GB2521221A - Transmission for a vehicle, in particular a commercial vehicle - Google Patents

Transmission for a vehicle, in particular a commercial vehicle Download PDF

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Publication number
GB2521221A
GB2521221A GB1322184.1A GB201322184A GB2521221A GB 2521221 A GB2521221 A GB 2521221A GB 201322184 A GB201322184 A GB 201322184A GB 2521221 A GB2521221 A GB 2521221A
Authority
GB
United Kingdom
Prior art keywords
gear
transmission
coupling element
coupling
idler gear
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.)
Withdrawn
Application number
GB1322184.1A
Other versions
GB201322184D0 (en
Inventor
Vimal Natarajan
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.)
Mercedes Benz Group AG
Original Assignee
Daimler AG
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 Daimler AG filed Critical Daimler AG
Priority to GB1322184.1A priority Critical patent/GB2521221A/en
Publication of GB201322184D0 publication Critical patent/GB201322184D0/en
Publication of GB2521221A publication Critical patent/GB2521221A/en
Withdrawn legal-status Critical Current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
    • 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
    • F16H3/091—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 including a single countershaft
    • F16H3/0915—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 including a single countershaft with coaxial input and output shafts
    • 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
    • F16H3/02—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
    • F16H2003/0826—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 wherein at least one gear on the input shaft, or on a countershaft is used for two different forward gear ratios
    • 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
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

Vehicle transmission 10, possibly six speed manual or automated-manual, having input shaft 12, coaxial output shaft 14, countershaft / layshaft 18, first idler gear 48 rotatable relative to input shaft 12, first coupling element 58 fixed to input shaft 12, second coupling element 52 fixed to first idler gear 48, second idler gear 90 rotatable relative to input shaft 12, third coupling element 92 fixed to second idler gear 90, and shift element 82 movable between first coupling position in which first 58 and second 52 coupling elements are connected, and second coupling position in which first 58 and third 92 coupling elements are rotationally fixed, possibly also synchronising speed of elements, to select first and second gears. First 48 and second 90 idler gears may be mounted respectively on output 14 and input 12 shafts. Transmission 10 may have third idler gear 30 connectable to output shaft 14.

