DE3024376A1 - FAST OR EXCELLENT GEARBOX, INSBES. FOR VEHICLES WITH FOUR-WHEEL DRIVE - Google Patents

Description

Henkel, Kern, Feiler & Hänzel patent attorneys

Registered Representatives

before the

European Patent Office

Todd Overdrive Company MöWstrasse 37

«. «-,, ·, r,, . * _TT o ^. D-8000 Munich 80

Marina Del Rey, Calif., V.St.A.

Tel- 089 / 982085-87

Telex: 0529802 hnkld telegrams: ellipsoid

June 27, 1980

L-7291

Overdrive or overdrive transmissions, in particular for vehicles with four-wheel drive

description

The invention relates to a high-speed or overdrive transmission, especially for vehicles with four-wheel drive.

There are various gentle / overdrive transmissions known that however, all of them have certain deficiencies. Some of these previous gear assemblies require a separate one Overdrive transmission housing that must be switched into the drive transmission of a motor vehicle. This arrangement requires a longitudinal rearrangement of the transfer or main drive gear housing, which in turn leads to a redesign of these Transmission housing supporting vehicle frame or body carrier is necessary. In a previous arrangement there is an additional one Overdrive gear housing on the output side of the drive gear block (power transfer box), but only with

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connected to a pair of wheels of the four-wheel drive vehicle. As a result, the vehicle has no ability to drive quickly or smoothly, when power is transmitted to all four wheels.

Another previous arrangement is the drive gear block Relative to the vehicle change gear offset backwards, so that an additional overdrive gearbox between the transmission and the drive gear can be switched on. This arrangement results in structural deficiencies and in insufficient support for these main gear assemblies. The drive gear block is offset backwards by about 30 cm in the longitudinal direction, so that new support elements or suspensions are required for it are. The use of an additional gear housing also eliminates the already limited installation space for the power transmission arrangement further deteriorated.

The invention now relates to a four-wheel drive overdrive auxiliary transmission for addition to a standard drive gearbox, with no additional overdrive gearbox is required. Rather, there are certain, usually standard equipment in the power transmission arrangement provided components are simply replaced by other components according to the invention, without a rearrangement of the drive gear housing would be necessary. On the contrary, replacement components can readily be used in an existing transmission housing to equip the vehicle with a gentle / overdrive. The gentle / overdrive transmission used has fully synchronized, manually shiftable gears. The required additional construction

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parts can without any change in power transmission or of the chassis, with only one opening in the vehicle floor for the overdrive gear lever needs to be provided. The overdrive transmission according to the invention is basically a screwed-on unit.

A feature of the invention is that the main drive (tooth) wheel is not splined with the main drive shaft, but is arranged rotatably relative to this. A direct gear is for direct power transmission switched from the main shaft to the main drive gear. On the other hand, an overdrive drive gear is also coupled to the main shaft to provide the driving force transferring a reduction gear to an overdrive output gear that is journalled for rotation about the main shaft is. A shift sleeve is always splined with the main drive wheel, but optionally in the longitudinal direction meshes with the direct drive gear if overdrive capability is not desired, or with the overdrive output gear movable. In the longitudinal direction between the overdrive output gear and the direct gear there is a synchronizing element (gear synchronizer) so that a synchronized gear change from the normal "direct" or "high" gear to the gentle / overdrive gear is readily available is possible.

In a modified embodiment of the invention is no Main drive gear provided, and the direct drive gear is rotatably mounted on the main (drive shaft which is also rotatably supported by an overdrive gear. Both gears are in mesh with an intermediate (tooth) wheel, which is a section of larger diameter, the meshes with both a single output gear and the direct drive gear, and a section smaller ' Has diameter which meshes with the overdrive Tad.

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The power is transmitted by means of a along the The main shaft can be shifted to either the direct drive gear or the overdrive gear.

The choice of the respective embodiment is determined by the specific configuration of the vehicle provided Transfer case. In a transfer case for the front-wheel drive vehicles of the For example, the Toyota company transfers power from the transfer case to a common downforce to both front and rear wheels of the vehicle. In one such, according to the invention A modified gearbox uses a main drive gear mounted on the main shaft. A The overdrive gear and a direct drive gear are both non-rotatably connected to the main shaft. The power transmission takes place either from the direct or from the overdrive drive wheel by means of a sliding sleeve and is rotatably mounted about the drive shaft.

In other types of vehicle, a transfer case provides separate outputs for the front and rear wheels of the Vehicle. In the case of the Dana Corporation, Ft. Wayne, Indiana / USA, under the name Model Dana For example, an output shaft extending to the rear wheels of the vehicle is provided, which is aligned in the longitudinal direction on the transmission drive shaft (cardan shaft) of the vehicle and is connected to the rear wheel balancing gear via universal joints. A separate output shaft is connected to the front wheels and offset to the side of the transmission housing. at an arrangement of this type is the invention Overdrive modification is also contemplated using the same transfer case, but is included

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no main drive (tooth) wheel provided. Direct and Overdrive gears are rotatable on that of the vehicle's manual transmission outgoing main drive shaft attached. A shift sleeve is through the main drive shaft assembly driven and is arranged around this. The shift sleeve engages the direct drive gear can be brought and can be moved lengthways for optional engagement with the overdrive gear. An intermediate gear system is intended for connection to the output (gear) wheel, which is only connected to the rear wheel drive shaft is. Both the overdrive gear and the direct drive gear are connected to the idler gear system, however, via different gearwheel sections so that they have different translations, and depending on whether the overdrive gear or the direct drive gear is used for power transmission from the main shaft is indented.

In the additional arrangement for the Dana 20 transmission, the main drive shaft is separated from the universal joint of the rear wheel drive shaft separated. A replacement main drive shaft is connected to the idler gear and the driven gear Connected output shaft, whereupon the output gear is installed. The output shaft is via the universal joint connected to the rear wheel drive shaft. In this embodiment of the overdrive transmission according to the invention the rear wheels can be driven either in direct gear or in high gear.

