GB2108602A - Control device for the auxiliary gear reducing unit of a motor vehicle having four driving wheels - Google Patents

Control device for the auxiliary gear reducing unit of a motor vehicle having four driving wheels Download PDF

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Publication number
GB2108602A
GB2108602A GB08229677A GB8229677A GB2108602A GB 2108602 A GB2108602 A GB 2108602A GB 08229677 A GB08229677 A GB 08229677A GB 8229677 A GB8229677 A GB 8229677A GB 2108602 A GB2108602 A GB 2108602A
Authority
GB
United Kingdom
Prior art keywords
rod
clutching mechanism
gear
keep
controlled
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB08229677A
Other versions
GB2108602B (en
Inventor
Bruno Magnaghi
Enzo Galbusera
Alessandro Re
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Alfa Romeo Auto SpA
Original Assignee
Alfa Romeo Auto SpA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Alfa Romeo Auto SpA filed Critical Alfa Romeo Auto SpA
Publication of GB2108602A publication Critical patent/GB2108602A/en
Application granted granted Critical
Publication of GB2108602B publication Critical patent/GB2108602B/en
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B60K17/352—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches manually operated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/44—Signals to the control unit of auxiliary gearing
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G9/00—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously
    • G05G9/08—Manually-actuated control mechanisms provided with one single controlling member co-operating with two or more controlled members, e.g. selectively, simultaneously the controlled members being actuated successively by progressive movement of the controlling member

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

The invention relates to a control device for the auxiliary gear reducting unit of a motor vehicle having two or four wheel drive, in which the engagement of the gear reducing train is ganged with the engagement of the clutch which selectively connects the shaft which drives the normally idle wheels to the main transmission shaft. As shown, a clutch member 26 is positioned to establish drive to a shaft 28 connected with the normally idle wheels, and a ratio selection clutch member 31 is in a neutral position. A rod 33, operated by a shift lever 50, is moved to the right to establish low ratio and to the left for high ratio, and in the latter position releases an interlock member 45 so that further movement of the shift lever moves a rod 55 to actuate the clutch member 26 to disengage it from the shaft 28. <IMAGE>