Description

Transmission for a Vehicle, in particular a Commercial Vehicle The invention relates to a transmission for a vehicle, in particular a commercial vehicle, according to the preamble of patent claim 1.
Transmissions for vehicles, in particular commercial vehicles, are well-known from the general prior art. Such a transmission can be seen in Fig. 1, the transmission being designated with reference sign 10. The transmission 10 is designed as a six forward-speed manual transmission having six forward gears Gi, G2, G3, G4, 05 and 06.
Moreover, the transmission 10 has a reverse gear H. The forward gears 01-06 and the reverse gear R each have a gear pair.
The transmission 10 comprises an input shaft 12, an output shaft 14 and a countershaft 18. The input shaft 12 is rotatable aboutafirst rotation axis and supported by means of at least one bearing 20. The output shaft 14 is rotatable about the first rotation axis and supported by means of at least two bearings 22, 24. This means the input shaft 12 and the output shaft 14 are arranged coaxially in relation to each other.
The countershaft 18 is rotatable about a second rotation axis and supported by at least two bearings 26, 28. As can be seen from Fig. 1, the second rotation axis is spaced from the first rotation axis. In other words, the countershaft 18 is not arranged coaxially in relation to the input shaft 12 and the output shaft 14.
The gear pair of the first gear 01 comprises a first gear which is designed as an idler gear 30 mounted on the output shaft 14 and being rotatable in relation to the output shaft 14 and the input shaft 12. The gear pair of the first gear 01 further comprises a second gear 32 mounted on and fixed to the countershaft 18, the second gear 32 meshing with the idler gear 30. The transmission 10 comprises a first coupling element 34 having a gearing, the first coupling element 34 being fixed to the idler gear 30.
The gear pair of the second gear 02 comprises a third gear in the form of an idler gear 36 mounted on the output shaft 14 and being rotatable in relation to the output shaft 14 and the input shaft 12. The gear pair of the second gear 02 further comprises a fourth gear 38 mounted on and fixed to the countershaft 18. The idler gear 36 meshes with the gear 38. The transmission 10 further comprises a second coupling element 40 having a gearing, the second coupling element 40 being fixed to the idler gear 36.
The gear pair of the third gear 03 comprises a fifth gear in the form of an idler gear 42 mounted on the output shaft 14 and being rotatable in relation to the output shaft 14 and the input shaft 12. Moreover, the gear pair of the third gear 03 comprises a sixth gear 44 mounted on and fixed to the countershaft 18. The idler gear 42 meshes with the gear 44.
The transmission 10 comprises a third coupling element 46 having a gearing and being fixed to the idler gear 42.
The gear pair of the fourth gear 04 comprises a seventh gear in the form of an idler gear 48 mounted on the output shaft 14 and being rotatable in relation to the input shaft 12 and the output shaft 14. The gear pair of the fourth gear G4 further comprises an eighth gear mounted on and fixed to the countershaft 18, the gear 50 meshing with the idler gear 48. Furthermore, the transmission 10 comprises a fourth coupling element 52 having a gearing and being fixed to the idler gear 48.
The gear pair of the fifth gear 05 comprises a ninth gear 54 being mounted on and fixed to the input shaft 12. The gear pair of the fifth gear 05 further comprises a tenth gear 56 mounted on and fixed to the countershaft 18, the tenth gear 56 meshing with the ninth gear 54. Moreover, the transmission 10 comprises a fifth coupling element 58 having a gearing and being fixed to the ninth gear 54 and the input shaft 12.
The gear pair of the sixth gear 06 comprises an eleventh gear 60 mounted on and fixed to the output shaft 14. Moreover, the gear pair of the sixth gear 06 comprises a twelfth gear in the form on an idler gear 62 mounted on the countershaft 18 and being rotatable in relation to the countershaft 18, the idler gear 62 meshing with the gear 60. The transmission 10 also comprises a sixth coupling element 64 having a gearing and being fixed to the idler gear 62.
The gear pair of the reverse gear H comprises a thirteenth gear in the form of an idler gear 66 mounted on the output shaft 14 and being rotatable in relation to the output shaft 14. The gear pair of the reverse gear R also comprises a fourteenth gear 68 mounted on and fixed to the countershaft 18, the gear 68 meshing with the idler gear 66. The transmission 10 also comprises a seventh coupling element 67 having a gearing and being fixed to the idler gear 66.
Moreover, the transmission 10 comprises coupling elements 70, 72 and 74 mounted on and fixed to the output shaft 14. Moreover, the transmission 10 comprises a coupling element 76 mounted on and fixed to the countershaft 18. The coupling elements 70, 72, 74 and 76 each have a gearing.
The transmission 10 also comprises shift elements in the form of shifting collars 78, 80, 82 and 84. The shifting collars 78, 80 and 82 are translationally movable between a respective first coupling position and a respective second coupling position and a respective neutral position. This is illustrated by directional arrows 86 in Fig. 1. The shifting collar 84 is movable between a neutral position and a coupling position. This is illustrated by directional arrow 88. In Fig. 1, the respective neutral positions are shown.
In the first coupling position of the shifting collar 78, the idler gear 66 is connected or fixed to the output shaft 14 via the coupling element 67, the shifting collar 78 and the coupling element 70 since the gearing of the coupling element 67 is connected to the gearing of the coupling element 70 by a gearing of the shifting collar 78. In the first coupling position of the shifting collar 78, the idler gear 30 is decoupled from the output shaft 14 since the coupling element 34 is not connected or fixed to the coupling element 70.
In the second coupling position of the shifting collar 78 the idler gear 30 is connected or fixed to the output shaft 14 via the coupling element 34, the shifting collar 78 and the coupling element 70 since the gearing of the coupling element 34 is connected to the gearing of the coupling element 70 via the gearing of the shifting collar 78. In the second coupling position of the shifting collar 78, the idler gear 66 is decoupled from the output shaft 14 since the coupling element 67 is not connected to the output shaft 14 via the shifting collar 78.
In the neutral position of the shifting collar 78, neither the idler gear 30 nor the idler gear 66 is connected to the output shaft 14. In other words, both the idler gear 30 and the idler gear 66 are decoupled from the output shaft 14 in the neutral position of the shifting collar 78.
This applies for all the other shifting collars 80 and 82. This means that in the first coupling position of the shifting collar 80, the idler gear 42 is connected or fixed to the output shaft 14 via the coupling element 46, the shifting collar 80 and the coupling element 72. Thus, the idler gear 36 is decoupled from the output shaft 14. In the second coupling position of the shifting collar 80, the idler gear 36 is connected to the output shaft 14 via the coupling element 40, the shifting collar 80 and the coupling element 72. Thus, the idler gear 42 is decoupled from the output shaft 14.
