DE8322511U1 - MOTOR VEHICLE MANUAL TRANSMISSION - Google Patents

Description

The invention relates to a motor vehicle manual transmission with a drive shaft through which a countershaft with a gear block is driven by means of a gear pair 1st, whose gears can be optionally combined with gears on a main shaft are connectable and that a brake on one on the Has countershaft arranged gear. One such Motor vehicle gearbox is described, for example, in OE-OS 1555248.

The brake 1n is used in the known motor vehicle manual transmission to «1m idle to brake the countershaft slightly, thus through the uneven running of the internal combustion engine No idling rattle η of the motor vehicle gearbox at low speeds through striking tooth flanks occurs. The brake is designed as a drum brake and is so-IS that they are due to centrifugal forces when riding the ice Idle speed releases automatically. With this goal in mind the design of the brake is relatively expensive.

Another brake for a motor vehicle manual transmission is in the DE-PS 2320571 described. With this motor vehicle switch " gearbox a friction piece is slidably arranged in a bore of a gearwheel of the countershaft and is pressed against the countershaft by spring force. Through the on The centrifugal force acting on the friction piece increases the friction in the same way weaker, the greater the speed of the gearwheel. Even this brake is relatively complicated »

The present invention is based on the object of designing a motor vehicle manual transmission so that idling rattle is reliably avoided by using a brake that is as simple as possible.

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This object is achieved in that the Brake an axially against a gear of the countershaft speed independent by means of a compression spring with constant force truncated pressure ring is.

S With this design according to the invention, the "

beat the teeth of all those engaged with the intermediate gear Gear pairs are suppressed so that there is no rattling and rattling even at very low idle speeds Rattle of the gears 1m motor vehicle manual transmission comes. This enables the engine speed to be reduced by 1 m idling up to about 500 RPM, which results in fuel savings.

The solution according to the invention is extremely simple because the invention from the previous design principle is departed from designing the brake so that it looks at a higher speed solves automatically. The design of the present invention is a compromise between the need to avoid empty rattling and the desire for a transmission that can be shifted as smoothly as possible. The inventor has recognized that already very low braking forces are sufficient to prevent the idling rattle avoid. This means that there is no need for a complex mechanism for releasing the brake at higher speeds, as these are low Braking forces only have a negligible influence on the Exercise total frictional forces of the motor vehicle gearbox "

The pressure ring made of a heat-stabilized one is advantageous Polyamide produced. Such a pressure ring shows only very little wear and tear and consistently good frictional behavior.

To increase the wear resistance, it is advantageous if the polyamide contains a fiber material, for example glass fiber is.

I »It ···· · t · · ♦

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To further simplify and reduce the cost of the inventive Motor vehicle gearbox helps if the compression spring is also made of plastic and is in one piece formed with the pressure ring «

There is another advantageous embodiment of the invention in that the compression spring is a helical spring, which for Anti-rotation device with an end piece 1n an axial bore of the gear housing protrudes. Instead of the coil spring, the one or can be multi-thread, a plate spring or can of course a wave spring can be used.

By the channel-shaped contact surface specified in claim 6 it is achieved that the pressure ring inevitably coaxial to Axis of rotation of the gear and thus the axis of rotation of the countershaft centered.

The invention allows numerous possible embodiments. One of which is shown in the drawing and is described below. Show it

Figure 1 - a simplified longitudinal section through a gearbox designed according to the invention;

Figure 2 - a longitudinal section through one of the invention relevant area of the gearbox according to Figure 1 on an enlarged scale.

FIG. 1 shows a gear housing 2 into which a drive shaft 4, seen from the left in the drawing hey? protrudes. This drive shaft 4 is also in a manner not shown by the engine of a motor vehicle with the interposition of a disengageable clutch not shown driven. On the drive shaft 4 in the gear housing 2 there is a gear 6, which meshes with a gear θ of a countershaft 10.

This gear 8 is part of a non-rotatable with the countershaft IO connected gear block 12, which has five other gears 14, 16, 18, 20 and 22 in addition to the gear. These gears f can 1n known catfish each via one of the gears 24,

■ 5 26, 26, 27 and 28 with the parallel to the countershaft 10 and aligned 2 to the drive shaft 4 running main shaft 30

• be bound.

The arrangement of a brake is essential for the invention 34 on gear 22, which is explained in more detail below with reference to FIG will. The brake 34 has an Oruckring 36, which against a channel-shaped contact surface 38 in that front ■; surface of the gear 22 rests on the side of the

The end face of the gear housing 2 is located. The Oruckring 36 Is by its helical compression spring 40, which against the IS gear housing 2 and the pressure ring 36 rests against the An * Running surface 38 of the gear 22 held. The compression spring 40 has';. a 1m right angle bent end piece 42, with which it is in

J an axial bore 44 1m gear housing 2 protrudes so that the

'* Compression spring 40 secured against rotation 1st. The run-up area

S 20 can be machined or hot or cold forged and blasted be. It can have any contour. This brake always has a constant braking force on you, regardless of the speed Countershaft 10 exerted, so that non-uniform angular momentum, which reach the countershaft 10 via the gears 6, 8, be suppressed. As a result, there is no clash of the teeth of all gear pairs in mesh with the back gear. The axially directed pressing force of the pressure ring depends on the masses to be braked, the rotational irregularity of the internal combustion engine and the coefficient of friction of the pressure ring.

Claims (6)

ti •• ti ·· t »···! -Θ mm, ζJ ·» · it »· ·» * ♦ t »» It t2. August 1983Vti Ht · ItI »■ PI! ■■■■ 8039 Applicant: Adam Opel Aktiengesellschaft, Rüsselsheim Motor vehicle manual transmission claims 1. Motor vehicle gearbox with a drive shaft, through which "litteis a gear pair with a countershaft a gear block is driven, the gears of which are optionally connectable to gears of a main shaft and one brake on one arranged on the countershaft Has gear, characterized in that the brake (34) is axially against a gear (22) the countershaft (OK) independent of the speed by means of a Compression spring (40) is supported with constant force pressure ring (36). 2. Motor vehicle manual transmission according to claim 1, characterized in that the pressure ring (36) consists of a thermally stabilized polyamide. 3. Motor vehicle gearbox according to claim 1 or one of the following, characterized in that that a fiber material is contained in the polyamide. -2- 4. Motor vehicle gearbox according to claim 1 or one of the following, characterized in that that the compression spring (40) is also made of plastic and is formed in one piece with the pressure ring (36). 5. Motor vehicle gearbox according to claim 1 or one of the following, characterized in that the compression spring (40) is a helical spring which protrudes to prevent rotation with an end piece (42) in an axial bore (44) of the transmission housing (2). 6. Motor vehicle gearbox according to claim 1 or one of the following, characterized in that that the pressure ring (36) against a channel-shaped contact surface (38) in the housing ^ side face of the outermost the side of the propeller shaft lying gear (22) of the countershaft (10).