Another advantage of this latter system is that that the drive arrangement (drive line) is lowered. In a preferred embodiment, the size is this lowering of the Dana 20 gearbox is about 92.2 mm. Guaranteed due to the change in the drive train angle this embodiment & form of the invention an almost

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constant angular speed between input and output shaft. This will increase the loads the universal joints. In particular, the original drive line angle is in four-wheel drive vehicles that use the Dana 20 transfer case use either 17, 13 ° or 10. The respective size depends on the vehicle model. However, such a steep angle results in a faster one Cardan joint wear. When the overdrive transmission modified according to the invention is installed in one of these

ο ο vehicle, the angles of 17, 13 and are reduced

10 ° to 6.68 °, 6.18 ° and 1.95 °, respectively. This will make the

Angular velocity of the shaft on which the output

wheel is mounted relative to the rear wheel drive shaft considerably reduced.

In the previous systems, there was not enough space in the vehicle to accommodate an overdrive / overdrive gearbox to be able to accommodate in the drive arrangement. The previous devices were not capable of any To make available the drive line lying shaft, rather the drive arrangement had to be interrupted or be divided. With the invention, however, a gentle / overdrive transmission is created in which neither the Body nor the drive arrangement of the vehicle needs to be changed or shortened. By the invention Transmission improves the economy of vehicle operation by reducing fuel consumption; In addition, the vehicle can use lower Speed and lower noise generation.

In the case of a manual transmission, the high-speed transmission according to the invention can be used without delay at any speed

1899

3024378

speed can be switched to 'sehnellgang. With automatic transmissions, shifting takes place after one short time delay in the neutral position of the! transmission.

Both embodiments of the invention lie entirely above the deepest outline point of the vehicle, see above that they do not reduce the ground clearance when driving off-road.

Both versions can be installed in the vehicle in question in a very short time and with minimal effort will. The installation of the embodiment with the main drive wheel takes about four hours, during the Installation of the execution farm, in which both the drive and the overdrive gear can be rotated on the main shaft sitting, only takes about 1.5 hours. Both embodiments are simple. Constructed, and the parts for the Conversion of a vehicle to Schon / Sehnellganggetrielje can be manufactured cost-effectively.

A preferred embodiment of the invention is described in greater detail below with reference to the accompanying drawing explained. Show it:

Fig. 1 is a perspective view of a drive or transfer case according to the invention. for four-wheel drive vehicles,

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2 shows a partially broken-away detailed view on an enlarged scale of the gentle / overdrive shift lever in the arrangement according to FIG. 1,

Fig. 3 is a longitudinal section through the main drive shaft of the gear housing (power transfer case) according to Fig. 1,

4 shows a simplified sectional illustration of the mode of operation of the gear arrangement according to FIG Fig. 1 in gentle / overdrive mode,

FIG. 5 shows an illustration similar to FIG. 4 in FIG

Gear arrangement in direct gear operation,

Fig. 6 is a sectional view along the main (drive) · shaft of a converted according to another embodiment of the invention distributor gear housing

7 shows a simplified sectional illustration of the mode of operation of the gear arrangement according to FIG Fig. 6 in direct gear operation,

FIG. 8 shows an illustration similar to FIG. 7 in FIG

Gear arrangement in gentle / overdrive mode and

FIG. 9 is a graphic representation of the reduction achieved with the arrangement of FIG the relative angular velocity.

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4 and 5 is an overdrive / overdrive transmission arrangement for an automotive power transmission system shown. It is a longitudinal, splined, cylindrical drive shaft 12 in terms of drive with a not shown, arranged on the left side of FIGS Connected vehicle power transmission assembly. A main drive gear 14 is on the main shaft 12 rotatably mounted. The gear 14 is a spur gear with opposite the main shaft 12 radially outwardly protruding teeth 16 which are drivingly connected to the vehicle axles for driving the wheels of the vehicle are engaged. The main (drive tooth) wheel 14 also has an annular, axially extending hub section 18 with splines on the outside and radial splines 19. In the bearings, which are not illustrated in simplified representations according to FIGS. 4 and 5, are between the main wheel 14 and main shaft 12 switched on so that the main wheel 14 with the main shaft 12 only via the additional Gear train is connected according to the invention.

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A direct gear wheel 20 with 32 teeth is provided on the outside with teeth 22 and on the inside is splined at 24 and thus connected to the main shaft 12 in a rotationally fixed manner. The direct gear 20 is offset in the longitudinal direction from the main gear 14, and at a longitudinal distance from it, an overdrive gear wheel 26 is arranged on the main shaft 12, the inner side at 28 with the main shaft 12 is splined and has a portion of enlarged diameter with teeth protruding radially outward 30 is provided. An overdrive output (tooth) wheel 32 has a smooth inner surface, which by means of bearings (not shown) around an annular sleeve 34 of the overdrive drive wheel 26 is rotatably mounted around. The output gear 32 is splined on the outside at 38 and is directed radially outward Teeth 40 provided. A reduction gear 42 comprises an intermediate (toothed) wheel 43 with a smaller diameter section 44 with teeth 46 / those with the teeth 30 of the overdrive drive wheel 26 comb. The intermediate gear 43 also has a portion 48 with a larger diameter and with teeth 50, which with mesh with the teeth 40 of the overdrive output gear 32. The intermediate gear 43 is splined with a parallel to the Main shaft 12 extending countershaft 52 connected. Due to the different diameters of the gear sections 44 and the gear 43 ensures a mechanical transmission from the overdrive output gear 26. The overdrive drive gear 32 is in this way constantly driven at a higher speed than the overdrive output gear 26.

