GB2110324A - Power-shift countershaft gearbox - Google Patents
Power-shift countershaft gearbox Download PDFInfo
- Publication number
- GB2110324A GB2110324A GB08233342A GB8233342A GB2110324A GB 2110324 A GB2110324 A GB 2110324A GB 08233342 A GB08233342 A GB 08233342A GB 8233342 A GB8233342 A GB 8233342A GB 2110324 A GB2110324 A GB 2110324A
- Authority
- GB
- United Kingdom
- Prior art keywords
- layshafts
- ratio
- gear
- engaging
- clutches
- 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
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
- F16H3/093—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 with two or more countershafts
- F16H3/097—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 with two or more countershafts the input and output shafts being aligned on the same axis
-
- 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
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
Abstract
In a power-shift gearbox with overall gear ratios for forward drive which are substantially in geometric progression, there are employed only two full power transmitting friction clutches 14, 16 and 15, 17 which alternately drive respective layshafts 18 and 19 from an input shaft 10. A plurality of power paths engageable by respective dog clutches 25 to 28 are disposed between each layshaft and an output shaft 20. The layshafts are directly interconnected by alternatively-engageable synchronising drives 33, 39, 34 and 36, 40, 37 of appropriate ratios enabling pre-selection to be effected by engaging the appropriate dog clutch. Each synchronising drive includes a friction clutch 35 or 38 which is required to transmit only very small torques. <IMAGE>
Description
SPECIFICATION
Multi-ratio gearbox
The invention relates to a multi-ratio gearbox particularly for heavy vehicles, and has for its object to provide a power-shift facility with minimal power losses. A prime cause of such losses hitherto has been the use of numerous friction clutches to provide the power-shift facility.
According to one aspect of the invention, a multi-ratio gearbox comprises two alternatelydriven layshafts which are inter-connected by a plurality of alternatively-engageable synchronising drives of appropriate ratios so as to permit the pre-selection by positively-engaging clutch means of a power path through the temporarily inoperative layshaft.
According to another aspect of the invention, a multi-ratio gearbox comprises an input shaft, two layshafts driven alternately from the input shaft by respective friction clutches, a plurality of forward drive power paths engageable by respective positively-engaging clutches and disposed between each layshaft and an output shaft, the ratios of all the power paths being substantially in geometric progression, and two alternativelyengageable synchronising drives interconnecting the layshafts, the ratio of one of said drives being substantially the common ratio of said progression and that of the other drive being substantially the reciprocal of said common ratio.
A preferred embodiment of the invention will now be described, by way of example, with reference to the accompanying diagrammatic drawing of a power-shift multi-ratio gearbox.
Referring now to the drawing, a multi-ratio gearbox comprises an input shaft 10 adapted to be driveably connected to an engine (not shown) and having fixed to it a gear 11 which meshes with two identical gears 12 and 13, herein-after referred to as layshaft input gears, which are driveably connected to the driving portions 14 and 1 5 of respective friction clutches.The respective driven portions 1 6 and 1 7 of said friction clutches are driveably connected to respective layshafts 18 and 1 9. An output shaft 20 co-axial with the input shaft 10 has rotateably mounted on it four gears 21, 22, 23 and 24 which can be selectively driveably connected to it by means of respective positively-engaging clutches 25, 26, 27 and 28 in the form of dog clutches.
The gears 21 and 23 on the output shaft 20 mesh constantly with respective gears 29 and 30 fixed to the layshaft 18, and the gears 22 and 24 on the output shaft 20 mesh constantly with respective gears 31 and 32 fixed to the layshaft
19. A further gear 33 fixed to the layshaft 18 meshes constantly with an idler gear 39 which meshes constantly with a gear 34 rotatably mounted on the layshaft 1 9 and capable of being driveably connected to said layshaft by a friction clutch 35. Similarly, a further gear 36 fixed to the layshaft 1 9 meshes constantly with an idler gear 40 which meshes constantly with a gear 37 rotateably mounted on the layshaft 18 and capable of being driveably connected to said layshaft by a friction clutch 38.
