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
• • 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
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/19—Gearing
  • Y10T74/19219—Interchangeably locked
  • Y10T74/19233—Plurality of counter shafts
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/19—Gearing
  • Y10T74/19219—Interchangeably locked
  • Y10T74/19377—Slidable keys or clutches
  • Y10T74/19386—Multiple clutch shafts
  • Y10T74/194—Selective
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
  • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
  • Y10T74/00—Machine element or mechanism
  • Y10T74/19—Gearing
  • Y10T74/19219—Interchangeably locked
  • Y10T74/19377—Slidable keys or clutches
  • Y10T74/19414—Single clutch shaft
  • Y10T74/1947—Selective
  • Y10T74/19474—Multiple key
  • Y10T74/19479—Spur gears

Definitions

• the invention relates to a gearbox for a motor vehicle according to the introduction to attached Patent Claim 1.
• Gearboxes for use in passenger cars are dimensioned in order to permit driving at different speeds at the same time as combustion engines for use in vehicles permit the most economical driving within a limited engine speed range. In association with an increased requirement for performance and at the same time a requirement for economical driving, there is an increased requirement for more gear steps in the gearboxes.
• More gear steps can be arranged by mounting more gear wheels in the gearbox on its existing shafts. This means that the gearbox is given an axially longer extent. For vehicles with a longitudinally mounted gearbox, this is no great problem.
• the space in the transverse direction of the vehicle is critical, since an increased gearbox length is not usually possible without the width of the vehicle having to be increased.
• the use of a transverse gearbox affords the possibility of building the gearbox together with the drive engine of the vehicle, so that a complete drive aggregate is obtained. This in turn makes it possible to build the drive aggregate compactly and to use the available space in the vehicle effectively.
• a known manner of reducing the axial extent of a gearbox is to replace the conventional synchronising couplings with other, narrower types of non- synchronised couplings in order thus to make space for further gear wheels.
• the requirement thus arises to arrange synchronising in another manner for example by suitable engine control or by arranging a so-called central synchronising arrangement.
• Such solutions comprise both expensive and complicated control systems and have not come into practical use in series-produced vehicles.
• the aim of the invention is to make it possible that a gearbox can be designed with more gear steps without its axial extent increasing.
• the gearbox is particularly advantageously to be capable of being used in transverse drive aggregates for use in motor vehicles.
• the gearbox is to be capable of comprising synchronising couplings which are usual for gearboxes, as well as also being constructed around conventional and proven components.
• the gearbox is to be based on usual gearwheel technology with its possibilities for manufacturing the gearbox at low cost and to have a high degree of efficiency, at least in the majority of driving conditions.
• the gearbox is designed with the features which are indicated in the characterising part of attached Patent Claim 1.
• arranging a separate gear wheel in order to transmit driving torque to a side shaft it is made possible that certain gears are operated on the side shaft.
• the length of the input shaft of the gearbox can thus be reduced.
• the same gear wheel is used in order to bring about a reverse gear.
• Further gear wheels are not required for this, which allows further reduction of its axial length.
• Advantageous embodiments are indicated in the attached subclaims. Further advantages and features which characterise the invention emerge from the attached exemplary description of an advantageous embodiment of the invention. Brief description of the drawings
• Figure 1 shows a diagrammatic vehicle with a gearbox according to the invention
• Figure 2 shows diagrammatically a gearbox according to the invention.
• a motor vehicle is exemplified in Figure 1 by a diagrammatically shown front-wheel drive passenger car 1 1 which comprises a transverse drive aggregate 12 in the front end of the vehicle 11.
• the drive aggregate consists of a combustion engine 13 built together with a mechanical stepped gearbox 14, which gearbox 14, via a differential gear 15 and drive shafts 16, transmits driving force to the front, driving wheels 17 of the vehicle.
• the car also comprises freely rotating rear wheels 18.
• Attached Figure 2 shows diagrammatically in greater detail the design of the gearbox 14.
• the gearbox 14 comprises an input shaft 19 which, via a clutch 20, is connected to and driven by an output shaft 21 of the engine 13.
• the gearbox 14 also comprises an output shaft 22 connected to the differential gear 15 via a toothed gear 23, from which differential gear 15 driving forces are transmitted to the drive shafts 16 of the driving wheels 17.
• the input shaft 19 and output shaft 22 of the gearbox 14 are parallel to one another and to the crankshaft of the engine 13. Also included in the gearbox
• gear wheels 34, 35 are rotatably mounted around the side shaft 24, one 34 of which engages with the gear wheel 29 on the output shaft 22 and forms a gear wheel pair.
• the second gear wheel 35 on the side shaft 24 engages with the gear wheel 27 on the output shaft 22 and forms with it a gear wheel pair.
• This gearwheel 27 on the output shaft 22 is thus used in order to form two gear wheel pairs.
• the gear wheels 34, 35 on the side shaft 24 can also, by means of coupling members 1 , 2, be coupled together with the side shaft 24.
