DE2941062A1 - INTERCHANGEABLE GEARBOXES FOR MOTOR VEHICLES, ESPECIALLY FOR TRACTORS - Google Patents

Description

Tractors

The invention relates to change gears for motor vehicles, especially for tractors, with one input shaft and one parallel Countershaft on which loosely running gears or gear blocks are arranged.

Such change gears are z. From U.S. Patents 3,293,933, 3,542,176, 3,115,047 and 3,173,303.

These known change transmissions for tractors normally have an input shaft and a countershaft arranged parallel thereto. The countershaft is here via an output reduction gear connected to the output shaft, so that the change gearbox is either in a fast or in a slow driving range, can be operated depending on the size of the desired torque. The input shaft of the gearbox is with the combustion engine of the tractor connected via a disconnect clutch. Between headquarters of the company: Cologne RegisterfcirrehenWsiMhW »/ voUitiinÄr Ws Supervisory board: RoDerl A Lutz

Board of Directors: Peter Weiher, Chairman Waldemar Ebers Wilhelm Inden Alfred Langer Hans-Joachim Lehmann Donald M. Shultz Representing Hermann Dederich's Hans Wilhelm Gab Paul A Guckel Dieter Ullsperger

Ford / US-1008/4. October 1979

this Trennkiipplung and the change gear can also still an input reducer can be arranged in the form a planetary gear can be formed and again provides two different driving areas.

The object of the invention is to provide a change gear for motor vehicles, especially for tractors, such as B. from US-PS 3,886,815 is known to improve to a softer To enable shifting of the different gears even while the tractor is in motion. The hard shifting of the well-known change gears for tractors resulted in particular from the large rotating masses of the gears or gear blocks on the input shaft or on the countershaft, which made it difficult, if not impossible, to change gears while driving.

According to the invention, this object is achieved by a change gear of the type mentioned has the features indicated in claim 1.

In claims 2 to 4 are advantageous embodiments of the change gear according to the invention explained in more detail.

The switching of the individual gear steps of the change-speed gearbox according to the invention is fully synchronized, with the special Arrangement of the synchronizing clutches on the one hand on the input shaft and on the other hand on the countershaft the advantage is achieved that when shifting from second gear to third gear, the large rotating masses of the separating clutch and the input shaft, separated from the second synchronizing clutch executing the shift which makes it easier and smoother to carry out the required synchronization process.

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Ford / US-1008/4. October 1979

The inventive arrangement of the two synchronizing clutches Within the gearbox of the tractor, it is possible to shift the various gears while the tractor is in motion.

The invention is illustrated by means of one in the accompanying drawings Embodiment explained in more detail. It shows:

Fig. 1 is a vertical section through a change

transmission according to the invention;

Fig. Z is a circuit diagram of the gearbox according to

Fig. L;

Fig. 3 is a vertical section through an input

Reduction gear as it is between the separating clutch and the input shaft of the gearbox according to Fig. 1 can be used and

Fig. 4 is a vertical section through the separating cup

ment via which the input member of the input reduction gear according to FIG. 3 is applied will.

In Fig. 4 is the crankshaft of an internal combustion engine of the tractor denoted by 10. The crankshaft 10 is connected to a flywheel 12 connected, which can be connected to an input shaft via a separating clutch 14. The separating clutch 14 consists of a clutch disc 18, which with their hub 20 via a serration 22 is connected to a hollow input shaft 16. Within a coupling

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Ford / US-1008/4. October 1979

lungskorbes 24, release levers 26 are arranged to the over Clutch pressure plate 28 loaded with coil springs 30 to lift off as soon as the release ring 34 is actuated via a clutch release bearing 32 will. The actuation of the clutch release bearing 32 can here take place via a release lever arrangement 36 which is connected at 38 to a clutch pedal which can be actuated by the driver and at 40 bearing sleeve 42 is connected to the clutch.

A drive shaft 44 extends through the hollow input wool 16, which also extends through the subsequent change-speed gearbox and the drive of auxiliary devices at the speed of the internal combustion engine of the tractor.

In FIG. 3, the input gear reducer is denoted by 54. It consists essentially of housing parts 48 and 50 connected to the gear housing 46, the housing part 48 being sleeve-shaped Forms extension 52 for the clutch bearing sleeve.

Inside the housing parts 48 and 50 is the input reduction gear 54 arranged in the form of a planetary gear train. It exists from a ring gear 56, which is connected to the hollow input shaft 16, a sun gear 58, which is connected to a clutch cylinder 60 is and from planetary gears 62, which are in engagement with the ring gear 56 and the sun gear 58, and their planetary gear carrier 64 driving with a hollow output shaft 66 is connected.

The clutch cylinder 60 and the sun gear 58 can have a multi-disc brake 68 can be set. The multi-disk brake 68 consists of brake disks which are arranged on the clutch cylinder 60 are and from brake disks, which are arranged on the housing part 50 and via an annular piston 72 acting on the rear

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Ford / US-1008/4. October 1979

it lying annular space 74 can be compressed.

