WO1992004561A1 - Boite de vitesses a engrenages a etages multiples - Google Patents

Boite de vitesses a engrenages a etages multiples Download PDF

Info

Publication number
WO1992004561A1
WO1992004561A1 PCT/EP1990/001459 EP9001459W WO9204561A1 WO 1992004561 A1 WO1992004561 A1 WO 1992004561A1 EP 9001459 W EP9001459 W EP 9001459W WO 9204561 A1 WO9204561 A1 WO 9204561A1
Authority
WO
WIPO (PCT)
Prior art keywords
shaft
clutch
gear
input
drive
Prior art date
Application number
PCT/EP1990/001459
Other languages
German (de)
English (en)
Inventor
Franz Müller
Jürgen POHLENZ
Hubert Lehle
Erwin Baur
Herbert Simon
Original Assignee
Zahnradfabrik Friedrichshafen 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 Zahnradfabrik Friedrichshafen Ag filed Critical Zahnradfabrik Friedrichshafen Ag
Priority to PCT/EP1990/001459 priority Critical patent/WO1992004561A1/fr
Priority to BR909008038A priority patent/BR9008038A/pt
Publication of WO1992004561A1 publication Critical patent/WO1992004561A1/fr

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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion

Definitions

  • the invention relates to a multi-stage gear change transmission according to the preamble of claim 1.
  • Gears of this type are used in the rain for tractors and certain construction vehicles, which both jerky movements at low speeds under light or heavy loads and frequent changes of direction as well as relatively fast road trips for transport purposes etc. should allow.
  • An overview of the most requested working speeds of tractors in agriculture can be found e.g. B. with K. T. Renius, tractors, Verlagsunion Agrar, 1985, page 93
  • change gearboxes with a large gear ratio range and many gear ratio ratios are required that make optimal use of the motor traction offered at all driving speeds (e.g. 0.3 to 60) km / h) enable.
  • the gearbox must be used on tractors or earthmoving machines etc. in all conceivable forms of terrain and the corresponding tractive force requirements (e.g. for plowing or pulling PTO implements) or for operating auxiliary drives (e.g. for hydraulic pumps) while avoiding them enable the engine to stop or the wheel to slip.
  • Gearbox designs with increments of approximately 1.2 to 1.3 are regarded as sufficient for this today, so that, depending on the predetermined speed limits, for example 40 to 50 individual gear steps may be necessary. If both forward driving and reverse driving with the same gear ratios are required, all available forward gears must be arbitrary be reversible, ie f - the gear set for the reverse gear must also be driven in the forward gear if the effort for an upstream or downstream reverse gear is to be avoided.
  • the overall gearbox is generally divided into individual functionally and arrangementally different groups, e.g. B. input or split group for fine-tuning and main group as a range group as well as creeper, overdrive or / and PTO groups, etc.
  • gearshift operation As for a car to operating a mostly four or six-speed, roughly graded main group, which is designed as a range group, for fast transport journeys with low loads, with the switching stages for slow travel and heavy-duty operations in the associated split group can remain permanently set.
  • main group gears can be pre-selected for work, and the shift control can be limited to fine tune the operationally required higher tractive forces with correspondingly lower speed levels, the split gears SLOW, MEDIUM, HIGH, FAST. In this way, it becomes possible to select the gear in the most important work areas with only one shift lever per group with a relatively simple shift pattern.
  • ERS A transmission of this type is known from DE-C 26 45 907 for approximately the same purposes as the invention. It essentially consists of a split group in the form of a fine-stage input group, the fixed gears of which are lined up on an input shaft driven directly by the main drive and whose clutches and idler gears are all lined up on a first countershaft, as well as a main group driven by the input group with an axially and in extension to first countershaft
  • an intermediate gear is provided, which has both a creeper gear set and one
  • the switching elements in the input group can (according to column 2, line 47/48 of the patent mentioned) be either positive or non-positive clutches.
  • the selected switching elements for switch simplification and switching time reduction must be dimensioned so that the frequent braking of all rotating masses during work with constantly changing accelerations, moments and directions of rotation in heavy vehicles and correspondingly rough operating conditions and with sufficiently long lifetimes is possible in an operationally reliable and low-wear manner.
  • the total inertia forces from the gear stages downstream of the starting clutch in front of the input group are also to be synchronized directly with the input group in all switching operations. It is also unfavorable that the starting clutch works at different speeds than the clutches in the input group.
  • the object of the invention is seen in creating a multi-stage gear change transmission which, in addition to a versatile PTO shaft arrangement and also with power shift clutches, is as short as possible and is easy to operate and can be used in particular for tractors with large speed ranges with good efficiency, in which the Switching operations in the input group remain unloaded by subordinate masses in the main group and, if necessary, in a separately switchable intermediate gear and where the starting and separating clutch Loads from rough work with small space requirements has grown better without the need for increased switching times or increased auxiliary energy.
  • Coupling arrangement to meet in the input group where the starting clutch is coaxial with the first countershaft, i.e. can rotate at the same speed and the starting clutch comes to be spatially and dynamically located between the input group and main group to reduce mass, being wet and essentially when engaging Forced oil-cooled multi-plate clutch as a connecting element between the input group or between the transmission and main group and as a starting clutch is designed to be coolable, low-friction and easy to operate.
