the An saying 1.

Such multi-speed transmissions are usually used for Lorries and buses are used, which both jerk poor movements at low speeds under light heavy or heavy load and relatively fast Allow road travel for transportation purposes.

To such different operating conditions reliable, energy-efficient and operational you need to be able to do it in a friendly way Multi-speed gearbox with a large gear ratio range and Many translation levels that make optimal use of the offered engine traction on all occasions enable speed.

A multi-speed transmission is from DE 26 45 907 be knows. It essentially consists of a split group in Form of a fine-stage entrance stage, the fixed wheels on an input shaft driven directly by the main drive and their clutches and idler gears on a first Layshaft are lined up next to each other and one main subordinate to the input group one axially and in extension to the first countershaft arranged drive shaft and a clutch Driving lungs and idler gears and thus meshing fixed gears  ed output shaft. Spatially between the entrance group and Main group is an intermediate gear, which both a creeper gear set (crawler) as well as a rear has downward gear set, the shift packages behind each other on which the input group clutches tra The first transmission shaft are arranged. Here comes both the secondary shaft of the reverse gear clutch as well as the main group drive shaft coaxial and in Extension of the first gear shaft to lie.

Six-speed transmissions have also been proposed have the advantage of conventional construction, per to be gressively graded, but in the lower gears are very difficult to switch.

There were also six-speed gearbox with range group proposed, but which are not progressively gradable and the step increments that are too large in the case of uniform grading have the upper corridors.

The object of the present invention is a more gear transmission to create both a big over area as well as a large leap from Has crawlers to first gear and that's a very good one Has shiftability in the lower gears.

Starting from a multi-speed gearbox at the beginning This type of problem is solved with that specified in the characterizing part of claim 1 Characteristics.

The multi-speed transmission designed according to the invention, which is based on an eight-speed transmission with a range group, in which two gears are omitted in the lower range, offers a conventional eight-speed transmission in the form of a four-speed transmission with a subsequent range group transmission, in which no gears The following advantages are not applicable in the lower area:
a more ergonomic circuit diagram, since only four shift gates are required;
only the translations that are actually required in practice are made available;
the translation of the gear pair, with which the crawler and third gear are switched, who can be selected to ensure that easy switching of the multi-speed transmission is guaranteed;
the gearwheel pair that switches both the crawler and the third gear is better utilized;
the multi-speed transmission as a range group transmission is more compact than a conventional six-speed transmission and is much easier to shift.

In the following the invention with reference to the drawing explained in more detail in the an advantageous embodiment game is shown. Show it:

Fig. 1 shows a longitudinal section through an inventive SLI multi-gear transmission;

Fig. 2 shows the flow of power in the transmission for the individual gears and

Fig. 3A to 3D, the interaction of the control shaft and its drive adapter with different switching packets.

The multi-speed transmission according to the invention is based on an eight-speed transmission with a range group (4 × 2), in which two gears are omitted in the lower range. It comprises, as shown in FIG. 1 is given, a drive shaft 1, a main shaft 2, an output shaft 3 and a Vorgelegewel le 4. The actual four-speed gear 15 is followed by a range gear designed as a planetary gear 16 .

With 5 a constant gear pair is designated, with 6 , 7 and 8 spur gear pairs for the forward gears, with 9 a shift shaft, with 10 a shift package which is arranged between the spur gear pairs 7 and 8 , with 11 a Schaltpa ket between the spur gear pair 10 , with which the crawler and the third gear is switched and the reverse gear is arranged and with 13 a shift package which is arranged between the constant wheel pair and the wheel pair denoted by 6 .

. The Kraftflußverlauf of Figure 2 is obtained with the inventive multi-speed transmission as follows:

• Crawler Cr: constant gear pair 5 - spur gear pair 8 - planetary gear 16
• 1st gear 1 .: constant gear pair 5 - spur gear pair 6 - planetary gear 16.
• 2nd gear 2 .: drive shaft 1 - main shaft 2 - planetary gear 16.
• 3rd gear 3 .: constant gear pair 5 - spur gear pair 8 - main shaft 2 - output shaft 3.
• 4th gear 4th: constant gear pair 5 - spur gear pair 6 - main shaft 2 - output shaft 3.
• 5th gear 5 .: constant gear pair 5 - spur gear pair 6 - main shaft 2 - output shaft 3-
• 6th gear 6 .: drive shaft 1 - main shaft 2.