An annular shift sleeve 54 is provided with an inner one

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Splines 56 of smaller diameter and an inner one Larger diameter splines 57 provided. The shift sleeve 54 is along the main shaft 12 by means of a shift pawl 58 can be moved back and forth. In the position according to FIG. 4, the spline 57 of the shift pawl 54 engages with the corresponding one Splines 19 of the main drive gear 14 together. On the other hand, there is the spline 56 of the shift sleeve 54 with the associated spline 38 on the overdrive output gear 32 engaged and disengaged with the spline 22 of the direct gear 20 when the shift sleeve according to Fig. 4 is shifted axially to the right in the overdrive position. If the shift sleeve, however, as shown in FIG. 5 to the left is shifted to the direct gear position, the keying is! 56 of the shift sleeve 54 separated from the spline 38 of the overdrive output gear 32 and instead into the spline 22 of the direct gear 20 engaged. Regardless of the position of the shift sleeve 54, the splines remain 19 and 57 of the hub portion 18 of the main gear 14 and the shift sleeve 54 are constantly in mutual engagement. Rotate in the same way the direct gear 20 and the overdrive output gear continuously and at different speeds around the main shaft 12. The speed of the main gear 14 depends on with which gear, i.e. with the overdrive output gear 32 or the direct gear 20, the shift sleeve 54 is connected.

1 illustrates a countershaft or drive gear housing 60 modified according to the invention, as is provided in a commercially available motor vehicle with four-wheel drive. The gear housing 60 includes the gear parts according to Fig. 4 and 5 and further, to be explained items of equipment. The gear housing 60 includes protruding in opposite directions.

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transverse mounting flanges 62 and 64 provided therein Mounting holes 66 (see. Fig. 1). The transmission housing 60 is attached to the chassis or running gear of the vehicle with the aid of this Bores penetrating screw bolts fastened. The power transmission from the gear train contained in the gear housing 60 takes place via a differential drive shaft, not shown, which is in a longitudinal sleeve or sleeve 68 is mounted and runs to the wheels of the vehicle.

Instead of the flat face plate with which the commercially available gear housing 60 is originally equipped, there is a Concave overdrive transmission housing 70 is provided, which is fastened to the transmission housing 60 with the aid of screw bolts 72. A cylindrical cap 76, which is visible in FIG Recess 7 4 is formed.

On the side of the main gear housing 60, the originally intended flat holding or support plate is removed and replaced by a side housing 78 which is provided with a bore for receiving an axle stub 80, which serves as a fulcrum is used for an overdrive shift lever 82 shown in more detail in FIG. The shift lever 82 ends at its upper one End in a substantially spherical gear lever knob and has a slot or an elongated hole at its lower end for receiving a shackle connecting rod 170, which for the longitudinal displacement of the shift sleeve 54 on the described Way is associated with this.

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The longitudinal main shaft 12 is on its outer surface depending on the year of construction of the assigned four-wheel drive vehicle ten or six ten Kei! serrations 88 are provided. The main shaft 12 emerges from a sleeve or sleeve 90 of the one not shown Vehicle transmission block and enters the transmission housing 60. At its end, the main shaft 12 has a threaded axial extension 92 of reduced diameter. With this thread extension 92 is a main shaft extension nut 94 connected, which has a smooth, cylindrical outer surface and with a hexagonal recess 96 is provided for receiving a clamping tool.

The overdrive drive gear 26 provided with teeth 30 has integrally formed ring sleeves or sleeves 98 and 100, which are opposite to the main shaft 12 in opposite longitudinal directions extend and have smooth outer surfaces. The inner surface of the sleeve 9 8 is also smooth, while the sleeve 100 is a has internal splines 102 which mesh with the splines 88 of the main shaft 12. The sleeve 98 rotates in an annular bearing ring 104, which the sleeve 98 in the axial recess 74 in the cap 76 of the overdrive transmission housing 70 centered.

The countershaft assembly 42 includes the countershaft 52, which is to allow rotation between the transverse end wall of the Overdrive transmission housing 70 and a bore in a transverse mounting or mounting plate 106 is mounted, which between the overdrive transmission housing 70 and the Hauptbzw. Transfer case 60 is turned on. At both

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Ends of the countershaft 52 are seals in the form of O-rings 108 is provided, and the countershaft 52 is secured by a locking tab 110 on the outer surface of the overdrive transmission housing 70 held in their installation position. The securing tab 110 engages in a groove on one side of the outward protruding end of the countershaft 52 and is fastened by means of a locking screw 112.

Thrust bearing 114 and a seal or washer 116 hold that Intermediate gear 43 in the correct longitudinal position, in which the teeth 46 of the section having the smaller diameter 44 mesh with the teeth 30 of the overdrive drive wheel 26. The teeth 50 of the larger diameter Intermediate gear section 48 mesh with the teeth 40 of the overdrive output gear 32. The annular bearing 118 placed around the axis 52 enables the intermediate gear 43 to rotate on the shaft or axis 52.

The main drive wheel 14 is arranged between thrust bearings 130 and rotatably mounted on an annular bearing 186. That Bearing 186 is in turn seated on an annular bearing bracket 188 which, in addition to the transmission housing sleeve 90, is connected to the main shaft 12 is splined. The main drive wheel 14 is fixed in this way against a longitudinal displacement relative to the main shaft 12, however, rotatable with respect to the main shaft 12.

The overdrive output gear 32 has an annular sleeve or sleeve 120 which is provided with an external spline 38 is provided, in which the spline 56 of the sliding sleeve 54 is able to engage. This output gear 32 sits between

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interposition of an annular bearing 122 rotatable on the Sleeve 100 of the overdrive drive gear 26. An annular thrust bearing 124 is used to reduce friction between the facing surfaces of the overdrive drive gear and output gear 32.

At the end of the sleeve 120 of the overdrive output gear 32, which facing the main drive wheel 14, an outwardly facing, frustoconical friction surface 26 is provided. The direct drive wheel 20 likewise has an outwardly directed, likewise frustoconical friction surface 128, however, in the direction of the cap 76 of the overdrive transmission housing 70 diverges towards. The direct drive gear 20 has a spline 24, which with the spline 88 of the Main shaft 12 is connected. The direct drive gear 20 is connected to the hub 18 of the main drive gear 14 through a thrust bearing 30 separated. The direct drive gear extends from the thrust bearing 130 20 in the direction of the cap 76 of the overdrive transmission housing 70 into an annular sleeve or sleeve 132. The end of the sleeve 120 having the friction surface 126 of the overdrive drive wheel 32 is arranged coaxially to the sleeve-like section 132 of the direct drive wheel 20 and is relative rotatable to this.