  • the clutches of the input group can be effectively relieved of the inertial forces from the main group equipped with fast rotating gear stages be without the clutch causing losses.
  • the inertial forces from the input group or the intermediate gear need only be synchronized to the drive motor, which is less difficult because of their lower speeds than the main group than if additional inertial forces from the fast-rotating shafts to the wheels were to be synchronized, as with start-up clutches placed in front of the entrance group.
  • the reverse gear clutch can also be designed as a double clutch without increasing the overall gear length and without great additional effort, thus increasing the number of possible reverse gears.
  • the split gears can be changed without actuating the starting clutch and the overall length of the input group is not greater than when equipped with two double synchronous clutches arranged side by side. If synchronous clutches are only arranged on the first countershaft, none is required
  • an intermediate step-up or step-down ratio or a direct drive-through to the main group optionally
  • Delay assembly of the main groups e.g. B. until definitive customer decisions, whether power shift or synchro clutches etc. are desired, are available
  • a particularly material and space-saving design of the input group is achieved in that, instead of separate gears, the outer disk carrier
  • Powershift clutches can also be provided as gear wheels by means of gear rings attached to their outer diameter. By means of more or less long teeth, care can be taken to ensure that the reversing shaft clutch bell with the
  • Input shaft is engaged, but not with the first countershaft, which in turn is driven directly by the input shaft.
  • Clutch plate carrier even when using the las switchable multi-plate plate clutch, a well encircling and compact or short design of the input group is achieved, with several wheels being given dual functions. This means that the starting clutch can remain unused while working with the input group, unless a change of direction is to take place.
  • Axial length requirement is used twice for both devices.
  • the optional connection of a front axle drive to the output shaft of the main group also offers a particularly favorable adaptation to the vehicle dimensions with a certain center-to-center ratio compared to the distance of the main group drive shaft to the output shaft.
  • the intermediate gear When designing the intermediate gear as a crawler gear, a speed of only approx. 0.3 to 0.4 km / h is possible with a specific gear ratio selection, and there is also space radially below the intermediate gear for a shaft brake in the front axle drive. If the intermediate gear is designed as a simple overdrive with a certain transmission ratio, correspondingly high speeds can be achieved without having to give up optimally low speeds for work purposes. If you use a synchro clutch for switching the intermediate gear on or off, you can also make extreme speed changes, e.g. B. when transitioning from terrain to the road and vice versa quickly and easily with just one gear.
  • the intermediate wall is advantageously further stiffened while creating a favorable storage option for the intermediate axis and prevents the fixed gear, which is usually idling, from running
  • Intermediate gear unit triggers unfavorable drag torques in the oil interior of the gear unit housing.
  • the arrangement of the starting clutch on a front end of the main group drive shaft protruding up to the first intermediate wall of the housing favors the exact centering of the countershaft and drive shaft and allows the design of the primary shaft at the same time to accommodate a plug-in connection suitable as an axial bearing, so that thrust forces from the two gear groups approximately can at least partially cancel in the middle of the housing.
  • the shift clutches of the faster gears are provided in the main group, lying on the drive shaft carrying the starting clutch, this makes shifting in the main group considerably easier, regardless of whether the clutches are carried out with or without synchronization.
  • both a force amplification is provided as well as a "feilautomatisier sadness.
  • a forward-reverse change-over switch are provided, wherein the activation of the starting clutch is automatically mitbetätigt.
  • Clutch actuator results with a stepped ring piston, which comprises both piston seals and is loaded by means of a spiral spring holding it against the axial bearing, so that the clutch plate can be opened quickly against the spring force by means of oil pressure and axial play can be compensated.
  • the arrangement of the fixed wheel serving as the drive wheel for a front axle drive on an end of the main group output shaft protruding from the second housing intermediate wall with a lock nut enables the front axle drive to be branched off at a point on the transmission where its mounting and coupling in front of the second housing intermediate wall is thanks axial overlap with the starting clutch can be accommodated in a space-saving manner without a housing extension.
  • a shaft brake after the clutch for the front axle drive can be provided in an assembly and operationally advantageous arrangement, in particular with the support of its outer jacket in a removable first housing intermediate wall or in the front cover of the transmission.
  • the drive connection for bypassing the power shift clutches of the input group is particularly space-saving, easy to assemble and inexpensive if it is arranged on the input shaft in a rotationally fixed sleeve carrier axially between the idler gear on the output side of the input clutch and the bearing of the input shaft in the first partition wall.
  • Main group is possible without any significant increase in overall length, because there is free space above the main group.
  • the dimensions of the first housing partition wall fit through a drive-side housing opening and this partition wall can be reliably detached / fastened axially in front of the second wall on an inner housing flange.