A multi-plate clutch 76 has clutch plates that on the one hand on the clutch cylinder 60 and on the other hand on a part of the planetary gear carrier 64 are arranged and via an annular piston 78 when the annular piston 78 is acted upon Space 80 can be compressed against the force of a spring 82.

As soon as the multi-disc brake 68 is actuated, the input reduction gear delivers a larger reduction in which the sun gear 58 acts as a reaction element. As soon as the multi-disc brake 68 released and the multi-disc clutch 76 is operated, the individual elements of the planetary gear are locked against each other and the speed of the hollow input shaft 16 is transmitted 1 to 1 to the hollow output shaft 66.

As can be seen from Fig. 3, the hollow output shaft 66 protrudes a serration 88 in driving connection with a hollow input shaft 86 of the change gear shown in FIG. By the hollow input shaft 86 extends a drive shaft 44 thereof right end via a bearing 90 in a cover 92 of the gearbox 94 is supported. The outwardly extending end 96 of the drive shaft 44 is provided to speed auxiliary equipment to drive the internal combustion engine of the tractor.

The hollow input shaft 86 is at its right end via a needle bearing 98 is supported in an attachment 100 which is again supported via a needle bearing 102 in a support wall 104 of the gear housing 94 is. The left end of the hollow input shaft 86 is tapered

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Ford / US-1008/4. October 1979

roller bearing 106 supported in a bearing wall 108, which is in a support wall 110 of the gear housing 94 is inserted.

On the hollow input shaft 86 is a first input shaft gear 112 loosely arranged. A second input shaft gear 114 iyt formed on a gear block 116, on which also a third Input shaft gear 118 is formed and the needle bearing 120 and 122 is mounted loosely on the hollow input shaft 86.

A double acting synchronizing clutch 124 is arranged to optionally either the first input shaft gear 112 or the second input shaft gear 114 driving with the hollow input shaft 86 to connect. The synchronizing clutch 124 consists of a hub 126 formed on the input shaft 86 and having a Serration connected to an axially displaceable sleeve 128 is. If sleeve 128 is shifted to the left, its inner notch will appear toothing in engagement with an external serration 130, the is formed on a shoulder on the first input shaft gear 112. If the sleeve 128 is shifted to the right, its internal serration comes into play in engagement with an external serration 132 at an approach of the second input shaft tooth ve of the 114th with the input shaft gears 112 and 114 conical coupling elements 134 and 136 are connected. The conical coupling elements 134 and 136 cooperate in a known manner with conical brake elements 138 and 140, which are connected to one another via cross pins 142 and there are no 1-14 on pins 142 when the Sleeve 128 are taken to the speed of the engaged To be brought to a brake to the extent that a smooth displacement of the inner serration of the Hülsel28 in the outer serration the gears is possible.

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Ford / US-1008/4. October 1979

y 29A1062

A countershaft 146 is arranged parallel to the drive shaft 44 and at its left end via a needle bearing 148 in a bearing wall 150 supported, which is arranged in the transmission housing. The right end of the countershaft 146 is via a tapered roller bearing supported in the support wall 104 of the transmission housing 94.

A gear block 154 is on the countershaft via needle bearings 156 and 158 146 supported. The gear block 154 has a first Countershaft gear 160 and a second countershaft gear 16Z, which are connected to the corresponding input shaft gears IJ and 114 are engaged. Likewise, a third countershaft gear 164 is arranged on the countershaft 146, which with the third input shaft gear 118 is engaged.

The countershaft 146 has a serration 168 Hub 166 of a second synchronizing clutch 170, the structure of which is essentially the same as that of the first synchronizing clutch 124 is equivalent to. The synchronizing clutch 170 again has a sleeve 172, the internal serration of which optionally has external serrations 174 and 176 can be brought into engagement on the adjacent countershaft gears 162 and 164.

The countershaft 146 is at its right end with an output shaft gear 178 which is in mesh with a large diameter gear. Gear 180 is on a gear block 182 formed, the right end of which is supported via a tapered roller bearing 184 in the cover 92 and the left end of the Approach 100 for supporting the hollow input shaft 86 forms.

On the gear block 182, a gear 186 for reverse gear and a gear 188 is formed, the shaft with a second output

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Ford / US-1008/4. October 1979

gear 190 is engaged. The second output shaft gear 190 is mounted on an output shaft 192, the right end of which is supported in a cover 196 via a tapered roller bearing 194 and the left end of which is supported by a tapered roller bearing 198 in the right end of the countershaft 146.

A reverse gear wheel 200 is also arranged on the output shaft 192. The reverse gear 200 is on Reverse intermediate gear, not shown, in mesh with gear 186 on gear block 182. A gear coupling sleeve 202 is on a hub 204 is arranged axially displaceably and can optionally with an outer notch toothing 206 via its internal notch teeth be brought into engagement with the output shaft gear 190 or with an external serration 208 on the reverse gear 200. In this way, by moving the tooth coupling sleeve to the right a lower driving range and by moving to the left a reverse gear can be shifted.