Referring to Fig. 3, a gear synchronizer assembly 134 is radial outwards of the sleeve 132 of the direct drive wheel 20 and in the longitudinal direction between the splines 22 of this gear wheel 20 and the spline 38 of the overdrive output gear. The synchronizer assembly 134 comprises an annular one Synchronizing hub 140 with a comparatively broad

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th, longitudinal edge 142, a narrower connecting web 144 and a radially inner base 146. On the web 144 ring grooves are defined due to the reduced cross-section, in which circular grooves that expand radially outward Spring washers 148 are used. In the outer surface of the rim 142 of the hub 140 are three longitudinal grooves formed, in which narrow, longitudinal claws 150 intervention. The claws 150 consist of straight metal bolts or pins with ends drawn radially inward 152. The claws 150 have projections 154 on their outer surfaces which are in frictional contact with the inner surface of the Shift sleeve 54 stand. The claws 150 are through the under Tensioned spring washers 148 urged radially outward, and they are in the grooves in the edge 152 of the synchronizing hub 140 1 äng sj / ers chi ebb ar.

On opposite sides of the hub 140 in the longitudinal direction circular synchronizing rings 156 and 158 are mounted. The synchronizing ring 156 has a contact surface 160, which can be brought into frictional contact with the associated, frustoconical friction surface 128 of the direct drive wheel 20 is. Likewise, the synchronizing ring 158 has a contact surface 162, which with the "friction surface 126 of the overdrive output gear 32 is in frictional contact. In the edges of the synchronizer rings 156 and 158 which connect the ends 152 the claws 150 or the synchronizing hub 140 are facing, longitudinal slots 159 are formed. The outer surfaces of hub 140 and synchronizer rings 156 and 158 are splined to connect to the spline 56 of the sliding sleeve 54. In the event of a longitudinal displacement of the claws 150

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in the grooves in the rim 142 in one or the other longitudinal direction only the respective synchronizing ring 156 or 158 is blocked with the synchronizing hub 140. The claws 150 thus form a locking mechanism, wherein they are non-positively connected to the sliding sleeve 54 at their projections 154 for longitudinal movement.

The shift sleeve 54 includes a portion of larger diameter with the inwardly directed spline 57, which with the corresponding splines 19 on the elongated in the longitudinal direction Hub portion 18 of the main drive gear 14 in engagement can be brought. The spline 57 of the shift sleeve 54 and the associated splines 19 of the main drive wheel 14 are independent of the setting of the connecting rod always in mutual engagement. The shift sleeve 54 is provided with an outer annular groove 164 into which the shift pawl 158 engages while fixing in the longitudinal direction. The shift pawl 158 has legs which the shift sleeve 44 within encompass the annular groove 164 on both sides. At its radially outwardly directed end, the switching claw 158 runs in a longitudinal direction Sleeve or sleeve 168 which is provided with a longitudinal bore. At their facing away from the main shaft 12 The outer surface of this sleeve or sleeve 168 contains several detent ball recesses 171.

A longitudinal bore for receiving extends parallel to the main shaft 12 through the transverse walls of the housing 78 the connecting rod 170, which carries the shackle 172 at its outer end and which is in the bore in the side housing 78 sealed liquid-tight by means of an O-ring seal 174

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is sealed. In the outward facing surface of the side housing 78 is a threaded hole for receiving an adjusting screw 178 is provided, which is a compressed Helical spring 180 is applied to its biasing force on a detent ball 182 inwardly towards the connecting rod 170 to vary. By screwing in or screwing out the adjusting screw 178, this preload force becomes changed so that the overdrive shift lever 82 can be moved and the detent ball 182 engages in one of the recesses 171, in order to hold the switching claw 58 against longitudinal displacement until the switching lever 82 is actuated again.

The switching lever 82 according to FIGS. 1 and 2 can be grasped by hand at the button 84 and pivoted around the pivot pin 80 will. By the force transmitted via the shackle connection 172, the connecting rod 170 is in the longitudinal bore in the Side housing 78 (Fig. 3) moved in the longitudinal direction. This pivoting movement of the shift lever 82 and the longitudinal displacement the connecting rod 170 are transferred to the shifting claw 58, in order to selectively change the longitudinal position of the shift sleeve 54 relative to the main shaft 12. The shifting claw 58 takes in each case a longitudinal position determined by the locking effect of the locking ball 82 in the relevant recess 171 a.

In operation, when the switching lever 82 is pivoted counterclockwise, it moves out of the position according to FIG 2 the transmission arrangement according to the invention switched into overdrive. At this time, the connecting rod 170 is reversed moved into the position shown in FIG. This longitudinal

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The shift is transmitted to the shift sleeve 54 via the shift pawl 58. The splined inner surface of the shift sleeve 54 acts on the projections 154 of the claws 150 and takes them into the grooves formed in the synchronizing hub 140 with it to press the right ends 152 of the claws 150 against the synchronizing ring 158. This will make the Synchronization 158 backwards and in increased frictional contact between its surface 162 and the associated friction surface 126 of the overdrive output gear 32. The synchronizing ring 158 begins to rotate with the overdrive output gear 32, which is due to the Connection between main shaft 12, overdrive drive gear 26, between gear 43 and overdrive output gear 32 is continuous turns. At the beginning of the rotational movement of the synchronizing ring 158, the ends 152 of the claws 150 briefly come into alignment onto the longitudinal slots 159 in the synchronizing ring 158. This locking mechanism causes the hub 140 and the Synchronizing ring 158 rotatably connected to one another, and the spline 56 of the shift sleeve 54 can with the spline of the synchronizing ring 158 and then with the spline 38 of the overdrive output gear 32 engage. In this state, the rotating main shaft 12 removed, higher speed transmitted via the countershaft 42 to the overdrive output gear 32 and via the shift sleeve 54 transmitted to the main drive gear 14.