  • Fig. 1 shows schematically the multi-stage
  • Fig. 2 shows schematically as an extract from the same gearbox concept a preferred embodiment for lower powers of the input group with side by side synchronizer clutches only on the
  • 4 and 5 show, as constructive exemplary embodiments, the design of the starting clutch area once without an intermediate gear, but with an installation space for it and once each as a creeper gear and as an overdrive gear;
  • Fig. 6 shows a space-saving and low-maintenance designed front view of the housing cover
  • Fig. 7 shows a corresponding schematic representation of the spacing relationships and assignments of the transmission shafts to each other in a front view against the direction of travel;
  • Fig. 8 shows a schematic side view of a one-hand lever reversing switch of the input group when equipped with
  • Fig. 9 shows the circuit diagram of the lever without the various switching points of the integrated rocker switch which can be actuated independently of its end positions;
  • FIG. 10 shows the gear selection sequence that can be achieved with the example according to FIG. 1 in tabular form.
  • Fig. 1 the common gear housing 1 with the motor-side cover 2 and a first and second housing intermediate wall, 3 and 4, and the rear wall 5 of the housing 1 is shown schematically.
  • the partition 3 which can be removed from the housing after detaching from an edge flange 6 through the cover 2 allows access to the components of the input group 7 which are subject to the highest stresses without having to open the main group 8 located behind the second housing partition 4.
  • Structurally and drivingly between input group 7 and main group 8 a free space for an intermediate gear 9 is provided, which in the example consists of a creeper gear stage.
  • the main group 8 can thus be completely finished, in particular between the rear wall 5 and the intermediate wall 4, before an intermediate gear 9 or an input group 7 is installed.
  • the input group 7 also has two further parallel shafts 12, 13, namely the first countershaft 12 driving the main group 8 and a reverse shaft 13 for reverse travel.
  • the bell 14 is constantly in engagement with both the bells 15 and 16, but not the bell 15 with the bell 16.
  • each Clutch bell is axially divided into two equal friction plate packs by a radial web supporting it on its hub, which can be activated individually or jointly by means of pressurized medium from plates located in shafts 11, 12, 13 against opening spring forces by means of pressurized medium, by means of pressurized medium the respective bell 14, 15, 16 non-rotatably held outer plates with inner plates which are each held by a separate inner plate carrier rotation test.
  • Main drive shaft 10 is driven as soon as the engine, not shown, is running.
  • the input shaft 11 takes along a loose wheel 17 which projects beyond the diameter of the input clutch bell 14 and which is arranged upstream of this on the drive side and which has a loose wheel 18 upstream of the countershaft clutch bell 1 and the inner disk carrier of clutch D connected to it by a common hub on the countershaft 12.
  • the input clutch bell 14 is preceded by a further idler gear 19 connected to the inner disk carrier thereof by a common hub, which meshes with a fixed gear 20 which projects beyond the diameter of the countershaft clutch bell 15 on the countershaft 12 leading into the main group 8 or with this coaxial clutch shaft 32.
  • the fixed gear 20 meshes with a smaller idler gear 21 provided on the reversing shaft 13 on the output side of the reversing clutch bell 16 and connected to its inner disk carrier via a common hub.
  • On the countershaft 12 is ' -.
  • This fixed gear 23 in the example further meshes with a smaller idler gear 24 which is arranged downstream on the output side idler gear 19 of the input clutch 14 on the same shaft 10 and which can be brought into positive engagement with the main input shaft 10 by means of a sliding sleeve 25 which is non-rotatable on the main input shaft 10 and corresponding coupling teeth Sliding sleeve 25 can also produce a positive connection from the main drive shaft 10 to the idler gear 19 after the input clutch bell 14 on the output side.
  • This device with the wheels 22, 23, 24, 25 is not required when using positive locking or synchro clutches in the input group 7, because then a power or hydraulic failure can not lead to total blocking of the clutches.
  • the intermediate gear 9 arranged in the example according to the invention axially between the input group 7 and a starting and separating clutch 26 immediately upstream of the main group 8 can be omitted if desired without housing changes etc. if no particular value is placed on crawling or overdrive.
  • the intermediate gear essentially consists of a small fixed gear 27 on the output side of the first intermediate housing wall 3 on the first countershaft 12, which drives a double gear 28/29 on an intermediate shaft 30 parallel to the clutch 26, the ends of which in the first and second intermediate housing walls 3, 4 stored are.
  • the double gear 28/29 has a large input-side and a small output-side gear 28 and 29 in the case of the creeper gear.
  • the latter drives a large idler gear 31 on the primary shaft 32 of the starting and separating clutch 26.
  • This primary shaft 32 is aligned both coaxially with the countershaft 12, with which it has an axle bearing 33, and also with the drive shaft 34 of the main group 8, which forms the secondary shaft of the starting clutch 26.
  • the primary shaft 32 is in front of the inner disk carrier by means of a further axle bearing 35
  • the starting and separating clutch 26 is supported or axially supported within its housing once more. Axially between fixed gear 27 and idler gear 31 is then a sliding sleeve 36, which is rotationally fixed with primary shaft 32, and corresponding coupling teeth on the inner surfaces of wheels 27 and 32 facing it.
  • the sliding sleeve 36 can cause a direct drive-through from there into the primary shaft 32 without step-up or step-down when engaging in the wheel 27, or - when it engages the wheel 31, can cause a step-through or step-down drive through the intermediate shaft 30 to whom all the gaps in the
