GB2110323A - Motor vehicle transmission - Google Patents

Motor vehicle transmission Download PDF

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Publication number
GB2110323A
GB2110323A GB8231991A GB8231991A GB2110323A GB 2110323 A GB2110323 A GB 2110323A GB 8231991 A GB8231991 A GB 8231991A GB 8231991 A GB8231991 A GB 8231991A GB 2110323 A GB2110323 A GB 2110323A
Authority
GB
United Kingdom
Prior art keywords
gear
drive shaft
main
case
main drive
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
GB8231991A
Other versions
GB2110323B (en
Inventor
Seiichi Iwata
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.)
Subaru Corp
Original Assignee
Fuji Jukogyo KK
Fuji Heavy Industries Ltd
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 Fuji Jukogyo KK, Fuji Heavy Industries Ltd filed Critical Fuji Jukogyo KK
Publication of GB2110323A publication Critical patent/GB2110323A/en
Application granted granted Critical
Publication of GB2110323B publication Critical patent/GB2110323B/en
Expired legal-status Critical Current

Links

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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/089—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears all of the meshing gears being supported by a pair of parallel shafts, one being the input shaft and the other the output shaft, there being no countershaft involved
    • 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
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • 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
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • 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
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/037—Gearboxes for accommodating differential gearings
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02013—Extension units for gearboxes, e.g. additional units attached to a main gear
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • 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
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
    • F16H2057/02052—Axle units; Transfer casings for four wheel drive
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0026—Transmissions for multiple ratios comprising at least one creep low gear, e.g. additional gear for extra low speed or creeping

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)
  • General Details Of Gearings (AREA)

Abstract

A vehicle transmission has an extra low speed gear (30, 31), with a reduction gear ratio higher than that of a first speed gear (19, 23) of the transmission. The transmission has a main drive shaft (2) having a principal portion (2a) and an extended portion (2b) and a main change-speed gear mechanism (19-22) is provided on the principal portion. The extra low speed drive gear (30) is provided on the extended portion (2b). In order to achieve the desired high reduction ratio, the diameter of the extended portion (2b) of the main drive shaft is reduced and the drive gear (30) for the extra low speed gear is formed on that reduced diameter portion (2b). The reduced diameter portion (2b) is supported by a pair of bearings (14, 15) at its ends for maintaining necessary strength of the shaft (2). Reversing gearing 29, 33, 34 is also provided. <IMAGE>

