WO1995021068A1 - Boite de vitesses d'automobile - Google Patents

Boite de vitesses d'automobile Download PDF

Info

Publication number
WO1995021068A1
WO1995021068A1 PCT/SE1994/000080 SE9400080W WO9521068A1 WO 1995021068 A1 WO1995021068 A1 WO 1995021068A1 SE 9400080 W SE9400080 W SE 9400080W WO 9521068 A1 WO9521068 A1 WO 9521068A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
shaft
gear box
gears
frictional surface
Prior art date
Application number
PCT/SE1994/000080
Other languages
English (en)
Inventor
Grzegorz Janiszewski
Lars Jansson
Original Assignee
Ab Volvo
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
Priority to SE9203290A priority Critical patent/SE501408C2/sv
Application filed by Ab Volvo filed Critical Ab Volvo
Priority to PCT/SE1994/000080 priority patent/WO1995021068A1/fr
Priority to AU62654/94A priority patent/AU6265494A/en
Publication of WO1995021068A1 publication Critical patent/WO1995021068A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • 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
    • F16H3/12—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 with means for synchronisation not incorporated in the clutches
    • 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
    • F16H2003/0931—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 each countershaft having an output gear meshing with a single common gear on the output shaft
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0407—Synchronisation before shifting by control of clutch in parallel torque path
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • F16H2061/0418—Synchronisation before shifting by using different synchronisation devices simultaneously, e.g. for faster synchronisation