  • Gear shaft transmission can be enlarged or reduced in the selected ratio.
  • Creeper reduction can also be provided with an overdrive at the same point.
  • the fixed gear 27 must be large and the drive-side gear 28 of the double gear 28, 29 small, the following gear 29 large and the idler gear 31 small.
  • the changeover clutch 36 is then advantageously a synchronous clutch in order to do justice to the high speeds that are usually present during the changeover.
  • the primary shaft 32 directly drives the starting clutch bell 37 of the starting clutch 26, which acts more as an outer disk carrier when actuated positively cooled, wet brake with inner plates 38 on the secondary shaft 34 is designed.
  • this secondary shaft 34 is the drive-side end of the drive shaft 39 of the main group 8 protruding from the second housing partition 4.
  • the drive shaft 52 has an output gear 56, 57 at each of its two ends.
  • the output shaft end which protrudes from the rear wall 5 of the housing, drives a bevel gear, and this drives a ring gear of a lockable axle differential 58 which, on the one hand, has brakes 59, rear axle shafts 60 with planetary planetary gears 61 drives.
  • the driven gear 57 which protrudes from the second housing intermediate wall 4 on the drive side, is a spur gear that drives an idler gear 62 on a front axle drive shaft 63.
  • the idler gear 62 also takes along the bell of a front axle engagement clutch 64 designed as an outer disk carrier.
  • the inner disk carrier 65 is non-rotatably connected to the front axle drive shaft 63, which runs below the input group 11 and exits the housing cover 2 at its end face. At least in the case of not too large wheels 28 and 29, there is still space under the same in the intermediate axle gear 9 in order to arrange a shaft brake 66 on the front axle drive shaft 63 on the output side of the clutch 64, which was only indicated by dash-dotted lines in this diagram.
  • the main drive shaft 10 located in the upper part of the transmission housing 1 is surrounded in the area of the input group 7 predominantly in the manner of a hollow shaft by hubs of the wheel and clutch elements 17, 14, 19 arranged thereon as the input shaft 11. She sits in the
  • the PTO shaft coupling 67 is a double clutch with a non-rotatable sleeve carrier 68 and secondary loose wheels 69, 70 of different sizes, which are in engagement with fixed wheels 71, 72 of different sizes on a secondary shaft 73. This makes it possible, depending on the switching direction of the sliding sleeve via the wheels 69, 71 or via 70, 72, to indirectly drive the auxiliary shaft 73 at a choice of two further speeds.
  • various power take-offs can be connected directly to the section of the main drive shaft 10, which is free and gear-independent, on the output side.
  • the above-described PTO output 67 which can be driven at engine speed, optionally also by an output from a fast rotating fixed gear 51 on the output shaft 52 of the main group 8 via an idler gear 75 guided on a secondary shaft 74, an idler gear 76 which can be decoupled from the main drive shaft 10 and an associated sleeve carrier 77 a shut-off clutch 78 driven at the speed prevailing at the output of the main group and the part of the main drive shaft on the output side which is separated from the main shaft 10 can be used as a so-called PTO shaft 10A.
  • the central pump drive for the gear change transmission is also preferably arranged on the main drive shaft 10 above the main group 8 by a fixed wheel 79 arranged upstream of the cut-off clutch 78 driving a counter wheel 80 which on the one hand drives the pump 81.
  • All shafts 10, 10A, 12, 13, 30, 34 or 39, 52 and 63 are mounted in the various housing partitions 3, 4 or the rear wall 5 or the cover 2 in roller bearings 82 with low friction and out of the shafts by means of holes in there oil channels lubricated.
  • the actuation of the clutches in the input group 7 is arbitrary per se, but is provided here by means of a rotary lever 112, 113 with a gear selector 83 and integrated rocker switch 112 for work operations, as a result of which the positions for forward travel V, neutral N, reverse travel R in the steps for SLOW L , MEDIUM M, HIGH H and for FAST S as well as, if necessary and after releasing a lock, not shown here, the emergency drive shift proposed for power shift clutches for forward V or reverse R can also be engaged with the same gear selector 83.
  • the road gear selection via shift lever 84 can remain unchanged per se during work. If the intermediate gear 9 is installed, its connection clutch 36 can be placed in the crawl or overdrive gear via a further shift lever 85 with two end positions. All of these circuits can also be electrically or servo-actuated in a manner known per se, depending on the convenience. The automation of the power shift clutches is also possible at low additional costs.
  • the input group 7 is designed with basically the same arrangement of the shafts 10, 11, 12, 13 as when equipped with power shift double clutches, but without the claw coupling provided as a mechanical emergency drive circuit and bypass on shaft 10 with sliding sleeve 25 Idler gears 19 and engagement in fixed gears 22, 23 on shafts 12 and 13, respectively.
  • the drive connections for the double clutches C / A and D / B here only consist of mechanically actuatable double synchronizer clutches 18 + 20 which, thanks to the inventive design of the gear change transmission, also are still sufficient at medium moments or powers and are still easy to shift even when the creeper is engaged and allow less control effort than with power shift clutches.
  • the main drive shaft 10 is not surrounded by a hollow shaft-like input shaft 11, but after a simple vibration damper 11A as a solid shaft which directly drives the hubs of the fixed wheels 17A, 17B and 17C and which for a continuation shaft 10A to a PTO connection in the area of the bearing 82 in the first housing intermediate wall 3 has a push-in socket connection 86 (see FIG. 3).
  • the fixed gears 17A and 17B mesh with idler gears 18A and 18B on both sides of a sliding sleeve carrier 18C fixed on the drive-side end of the first countershaft 12.