In the neutral position of the shifting collar 80, both the idler gear 36 and the idler gear 42 are decoupled from the output shaft 14. In the first coupling position of the shifting collar 82, the input shaft 12 is directly connected to the output shaft 14 via the coupling element 58, the shifting collar 82 and the coupling element 74. Thus, the idler gear 48 is decoupled from the output shaft 14. In the second coupling position of the shifting collar 82, the idler gear 48 is connected to the output shaft 14 via the coupling element 52, the shifting collar 82 and the coupling element 74. Thus, the input shaft 12 is not directly coupled to the output shaft 14 via the coupling element 58. In the neutral position of the shifting collar 82, neither the coupling element 58 nor the coupling element 52 is connected to the output shaft 14 via the shifting collar 82.
In the coupling position of the shifting collar 84, the idler gear 62 is connected to the countershaft 18 via the coupling element 64, the shifting collar 84 and the coupling element 76. In the neutral position of the shifting collar 84, the idler gear 62 is decoupled from the countershaft 18.
In order to engage the first gear G1 of the transmission 10, the shifting collar 78 is moved into the second coupling position. All the other shifting collars 80, 82 and 84 are moved into the respective neutral position. In order to engage the second gear G2, the shifting collar 80 is moved into its second coupling position. All the other shifting collars 78, 82 and 84 are moved into their respective neutral position. In order to engage the third gear 03, the shifting collar 80 is moved into its first coupling position. All the other shifting collars 78, 82 and 84 are moved into their respective neutral position.
In order to engage the fourth gear 04, the shifting collar 82 is moved into its second coupling position. All the other shifting collars 78, 80 and 84 are moved into the respective neutral position. In order to engage the fifth gear 05, the shifting collar 82 is moved into its first coupling position, wherein all the other shifting collars 78, 80 and 84 are moved into the respective neutral position. The fifth gear 05 is a direct gear since the input shaft 12 is directly connected to the output shaft 14.
In order to engage the sixth gear G6 of the transmission 10, the shifting collar 84 is positioned into its coupling position, wherein all the other shifting collars 78, 80 and 82 are moved into the respective neutral position.
The coupling elements 34, 40, 52, 56, 58, 64, 67, 70, 72, 74 and 76 and the shifting collars 78, 80, 82 and 84 are pads of respective synchronizers which servo for synchronizing the idler gears 30, 40, 42, 48, 62, 66 in relation to the output shaft 14 or the countershaft 18, or the input shaft 12 in relation to the output shaft 14 respectively.
Hence, the transmission 10 comprises four synchronizers and seven gear pairs.
US 2001/0027692 Al shows a manual transmission comprising an input shaft connected to a clutch assembly. The transmission further comprises first and second intermediate shafts disposed in parallel with said input shaft. Moreover, the manual transmission comprises an output shaft, which is disposed in parallel with said input shaft, to which driving force is transmitted from said input shaft via said first and/or second intermediate shaft. A low-speed gear train provided between said input shaft and said first intermediate shaft is disposed closer than an reverse gear train, which is provided between said first input shaft and said first and second intermediate shafts, to a space accommodating a clutch assembly, with a new space being provided on said second intermediate shaft in an area in-line with said low-speed gear train within an interior space that accommodates the transmission per se. The manual transmission further comprises a bearing of said second intermediate shaft, the bearing being disposed in-line with said low-speed gear train within the space newly produced.
Furthermore, US 5 458 015 A shows a gearshift transmission for a motor vehicle, the gearshift transmission comprising a drive shaft, an output shaft parallel to the drive shaft than auxiliary shaft. The transmission further comprises a plurality of forward gear ratios and a reverse gear ratio, said forward gear ratios and said reverse gear ratio having gear sets mounted on the driveshaft and the output shaft, the gear sets being engageable by synchronizing clutches, the gear sets including gear pairs, with at least one of said forward gear ratios and said reverse gear ratio being formed by utilization of multiple existing gear pairs, wherein a high-reduction first gear ratio includes the gear set of the reverse gear ratio and a fixed gear fixably mounted on the auxiliary shaft, the fixed gear meshing with a gear pair of a highest of the forward gear ratios.
It is an object of the present invention to provide a transmission of the kind indicated in the preamble of patent claim 1, wherein the number of parts, the size, and the costs of the transmission can be kept particularly low.
This object is solved by a transmission having the features of patent claim 1.
Advantageous embodiments with expedient and non-trivial developments of the invention are indicated in the other patent claims.
In order to provide a transmission of the kind indicated in the preamble of patent claim 1, wherein the costs, the size, and the number of parts of the transmission can be kept particularly low, according to the present invention the transmission comprises a second idler gear being rotatable in relation to the input shaft. The transmission further comprises a third coupling element fixed to the second idler gear. Moreover, the shift element is movable in relation to the coupling elements between a first coupling position and a second coupling position. In the first coupling position, the first coupling element is connected to the second coupling element via the shift element. In the second coupling position, the first coupling element is connected to the third coupling element via the shift element.
Thereby, two different engageable gears of the transmission can be realized in a very space-saving manner. Said gears can be engaged by moving the shift element from the first coupling position into the second coupling position and vice versa. With respect to a conventional six forward-speed transmission the six forward speeds can be realized with a particularly low number of synchronizers and gear pairs. However, the design of the transmission according to the present invention can be very similar to the design of the conventional six forward-speed transmission so that the costs of the transmission according to the present invention can be kept particularly low.
Further advantages, features and details of the present invention derive from the following description of a preferred embodiment as well as from the drawing. The features and feature combinations previously mentioned in the description as well as the features and feature combinations mentioned in the following description of the figures and/or shown in the figures alone can be employed not only in the respective indicated combination but also in any other combination or taken alone without leaving the scope of the invention.