Description

SPECIFICATION Control device for the auxiliary gear reducing unit of a motor vehicle having four driving wheels This invention relates to a device for controlling -he engagement and the disengagement of the clutches of the auxiliary gear reducing unit for a motor vehicle having four driving wheels.
The auxiliary reducing gears for the kind of motor vehicles of the kind referred to above have the purpose of making possible the running with the usual gear ratios of the speed change gear unit or, as an alternative, with ratios which are reduced relative to the normal ratios when all the four wheels are driving wheels and, in addition, of making possible the running with the normal gear ratios of the gearbox in the routine operation with two driving wheels only.
Generally, there are used auxiliary reducing gears with two gear trains, either with a gear ratio near one, and the other with a reduced gear ratio.
The two gear trains receive their drive from a main transmission shaft to be connected to the engine and are equipped with clutching contrivances capable of selectively coupling to the main transmission shaft aforementioned, via the gear train having a gear ratio near unity, either the shaft only which drives the couple of wheels which are routinely used as the driving wheels, or, together with it, the shaft which drives the wheels which are routinely left idling. As an alternative, said clutching devices may connect to the main transmission shaft, via the gear train having a reduced gear ratio, the drive transfer shaft for the couple of wheels which are driving wheels during the normal mode of operation together with that of the couple of wheels which are normally left idling.
An object of the present invention is to provide a control device for an auxiliary gear reducing unit, capable of permitting both the clutching of the higher gear ratios and the reduced gear ratios with four driving wheels, and the clutching of higher gear ratios with two driving wheels only.
It is a control device which is accurate and reliable in operation, made according to a constructional pattern which is compact and selfcontained since it permits to combine as a single unit the auxiliary gear reducing unit with the control device proper.
The control device according to the invention is operatively connected to an auxiliary gear reducing unit comprising a main transmission shaft connected to the output shaft of the conventional gearbox of the motor vehicle, a first driving shaft connected to the couple of the normally driving wheels, a second driving shaft connected to the normally-idling couple of wheels, a first and a second gear train connected to said main transmission shaft and connectable selectively by a first clutching mechanism to said first driving shaft, said first and said second driving shafts being connectable together by a second clutching mechanism, the control device being characterized in that it comprises a first and a second actuation rods operatively connected to said first and to said second clutching mechanism and to an actuation lever movable to any of four positions; a neutral position in which said first rod is controlled so as to keep said first clutching mechanism shifted, whereas said second rod is controlled so as to keep said second clutching mechanism engaged, a first operative position in which said first rod is controlled so as to keep said first clutching mechanism engaged to connect said first gear train to said first driving shaft whereas said second rod is controlled so as to keep said second clutching mechanism engaged, a second operative position in which said first rod is controlled so as to keep said first clutching mechanism engaged to connect said second gear train to said first driving shaft, whereas said second rod is controlled so as to keep said second clutching mechanism engaged, a third operative position in which said second rod is controlled so as to keep said second clutching mechanism shifted to disengage said first and said second driving shafts, whereas said first rod is controlled so as to keep said first clutching mechanism engaged to connect said second gear train to said first driving shaft.
Features and advantages of the invention will be best appreciated from the scrutiny of the embodiment shown in FIGURES 1 and 2 of the accompanying drawings by way of a nonlimiting example only.
In the drawings: FIGURE 1 is a side elevational view of an auxiliary reducing gear unit equipped with the control device according to the invention, and FIGURE 2 is a top plan view of the reducing gear and of the control device shown in FIGURE 1, a few details having been shown partly in crosssection for a better understanding.
In the drawings, the reference numeral 10 generally indicates the assembly which comprises the auxiliary reducing gear and its attendant control device: at 11 there is indicated the main transmission shaft which is the input shaft for the reducing gear and is connected by a coupling (not shown) to the output shaft of the conventional gearbox (also not shown). The shaft i 1 is borne by the box 40 of the unit, shown partially, with the aid of the bearings 12 and 13.The shaft 11 integrally carries the pinion 14 which is in mesh with the crenellated gear 1 5 solidly secured to the drive-transfer shaft 16: the latter has also, integral therewith, the toothed wheel 1 7. The shaft 1 6 is borne by the bearings 1 8 and 1 9. The gears 1 5 and 17 are in mesh with the gears 20 and 21, respectively, and these latter gears are mounted idly on the drive transfer shaft shown at 22 and supported by the bearings 23 and 24. The shaft 22 is a first output shaft for the reducing gear and is connected, by a coupling (not shown) to the wheels which are normally driving wheels, such as, for example, those of the rear axle.The shaft 22 has a splined end section indicated at 25, on which is slipped an internally splined sleeve, indicated at 26, the latter being also slipped onto the splined end section 27 of the driving shaft 28, supported by the bearing 29 and centrally positioned by the tenon piece 67 in the blind hole 68 of the shaft 22. The shaft 28 is a second output shaft for the reducing unit and is connected by a coupling, not shown, to the wheels which normally run idly, such as, for example, those connected to the front axle.