  • the fixed gear 17C meshes with the input-side idler gear 20A of the output-side double synchromesh clutch with the one on the first
  • a front axle shaft brake 66 is not held on a housing wall 3 or 4, but rather on the housing cover 2, so that there is space radially under the intermediate shaft 30 for possibly larger intermediate gears 28, 29, in the event that an overdrive ratio is required.
  • the housing interior is from the first to second housing partition 3, 4, in which the
  • Starting clutch 26 is shown without the intermediate gear 9 provided there for optional installation.
  • a free space 9A corresponding to its additional axial space requirement is left free.
  • the main drive shaft 10 is guided in the first intermediate wall 3 of the housing in a bearing 82, in the neck 82A of which oil supply channels (not shown) to lubrication points and clutch cylinders etc. are located.
  • Main drive shaft 10 in an externally toothed stub shaft which is located approximately radially above the starting clutch 26 in a hollow end of the PTO shaft 10A in a rotationally fixed manner and thus represents an easily releasable push-in joint 86 and facilitates the changes to the PTO shaft 10A.
  • Another non-rotatable, but axially displaceable plug-in connection 87 with integrated axle and radial bearing 33 is provided in the connection from the first countershaft 12 to the secondary shaft 34 of the starting coupling 26. There, the secondary shaft 34 is rotatably inserted into a hollow end of the countershaft 12.
  • a further connector sleeve 87 is pushed, which has a drive-side thrust bearing 33 of the hub which it carries
  • Starting clutch bell 37 which has roller bearings 88 on the secondary shaft 34, comprises from the outside. On the output side of the hub of the starting clutch bell 37 serving as the primary shaft 32, the latter lies axially against a support collar 89 on the secondary shaft 34. On its output side, a plate spring 90 abuts with its inner edge, the outer edge of which is spread apart in the output direction against a clutch pressure plate 91 which presses against a disk set 92 of the starting clutch 26. The outer plates are held by the clutch bell 37 rotatably.
  • the clutch pressure plate 91 is axially resilient on its inner edge, counter to the plate spring 90 engaging in its outer third, by a plurality of bolts 93, which test the inner plate carrier 94, which is rotated on the secondary shaft 34 and is held immovably. Abtriebs paragraph.vom the inner disk carrier 94, they are acted upon by an actuating piston pressure plate 95, which is assigned a further axial bearing 35 on the output side, against which the actuating piston 96 of the starting clutch 26 is pressed during the ventilation process.
  • the cooling oil can pass into the disk pack 92 in a manner known per se with increased pressure due to centrifugal forces with uniform distribution through radial bores in the jacket of the inner disk carrier 94 which are not specified.
  • the flow duration and intensity of the cooling oil can be coupled to the axial travel of the actuating piston 96 or the associated pressure plate 95 by a metering device, not shown, in such a way that cooling takes place only when the clutch 26 is closed.
  • the actuating piston 96 is still loaded to such an extent in the opening direction by a spiral spring 101 inserted therein that the closing force of the plate spring 90 is not yet overcome.
  • the secondary shaft 34 surrounded by the actuating cylinder body 97 together with internals and accessories is inserted on the output side thereof and radially under the associated bearing 82 into a hollow end of the drive shaft 39 of the main group 8 on the drive side and secured against rotation.
  • the adjoining idler gear 42 meshes with the fixed gear 48 provided under the drive shaft 39 on the parallel output shaft 52 of main group 8 running thereon. Its drive end is in the second
  • the intermediate partition 4 of the housing is supported by a bearing 82 from which it projects with a free end on the drive side approximately as far as the actuating cylinder body 97.
  • a fixed drive wheel 57 is fastened in this example by means of internal teeth and an upstream shaft nut or the like to this free end of the output shaft 52.
  • This fixed gear 57 drives an underlying fixed gear 62, which is fastened to a front axle drive shaft 63, has an opening cylinder 102 on the output side for the front axle connection clutch 64 and the inner disk carrier of which it is.
  • connection of the brake housing 104 to the first intermediate housing wall 3 is designed as a shell-shaped bulge 105 which is open at the top and has a second wall region 106 which extends radially above the intermediate axis 30 and extends above the brake 66. This creates a second support option for the intermediate axle 30 which is required especially when the intermediate gear 9 is installed.
  • a separate oil pocket radially under the intermediate gear 9 then ensures the same excellent splash lubrication.
  • a connecting pipe 108 leading out of the intermediate axis 30 is inserted into the drive-side end of the latter.
  • Fig. 4 the same section of the gear change transmission as in Fig. 3 is shown again, but now with the intermediate gear 9 built in instead of the push-in socket connection 87.
  • this is designed as a creeper gear.
  • a large idler gear 31 with only a slightly smaller diameter than that of the clutch housing 37 is rotatably mounted axially between the sleeve carrier and the clutch housing 37.
  • This idler gear 31 has on the carrier side the further corresponding coupling toothing for the sliding sleeve 36.
  • the gear 28 driven by the input gear 27 on the intermediate axle 30 is of approximately the same diameter as the idler gear 31 and is made in one piece by its hub as a double gear with the smallest possible output pinion gear 29, which in turn meshes with the idler gear 31.
  • the common hub can be rotated on the intermediate axis 30 with needle bearings and laterally fixed by the first intermediate housing wall 3 on the one hand and the raised edge of the second wall area 106 on the other hand.