Definitions

  • the present invention relates to motor vehicle gear box comprising a housing with at least one input shaft with a plurality of gears and at least one intermediate shaft with gears engaging gears on the input shaft, at least one gear in each pair of inter- engaging gears being rotatably joumalled on its shaft and being lockable on the shaft by means of an engaging sleeve axially displaceable from a disengaged position to an engaged position, said engaging sleeve cooperating with synchronizing means having at least one synchronizing ring with a frictional surface which, upon axial displacement of the engaging sleeve from the disengaged position to an engaged position, is brought into engagement with a frictional surface joined to the gear which is to be engaged.
  • gear boxes of the type described above are usually bolted with its housing directly against the clutch housing at one end plane of the engine block, the clutch disc being joined directly via splines to the gear box input shaft.
  • the gear box is a direct extension of the engine block, which when the drive unit consisting of the engine, clutch and gear box is transversely mounted, has up to now limited the number of cylinders in the engine to five in straight engines and to six in V-engines.
  • the purpose of the present invention is to provide a gear box arrangement which makes it possible, without negatively affecting the shifting quality, to place the gear box self beside the engine, so that it does not encroach on the space available transversely in the engine compartment.
  • This is achieved according to the invention by virtue of the fact that the gear box input shaft is joined to a transmission intended to be drivably connected to a clutch and in that additional synchronizing means are arranged to assist the firstmentioned synchronizing means.
  • FIGS. 1 and 2 show diagrams of two different embodiments of gear boxes according to the invention with transmissions and clutches connected thereto.
  • the numeral 1 designates an outer cylinder of an internal combustion engine and 2 designates a crank shaft to the end flange 3 of which a fly ⁇ wheel 4 is securely bolted.
  • the flywheel 4 forms a portion of a conventional disc clutch with a driven disc 5 which is non-rotatably fixed on an output shaft 5, which supports at its distal end a sprocket 7.
  • a second sprocket 8 is non-rotatably fixed to the distal end of a shaft 9 which is the input shaft to a five-speed manual gear box (10a in Fig. 1 and 10b in Fig. 2).
  • the output shaft 6 drives the input shaft 9 of the gear box.
  • a gear transmission with three gears can be used.
  • the gear boxes 10a and 10b each has, in addition to the input shaft 9, a first intermediate shaft 12 and a second intermediate shaft 13, each having at the end near the input side a non-rotatably supported gear 14, 15, which engages the crown gear 16 of a differential 17.
  • a clutch or flywheel housing 20 is securely screwed in a conventional manner by means of screws (not shown) to an end plane 21 of the engine block 22.
  • the housing 20 is made in one piece with a housing 23 which encloses the chain transmission 7, 8 and 11.
  • the housings 20, 23 can be cast in one piece in aluminum alloy.
  • the housing of the gear box 10 has a mounting plane 25 which is bolted securely by means of screws 26 to a mounting plane 27 of the housing 23.
  • the plane 27 is coplanar with the clutch housing plane 28 which is bolted to the end plane 21 of the engine block 22, which means that the mounting planes 27 and 28 can be machined in the same step.
  • the integrated housings 20, 23 form a single mounting means for the gear box 10 and no additional mounting means are necessary between the engine and the gear box.
  • the input shaft 9 supports three gears 30, 31 and 32, which are non-rotatably fixed on the shaft, and two gears 33 and 34, which are rotatably mounted on the shaft.
  • the gears 30, 31 each engages an individal gear 35, 36, which is rotatably mounted on one of the intermediate shafts 13, while the third fixed gear 32 on the input shaft 9 engages a gear 37 rotatably mounted on the other intermediate shaft 12.
  • the gears 33, 34 which are rotatably mounted on the input shaft each engages an individual gear 38, 39, non-rotatably fixed on the intermediate shaft 13.
  • the gears 30, 31, 32, 33 and 34 provide, in the following order, the first, second, fifth, fourth and third speed gear. Reverse is obtained via gears 35 and two inter-engaging gears 40, 41, of which the gear 40 is fixed on the hub of gear 35.
  • the gears 33, 34, 35, 36, 37 and 41 rotatably mounted on the respective shafts can be locked thereto by means of axially displaceable engaging sleeves 42 with the associated synchronizing means, which in both embodiments comprise a synchronizing ring 45 with a frictional surface 46, which, upon axial displacement of the ring with the aid of the associated engaging sleeve 42 is brought into engagement with a frictional surface 47 on an annular flange 48 joined to the respective gear.
  • FIG. 1 A first embodiment of the invention is shown in Fig. 1 and will now be described with reference to the enlargement of the circled area in Fig. 1.
  • the synchronizing ring 45 is, as is indicated schematically, made in a known manner with radial outer teeth 50, which, after completed synchronizing, slide into corresponding tooth gaps in the coupling ring 42, when its teeth are pushed into engage ⁇ ment with teeth on a tooth rim 53 joined to respective gears 33 and 34.
  • an additional synchronizing ring 54 is arranged, which is non-rotatably but limitedly axially displaceably joined to the first synchronizing ring 45, as is indicated schematically in Fig. 1.
  • each gear 33, 34 is joined to a second annular flange 55, the second synchronizing ring 54 lying in the intermediate space between the gear flanges 48 and 55, of which flange 48 is non-rotatably but axially limitedly displaceably joined to the respective gears 33, 34, as indicated schematically in the Figure.
  • the synchronizing sequence is as follows: after a short initial displacement of the engaging sleeve from the neutral position shown, the friction surface of the synchronizing ring 45 will come into contact with the upper surface 47 of the flange 48, thus initiating the synchronizing work. Since the flange 48 is axially displaceable, addi- tional displacement of the ring 45 will mean that the underside of the flange, which forms an additional frictional surface 56, will come into contact with an upper frictional surface 57 on the second synchronizing ring 54, which in turn as the sequence continues contacts with its underside, forming an additional frictional surface 58 with a frictional surface 59 on the flange 55. Thus, synchronization is achieved in three steps via six pairwise interacting frictional surfaces.
  • Fig. 2 shows an arrangement for central improvement of synchronization. All of the disengageable gears 33, 34, 35, 36, 37 and 41 are provided with synchronization devices with a conventional simple synchronizing ring 45, which interacts with a flange 55 solidly joined to an associated gear.
  • a gear 60 solidly joined to the intermediate shaft engages a gear 61, which is supported on a hub 62 freely rotatably mounted on the input shaft 9 and which also supports a disc 63 with a conical ring 64, the external surface of which forms a frictional surface 65 for engagement with an opposite inner frictional surface 66 on the other conical ring 67, which is supported by a disc 68 which is non-rotatably but axially displaceably mounted on the input shaft 9.
  • Radially outside the ring 67 there is an additional ring 69 with a conical frictional surface 70 facing an outer conical frictional surface 71 on the ring 67.
  • the ring 69 is solidly joined to the gear box housing.
  • the disc 68 with associated ring 67 is axially displaceble and can be operated by a schematically indicated mechanism 72, which, by means of cooperating means not shown in detail here, brings the ring 67 into engagement with the ring 64 or 69 during a set time interval depending on what gear speed is to be synchronized.
  • a schematically indicated mechanism 72 which, by means of cooperating means not shown in detail here, brings the ring 67 into engagement with the ring 64 or 69 during a set time interval depending on what gear speed is to be synchronized.
  • the input shaft 9 is braked by displacing the ring 67 to the left in the Figure so that its frictional surface 71 comes into contact with the frictional surface 70 of the fixed ring 69.
  • the time interval for the braking engagement can be controlled with the aid of a microcomputer into which data concerning the rpm difference is fed, or it can be constant.
  • the final synchronization is effected via the conventional synchronizing means in each gear speed step.
  • the input shaft 9 should be accelerated, and this is done by momentarily locking the gear 61 to the input shaft 9 by displacing the coupling 67 to the right, so that its frictional surface 66 is brought into engagement with the frictional surface 65 on the ring 64 joined to the gear 61.
  • the vehicle wheels which at the moment of down shifting are driving, can now drive the input shaft at a rotational speed which ultimately depends on the gear ratio between the gears 60 and 61.
  • auxiliary synchronization By selecting in this case the same gear ratio between the gears 60 and 61 as between the gears 30 and 35 for the first gear speed, maximum assistance is obtained from the central "auxiliary synchronization" where the synchroni- zation work is normally the greatest, namely when shifting down from the second gear speed to the first gear speed.
  • the entire synchronization work can be per ⁇ formed by the auxiliary synchronization.
  • the gear 60, 61 with associated coupling and braking means form in principle a mechanical servomotor with brakes for driving or braking the input shaft.
  • a mechanical servomotor with brakes for driving or braking the input shaft Within the scope of the invention it could be replaced by a combined, preferably mikrocomputer controlled electric motor-generator with the corresponding function.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