If, however, the shift lever 82 clockwise from the Position according to FIG. 2 is pivoted, the connecting rod 170 is from the position shown in FIG. 3 to the left drawn. The shift pawl 58 moves the shift sleeve 54 to the left, the pawls 150 due to the frictional contact

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tion between the projections 154 and the inner surface of the shift sleeve 54 are entrained. When the shift lever 82 is moved far enough, the locking ball 182 comes into alignment with the central recess 171. In this position do not engage the claws 150 in any of the synchronizing rings 156 or 158, so that neither the spline 38 of the overdrive output gear 32 nor the spline 22 of the direct drive gear 20 with the shift sleeve 54 is in engagement. In In this neutral or idling position, no drive force is transmitted to the shift sleeve 54.

With the further pivoting movement of the shift lever 82 from the position according to FIG. 2, the shift sleeve 54 moves further moved forward, bringing the left ends 152 of the claws 150 in accordance with FIG. 3 into abutment against the synchronizing ring 156.

the.

There is / frictional contact between surface 128 of the direct drive gear 20 and the friction surface 160 of the synchronizing ring 156 reinforced. As a result, the To rotate synchronizing ring 156 with the direct drive wheel 20, and the pawls 150 will eventually come into alignment with the slots 159 in the synchronizer ring 156. As a result, may the shift sleeve 54 as shown in FIG. 3 move further to the left and finally into the direct gear position in which the The spline 56 of the sleeve with the spline 22 of the direct drive gear 20 is in engagement, as is shown schematically in FIG. 5. In this state it transmits the power transmission gear train receives the drive power from the main shaft 12 via the direct drive gear 20 and the associated therewith Shift sleeve 54 to main drive wheel 14.

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It should be noted that the inventive modification of the otherwise conventional four-wheel drive transmission housing without changing the longitudinal position of the main shaft 12 or the longitudinal position of the main or distributor gearbox 60 is reached. The only ones required on the conventional gear housing 60 Changes affect the internal gears and other mechanisms of the type described that replace the parts provided as standard can be used. The gear case 60 is further modified by the addition of the overdrive transmission housing 70 and the side housing 78 with the connection to the overdrive shift lever 82. An opening for the shift lever 82 must be provided in the vehicle floor. This shift lever is about 180 mm behind the gear shift lever, not shown, of a conventional, arranged on the vehicle floor mounted shift lever assembly and opposite this shift lever around offset by about 127 mm (to the side).

The following is another embodiment of the invention for retrofitting a commercially available Dana-20 gear housing explained with reference to FIGS. 6 to 8. Such a transmission is used in four-wheel drives Vehicles of special construction used (International Harvestor Scout or American Motors Jeeps). The low-speed / overdrive transmission arrangement according to the invention is shown in FIGS. 7 and 8 in a simplified schematic Forma shown. A main driveshaft assembly 200 is drivable with a manual transmission drive assembly of the vehicle connected so that the drive force transmission according to FIGS. 7 and 8 from the right the main drive shaft 200 takes place. A direct drive gear 202 is rotatable on the main drive shaft 200 stored and used to drive the vehicle wheels

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an output shaft 204 and arranged via an output gear 206, which is used for driving the rear wheels with this is connected. An overdrive gear 208 is also rotatably mounted on the main drive shaft 200, which has an annular hub 210 provided with an axial spline, which becomes a spline axial hub 212 on the direct drive gear 202 extends. An idler gear mechanism 214 is rotatable mounted on a countershaft 216 which runs parallel to the axis of the main drive shaft 200. The transmission 214 is provided with an annular sleeve 218, at both ends of which gear sections of different Diameter are formed. A small diameter gear portion 220 is associated with the overdrive gear engaged, while a gear portion 202 of larger diameter meshes with the direct drive gear 202. One Shift sleeve 224 is rotatably connected to the main drive shaft 200. According to FIG. 7, the shift sleeve 224 is with a gear synchronizer 226 is splined and meshed with the direct drive gear 202 bringable. The shift sleeve 224 is optionally relative to the main drive shaft 200 according to FIG. 8 by means of the synchronizing device 226 in the longitudinal direction in engagement with the overdrive gear 208 displaceable.

The arrangement shown in simplified form in FIGS. 7 and 8 is illustrated in detail in FIG. Here, a gear housing cover 228 is provided with a concave, rigid steel casting 230, which is at a substantially flat steel mounting plate 232 is fastened with the aid of machine screws 234, which have longitudinal bores around the Extend the circumference of the casting 230 around. Between that Cast 230 and the mounting plate 232, a seal 236 is inserted. The mounting plate 232 has around its circumference

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around 15.9 mm thick, but has a longitudinal sleeve 238 which extends into the stock transmission housing 240 of the vehicle. The mounting plate 232 is attached to the distributor gear housing by means of screws 242, the heads of which are in the mounting plate 232 are embedded.

A bearing cone 244 arranged around the main drive shaft 200 carries bearing rollers 246, which in turn are arranged in a bearing shell 248 and for mounting the main drive shaft 200 within the sleeve 238 the mounting plate 232 are used. A spring or snap ring 250 holds the bearing cone 244 immovable in the longitudinal direction against an opposite shoulder of the main drive shaft 200. The latter points to its in the gear housing protruding end on an enlarged, splined portion which extends to the right according to FIG. 6.

The direct drive gear 202 has 33 teeth and is on the main drive shaft 200 by means of a bronze bearing 252 rotatably ', which is arranged in the housing or in the casting 230 directly inward of the mounting plate 232 is. The direct drive gear 202 has a hub 212, the end of which has a frustoconical inclined, against the Synchronizing device 226 has directed friction surface 213.