The gears 21 to 24 on the output shaft 20 and the gears 29 to 32 on the layshafts 18 and 19 with which they mesh provide four overall gear ratios for forward drive which are arranged as nearly as possible in a geometric progression a, ar2, ar3, etc. having regard to the need to provide each gear with a whole number of teeth, and also so arranged that the layshafts 1 8 and 1 9 are operative alternately as the ratios are changed in sequence.The two trains of gears 33, 39, 34 and 36, 40, 37 which directly interconnect the layshafts 1 8 and 19 constitute synchronising drive means, and are therefore arranged to drive the temporarily and 1 9 constitute synchronising drive means, and are therefore arrranged to drive the temporarily inoperative layshaft from the temporarily operative layshaft selectively in as nearly as possible either the ratio
1: the common ratio r of the aforesaid geometric progression
if an up-shift is to be pre-selected, or the ratio
1: the reciprocal of the common ratio r of the aforesaid geometric progression if a down-shift is to be pre-selected.
Any suitable reverse drive gearing can be provided.
in operation, start-up in first (low) gear ratio is obtained by engaging the dog clutch 28 and then the friction clutch 1 5, 1 7 so as to connect the layshaft 1 9 to the input shaft 10. An up-shift into second gear ratio is pre-selected by engaging the friction clutch 38 for connecting the layshaft 19 to the layshaft 18 in the ratio
1: the common ratio r of the aforesaid geometric progression
and then engaging the dog clutch 27. Powershift is then effected by simultaneously disengaging the friction clutch 1 5, 17 and engaging the friction clutch 14, 16. An up-shift into third gear ratio is pre-selected by engaging the firction clutch 35 for connecting the layshaft 1 8 to the lavshaft 1 9 in the ratio.
1: the common ratio r of the aforesaid geometric progression
and then engaging the dog clutch 26. Powershift is then effected by simultaneously disengaging the friction clutch 14, 1 6 and engaging the friction clutch 1 5, 17. An up-shift into fourth
(high) gear ratio is pre-selected by engaging the friction clutch 38 for connecting the layshaft 1 9 to the layshaft 18 in the ratio
1: the common ratio r of the aforesaid geometric progression
and then engaging the dog clutch 25. Powershift is then effected by simultaneously disengaging the friction clutch 1 5, 1 7 and engaging the friction clutch 14, 1 6.
A down-shift into third gear ratio is preselected by engaging the friction clutch 38 for connecting the layshaft 18 to the layshaft 1 9 in the ratio
1: the reciprocal of the common ratio r of the aforesaid geometric progression and then engaging the dog clutch 26. Power-shift is then effected by simultaneously disengaging the friction clutch 14, 16 and engaging the friction clutch 1 5, 1 7. A down-shift into second gear ratio is preselected by engaging the friction clutch 35 for connecting the layshaft 1 9 to the layshaft 18 in the ratio
1: the reciprocal of the common ratio r of the aforesaid geometric progression and then engaging the dog clutch 27.Power-shift is then effected by simultaneously disengaging the friction clutch 1 5, 1 7 and engaging the friction clutch 14, 1 6. A down-shift into first (low) gear ratio is preselected by engaging the friction clutch 38 for connecting the layshaft 1 8 to the layshaft 19 in the ratio
1: the reciprocal of the common ratio r of the aforesaid geometric progression and then engaging the dog clutch 28. Power-shift is then effected by simultaneously disengaging the friction clutch 14, 1 6 and engaging the friction clutch 15,17.
During every up-shift and down-shift, whichever one of the friction clutches 35 and 38 is engaged to effect synchronisation may be disengaged at any time after the completion of pre-selection.
It will be appreciated that the inability to arrange gear ratios in exact geometric progression is beneficial to this invention, because dog clutches will often fail to engage if perfectly synchronised. Another consequence of said inability is that the friction clutch 35 or 38 interconnecting the layshaft 18 and 19 is forced to slip under load after preselection, but the difference in the rotational speeds of the driving and driven portions of said clutches is only slight as it corresponds merely to the error in the geometric progression. Furthermore, as the friction clutches 35 and 38 for interconnecting the layshafts 18 and 1 9 merely have to provide a synchronising drive they transmit only very small torques so that slight temporary slipping is not detrimental.
Whatever the number of gear ratios provided for forward drive, the only friction clutches required to transmit full power are the two friction clutches 14, 16 and 15, 17 for selectively connecting the layshafts 18 and 19 to the input shaft 10, and the differences in the rotational speeds of the driving portion 14 or 15 and the driven portion 16 or 17 of the temporarily disengaged one of said clutches are relatively small. This economy in the use of full power transmitting friction clutches in a power-shift gearbox significantly minimises power losses therein as compared, for example, with an epicyclic power-shift gearbox.