At 30 there is generally indicated a synchromesh clutching mechanism (this is not shown in its details since it is conventional), which permits to clutch to the shaft 22 either the gear 20 or the gear 21. The clutching mechanism 30 is actuated by the sleeve 31 with the aid of the fork 32, the latter being solidly secured to the rod 33, which, in its turn, is guided for axiai sliding movement by the bushings 34 and 35 forcibly inserted in the box 40 of the unit 10.
The rod 33 has three notches, shown at 36, 37, 38 which can engage the sphere and spring detent 39 which can slide within a blind hole 41 of the box 40 and is sprung by the spring 42. The rod 33 has also a longitudinal groove indicated at 43 which is terminated at either end by a partially spherical notch indicated at 44. At 45 there is indicated a finger having hemispherical end sections, which is guided to slide axially by a bushing 46 forcibly inserted in the box 40 and is engaged by the groove 43 of the rod 33.
The rod 33 has also a throat, indicated at 47 and having a hemispherical bottom 47 in which there is inserted a spherical end section, shown at 48, of a lever indicated at 49, which is integral with a manipulation lever shown at 50. Lever 50 is fitted with a spherical pin 51, supported for rotation in a partially spherical seating 52 formed in the box 40.
Lever 49 has also a spherical end portion 53, which is inserted in a hemispherically bottomed throat 54 of a rod 55, which is guided for axial sliding by a bushing 56 forcibly inserted in the box 40.
The rod 55 has a partially spherical notch indicated at 61 which can engage either end of the finger 45 and has two additional partially spherical notches 62 and 63 which can engage the sphere and spring detent 64, the latter being slidable in the blind hole 65 of the box 40 and is subjected to the bias of the spring 66. The rod 55 has, integral therewith, a fork indicated at 69 which is slipped onto the sleeve 26.
In FIGURE 1, the manipulation lever 50 is shown in solid lines in the neutral position, whereas the lever knob is shown in phantom in the three operative positions.
In the neutral position, the lever 50 keeps the rods 33 and 55 in the positions shown in FIGURE 1: the clutching mechanism 30 is shifted so that the shaft 22 does not revolve, whereas the shaft 22 itself and the shaft 28 are connected by the sleeve 26.
In the operative position in which the lever 50 is at the left (as viewed in FIGURE 1) relative to the neutral position, the rod 33 is thrust towards the right (see FIGURE 2) against an abutment plane 40a of the box 40, and is retained in the end of stroke posture by the detent 39 which enters the notch 36 and also of the finger 45 which abuts the left end of the longitudinal spline 43.
In such a position for the rod 33, the fork 32 shifts the sleeve 31 of the clutching mechanism 30 towards the right, so keying the gear 21 to the shaft 22 so that the latter shaft is driven to rotation at an angular speed which is reduced relative to that of the input shaft 11 consistently with the gear ratio obtaining between the pinion 14 and the gear 21.
For such position of the lever 50, the rod 55 remains just in the same position it would take when the lever 50 is in neutral (shown in FIGURE 2) and holds the sleeve 26 in the position in which the shafts 22 and 28,are connected together, so that they are both driven to rotation with a reduced gear ratio.
Under these conditions, the four wheels of the motor vehicle are driving wheels and are driven with gear ratios which are reduced with respect to those of the conventional gearbox.
In the operative position in which the lever 50 is immediately on the right (as viewed in FIGURE 1) of the neutral position, the rod 33 is shifted towards the right by an abutment plane 40b (FIGURE 2) of the box 40 and is held in the end of stroke position by the detent 39 which is inserted into the notch 38 and of the finger 45 as well, which becomes inserted in the step 44.
In such position of the rod 33, the fork 32 shifts the sleeve 31 of the clutching mechanism 30 towards the left, so that the gear 20 becomes keyed to the shaft 22, and the latter is thus driven to rotation at an angular speed which is close to that of the input shaft 11, because the gear ratio obtaining between the pinion 14 and the gear 20 is nearly 1.
In this position of the lever 50, the rod 55 remains in the same position it would take with the lever 50 in neutral (shown in FIGURE 2) and continues to hold the sleeve 26 in the position in which the two shafts 22 and 28 are connected together thereby. Under these conditions the four wheels of the motor vehicle are driving wheels and are driven positively with higher gear ratios, which are close to those of the conventional gearbox.
In the operative position in which the lever 50 is at the extreme right of the neutral position (in FIGURE 1) the rod 33 remains shifted towards the left (FIGURE 2) in the same position it would take with the lever 50 placed immediately on the right of the neutral position, and the fork 32 keeps the clutching mechanism 30 in the position wherein the gear 20 is keyed to the shaft 22.
In this position of the lever 50, the rod 55 is thrust towards the left (FIGURE 2) against the abutment planar surface 40c of the box 40 and is held in the end of stroke position by the detent 64 which enters the notch 63.
In such a position for the rod 55, the fork 69 shifts the sleeve 26 towards the left and undoes the connection between the shaft 22 and the shaft 28, so that the latter shaft is no longer driven to rotation.
Under these conditions only two wheels of the motor vehicle are driving wheels and these are the wheels connected to the shaft 22, and are positively driven with higher gear ratios which are close to those of the conventional gearbox.