The transmission synchronizer 226 is very similar in structure to the synchronizer assembly 134, and it works practically the same way. The synchronizer 226 comprises an annular one Synchronizing hub 254, which is splined to the main drive shaft 200 and which has a narrower connection

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neck has reduced cross-section, which defines annular grooves in which circular, radially outwardly expanding spring rings 256 are arranged. 3 longitudinal grooves are formed in the outer surface of the hub 254, in which narrow, longitudinal, eiηeη locking mechanismjbildende Claws or pawls 258 are arranged, which on their radially ausvi / ärtsjgerichtung extensions in frictional engagement or frictional connection with the Shift sleeve 224 are available and can be moved along with it in the longitudinal direction. Circular synchronizing rings 260 and 262 are arranged to be in frictional contact with the respective friction surfaces of the overdrive gear 208 and the direct drive gear 202 are able to arrive. The synchronizer rings 260 and 262 are open both sides of the synchronizing hub 254 arranged in a ring around the main drive shaft 200. The claws 258 are optionally displaceable i-n longitudinal direction in order to slide into slots in the edges facing the claws 258 of the synchronizing rings 260 and 262 respectively. The outer surfaces of the hub 254 and the synchronizer rings 260 and 262 are provided with splines that mesh with the internal splines of the shift sleeve 224 stands. The synchronizer 226 is secured in the longitudinal direction by a snap ring 264, which is shown in FIG a radial recess or groove in the main drive shaft 200 engages.

The overdrive gear 208 has 37 teeth and is rotatable on the main drive shaft by means of a bronze bearing 266 200 stored. The hub 210 of the overdrive gear 208 has a frustoconical friction surface 215. The overdrive gear is located at its other end 208 on a frustoconical bearing cone 270, which in a bearing shell 274 circumferential Bearing rollers 272 carries. At the end of the casting 230 there is an annular seal 276, and a shallow one

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Cover 278 is on a bore formed in it secured by machine screws 280 so that the housing or casting 230 is at the end of the main drive shaft 200 sealed. Is.

The countershaft 214 can be rotated thereon by means of two bearings 282 at the two ends of the countershaft 216 stored. The countershaft 216 has a reduced diameter at its right end 284, and they is sealed against the mounting plate 232 by means of an O-ring 286 made of rubber. In the end 28 pounds is around that Countershaft 216 arranged around a thrust washer 280, which the longitudinal thrust of the larger gear section 222 of the intermediate gear 214 receives. There is also one at the other end of the intermediate gear 214 Thrust washer 288, which absorbs the thrust of the small gear section 220. The gear section 222 larger Diameter has 37 teeth and a pitch circle diameter of 85.0 mm. The smaller gear section 220 has 33 teeth and a pitch circle diameter of 75.9 mm. The end 290 of the countershaft 216 is in Casting 230 sealed by means of an O-ring 292 and held in a fixed position by a shaft locking lug 294, which protrudes into a radial groove in the end 240 of the countershaft 216 and on the casting 230 by means of a Machine screw 296 is attached. The reduction gear 214 with the sleeve 218 and the two gearwheel sections 220 and 222 rotates on bearings 282, while the pre] .3 shaft or axis 216 is locked or secured in the gear housing cover 228.

The output shaft 204 is sealed at one end in the mounting plate 232 by seals 236 and 288, and they rotates in a roller bearing 300, which is in a naof-

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shaped recess in the mounting plate 232 is used. The output gear 206 is splined with the output shaft 20A and is supported by the roller bearing 300 and a shoulder on the output shaft 204 held in a fixed position in the longitudinal direction. Next to the output gear 206 is a speedometer drive gear 302 is arranged which rests against a roller bearing 308 on the output shaft 204. The roller bearing 308 is against a machine sleeve assembly 310 with three concentric sleeve elements held. The sleeve assembly 310 is preloaded by disks 311, which in turn are preloaded by a housing cover 312, which is fastened to the casting 230 with the aid of machine screws 314. A Universal joint yoke 316 is splined to the output shaft 204 so that it is the Able to drive the rear wheel drive shaft.

The drive connection from the drive shaft 204 is 92.2 mm lower than the corresponding drive connection of the gearbox housing 241 installed as standard in the vehicle). This change creates an advantage in terms of the wear of the universal or cardan joint guaranteed. More precisely: the yoke 316 of the universal joint In the embodiment according to FIG. 6, it is better aligned linearly with the rear wheel drive shaft. As a result, there is a smaller (relative) Angular velocity.

The benefit of this change is graphically illustrated in FIG. The relative angular velocity W of the original output shaft from the gear housing 240 compared to the rear wheel drive shaft is represented by sine curve 318 for one full cycle of revolution.

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According to fig. 9 occurs a maximum in a half period Ratio of the angular velocity of 1.046 revolutions / minute, while in the other half period a ratio the angular velocity of the shaft 204 to the angular velocity of the rear wheel drive shaft from 0.956 is given. In the high-speed transmission according to the invention, on the other hand, the angular speed is how Indicated at 320 in Fig. 9, a sinusoid of significantly lower amplitude. The maximum ratio the angular velocity of the first half period is 1.07, while the ratio in the other half period Is 0.993. Due to a more uniform angular velocity, there is wear and tear on the universal joints in the drive transmission line is reduced considerably, so that the service life of this Joints much longer.

The reason for this decrease in relative angular velocity lies in the fact that the drive train angle from the output of the distributor gear housing (in the present Case of the output shaft 204) is significantly reduced. In the case of the four-wheel drive vehicle model Jeep CJ-5 from American Motors, the original drive cable angle is 17. After installing the device according to the invention According to FIGS. 6 to 8, this angle is reduced to 6.68. The drive train angle is also reduced in the four-speed model CJ-7 from 13 to 6.18. With the three-speed model CJ-7 results in a reduction of the drive train angle from 10 to 1.95.

The drive shaft or arrangement in the vehicles of the Jeep or Scout models does not need to be interrupted under any circumstances to become. The distance from the gear housing 240 to the connection of the yoke 316 to the shaft 204 is 128.6 mm.