In a modification, the dog clutches are simply disposed on the layshafts instead of on the output shaft. In another modification, the overall gear ratios for forward drive are not arranged substantially in geometric progression and a separate synchronising drive is provided for each significantly different ratio step in the gear ratio sequence. In a further modification, the driving portions of the two full power transmitting friction clutches are both mounted on the input shaft, the driven portions of said clutches being connected by way of separate gear pairs to the respective layshafts. In yet another modification, the gear ratios between the input shaft and the respective layshafts are dissimilar. In a specific example of this the difference in the two input to layshaft gear ratios is made equal to the common ratio r of the aforesaid geometric progression.This allows the two layshafts to be identical except for their respective synchronising and layshaft input gears, which is a manufacturing advantage, and also allows corresponding gears on the respective layshafts to mesh with a common gear on the output shaft. However, if common gears are employed on the output shaft then the dog clutches must be disposed on the layshafts. If said clutches are required to be disposed on the output shaft then a separate gear must be provided on the output shaft for every individual gear on the layshafts and the two identical layshafts must be relatively axially displaced. If the layshafts are driven by separate gear pairs having different ratios but the same centre distance, the input and output shafts remain co-axial, but if identical layshafts are driven at different ratios from a common gear on the input shaft then the input and output shafts cannot be co-axial. Wherever the layshafts are driven from the input shaft at different ratios to one another, the ratios of the synchronising drives must be arranged accordingly.
Claims (12)
1. A multi-ratio gearbox comprising two alternately-driven layshafts which are interconnected by a plurality of alternativelyengagable synchronising drives of appropriate ratios so as to permit the pre-selection by positively-engaging clutch means of a power path through the temporarily inoperative layshaft.
2. A multi-ratio gearbox comprising an input shaft, two layshafts driven alternately from the input shaft by respective friction clutches, a plurality of forward drive power paths engageable by respective positively-engaging clutches and disposed between each layshaft and an output shaft, the ratios of all the power paths being substantially in geometric progression, and two alternately-engageable synchronising drives interconnecting the layshafts, the ratio of one of said drives being substantially the common ratio of said progression and that of the other drive being substantially the reciprocal of said common ratio.
3. A multi-ratio gearbox according to claim 2, wherein the positively-engaging clutches are disposed on the output shaft.
4. A multi-ratio gearbox according to claim 2, wherein the positively-engaging clutches are disposed on the layshafts.
5. A multi-ratio gearbox according to claim 1, wherein the overall gear ratios for forward drive are not arranged substantially in geometric progression and a separate synchronising drive is provided for every significantly different ratio step in the gear ratio sequence.
6. A multi-ratio gearbox according to claim 1, wherein the layshafts are driven alternately from an input shaft by a gear on said shaft which meshes with two gears each of which is driveably connected to the driving portion of a friction clutch of which the driven portion is driveably connected to one of the layshafts.
7. A multi-ratio gearbox according to claim 1, wherein the layshafts are driven alternately from an input shaft by respective friction clutches the driving portions of which are mounted on said shaft and the driven portions of which are driveably connected by separate gear pairs to the respective layshafts.
8. A multi-ratio gearbox according to claim 1, wherein the overall gear ratios for forward drive are substantially in geometric progression, and the layshafts are identical except for their respective synchronising and layshaft input gears and are driven alternately from an input shaft at ratios which differ by the common ratio of said geometric progression.
9. A multi-ratio gearbox according to claim 8, wherein corresponding gears on the respective layshafts mesh with a common gear on an output shaft and the positively-engaging clutch means are disposed on the layshafts.
10. A multi-ratio gearbox according to claim 8, wherein every individual gear on the layshafts meshes with a separate gear on an output shaft, the layshafts are relatively axially displaced, and the positively-engaging clutch means are disposed on the output shaft.
11. A multi-ratio gearbox according to any one of the preceding claims, wherein the synchronising drives are engageable by means of respective friction clutches.