  • the primary shaft 32 is no longer directly with the speed of the countershaft 12, but with a translated or reduced speed according to the translations by the intermediate gear 9 driven.
  • the sliding sleeve 36 is simultaneously disengaged from the coupling teeth of the fixed gear 27.
  • the output gear 31 of the creeper intermediate gear 9 is thus coupled and the drive shaft 39 of the main group 8 is driven correspondingly more slowly. If the sliding sleeve 36 remains both out of engagement with the clutch teeth of the input fixed gear 27 and with the clutch teeth of the idler gear 31, the main group 8 is completely switched off and the starting clutch 26 is also driveless.
  • the sliding sleeve 36 remains in the coupling toothing of the input fixed wheel 27, the wheels 28/29/31 rotate freely, but the frictional connection from input group 7 to main group 8 takes place directly and only via the sliding sleeve 36 and its sleeve carrier without any reduction or reduction .
  • the sliding sleeve 36 is pushed in the output direction into the coupling teeth of the idler gear 3 and free of the input fixed gear 27, so that the drive connection via the double gear 28/29 to the starting clutch bell 26 is activated.
  • the axial distance from the primary shaft 32 required for installing an intermediate gear 9 corresponds approximately to the overall length of a single gear 27 because the sliding sleeve 36 and idler gear 31 are carried by the hub of the clutch bell 37, which is required anyway.
  • an intermediate gear 9 (so-called overdrive) which is rapidly translating is installed in the space 9 A provided for this purpose.
  • the same wheel and clutch arrangements as in FIG. 4 are provided, but with the difference that the Input fixed gear 27 has a large diameter, the first gear 28 of the double gear small and the second gear 29 large and finally the output gear 31 again small, and preferably instead of a simple claw coupling, the sliding sleeve 36 with a Synchro switching clutch is combined, in which higher speed differences can be bridged more conveniently and with less noise.
  • the front axle shaft brake 66 is also omitted or to the
  • a speed ratio should be provided if ma has not already designed the intermediate wall 3 so that both the creeper and the overdrive version of the intermediate gear 9 have sufficient radial space.
  • FIG. 6 shows a preferred contour of the housing 1 with a cross section behind the front cover 2.
  • the input shaft 11 and the main drive shaft 10, 10A enclosed by it are provided in the upper half of the housing to the left of the geometric center within the intermediate wall 3 of the housing, which also has bearings 82 of the shafts 12, 13.
  • the center distances of the shafts 11, 12, 13 form an equilateral triangle, in which the
  • Housing.1 offers and no larger gear parts hinder such inspection work etc.
  • Fig. 7 is based on the distance relationships in the vertical V and the horizontal H of the various
  • Shafts 10/11, 12, 13, 52, 63 show each other which structural measures have been taken to achieve both the same speeds when driving forwards and backwards as well as favorable gear ratios and compact installation space.
  • the axis of the main drive shaft 10 and the hollow shaft-like input shaft 11 is shown in dash-dotted lines at the top of the figure. From there, the vertical distance to the countershaft is assumed to be V. Then the vertical distance from the input shaft to the reversing shaft 13 is approximately V x 1.73 and to the main group output shaft 52 is approximately V x 1.50 and to the front axle drive shaft 63 is approximately V x 3.11.
  • the ratio of the horizontal distances H from the reversing shaft 13 to the input shaft 11 and to the countershaft 12 is approximately 1: 9.9.
  • Reverse waves are indicated by this and by specifying 60 ° angles for the driving force curves for forward and reverse R. Accordingly, the center points 10/11, 12 and 13 of these waves form an equilateral triangle standing on an apex.
  • Front axle drive shaft 63 are inherently uninfluenced or selectable. However, a distance of about V x 3.11 for the front axle 63 from the input shaft was found to be advantageous for the latter.
  • REPLACEMENT LEAF 8 and 9 show a one-hand drive switch which is favorable for carrying out the switching operations in the gear change transmission according to FIG. 1.
  • This has a housing 110 for installation in a console 111, which guides a turning lever 112, in the handle 113 of which a multi-stage rocker switch 114 is embedded.
  • a locking spring 115 above or below the housing 110 fixes the selected settings.
  • At the lower end of the lever 112 are the usual connections for mechanical (linkages, Bowden cables, etc.) and electrical (cable) actuations 116, 117.
  • the lever 112 has the neutral position N in the vertical direction and the forward driving position V in about 20 ° and the reverse driving position T in about 20 ° backwards.
  • the rocker switch 114 has a springback in the central position from both operating directions (+/- ) and can also be deflected by a maximum of approx. 20 ° in both directions. After approx. 7 ° there is contact with approx. 2 ° overtravel.
  • the associated circuit diagram is shown in FIG. 10.
  • the position "zero" that can be obtained by indenting from the side applies if the mechanical emergency drive circuit via clutch 25 is used in the event of hydraulic or / and electricity failure in the case of input groups equipped with power-operated clutches.
  • the switching sequence for the input group 8 is shown in table form in FIG. 11.
  • the fields marked with dots show which clutches (A to G) of the input group 7 are to be activated in each case by the above-described reversing lever 112 or the rocker switch 114, if the design is based on power shift clutches. All of these gears are in each of the two directions V and R in each of the gears 1 to 6 of the main group 8 can be engaged by a separate mechanical gear lever, not shown here.
  • Another lever or switch, not shown in the construction, is provided for the creep gear CR, which simultaneously locks the lever of the main group 8 for the gears 5 and 6 when actuated.