On the output shaft 192 is another hub 210 for a second Tooth coupling sleeve 212 arranged, the Innenkerbver toothing by axially shifting to the left in engagement with the outer serration 214 at the first output shaft gear 178 can be brought into engagement. If the tooth coupling sleeve 212 is shifted to the left, so becomes a direct driving connection between the countershaft 146 and the starting point 192 was made and thus a faster one Driving range switched on.

In Fig. 2, the circuit diagram of the gearbox described for a tractor is shown. The circuit diagram has the general Η-shape where the shift levels marked 216 and 218 correspond to the shift gates of the synchronizing clutches 124 and 170, respectively.

030021/0620

Ford / US-1008 / October 4, 1979

To shift into first gear, sleeve 128 becomes the first synchronizing clutch 124 and sleeve 172 becomes the second synchronizing clutch 170 shifted to the left. Both synchronizing clutches must be engaged by a complete torque path through the transmission to create. As soon as the two synchronizing clutches are engaged in the manner mentioned, takes place the flow of power from the hollow input shaft 86 via gear 112 and gear 160 to gear block 154 and across the External serration 174 and the sleeve 172 displaced to the left directly onto the countershaft 146. It is assumed that the tooth coupling sleeve 212 is also shifted to the left, so takes place a direct drive from the countershaft 146 to the output shaft 192.

When changing gear from first gear to second gear, only one synchronizing clutch, namely the first, is actuated Synchronizing clutch 124 required. The second synchronizing clutch 170 remains in the same position that she assumed during the first course. By moving the sleeve 28 of the first Synchronizing clutch 124 is the power flow from the hollow Input shaft 86 via gear 114 to gear 162 and thus with a lower reduction than in first gear.

When changing gears from second gear to third gear, both synchronizing clutches must be activated. First here is the sleeve 128 of the first synchronizing clutch 124 is brought into its neutral position and then the sleeve 172 of the second synchronizer Ic coupling 170 advanced to the right. This is followed by «Lic sleeve 12h of the synchronizer rku,) plung 124 back to the left vers (raised.

030021/0620

Ford / US loos / 4th October 1979

This successive actuation of the two synchronizing clutches the second synchronizing clutch 170 can perform the synchronizing operation easily and smoothly because it is controlled by the large rotating masses of the input part of the gearbox is separated. In this way, an upshift from the second to third gear or downshifting from third to second gear is much smoother than before.

A shift from third gear to fourth gear is possible again by maintaining the position of the second synchronizing clutch 170 and moving the sleeve 128 of the first synchronizing clutch 124 scored to the right.

The output reduction gear can be driven from a faster range can be switched to a slower driving range by moving the toothed coupling sleeve 212 to the right into its neutral position is brought while the tooth coupling sleeve 202 to the right is brought into engagement with the second output shaft gear 190.

If 'the toothed clutch sleeve 202 is brought into engagement with the reverse gear 200 to the left, a reverse gear is shifted.

030021/0620

Claims (4)

Claims Change gears for motor vehicles, in particular for Tractors with an input shaft and a parallel countershaft on which loosely running gears or gear blocks are arranged, characterized in that that a first input shaft tooth raci (112) running loosely and a second and a third input shaft gear (114 and 118) connected to each other and running loosely on the entrance toilet I Ie (86) are arranged and a first, a second and a third countershaft gear (160, 162 and 164) on the countershaft (146) are loosely arranged, from which the first and the second countershaft gear (160 and 162) are connected to each other and a first synchronis ierkuppiung (124) with its hub (126) with the input shaft (86) is drivingly connected and via its sleeve (128) optionally with the first or the second input shaft tooth! (112 or 1 14) can be connected and a second synchronizing clutch (170) with its hub (166) with the countershaft (l 46 ^ is drivingly connected and via its sleeve (172) optionally with the second or the third countershaft gear (162 or 164) can be connected and the countershaft (146) is connected to the output shaft (192) via an output reduction gear. 2. change gear according to claim 1, characterized in that that the second and third input shaft gears (114 and 118) a gear block (116) and the first and second countershaft gears (160 and 162) form a gear block (154) and the first synchronizing clutch (124) between the first input shaft gear (112) and the second input shaft gear (114) and the second synchronous coupling (170) 030021/0620 ORIGINAL INSPECTED Ford / US-1008 / October 4, 1979 - ² - 29A1062 between the second countershaft gear (l62) 'and the third countershaft gear (164) is arranged. 3. change gear according to claim 1, characterized in that the output reduction gear a has third gear block (182) which is arranged to run around the axis of the drive shaft (44) and a first Output shaft gear (178) and a second output shaft gear (190) running around the axis of the countershaft (146) are arranged with gears (180 and 188) on the gear block (182) in engagement and adjacent to the output shaft gears (178 and 190) with the output shaft (192) drivingly connected tooth coupling sleeves (212 and 202) are arranged that can be connected to the adjacent output shaft gears (78 or I90). 4. change gear according to claim 3, characterized in that that the first output shaft gear (178) is formed directly at the right end of the countershaft (146) is. 030021/0 "20