Description

SPECIFICATION Motor vehicle transmission The present invention relates to a transmission for a motor vehicle such as a four-wheel drive vehicle or a truck. In such a vehicle, it is desirable to provide an extra low speed gear or emergency low gear, which has a higher reduction gear ratio than the normal first speed gear of the transmission, to produce a high driving torque for carrying a heavy load or climbing a steep hill.
However, there are difficulties in designing a transmission provided with such an extra low speed gear as will be explained hereinafter.
In order to create a high reduction gear ratio, a drive gear for the extra low speed gear must have few teeth, which entails having the diameter of the drive gear greatly reduced. It is desirable to form the drive gear on an extended portion of the drive shaft of a conventional transmission, with the consequence that the extended portion of the drive shaft must be extremely reduced in diameter relative to the remainder. On the other hand, the provision of the extended portion inevitably results in the drive shaft being elongated in span between its bearings. Accordingly, if such a small diameter portion is formed as a part of the drive shaft having a longer span than the conventional transmission, the strength of the drive shaft decreases to too low a value to bear the desired load.
In addition, it is desired in such a vehicle to increase the reduction gear ratio of the reverse gear to a value approximately equal to that of the extra low speed gear from a point of view of performance of the vehicle. In order to create such a high reduction gear ratio for the reverse gear, there must be provided a large idler gear and a large driven gear. However, it is difficult to house such large gears in a transmission case of the structure normally found in vehicle transmissions.
According to the present invention, a transmission for a vehicle comprises a clutch for operatively selectively connecting an output shaft of an engine of the vehicle to a main drive shaft having a principal portion and an extended portion which is smaller in diameter than the principal portion; a lay shaft disposed parallel to the main drive shaft; a clutch case for housing the clutch; a main case adjacent to the clutch case for housing the principal portion of the main drive shaft; a rear case adjacent to the main case for housing the extended portion of the main drive shaft; a main change-speed gear device provided on the principal portion of the main drive shaft; an extra low speed gear device which is provided on the extended portion and which has a reduction gear ratio higher than that of a first speed gear of the transmission; a reverse gear device provided on the extended portion adjacent to the extra low speed gear device; each of said gear devices including a drive gear on the main drive shaft and a driven gear on the lay shaft; and bearing means for rotatably supporting the main drive shaft, which bearing means support both ends of the extended portion, the reduced diameter of the extended portion of the main drive shaft enabling a high reduction ratio to be achieved in the extra low speed gear device.
The present invention will be more apparent by way of example from the following description of an embodiment thereof, reference being made to the accompanying drawings, in which Figure 1 is a sectional view showing a transmission according to one embodiment of the present invention; Figure 2 is a sectional view taken along the line Il-Il of Figure 1; and Figure 3 is an illustration showing a shift pattern of a gearshift lever.
In the drawings an embodiment of the invention applied to a four-wheel drive vehicle is illustrated.
Referring to Figure 1 , the crankshaft 1 of an engine (not shown) which is transversely disposed at the rear of a four-wheel drive automobile is selectively connected to a main drive shaft 2 of a transmission 3 through a clutch 4. The transmission 3 is disposed in alignment with the crankshaft 1 of the engine. The output of the transmission can be transmitted to the rear wheels and to the-front wheels through a final reduction device 5 and a transfer device 6 respectively as described hereinafter.
A transmission case for the transmission 3 comprises a main case 7 secured to a clutch case 8, and a rear case 10 secured to the rear of the main case 7. The main case 7 has a construction similar to that of a case for a conventional four speed transmission. In the main case 7, a main change-speed gear device 11 comprising a first to fourth speed gear mechanisms is provided, and, in the rear case 10, there is a change gear device 1 2 comprising a reverse gear and an extra low speed gear. The main drive shaft 2 of the transmission 3 is extended through cases 8, 7 and 10 and is rotatably supported by bearings 1 3, 14 and 1 5 which are provided in rear walls 8a, 7a and 1 0a of cases 8, 7 and 10, respectively.
A lay shaft 9 is supported by bearings 1 6, 1 7 and 18 to lie parallel to drive shaft 2. The main drive shaft 2 has a principal drive shaft portion 2a located in the main case 7. The principal portion 2a is formed with a drive gear 19 for the first speed, a drive gear 20 for the second speed, a drive gear 21 for the third speed and a drive gear 22 for the fourth speed. Driven gears 23, 24, 25 and 26, respectively engaged with gears 19 to 22 are rotatably mounted on lay shaft 9. Between gears 23 and 24, a synchromesh device 27 is provided for coupling the gear 23 or 24 to lay shaft 9 for the first and second speeds. A synchromesh device 28 is similarly provided between the gears 25 and 26 for the third and fourth speeds.
The main drive shaft 2 includes an extended drive shaft portion 2b located in the rear case 1 0.
The extended drive shaft portion 2b has a small diameter for a change speed gear device 1 2 and is formed with a reverse drive gear 29 and an extra low speed drive gear 30. The reverse drive gear 29 has a smaller number of teeth than the first speed drive gear 19 and the reverse drive gear 29 has aiso small number of teeth approximating in number to that of the drive gear 30. Thus, the reduction gear ratios of both the extra low speed gear and the reverse gear are nearly equal each other. The drive gear 30 engages with a driven gear 31 rotatably mounted on lay shaft 9 and the reverse drive gear 29 engages with an idler gear 33. A synchromesh device 32 is mounted on the shaft 9 forth eextra low speed and has a sleeve 32a formed with a reverse driven gear 34.When the sleeve 32a is shifted to the left, gear 34 engages with idler gear 33 which itself engages with the reverse drive gear 29.
Each of first speed gear 23, third speed gear 25 and reverse gear 29 is disposed on the right hand side of the respective synchromesh device 27, 28 and 32, and each of the second speed gear 24, fourth speed gear 26 and extra low speed gear 31 are disposed on the opposite side. The shift pattern of a gearshift lever (not shown) for changing gear is as shown in Figure 3.
The final reduction device 5 has a final reduction gear 36 which engages with an output gear 35 formed on an end portion of the sub-drive shaft 9. The final reduction gear 36 is secured to a differential case 37a of a differential 37. The differential 37 is operatively connected to rear axles 38.
The final reduction gear 36 engages with a gear 40 of the transfer device 6. The gear 40 is rotatably mounted on a shaft 39 supported at its ends by bearings. The transfer device 6 has a clutch 41 for selectively coupling gear 40 with shaft 39. A bevel gear 42 is secured to the shaft 39 at an end of the shaft and engages with a bevel gear 43 secured to a front-wheel drive shaft 44 which is longitudinally disposed along the centre line of the vehicle and operatively connected to the front wheels through a differential (not shown).
In operation, the output of the transmission 3 at the output gear 35 is transmitted to the rear wheels through the final reduction gear 36, differential 37 and axles 38. When the clutch 41 is engaged with the gear 40, the output is also transmitted to the front wheels through the shaft 39, bevel gears 42, 43 and shaft 44 to establish four-wheel drive. When the sleeve 32a of the synchromesh device 32 is shifted to the right by operating the gearshift lever, the sleeve engages with the driven gear 31. Thus, the vehicle can be driven at the extra low speed. When the sleeve 32a is shifted to the left, the gear 34 engages with the idler gear 33 for establishing the reverse driving power train.
Since the extended drive shaft portion 26 for the extra low speed gear is supported by bearings at both ends thereof, the span of the extended drive shaft portion can be reduced so as to bear a neavy load at the extra high reduction ratio.
Further, a rear case for the extra reduction gear is independent from the case of the main transmission case. Therefore, the transmission device 11, excluding the extra low speed gear and the reverse gear, can be assembled in the usual case with other parts of the transmission, and the rear case (10) can be suitably constructed to accommodate the extra low speed gear and the reverse gear.
While the presently preferred embodiment of the present invention has been shown and described, it is to be understood that this disclosure is for the purpose of illustration and that various changes and modifications may be made without departing from the spirit and scope of the invention as set forth in the appended claims.