The drawing shows in: Fig. 1 a schematic view of a six forward-speed transmission according to the prior art; Fig. 2 a schematic view of a six forward-speed transmission according to the present invention; and Fig. 3 a gear ration calculation for the transmission according to Fig. 2 In the figures the same elements or elements having the same function are indicated with the same reference sign.
Fig. 2 shows a transmission 10 which is designed as a six forward-speed transmission.
The transmission 10 has a first gear pair P1, a second gear pair P2, a third gear pair P3, a fourth gear pair P4 and a fifth gear pair P5. In comparison with the transmission 10 according to Fig. 1, the transmission 10 according to Fig. 2 has two gear pairs less but still the same number of forward gears. Moreover, the transmission 10 according to Fig. 2 has two reverse gears instead of only one reverse gear.
As can be seen from Fig. 2, the coupling element 58 is mounted on and fixed to the input shaft 12. The shifting collar 82 is movable between its first coupling position and its second coupling position, wherein Fig. 2 shows the first coupling position of the shifting collar 82. In the second coupling position of the shifting collar 82, the idler gear 48 mounted on the output shaft 14 and rotatable in relation to the input shaft 12 and the output shaft 14 is connected to the input shaft 12 via the coupling element 52, the shifting collar 82 and the coupling element 58.
The transmission 10 according to Fig. 2 comprises a gear in the form of an idler gear 90 mounted on and rotatable in relation to the input shaft 12 and the output shaft 14. The transmission 10 according to Fig. 2 further comprises a coupling element 92 fixed to the idler gear 90. The coupling element 92 has a gearing.
In the second coupling position of the shifting collar 82, the idler gear 90 is decoupled from the input shaft 12 since the coupling element 92 is not connected to the coupling element 58 via the shifting collar 82.
In the first coupling position of the shifting collar 82. the idler gear 90 is fixed or connected to the input shaft 12 via the coupling element 92, the shifting collar 82 and the coupling element 58 since the gearing of the coupling element 92 is connected to the gearing of the coupling element 58 by the gearing of the shifting collar 82. In the first coupling position of the shifting collar 82, the coupling element 52 is not connected to the coupling element 58 via the shifting collar 82. As can be seen from Fig. 2 the idler gear 90 meshes with the gear 56.
In order to engage the first gear of the transmission 10 according to Fig. 2, the shifting collar 82 is moved into its second coupling position so that the idler gear 48 is connected to the input shaft 12 via the coupling element 52, the shifting collar 82 and the coupling element 58. Moreover, the shifting collar 78 is moved into its first coupling position so that the idler gear 30 is connected to the output shaft 14 via the coupling element 34, the shifting collar 78 and the coupling element 70. In order to engage the second gear of the transmission 10, the shifting collar 82 is moved into its first coupling position and the shifting collar 78 is moved into its first coupling position. When the first gear or the second gear is engaged, the shifting collar 80 is in its neutral position.
This means that both the first gear and the second gear are realized by using the first gear pair P1. In order to engage the third gear of the transmission 10, the shifting collar 82 is moved into the second coupling position and the shifting collar 80 is moved into its second coupling position. In order to engage the fourth gear, the shifting collar 82 is moved into its first coupling position, wherein the shifting collar is moved into its second coupling position. When the third gear or the fourth gear is engaged, the shifting collar 78 is in its neutral position. This means that the second gear pair P2 is used for realizing both the third gear and the fourth gear.
In order to engage the fifth gear of the transmission 10, the shifting collar 82 is moved into its second coupling position and the shifting collar 80 is moved into its first coupling position. In order to engage the sixth gear, the shifting collar 82 is moved into its first coupling position and the shifting collar 80 is moved into its first coupling position. If the fifth gear or the sixth gear is engaged, the shifting collar 78 is in its neutral position. This means that the third gear pair P3 is used for realizing both the filth gear and the sixth gear. The filth gear is a direct gear since the output shaft 14 is directly connected to the input shalt 12 via the coupling element 72, the shilting collar 80, the coupling element 46, the coupling element 52, the shifting collar 82 and the coupling element 58.
In order to engage the first reverse gear, the shifting collar 78 is moved into its second coupling position wherein the shifting collar 82 is moved into its second coupling position.
In order to engage the second reverse gear the shifting collar 78 is moved into its second coupling position and the shilting collar 82 is moved into its first coupling position. If the first reverse gear or the second reverse gear is engaged, the shifting collar 80 is in its neutral position.
In comparison with the transmission 10 according to Fig. 1, the transmission according to Fig. 2 has a simplified layout with a less number of gear pairs and a less number of synchronizers. Thus, the transmission 10 according to Fig. 2 has a reduced number of parts, a reduced size and reduced costs in comparison with the transmission 10 according to Fig. 1.
The transmission 10 can be designed as a manual transmission or an automated manual transmission. For this purpose actuators such as but not limited to electrical and/or pneumatic and/or hydraulic actuators can be used for moving the shifting collars 78, 80 and 82.
Fig. 3 shows a gear ration calculation with respect to the transmission 10 according to Fig. 2 so that the transmission 10 almost has a progressive spread. The transmission 10 can be particularly advantageously used for commercial vehicles, in particular light commercial vehicles.
List of reference signs transmission 12 input shaft 14 output shaft 18 countershaft bearing 22 bearing 24 bearing 26 bearing 28 bearing idler gear 32 gear 34 coupling element 36 idler gear 38 gear coupling element 42 idler gear 44 gear 46 coupling element 48 idler gear gear 52 coupling element 54 gear 56 gear 58 coupling element gear 62 idler gear 64 coupling element 66 idler gear 67 coupling element 68 gear coupling element 72 coupling element 74 coupling element 76 coupling element 78 shifting collar shifting collar 82 shifting collar 84 shifting collar 86 directional arrow 88 directional arrow idler gear 92 coupling element 131 first gear 132 second gear Ga thrid gear G4 fourth gear fifth gear G6 sixth gear R reverse gear P1 first gear pair P2 second gear pair P3 third gear pair P4 fourth gear pair PS fifth gear pair