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This is only slightly more than the original Distance from the output or the output side of the Dana 20 gear housing 240 to the universal joint connection, which is 108 mm. The difference is only 4.8 mm; this corresponds to the additional Gear train accommodated in the casting 230 conditional enlargement. The tolerances in the drive arrangement are able to absorb this additional thickness without any further change. The rear wheel drive shaft therefore does not need to be shortened or modified.

The shift pawl 322, the cylindrical connecting rod 324, the overdrive shift lever 326 and the shift lever knob 328 practically correspond to those described in connection with FIGS. 1 to 5 with regard to the mode of operation Counterparts.

In operation of the device according to FIG. 6, the vehicle can drive in "direct" gear when the shift sleeve 224 is in the position shown in FIG. The main drive shaft 200 takes with it as it rotates splined synchronizing hub 254 with. The shift sleeve 224 is via the synchronizing device 226 by means of the splines on the hub portion 212 are engaged in the direct drive gear 202. When the shift sleeve 224 has been switched into the position according to FIG. 7 by means of the switching lever 326, the drive force is transmitted from the main drive shaft 200 via the synchronizing device 226 to the shift sleeve 224 and from this to the direct drive gear 202. The latter is offset over the section having the larger diameter of the countershaft 214, the output gear 206 and the drive shaft 204, which is splined with it, are comparatively lower Angular velocity in rotation. This is because

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The engagement between the direct drive gear 202 and the toothed section 222 of the countershaft 214 is the driving force from the smaller gear (direct drive gear 202) to a comparatively larger counter gear section 222 transmits. The result is a comparatively low angular speed of rotation of the Reduction gear 214. This comparatively slow rotation is transmitted to output gear 206 and output shaft 204 transfer. The overdrive gear 208 is always in line with the countershaft gear portion 220 of the countershaft 214 engaged. The overdrive gear 208 therefore also rotates when the shift sleeve 224 is in position 7 is located. In this position, however, the overdrive gear 208 is not in the power transmission switched on, rather it rotates freely on its bearing 266 about the main drive shaft 200.

When the rear wheels of the vehicle are in slow gear or overdrive are to be switched, the shift sleeve 224 is moved in the longitudinal direction by means of the shift lever 526 Engaging with the direct drive gear 202 engaged with the overdrive gear 208 shifted. This switching process is carried out by the synchronizing device 226, which operates in the same manner as the synchronizer assembly 134 previously described in connection with FIGS. 1-5. The hub portion 210 of the overdrive gear 208 meshes with the splines on the shift sleeve 224. As a result, the driving force from the main drive shaft 200 via the synchronizer 226 as well as the Transfer sleeve 224 to the hub part 210 of the overdrive gear 208. The latter is a comparative one large gear that sets the comparatively small gear section 220 of the countershaft gear 214 in rotation. On-

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due to the drive of the comparatively small gear section because of the large gear, the gear section 222 revolves at a higher angular speed, see above that the angular velocity of the output gear 206 and the output shaft 204 also increases. Switching between the overdrive position according to FIG. 8 and the direct gear position according to FIG. 7 thus takes place in a manner similar to that previously described in connection with Figures 1-5.

In the position shown in FIG. 8, the direct drive gear 202 is still in mesh with the larger gear section 222 of the reduction gear 214. As a result, the drive wheel 202 rotates at a higher speed or Speed than when it is connected to the main drive shaft 200 via the shift sleeve 224. If the Shift sleeve 224 is in the position shown in FIG. 8, however, the Direktan.triebsrad 202 is not in the power transmission switched on when the vehicle is traveling in slow gear or overdrive, rather the gear wheel 202 rotates drive-free on the bearing 252 according to FIG. 6.

Various changes and modifications to those presented above will of course be apparent to those skilled in the art and described embodiment of the invention possible without departing from the scope of the invention.

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Claims (15)