Landscapes

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

Abstract

Une boîte de vitesses à engrenages comprend un groupe d'entrée (7) à étages fins de régulation connecté en amont du groupe principal afin d'assurer la régulation fine du régime dans une plage de travail. Un embrayage de démarrage (26) multidisques, à refroidissement forcé par huile, monté entre le groupe d'entrée (7) et le groupe principal (8), et réduisant le couple de freinage, et permet d'enclencher aisément les vitesses dans les deux groupes, même lorsque des embrayages de synchronisation (18, 20) à commande mécanique sont utilisés dans le groupe d'entrée. Un arbre d'inversion (13) pour la marche arrière est entièrement intégré dans le groupe d'entrée (7) et ses embrayages (F/G) peuvent être enclenchés par le même sélecteur de vitesses (83, 112) que les autres vitesses dédoublées du groupe d'entrée (7). Un embrayage d'appoint (36) d'une boîte intermédiaire (9) est éventuellement monté sur l'arbre primaire (32) de l'embrayage de démarrage (26), directement en amont de ce dernier, tant du point de vue de la transmission que de la construction.
PCT/EP1990/001459 1990-08-31 1990-08-31 Boite de vitesses a engrenages a etages multiples WO1992004561A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
PCT/EP1990/001459 WO1992004561A1 (fr) 1990-08-31 1990-08-31 Boite de vitesses a engrenages a etages multiples
BR909008038A BR9008038A (pt) 1990-08-31 1990-08-31 Engrenagem de mudanca de rodas dentadas,de varios estagios

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP1990/001459 WO1992004561A1 (fr) 1990-08-31 1990-08-31 Boite de vitesses a engrenages a etages multiples

Publications (1)

Publication Number Publication Date
WO1992004561A1 true WO1992004561A1 (fr) 1992-03-19

Family

ID=8165516

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1990/001459 WO1992004561A1 (fr) 1990-08-31 1990-08-31 Boite de vitesses a engrenages a etages multiples

Country Status (2)

Country Link
BR (1) BR9008038A (fr)
WO (1) WO1992004561A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3138719A1 (fr) 2015-09-04 2017-03-08 ZF Friedrichshafen AG Dispositif d'entrainement d'une prise de force
DE102017114832B3 (de) * 2017-07-04 2018-09-20 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Doppelkupplungsgetriebe mit Haupt- und Nachschaltgetriebe
DE102009000776B4 (de) * 2009-02-11 2019-12-19 Zf Friedrichshafen Ag Zahnräderwechselgetriebe umfassend eine Splitgruppe
DE102022201802A1 (de) 2022-02-22 2023-08-24 Zf Friedrichshafen Ag Lagerungsanordnung von zwei Wellen