12. A multi-ratio gearbox constructed, arranged and adapted to operate substantially as herein-before described with reference to, and as illustrated by, the accompanying drawing.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB08233342A GB2110324B (en) | 1981-11-28 | 1982-11-23 | Power-shift countershaft gearbox |
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB8136004 | 1981-11-28 | ||
| GB08233342A GB2110324B (en) | 1981-11-28 | 1982-11-23 | Power-shift countershaft gearbox |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2110324A true GB2110324A (en) | 1983-06-15 |
| GB2110324B GB2110324B (en) | 1986-02-12 |
Family
ID=26281419
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08233342A Expired GB2110324B (en) | 1981-11-28 | 1982-11-23 | Power-shift countershaft gearbox |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2110324B (en) |
Cited By (17)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2159897A (en) * | 1984-05-17 | 1985-12-11 | Windsor Smith Claude P | Single layshaft change speed gearbox |
| EP0278938A1 (en) * | 1987-02-13 | 1988-08-17 | Ab Volvo | Motor vehicle gearbox |
| US4785682A (en) * | 1987-05-20 | 1988-11-22 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission device |
| EP0469451A1 (en) * | 1990-07-25 | 1992-02-05 | CLARK-HURTH COMPONENTS S.p.A. | Three-shaft gearbox particularly for industrial vehicles in general |
| DE4313167A1 (en) * | 1993-04-22 | 1994-11-03 | Gkn Automotive Ag | Gearbox switchable under load |
| US5417125A (en) * | 1990-12-10 | 1995-05-23 | Ab Volvo | Automatic transmission for motor vehicles |
| EP0797025A1 (en) * | 1996-03-21 | 1997-09-24 | LANDINI SpA | Under-load change-speed gear unit with double clutch |
| US6186029B1 (en) | 1997-07-09 | 2001-02-13 | Dana Corporation | Dual input transmission |
| EP1528285A2 (en) * | 2003-10-31 | 2005-05-04 | RLE International Produktionsentwicklungsgesellschaft mbH | Powershift transmission |
| EP2243983A2 (en) | 2008-12-24 | 2010-10-27 | Hitachi Nico Transmission Co., Ltd. | Twin clutch type transmission for diesel railcar |
| WO2011069530A1 (en) | 2009-12-11 | 2011-06-16 | Volvo Lastvagnar Ab | A multi-clutch transmission for a motor vehicle |
| WO2011150947A1 (en) | 2010-06-02 | 2011-12-08 | Volvo Lastvagnar Ab | Multi-clutch transmission for a motor vehicle |
| EP2407688A1 (en) * | 2009-03-11 | 2012-01-18 | Hitachi Nico Transmission Co., Ltd. | Twin clutch transmission for large-sized vehicle |
| EP2578901A1 (en) * | 2010-06-01 | 2013-04-10 | Hitachi Nico Transmission Co., Ltd. | Twin clutch type transmission |
| WO2013167095A1 (en) * | 2012-05-11 | 2013-11-14 | Zetor Tractors A.S. | Reversing double - flow gearbox arrangement, mainly for motor vehicles and construction machines, with two branches of output flow |
| WO2014016435A2 (en) * | 2012-07-27 | 2014-01-30 | Mclaren Automotive Limited | Gearbox |
| EP4191093A1 (en) * | 2019-02-08 | 2023-06-07 | Koenigsegg Automotive AB | Multi-shaft gearbox |
-
1982
- 1982-11-23 GB GB08233342A patent/GB2110324B/en not_active Expired
Cited By (37)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2159897A (en) * | 1984-05-17 | 1985-12-11 | Windsor Smith Claude P | Single layshaft change speed gearbox |
| EP0278938A1 (en) * | 1987-02-13 | 1988-08-17 | Ab Volvo | Motor vehicle gearbox |
| US4876907A (en) * | 1987-02-13 | 1989-10-31 | Ab Volvo | Motor vehicle gearbox |
| USRE33551E (en) * | 1987-02-13 | 1991-03-12 | Ab Volvo | Motor vehicle gearbox |
| US4785682A (en) * | 1987-05-20 | 1988-11-22 | Honda Giken Kogyo Kabushiki Kaisha | Power transmission device |
| EP0469451A1 (en) * | 1990-07-25 | 1992-02-05 | CLARK-HURTH COMPONENTS S.p.A. | Three-shaft gearbox particularly for industrial vehicles in general |
| US5329828A (en) * | 1990-07-25 | 1994-07-19 | Clark-Hurth Components S.P.A. | Three-shaft gearbox with dual input motors |