Henkel, Kern, Feiler & Hänzei patent attorneys Registered Representatives before the European Patent Office Todd Overdrive Company MöhlstraBe37 ... ", _.,, ..." _o,, . D-βΟΟΟMunich80 Marina Del Rey, Calif., V.St.A. Part .: 089 / 982085-87 Telex: 0529802 hnk! d Telegrams: ellipsoid June 27, 1980 L-7291 Overdrive or overdrive transmissions, in particular for vehicles with four-wheel drive Claims \ 1y High speed or overdrive gear, especially for vehicles with four-wheel drive, characterized by a drive connected to a vehicle power transmission arrangement Main drive shaft (12), by a main drive (toothed) wheel (14) rotatably mounted on the latter, which with is connected to the drive for the vehicle wheels and has an axially elongated hub portion (18) by a arranged on the main drive shaft (12) and rotatable with it Direct drive (tooth) wheel (20) opposite the hub section (18) of the main drive wheel (14) in the longitudinal direction is offset, by a non-rotatable with the main drive shaft (12) connected to the gentle / overdrive output (toothed) wheel (32), rotatable by one on the main drive shaft (12) 030063/0899 ORtGlNAL INSPECTED mounted and opposite the hub portion (18) of the main drive wheel (14) and the direct drive wheel (20) longitudinally offset overdrive drive (tooth) wheel (26) a back gear (42) to ensure a mechanical translation with the overdrive drive gear (26) and the output gear (32) and by one arranged on the main drive shaft (12) and with the hub section (18) of the main drive wheel (14) engaging shift sleeve (54) for alternating engagement with the overdrive output gear (32) and the direct drive wheel (20) is displaceable in the longitudinal direction. 2. Transmission according to claim 1, characterized in that a gear change synchronizer is provided to the To connect shift sleeve alternately with the direct drive gear and the overdrive output gear. 3. Transmission according to claim 2, characterized in that the synchronizing device has a coaxial and rotatable on the Main drive shaft mounted, annular synchronizing hub as well as provided at both ends, circular synchronizing rings, one of which has a contact surface for making frictional contact with the direct drive gear and the other a contact surface for Having making frictional contact with the overdrive output gear, and that between the synchronizing hub and the synchronizing rings an alternately effective locking means is provided to only the one Synchronizing ring to be locked selectively on the hub to the exclusion of the other. 030063/0899 4. Transmission according to claim 3, characterized in that longitudinal grooves are formed in the outer surface of the synchronizing hub and corresponding slots are provided in the edges of the synchronizing rings facing this hub and that the locking means comprises a number of claws which are longitudinally displaceable in the grooves to selectively in the slots of one of the synchronizing rings to engage, and which in the longitudinal movement of the shift sleeve of this can be carried. 5. Transmission according to claim 3, characterized in that the Direct drive gear is splined to the main drive shaft that the shift sleeve is in spline engagement with the Hub portion of the main drive wheel is and with a spline for connection to the synchronizing hub is provided and that the direct drive gear and the overdrive output gear with splines to accommodate the shift sleeve are provided. · 6. Overdrive additional gear arrangement for a drive or transfer case of a four-wheel drive motor vehicle, with a splined main drive shaft driven by a gearbox of the vehicle for power transmission on the four wheels of the motor vehicle, in particular according to one of the preceding claims by means of an internal spline and a smooth outer surface arranged on the main drive shaft Bearing, through a main drive (toothed) wheel with a toothed section rotatably mounted on this bearing Power transmission to the four wheels and with one outside 030063/0899 splined, axially elongated hub section, by means of an internal spline with the Main drive shaft connected in a rotationally fixed manner and longitudinally displaceable with respect to the hub section of the main drive wheel Direct drive gear with a spline on the outside, through an overdrive drive (tooth) gear with an outside smooth-surfaced sleeve or sleeve, which is connected to the main drive shaft by means of a spline is, and provided at the end facing away from the main drive shaft, further annular sleeve or sleeve, by means of a sleeve of the overdrive drive wheel arranged on the sleeve of the overdrive drive wheel facing away from the main drive shaft and this sleeve enclosing bearing, through a spline with the main drive shaft and around the overdrive- Bearing means arranged around the drive wheel sleeve, by means of an external spline and on the bearing means Overdrive output (tooth) rotatably arranged around the main drive shaft and offset from the direct drive gear wheel, through one with the overdrive drive wheel and the output wheel meshing back gear for the production of a mechanical transmission and through an inside spline, disposed on the main drive shaft and in spline engagement with the hub portion of the main drive gear Shift sleeve that is longitudinally displaceable and alternately in spline engagement with the overdrive output gear and the direct drive wheel can be brought. 7. Arrangement according to claim 6, characterized in that a daff Gear change synchronization device for alternating or optional connection of the shift sleeve with the direct drive " 030063/0899 wheel or the overdrive output gear is provided, which one rotatably arranged on the main drive shaft, provided with external splines and with the shift sleeve Engaging, annular synchronizing hub as well as circular synchronizing rings arranged at both ends includes, which in turn alternately with the direct drive gear or the overdrive output gear in frictional engagement, i.e. frictional connection, are able to enter. 8. Arrangement according to claim 7, characterized by a radially extending, longitudinally displaceable, with the shift sleeve connected terminal, through a side cover plate with a recess provided therein for receiving the Connection, with the side cover plate attached to the main or distributor gear housing and with a continuous Bore is provided by an overdrive shifter that pivots with a pivot point on the side cover plate is connected, and by a connecting rod for coupling the radial end of the sliding Connection with the overdrive shift lever at a connection point away from the pivot point. 9. Arrangement according to claim 6, characterized / that a housing cap attached to the gear housing with a axial recess for receiving and holding the enclosing bearing on the remote from the main drive shaft Sleeve of the overdrive output gear and is provided with a means for mounting the countershaft. 030063/0899 10. fast or Overdrive transmission, in particular for vehicles with four-wheel drive, in particular according to one of the The preceding claims, characterized by a main drive shaft connected to a vehicle power transmission arrangement, by a direct drive rotatably mounted on the main drive shaft and connected to the drive wheels of the vehicle (tooth) wheel, rotatable by a on the main drive shaft arranged slow / fast speed gearwheel, by a for the drive of the rear wheels of the vehicle arranged output gear, through a countershaft to guarantee a mechanical (speed) transmission that meshes with the high-speed gear, the direct drive gear and the driven gear stands or is engageable, and by one driven by and arranged around the main drive shaft Shift sleeve, which can be brought into engagement with the direct drive gear and for the various engagements with the overdrive gear is longitudinally displaceable. 11. Transmission according to claim 10, characterized in that the overdrive gear and the direct gear are each axially have protruding hub sections and that the shift sleeve is longitudinally displaceable on the main drive shaft, by vahlveise with the hub portion of the direct drive gear and the To get the hub part of the overdrive gear into engagement. 12. Transmission according to claim n, characterized in that that a gear change synchronizer is provided to alternate the shift sleeve with the direct drive gear and to connect the overdrive gear. 13 * transmission according to claim 12, characterized in that the synchronizer is an annular synchronizing hub rotatably and coaxially mounted on the main drive shaft 0 300 63/08 99 as well as circular synchronizing rings provided at both ends, one of which is a contact surface for making friction contact with a corresponding surface of the direct drive gear and the other a contact surface for making frictional contact with a corresponding surface of the overdrive gear, and that between the synchronizing hub and the synchronizing rings an alternately effective locking means is provided to each time only the one synchronizing ring, under exclusion the other to selectively lock on the hub. 14. Transmission according to claim 10, characterized in that the countershaft is arranged on a parallel to the main drive shaft Countershaft is mounted and one with the high-speed gear meshing gear portion of small diameter soie has a large-diameter gear portion engaged with the driven gear, and that these two gear portions are connected to each other for common rotation. 15. Transmission according to claim 14, characterized in that the Zahnradabschnitt.e large and small diameter of the back gear are connected to each other on a sleeve or sleeve and that between sleeve or sleeve and countershaft bearing means are inserted. 030063/0899