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2219242A1 (de) * 1972-04-20 1973-10-25 Kloeckner Humboldt Deutz Ag Zahnraederwechselgetriebe fuer strassenund/oder gelaendegaengige sonderfahrzeuge
DE2645957A1 (de) * 1976-10-12 1978-04-13 Fendt & Co Xaver Zahnraederwechselgetriebe in gruppenbauweise
GB2063395A (en) * 1979-11-13 1981-06-03 Kubota Ltd Two-speed sub-transmission for a vehicle
AU548398B2 (en) * 1982-09-03 1985-12-12 Iseki & Co. Ltd. Gear casing
EP0262625A1 (fr) * 1986-10-01 1988-04-06 Deere & Company Procédé de changement de vitesse d'une transmission consistant en plusieurs unités de transmission
WO1991000445A1 (fr) * 1989-07-05 1991-01-10 Zahnradfabrik Friedrichshafen Ag Boite de vitesse a engrenages a etages multiples

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2219242A1 (de) * 1972-04-20 1973-10-25 Kloeckner Humboldt Deutz Ag Zahnraederwechselgetriebe fuer strassenund/oder gelaendegaengige sonderfahrzeuge
DE2645957A1 (de) * 1976-10-12 1978-04-13 Fendt & Co Xaver Zahnraederwechselgetriebe in gruppenbauweise
GB2063395A (en) * 1979-11-13 1981-06-03 Kubota Ltd Two-speed sub-transmission for a vehicle
AU548398B2 (en) * 1982-09-03 1985-12-12 Iseki & Co. Ltd. Gear casing
EP0262625A1 (fr) * 1986-10-01 1988-04-06 Deere & Company Procédé de changement de vitesse d'une transmission consistant en plusieurs unités de transmission
WO1991000445A1 (fr) * 1989-07-05 1991-01-10 Zahnradfabrik Friedrichshafen Ag Boite de vitesse a engrenages a etages multiples

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009000776B4 (de) * 2009-02-11 2019-12-19 Zf Friedrichshafen Ag Zahnräderwechselgetriebe umfassend eine Splitgruppe
EP3138719A1 (fr) 2015-09-04 2017-03-08 ZF Friedrichshafen AG Dispositif d'entrainement d'une prise de force
DE102015217007A1 (de) 2015-09-04 2017-03-09 Zf Friedrichshafen Ag Antriebsvorrichtung einer Zapfwelle
JP2017061290A (ja) * 2015-09-04 2017-03-30 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフトＺｆ Ｆｒｉｅｄｒｉｃｈｓｈａｆｅｎ Ａｇ Ｐｔｏ軸の駆動装置
DE102017114832B3 (de) * 2017-07-04 2018-09-20 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Doppelkupplungsgetriebe mit Haupt- und Nachschaltgetriebe
DE102022201802A1 (de) 2022-02-22 2023-08-24 Zf Friedrichshafen Ag Lagerungsanordnung von zwei Wellen

Also Published As

Publication number Publication date
BR9008038A (pt) 1993-07-13

Similar Documents

Publication Publication Date Title
EP0481014B1 (fr) Boite de vitesse a engrenages a etages multiples
DE69911877T2 (de) Elektromechanisches Automatgetriebe mit zwei Eingangswellen
EP0834027B1 (fr) Transmission a derivation de puissance hydrostatique--mecanique
EP2577097B1 (fr) Système de transmission
DE102005063248B4 (de) Doppelkupplungsanordnung
DE69928636T2 (de) Automatisches Getriebe für Fahrzeuge
DE69825374T2 (de) Getriebemechanismus für ein Arbeitsfahrzeug
EP2914874B1 (fr) Transmission à double embrayage
EP2116411A1 (fr) Faisceau d'entraînement pour un véhicule automobile doté d'un axe secondaire commutable
DE3137805A1 (de) Getriebe zum querstehenden einbau und motorfahrzeug mit eingebautem getriebe
DE19917724A1 (de) Antriebstrang für ein Kraftfahrzeug
DE3822110B4 (de) Zahnräderwechselgetriebe für einen Traktor
DE3217993A1 (de) Getriebe, insbesondere fuer land- oder baufahrzeuge
DE3639097C2 (fr)
EP2122200B1 (fr) Engrenage
EP0552673B1 (fr) Boîte de vitesse pour véhicule à moteur
DE4117739C2 (fr)
DE4020959A1 (de) Vielstufiges zahnraederwechselgetriebe
DE4020558A1 (de) Vielstufiges zahnraederwechselgetriebe
WO1992004561A1 (fr) Boite de vitesses a engrenages a etages multiples
EP0472174B1 (fr) Boîte de vitesses à engrenages de type transmission intermédiaire pour un véhicule
DE102019112157A1 (de) Zapfwellengetriebeanordnung
DE102019202598B4 (de) Doppelkupplungsgetriebe
DE3324434C2 (de) Planetenradgetriebe
EP3961064A1 (fr) Transmission, syst?me de transmission et véhicule tracteur agricole

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): BR JP