| US5417125A (en) * | 1990-12-10 | 1995-05-23 | Ab Volvo | Automatic transmission for motor vehicles |
| DE4313167C2 (en) * | 1993-04-22 | 2000-05-11 | Gkn Automotive Ag | Gearbox switchable under load |
| DE4313167A1 (en) * | 1993-04-22 | 1994-11-03 | Gkn Automotive Ag | Gearbox switchable under load |
| US5493927A (en) * | 1993-04-22 | 1996-02-27 | Gkn Automotive Ag | Gearbox switchable under load |
| EP0797025A1 (en) * | 1996-03-21 | 1997-09-24 | LANDINI SpA | Under-load change-speed gear unit with double clutch |
| US6186029B1 (en) | 1997-07-09 | 2001-02-13 | Dana Corporation | Dual input transmission |
| EP1528285A2 (en) * | 2003-10-31 | 2005-05-04 | RLE International Produktionsentwicklungsgesellschaft mbH | Powershift transmission |
| DE10350917B3 (en) * | 2003-10-31 | 2005-05-25 | Rle International Produktentwicklungsgesellschaft Mbh | Transmission interruption-free manual transmission |
| EP1528285A3 (en) * | 2003-10-31 | 2006-09-06 | RLE International Produktionsentwicklungsgesellschaft mbH | Powershift transmission |
| EP2243983A2 (en) | 2008-12-24 | 2010-10-27 | Hitachi Nico Transmission Co., Ltd. | Twin clutch type transmission for diesel railcar |
| EP2243983A3 (en) * | 2008-12-24 | 2011-02-16 | Hitachi Nico Transmission Co., Ltd. | Twin clutch type transmission for diesel railcar |
| EP2407688A1 (en) * | 2009-03-11 | 2012-01-18 | Hitachi Nico Transmission Co., Ltd. | Twin clutch transmission for large-sized vehicle |
| EP2407688A4 (en) * | 2009-03-11 | 2013-01-23 | Hitachi Nico Transmission Co Ltd | Twin clutch transmission for large-sized vehicle |
| WO2011069530A1 (en) | 2009-12-11 | 2011-06-16 | Volvo Lastvagnar Ab | A multi-clutch transmission for a motor vehicle |
| US8752442B2 (en) | 2009-12-11 | 2014-06-17 | Volvo Lastvagner Ab | Multi-clutch transmission for a motor vehicle |
| RU2529113C2 (en) * | 2009-12-11 | 2014-09-27 | Вольво Ластвагнар Аб | Automotive gearbox with several clutches |
| EP2918870A1 (en) | 2009-12-11 | 2015-09-16 | AB Volvo Lastvagnar | A multi-clutch transmission for a motor vehicle |
| EP2578901A1 (en) * | 2010-06-01 | 2013-04-10 | Hitachi Nico Transmission Co., Ltd. | Twin clutch type transmission |
| EP2578901A4 (en) * | 2010-06-01 | 2013-10-02 | Hitachi Nico Transmission Co Ltd | Twin clutch type transmission |
| US8887589B2 (en) | 2010-06-01 | 2014-11-18 | Hitachi Nico Transmission, Co., Ltd. | Twin clutch transmission |
| EP2910815A1 (en) * | 2010-06-01 | 2015-08-26 | Hitachi Nico Transmission Co., Ltd. | Twin clutch transmission |
| WO2011150947A1 (en) | 2010-06-02 | 2011-12-08 | Volvo Lastvagnar Ab | Multi-clutch transmission for a motor vehicle |
| US9568067B2 (en) | 2012-05-11 | 2017-02-14 | Zetor Tractors A.S. | Reversing double-flow gearbox arrangement with two branches of output flow |
| WO2013167095A1 (en) * | 2012-05-11 | 2013-11-14 | Zetor Tractors A.S. | Reversing double - flow gearbox arrangement, mainly for motor vehicles and construction machines, with two branches of output flow |
| EA029112B1 (en) * | 2012-05-11 | 2018-02-28 | Зетор Тракторс А.С. | Reversing double-flow gearbox for motor vehicles and construction machines with two branches of output flow |
| WO2014016435A2 (en) * | 2012-07-27 | 2014-01-30 | Mclaren Automotive Limited | Gearbox |
| US9759290B2 (en) | 2012-07-27 | 2017-09-12 | Mclaren Automotive Limited | Gearbox |
| WO2014016435A3 (en) * | 2012-07-27 | 2014-03-13 | Mclaren Automotive Limited | Gearbox |
| EP4191093A1 (en) * | 2019-02-08 | 2023-06-07 | Koenigsegg Automotive AB | Multi-shaft gearbox |
| US12066082B2 (en) | 2019-02-08 | 2024-08-20 | Koenigsegg Automotive Ab | Multi-shaft gearbox |
Also Published As
| Publication number | Publication date |
|---|---|
| GB2110324B (en) | 1986-02-12 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PE20 | Patent expired after termination of 20 years |
Effective date: 20021122 |