• the same reference designations are used for the coupling members 1-6 as correspond to the gear position when the coupling 1-6 in question is activated.
• the two couplings 1 , 2 on the side shaft 24 are thus used in order to couple in the gear positions 1 and 2 while the four couplings 3-6 on the input shaft 19 are used for gear positions 3, 4, 5 and 6.
• the gearbox 14thus has six gears for forward operation.
• first gear wheel 36 arranged in a fixed manner on the input shaft 19
• second gear wheel 37 is arranged in a fixed manner on the side shaft 24
• third gear wheel 38 is arranged on the output shaft 22
• Said coupling R is used in order to couple in the reverse position of the gearbox 14 according to what is to be described in greater detail below.
• the first, second and third gear wheel 36-38 all engage with a fourth gearwheel 39 which is freely mounted around a second side shaft 40.
• the first side shaft 24 is shown in a lowered position. In reality, this side shaft 24 is arranged partly behind the output shaft 22 and the input shaft 19.
• the gear engagement between the second gear wheel 37 and the fourth gear wheel 39 is therefore shown diagrammatically with a broken line.
• the couplings R and 1-6 are constituted by synchronising couplings which are usual for vehicle gearboxes and which are operated with the aid of conventional coupling forks (not shown). Only one of the couplings R, 1-6 can be activated at a time.
• the gearbox 14 also has a neutral position N, in which none of the couplings R, 1-6 is activated.
• the first, second and third gear wheel 36, 37 and 38 respectively are arranged at one end of their respective shafts 19, 24 and 22 respectively. This end is opposite the end at which the input of the gearbox 14 via the input shaft 19 and its output via the output shaft 22 are arranged. The input and output of the gearbox 14 are thus arranged on the same side.
• gearbox 14 The functioning of the gearbox 14 described is as follows. Upon activation of one of the couplings 3, 4, 5 or 6, one of the gear wheels 30, 31, 32 and 33 respectively comes to be coupled together in a fixed manner with the input shaft 19. Driving force is transmitted through the gearbox 14 by interaction with corresponding gear wheels 25-28 on the output shaft 22. At the same time as the input shaft 19 rotates, the fourth gear wheel 39 is driven by the fixed, first gear wheel 36. The second gear wheel 37 on the side shaft 24 thus also comes to be driven with the result that the entire side shaft 24 also rotates. The third gear wheel 38 on the output shaft 22 is also driven but, since the reverse coupling R is not activated, the output shaft 22 is not acted upon by this.
• the gear wheels 34 and 35 respectively come in a corresponding manner, by iteraction with corresponding gear wheels 29 and 27 respectively on the output shaft 22, to transmit driving force to the output shaft 22.
• the driving torque from the input shaft 19 is in this connection transmitted via the first gear wheel 36, the fourth gear wheel 39 and the second gear wheel 37 to the side shaft 24.
• the third gear wheel 38 Upon activation of the reverse coupling R, the third gear wheel 38 is coupled together with the output shaft 22.
• the gear wheel 38 is driven by the gear engagement with the fourth gear wheel 39 in a direction of rotation which is counter to the direction in which the output shaft 22 rotates when any one of the couplings 1 to 6 inclusive is activated.
• Activation of the coupling R thus has the effect that the output shaft 22 is driven in the opposite direction and the vehicle can be reversed.
• the reverse gear When the reverse gear is engaged in this manner, the other gear wheels 30-35 also come to be driven in their opposite directions via the gear wheels 25-29. As, however, none of these is connected in a fixed manner to its respective shaft, this has no effect.
• the use of the fourth gear wheel 39 according to the present invention means that the entire gearbox 14 can be given axially small dimensions despite a large number of gears.
• the fourth gearwheel 39 is used on the one hand in order to transmit torque to the side shaft 24 and on the other hand in order to bring about a reverse gear. As a result of this, no further gear wheels or shafts are required in order to bring about a reverse gear.
• the gearbox according to the invention results in a slightly worse degree of efficiency of gears 1 and 2. This is because of the extra gear engagement between the gear wheels 36, 39 and 37.
• the gear positions 1 and 2 are used in normal driving only on starting and thus for very short periods of time. The reduced degree of efficiency, under these driving conditions, is therefore negligible on the whole.
• the invention can be modified and designed differently from what is indicated in the above exemplary description.
• the couplings for the different gear positions R, 1 to 6 inclusive, and the gear wheels likewise, can be arranged in another manner.
• the gearbox can be modified for both fewer and more gear steps than the number in the example.

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

Priority Applications (1)

Applications Claiming Priority (2)

Publications (1)

Family

ID=20378640

Family Applications (1)

Country Status (5)

Cited By (3)

Families Citing this family (11)

Citations (5)

Family Cites Families (17)

• 1990
  • 1990-02-22 SE SE9000628A patent/SE465634B/sv unknown
• 1991
  • 1991-02-21 US US07/768,605 patent/US5184522A/en not_active Expired - Fee Related
  • 1991-02-21 DE DE69100648T patent/DE69100648T2/de not_active Expired - Lifetime
  • 1991-02-21 WO PCT/SE1991/000130 patent/WO1991013270A1/en active IP Right Grant
  • 1991-02-21 EP EP91904858A patent/EP0469128B1/en not_active Expired - Lifetime

Patent Citations (5)

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