Claims (4)

1. A transmission for a vehicle comprising: a clutch for operatively selectively connecting an output shaft of an engine of the vehicle to a main drive shaft having a principal portion and an extended portion which is smaller in diameter than the principal portion; a lay shaft disposed parallel to the main drive shaft; a clutch case for housing the clutch; a main case adjacent to the clutch case for housing the principal portion of the main drive shaft; a rear case adjacent to the main case for housing the extended portion of the main drive shaft; a main change-speed gear device provided on the principal portion of the main drive shaft; an extra low speed gear device which is provided on the extended portion and which has a reduction gear ratio higher than that of a first speed gear of the transmission; a reverse gear device provided on the extended portion adjacent to the extra low speed gear device; each of said gear devices including a drive gear on the main drive shaft and a driven gear on the lay shaft; and bearing means for rotatably supporting the main drive shaft, which bearing means support both ends of the extended portion, the reduced diameter of the extended portion of the main drive shaft enabling a high reduction ratio to be achieved in the extra low speed gear device.
2. A transmission for a vehicle according to claim 1, wherein the main drive shaft is disposed in alignment with the output shaft, and drive gears are formed on said main drive shaft to engage with gears carried by the lay shaft.
3. A transmission for a vehicle according to claim 1 or claim 2, wherein the bearings are disposed firstly between the clutch case and the main case, secondly between the main case and the rear case, and thirdly in a rear part of the rear case.
4. A vehicle transmission substantially as herein described with reference to the accompanying drawings.
GB8231991A 1981-11-13 1982-11-09 Motor vehicle transmission Expired GB2110323B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP56182460A JPS5884246A (en) 1981-11-13 1981-11-13 Transmission for automobile