Fig. 2 can also be seen that the crawler and the first and second gear are switched in the lower area group UB.

To clarify the invention are below the circuit diagrams of the six-speed transmission according to the invention (and crawler) and a conventional eight-speed transmission shown.

With the triangle Δ is the switching of the tarpaulin Tengetriebes designated and with α, β, γ, δ the switching gas sen. You can immediately see that the eight-speed gearbox has one additional shift gate required for reverse gear  is, so that a higher space requirement for the shift gate consists. By far the largest part of the switching operations follows in the upper areas, however, so that through this additional shift gate an ergonomically unfavorable location the shift lanes of the upper areas for the driver stands.

Below are the translation series using the example of a bus transmission placed side by side, the left Table relates to a six-speed transmission according to the invention (and crawler) and the right table to a conventional one Eight-speed gearbox relates. With ϕ are the increments designated.

The increment ϕ between the crawler and the first Gear in the left table is 1.34 × 1.34 = 1.8, weh rend all other increments ϕ 1.34. This is desirable for the described use, because a high ratio for maneuvering (e.g. 7.7) and for  a high ratio for maneuvering (e.g. 7.7) and for Starting a low gear ratio (e.g. 4) required is. The translation of in the right table 5.8 is not required in practice.

FIGS. 3A-3D show various procedures between the driver 14 of the operating shaft 9 for the individual shift gates to α δ taken along a section XX through to FIG. 1.

As can be seen, the driver of the selector shaft engages in the shift packs 11 , 12 in the shift alley α (corresponding to reverse gear crawler), in the shift alley β (corresponding first and second gear) in the shift packs 13 , etc.

This arrangement enables the force flow KF shown in FIG. 2, in which the gears on the ordiate and the force flow curve on the abscissa are removed by the individual components.

Reference list

1

drive shaft

2nd

Main shaft

3rd

Output shaft

4th

Countershaft

5

Constant wheel pair

6

Spur gear pair

7

Spur gear pair

8th

Spur gear pair

9

Selector shaft

10th

Switching package

11

Switching package

12th

Reverse gear

13

Switching package

14

Carrier

15

Four-speed transmission

16

Planetary gear
α Schaltgasse
β Schaltgasse
γ Schaltgasse
δ Schaltgasse

Claims (6)

1. Multi-speed transmission for motor vehicles, in particular commercial vehicles, consisting of a four-speed transmission with downstream range group transmission in the form of a Pla netengetriebes, characterized in that on the drive shaft ( 1 ) in connection standing main shaft ( 2 ) of the four-speed transmission ( 15 ) a spur gear pair ( 8 ) is arranged, which by means of a shift shaft ( 9 ) and two on both sides of the spur gear pair ( 8 ) arranged shift pacts ( 10 , 11 ) is switchable both as a crawler and as a third gear, so that in the lower Range two gears are omitted and a six-speed gearbox + crawler based on an eight-speed gearbox is formed. 2. Multi-speed transmission according to claim 1, characterized in that the power flows for the individual gears are defined as follows:
Crawler = constant gear pair - spur gear pair ( 8 ) - planetary gear ( 16 )
1st gear = constant gear pair - spur gear pair ( 5 ) - planetary gear
2nd gear = drive shaft ( 1 ) - main shaft ( 2 ) - planetary gear ( 16 )
3rd gear = constant gear pair - spur gear pair ( 8 ) - main shaft ( 2 ) - output shaft ( 3 )
4th gear = constant gear pair - spur gear pair ( 6 ) - main shaft ( 2 ) - output shaft ( 3 )
5th gear = constant gear pair ( 5 ) - spur gear pair ( 6 ) - main shaft ( 2 ) - output shaft ( 3 )
6th gear = drive shaft ( 1 ) - main shaft ( 2 ). 3. Multi-speed transmission according to claims 1 and 2, characterized characterized that all increments (ρ) have the same value between the gears. 4. Multi-speed transmission according to claim 3, characterized in that the value of the level step between crawler and first gear (ϕ ² = 1.34 × 1.34 z. B.). 5. Multi-speed transmission according to one or more of the above forthcoming claims, characterized net that the shift gate four shift gates (α, β, γ, δ). 6. Multi-speed transmission according to claim 5, characterized ge indicates that the tarpaulin is switched gearbox for the upper and lower range group between the second shift gate (β) and the third Schaltgasse (γ) is arranged.