GB430699A - Improvements in or relating to change speed gears - Google Patents

Abstract

430,699. Change speed gearing. MAYBACH - MOTORENBAU GES., Friedrichshafen-on-Bodensee, Germany. Nov. 1, 1934, No. 31373. Convention date, Nov. 1, 1933. [Class 80 (ii)] Relates to change-speed gearing having at least three pairs of gears 7, 11 and 8, 12 and 9, 13 in constant mesh with single-acting change clutches 17, 18, 19, 20 adapted for quick throwing over and having inclines on the ends of the clutch jaws to prevent engagement until there is a change in relative speed, as described in Specification 298,186, [Class 80 (ii)]. The pair of clutches 17, 18 on parallel shaft sections 1, 4 are adapted to be thrown over into operative position alternatively in the same direction by an intermediatelypivoted lever 21 as described in Specification 347,570, there being no intermediate neutral position. An engine clutch on a vehicle is unnecessary since the clutches are changed without shock with throttle manipulation on some changes. The pair of clutches 19, 20 are similarly constructed and operated similarly by a lever 22, but the clutches 19, 20 slide oppositely into engagement to the clutches 17, 18 on the same shaft lines. The driving- shaft line comprises two splined shaft sections 1, 2 ending within the boss of the gear 8, and in the arrangement shown, there is a third or tail shaft section 3 with a gear 10 loose upon it. The countershaft line comprises two splined shaft sections 4, 5 ending within the boss of the gear 12 and a third splined section 6 rigid with the gear 13. A double tooth-repelling clutch 45 slides on a splined part of the tail shaft 3 operated by a lever 46, and a pinion 14 slides on the shaft section 6 operated by a further lever 47. The first speed is a quadruple reduction through train 7, 11, 12, 8, 9, 13, 14, 10. Second is through double reduction train 7, 11, 14, 10. Third is through train 7, 11, 12, 8. Fourth is through train 9, 13, 14, 10. Fifth is through train 7, 11, 13, 9. Sixth is through train 8, 12, 14, 10. The seventh is direct drive. The eighth is an overdrive through train 8, 12, 13, 9. Six forward speeds are usually enough, and the fourth and sixth speeds are conveniently omitted. Four reversed drives are possible all from the pinion 4 to the gear 10 through stepped idlers 27, 28. The changes are effected through double-acting spring striking devices 37, 38, 48 either by hand or by suitable air pressure cylinders, not shown.