Claims (3)

1. A control device for the auxiliary gear reducing unit of a motor vehicle having four driving wheels, said gear reducing unit comprising a main transmission shaft connected to the output of the conventional gearbox of the motor vehicle, a first driving shaft connected to the couple of the normally driving wheels, a second driving shaft connected to the normally-idling couple of wheels, a first and a second gear train connected to said main transmission shaft and connectable selectively by a first clutching mechanism to said first driving shaft, said first and said second driving shafts being connectable together by a second clutching mechanism, the control device being characterized in that it comprises a first and a second actuation rods operatively connected to said first and to said second clutching mechanism and to an actuation lever movable to any of four positions: a neutral position in which said first rod is controlled so as to keep said first clutching mechanism shifted, whereas said second rod is controlled so as to keep said second clutching mechanism engaged, a first operative position in which said first rod is controlled so as to keep said first clutching mechanism engaged to connect said first gear train to said first driving shaft whereas said second rod is controlled so as to keep said second clutching mechanism engaged, a second operative position in which said first rod is controlled so as to keep said first clutching mechanism engaged to connect said second gear train to said first driving shaft, whereas said second rod is controlled so as to keep said second clutching mechanism engaged, a third operative position in which said second rod is controlled so as to keep said second clutching mechanism shifted to disengage said first and said second driving shafts, whereas said first rod is controlled so as to keep said first clutching mechanism engaged to connect said second gear train to said first driving shaft.
2. A control device according to Claim 1, characterized in that said first rod is guided axially to slide so as to be shifted snappingly towards any of three positions, the first of which corresponds to the neutral position of the gear-shifting lever, the second of which corresponds to the first operative position of the shifting lever, the third of which corresponds to both the second and the third operative positions of the shifting lever, said first rod being connected by a universal connection to the gear shifting lever itself, and in that said second rod is guided axially to slide to be snappingly shifted between two positions, the firs-t of which corresponds to the neutral position and also to both the first and the second operative positions of the shifting lever, the second position of which corresponds to the third operative position of the gear shifting lever, said second rod being universally connected to the gear shifting lever itself.
3. A control device according to Claim 2, characterized in that said first rod is supported by at least one bushing, by a first detent engageable in three notches of the same rod and by a finger which is slidable and engageable in a longitudinal spline of said rod, the spline being terminated by an additional step, and in that the said second rod is supported by at least one bushing, by a second detent engageable in two notches of the same rod and by the axially slidabie finger aforementioned engaged in another notch of the same rod.
GB08229677A 1981-10-29 1982-10-18 Control device for the auxiliary gear reducing unit of a motor vehicle having four driving wheels Expired GB2108602B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
IT24770/81A IT1140017B (en) 1981-10-29 1981-10-29 CONTROL DEVICE FOR THE AUXILIARY REDUCER OF A FOUR-WHEEL MOTOR VEHICLE

Publications (2)

Publication Number Publication Date
GB2108602A true GB2108602A (en) 1983-05-18
GB2108602B GB2108602B (en) 1985-11-13

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ID=11214676

Family Applications (1)

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GB08229677A Expired GB2108602B (en) 1981-10-29 1982-10-18 Control device for the auxiliary gear reducing unit of a motor vehicle having four driving wheels

Country Status (4)

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DE (1) DE3238982C2 (en)
FR (1) FR2515765B1 (en)
GB (1) GB2108602B (en)
IT (1) IT1140017B (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2585429A1 (en) * 1985-07-23 1987-01-30 Peugeot Device for controlling two ratios of a gearbox and gearbox comprising application thereof
EP0217087A1 (en) * 1985-08-13 1987-04-08 Mazda Motor Corporation Brake control system for four-wheel drive vehicle

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS61207219A (en) * 1985-03-12 1986-09-13 Toyota Motor Corp Power distributor for vehicles
JPS61262254A (en) * 1985-05-11 1986-11-20 Toyota Motor Corp Power distributing apparatus for car
JPS61270562A (en) * 1985-05-24 1986-11-29 Toyota Motor Corp Auxiliary speed change gear
JPH043863Y2 (en) * 1985-05-24 1992-02-05

Family Cites Families (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2835143A (en) * 1950-08-30 1958-05-20 Borg Warner Transmission
US3552227A (en) * 1968-10-07 1971-01-05 Int Harvester Co Shift control mechanism for dual rail transmission
US3747425A (en) * 1971-09-13 1973-07-24 Gen Motors Corp Transfer case with straight line shifter
US4170273A (en) * 1978-06-23 1979-10-09 Fuji Jukogyo Kabushiki Kaisha Transmission apparatus for four-wheel drive motor vehicle
JPS5591419A (en) * 1978-12-29 1980-07-11 Nissan Motor Co Ltd Operational mechanism of transfer

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2585429A1 (en) * 1985-07-23 1987-01-30 Peugeot Device for controlling two ratios of a gearbox and gearbox comprising application thereof
EP0217087A1 (en) * 1985-08-13 1987-04-08 Mazda Motor Corporation Brake control system for four-wheel drive vehicle

Also Published As

Publication number Publication date
IT1140017B (en) 1986-09-24
DE3238982A1 (en) 1983-05-11
IT8124770A0 (en) 1981-10-29
FR2515765A1 (en) 1983-05-06
DE3238982C2 (en) 1986-03-27
FR2515765B1 (en) 1988-02-19
GB2108602B (en) 1985-11-13

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Legal Events

Date Code Title Description
732 Registration of transactions, instruments or events in the register (sect. 32/1977)
732 Registration of transactions, instruments or events in the register (sect. 32/1977)
732 Registration of transactions, instruments or events in the register (sect. 32/1977)
PCNP Patent ceased through non-payment of renewal fee

Effective date: 19931018