Publications (2)

Publication Number Publication Date
GB2110323A true GB2110323A (en) 1983-06-15
GB2110323B GB2110323B (en) 1985-09-18

Family

ID=16118652

Family Applications (1)

Application Number Title Priority Date Filing Date
GB8231991A Expired GB2110323B (en) 1981-11-13 1982-11-09 Motor vehicle transmission

Country Status (5)

Country Link
JP (1) JPS5884246A (en)
AU (1) AU538867B2 (en)
DE (1) DE3241943A1 (en)
FR (1) FR2516623B1 (en)
GB (1) GB2110323B (en)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2772451A1 (en) * 1997-12-16 1999-06-18 Renault Motor vehicle mechanical gearbox
WO1999031410A1 (en) * 1997-12-16 1999-06-24 Renault Motor vehicle gearbox

Families Citing this family (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2562000B1 (en) * 1984-03-28 1989-01-06 Dangel Henry TWO DIFFERENTIAL TRANSMISSION DEVICE FOR A FOUR-DRIVE VEHICLE
DE3530017A1 (en) * 1985-08-22 1987-02-26 Porsche Ag GEARBOX TRANSMISSION FOR A MOTOR VEHICLE
AT390037B (en) * 1985-10-14 1990-03-12 Steyr Daimler Puch Ag DRIVE ARRANGEMENT FOR MOTOR VEHICLES
FR2594198B1 (en) * 1986-02-13 1990-05-18 Peugeot IMPROVED GEARBOX WITH EXTRA-SHORT EXCEPTIONAL RATIO
DE3913091A1 (en) * 1989-04-21 1990-10-25 Porsche Ag GEARBOX TRANSMISSION FOR A MOTOR VEHICLE
JP2572612Y2 (en) * 1991-02-13 1998-05-25 三菱重工業株式会社 Terminals for toll roads
JP2701622B2 (en) * 1991-11-11 1998-01-21 井関農機株式会社 Power transmission case for agricultural tractor
DE19904479A1 (en) * 1999-02-04 2000-08-10 Zahnradfabrik Friedrichshafen Step change gear
JP2006117075A (en) 2004-10-20 2006-05-11 Toyota Motor Corp Power transmission device for vehicle and power transmission device for four-wheel drive vehicle
CN105605203A (en) * 2016-03-11 2016-05-25 绍兴前进齿轮箱有限公司 Four-wheel-drive transmission gear box

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3703031A (en) * 1971-03-15 1972-11-21 Gen Motors Corp Method of manufacturing and assembling transmission components
US3916712A (en) * 1974-02-11 1975-11-04 Borg Warner Transmission with transversely movable countershaft extension
US4041791A (en) * 1975-10-14 1977-08-16 Borg-Warner Corporation Method of manufacturing a transmission
JPS5769142A (en) * 1980-10-15 1982-04-27 Toyota Motor Corp Gear transmission for automobile

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2772451A1 (en) * 1997-12-16 1999-06-18 Renault Motor vehicle mechanical gearbox
WO1999031410A1 (en) * 1997-12-16 1999-06-24 Renault Motor vehicle gearbox

Also Published As

Publication number Publication date
FR2516623B1 (en) 1988-10-28
GB2110323B (en) 1985-09-18
DE3241943A1 (en) 1983-06-01
JPS5884246A (en) 1983-05-20
FR2516623A1 (en) 1983-05-20
AU538867B2 (en) 1984-08-30
AU9035782A (en) 1983-05-26

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Legal Events

Date Code Title Description
PCNP Patent ceased through non-payment of renewal fee

Effective date: 19931109