Claims (6)

  1. Claims A transmission (10) for a vehicle, the transmission (10) comprising: -an input shaft (12); -acountershaft(18); -an output shaft (14) being arranged coaxially in relation to the input shaft (12); -a first idler gear (48) being rotatable in relation to the input shaft (12); -a first coupling element (58) fixed to the input shaft (12), -a second coupling element (52) fixed to the first idler gear (48); -a shift element (82) by means of which the first coupling element (58) is connectable to the second coupling element (52), characterized in that the transmission (10) comprises: -a second idler gear (90) being rotatable in relation to the input shaft (12); -a third coupling element (92) fixed to the second idler gear (90); wherein the shift element (82) is movable in relation to the coupling elements (52, 58, 92) between a first coupling position in which the first coupling element (58) is connected to the second coupling element (52) via the shift element (82) and a second coupling position in which the first coupling element (58) is connected to the third coupling element (92) via the shift element (82).
  2. 2. The transmission (10) according to claim 1, characterized in that the first idler gear (48) is mounted on the output shaft (14).
  3. 3. The transmission (10) according to any one of claims 1 or 2, characterized in that the second idler gear (90)is arranged on the input shaft (12),
  4. 4. The transmission (10) according to any one of the preceding claims, characterized in that the transmission (10) comprises at least one third idler gear (30) being arranged on the output shaft (14) and rotatable in relation to the input shaft (1 2) and the output shaft (14), wherein a first gear of the transmission (10) is engaged by connecting the first coupling element (58) via the shift element (82) to the second coupling element (52) and the third idler gear (30) to the output shaft (14) and wherein a second gear of the transmission (10) is engaged by connecting the first coupling element (58) via the shift element (82) to the third coupling (92) element and the third idler gear (30)10 the output shaft (14).
  5. 5. The transmission (10) according to any one of the preceding claims, characterized in that the transmission (10) is designed as a six forward-speed manual transmission or a six forward-speed automated manual transmission.
  6. 6. A vehicle, in particular, a commercial vehicle, having a transmission (10) according to any one of the preceding claims.
GB1322184.1A 2013-12-16 2013-12-16 Transmission for a vehicle, in particular a commercial vehicle Withdrawn GB2521221A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB1322184.1A GB2521221A (en) 2013-12-16 2013-12-16 Transmission for a vehicle, in particular a commercial vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB1322184.1A GB2521221A (en) 2013-12-16 2013-12-16 Transmission for a vehicle, in particular a commercial vehicle