L'invention concerne une boîte de vitesses d'automobile dotée d'une transmission (7,8,11) entre l'embrayage (4,5) et l'arbre d'entrée (9) de la boîte de vitesses permettant de monter cette dernière à côté du moteur dans des installations d'automobile à moteur transversal. Afin de compenser le moment d'inertie induit par la transmission du côté entrée, le système de synchronisation standard de la boîte de vitesses est complété par un système de synchronisation auxiliaire (60-70).
PCT/SE1994/000080 1992-11-04 1994-02-02 Boite de vitesses d'automobile WO1995021068A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
SE9203290A SE501408C2 (sv) 1992-11-04 1992-11-04 Motorfordonsväxellåda samt drivaggregat för motorfordon
PCT/SE1994/000080 WO1995021068A1 (fr) 1992-11-04 1994-02-02 Boite de vitesses d'automobile
AU62654/94A AU6265494A (en) 1992-11-04 1994-02-02 Motor vehicle gear box

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9203290A SE501408C2 (sv) 1992-11-04 1992-11-04 Motorfordonsväxellåda samt drivaggregat för motorfordon
PCT/SE1994/000080 WO1995021068A1 (fr) 1992-11-04 1994-02-02 Boite de vitesses d'automobile

Publications (1)

Publication Number Publication Date
WO1995021068A1 true WO1995021068A1 (fr) 1995-08-10

Family

ID=26661567

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1994/000080 WO1995021068A1 (fr) 1992-11-04 1994-02-02 Boite de vitesses d'automobile

Country Status (2)

Country Link
SE (1) SE501408C2 (fr)
WO (1) WO1995021068A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999057459A1 (fr) * 1998-05-05 1999-11-11 Renault Boite de vitesses synchronisee
FR2790297A1 (fr) * 1999-02-26 2000-09-01 Renault Synchronisation multiple d'une boite de vitesses a commande dite robotisee
WO2021039032A1 (fr) * 2019-08-29 2021-03-04 Kawasaki Jukogyo Kabushiki Kaisha Unité de puissance de véhicule utilitaire

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3414098A (en) * 1966-10-05 1968-12-03 Borg Warner Positive clutch with multiple friction synchronizing disks
DE3735978A1 (de) * 1986-10-25 1988-04-28 Nsk Warner Kk Synchronisierungsvorrichtung fuer ein synchroneingriffsgetriebe
US5085303A (en) * 1990-10-01 1992-02-04 New Venture Gear, Inc. Drag-free strut-type synchronizer
US5088346A (en) * 1989-07-21 1992-02-18 Nissan Motor Co., Ltd. Power plant structure for motor vehicle

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3414098A (en) * 1966-10-05 1968-12-03 Borg Warner Positive clutch with multiple friction synchronizing disks
DE3735978A1 (de) * 1986-10-25 1988-04-28 Nsk Warner Kk Synchronisierungsvorrichtung fuer ein synchroneingriffsgetriebe
US5088346A (en) * 1989-07-21 1992-02-18 Nissan Motor Co., Ltd. Power plant structure for motor vehicle
US5085303A (en) * 1990-10-01 1992-02-04 New Venture Gear, Inc. Drag-free strut-type synchronizer

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999057459A1 (fr) * 1998-05-05 1999-11-11 Renault Boite de vitesses synchronisee
FR2778443A1 (fr) * 1998-05-05 1999-11-12 Renault Boite de vitesses synchronisee
FR2790297A1 (fr) * 1999-02-26 2000-09-01 Renault Synchronisation multiple d'une boite de vitesses a commande dite robotisee
WO2021039032A1 (fr) * 2019-08-29 2021-03-04 Kawasaki Jukogyo Kabushiki Kaisha Unité de puissance de véhicule utilitaire
JP2022537270A (ja) * 2019-08-29 2022-08-25 カワサキモータース株式会社 ユーティリティビークルのパワーユニット
JP7223175B2 (ja) 2019-08-29 2023-02-15 カワサキモータース株式会社 ユーティリティビークルのパワーユニット

Also Published As

Publication number Publication date
SE9203290D0 (sv) 1992-11-04
SE9203290L (sv) 1994-05-05
SE501408C2 (sv) 1995-02-06

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