Publications (2)

Publication Number Publication Date
GB201322184D0 GB201322184D0 (en) 2014-01-29
GB2521221A true GB2521221A (en) 2015-06-17

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GB1322184.1A Withdrawn GB2521221A (en) 2013-12-16 2013-12-16 Transmission for a vehicle, in particular a commercial vehicle

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106555840A (en) * 2015-09-25 2017-04-05 长城汽车股份有限公司 Shift gear bit architecture, variator and vehicle

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2002087916A1 (en) * 2001-04-27 2002-11-07 Volvo Lastvagnar Ab Drive means for motor vehicles
DE10143994A1 (en) * 2001-09-07 2003-03-27 Zahnradfabrik Friedrichshafen Modular gear system comprises three gear groups of two-gear group, multiple gear basic group and multiple outlet side group, and reverse gear cogs
US20040029679A1 (en) * 2001-01-17 2004-02-12 Ralf Dreibholz Method for controlling and regulating a drive train
WO2004030973A1 (en) * 2002-10-02 2004-04-15 Volvo Lastvagnar Ab An automatic engaging/disengaging method of a coupling-dependent power take-off
DE102005057813A1 (en) * 2005-12-03 2007-06-14 Zf Friedrichshafen Ag Standard transmission for motor vehicle, has wheel sets with movable wheels on output and counter shafts, where wheels on counter shaft are connected with each other and forward gears are connected by closing three couplings
DE102010043564A1 (en) * 2010-11-08 2012-05-10 Zf Friedrichshafen Ag Manual switching system for a group transmission

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20040029679A1 (en) * 2001-01-17 2004-02-12 Ralf Dreibholz Method for controlling and regulating a drive train
WO2002087916A1 (en) * 2001-04-27 2002-11-07 Volvo Lastvagnar Ab Drive means for motor vehicles
DE10143994A1 (en) * 2001-09-07 2003-03-27 Zahnradfabrik Friedrichshafen Modular gear system comprises three gear groups of two-gear group, multiple gear basic group and multiple outlet side group, and reverse gear cogs
WO2004030973A1 (en) * 2002-10-02 2004-04-15 Volvo Lastvagnar Ab An automatic engaging/disengaging method of a coupling-dependent power take-off
DE102005057813A1 (en) * 2005-12-03 2007-06-14 Zf Friedrichshafen Ag Standard transmission for motor vehicle, has wheel sets with movable wheels on output and counter shafts, where wheels on counter shaft are connected with each other and forward gears are connected by closing three couplings
DE102010043564A1 (en) * 2010-11-08 2012-05-10 Zf Friedrichshafen Ag Manual switching system for a group transmission

Cited By (1)

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CN106555840A (en) * 2015-09-25 2017-04-05 长城汽车股份有限公司 Shift gear bit architecture, variator and vehicle

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