WO2015094341A1 - Multi-countershaft transmission - Google Patents

Multi-countershaft transmission Download PDF

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Publication number
WO2015094341A1
WO2015094341A1 PCT/US2013/076911 US2013076911W WO2015094341A1 WO 2015094341 A1 WO2015094341 A1 WO 2015094341A1 US 2013076911 W US2013076911 W US 2013076911W WO 2015094341 A1 WO2015094341 A1 WO 2015094341A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
countershaft
input
transmission
shaft
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.)
Ceased
Application number
PCT/US2013/076911
Other languages
French (fr)
Inventor
Brian E. GORDON
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.)
Volvo Truck Corp
Original Assignee
Volvo Truck Corp
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 Volvo Truck Corp filed Critical Volvo Truck Corp
Priority to PCT/US2013/076911 priority Critical patent/WO2015094341A1/en
Publication of WO2015094341A1 publication Critical patent/WO2015094341A1/en
Anticipated expiration legal-status Critical
Ceased 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
    • F16H3/093—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
    • 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
    • F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by parallel flow paths, e.g. dual clutch transmissions
    • 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
    • F16H2003/0822—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 arrangement of at least one reverse gear
    • 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
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds

Definitions

  • the present invention relates to a multi-countershaft transmission with three gear planes.
  • Vehicle transmissions with a countershaft are common in many vehicles, including, but not limited to truck tractors.
  • the overall length of a countershaft transmission is typically a function of a number of variables, including the number of gear ratios afforded by the transmission.
  • the length of the transmission is typically increased as the number of gear ratios increase. This is due to the fact that as the number of gear ratios increases, the number of gears provided on the countershaft increases and as the number of gears provided on the countershaft increases, the length of the countershaft increases.
  • reducing the length of the transmission may provide a reduction in the overall size of the transmission and a reduction to the weight of the transmission.
  • reducing the length may also move the transmission center of gravity closer to the engine and reduce the moment arm of the transmission mass supported by the flywheel housing, which may allow for the provision of a lower stressed or lighter flywheel housing.
  • the present invention relates to a multi-countershaft transmission with three gear planes.
  • a multi-countershaft transmission comprises a first transmission input shaft, a second transmission input shaft, a transmission output shaft, a first countershaft, and a second countershaft.
  • the first transmission input shaft is provided with a first transmission input gear and is adapted to cooperate with a first engine clutch to selectively couple the first transmission input shaft to a flywheel.
  • the second transmission input shaft is provided with a second transmission input gear and is adapted to cooperate with a second engine clutch to selectively couple the second transmission input shaft to the flywheel.
  • the transmission output shaft is provided with a transmission output shaft gear and an output shaft clutch that selectively couples the transmission output shaft to the first transmission input shaft when the transmission operates in direct drive.
  • the first countershaft is provided with an input gear, an output gear, and a first countershaft clutch, wherein first countershaft clutch is selectively engageable so that the input and output gears of the first counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear.
  • the second countershaft is provided with an input gear, an output gear, and a second countershaft clutch, wherein the second countershaft clutch is selectively engageable so that the input and output gears of the second counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear.
  • the transmission includes three gear planes, wherein the first transmission input gear and input gear of the first countershaft are located on a first gear plane, the second transmission input gear and input gear of the second countershaft are located on a second gear plane, and the transmission output shaft gear and output gears of the first and second countershafts are located on a third gear plane.
  • a multi-countershaft transmission comprises a first transmission input shaft, a second transmission input shaft, a transmission output shaft, a first countershaft, and a second countershaft.
  • the first transmission input shaft is provided with a first transmission input gear and is adapted to cooperate with a first engine clutch to selectively couple the first transmission input shaft to a flywheel.
  • the second transmission input shaft is provided with a second transmission input gear and is adapted to cooperate with a second engine clutch to selectively couple the second transmission input shaft to the flywheel.
  • the transmission output shaft is provided with a transmission output shaft gear and an output shaft clutch that selectively couples the transmission output shaft to the first transmission input shaft when the transmission operates in direct drive.
  • the first countershaft is provided with an input gear, an output gear, and a first countershaft clutch, wherein first countershaft clutch is selectively engageable so that the input and output gears of the first counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear.
  • the second countershaft is provided with an input gear, an output gear, and a second countershaft clutch, wherein the second countershaft clutch is selectively engageable so that the input and output gears of the second counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear.
  • the transmission includes three gear planes, wherein the first transmission input gear and input gear of the first countershaft are located on a first gear plane, the second transmission input gear and input gear of the second countershaft are located on a second gear plane, and the transmission output shaft gear and output gears of the first and second countershafts are located on a third gear plane.
  • a reverse countershaft is provided that includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft, wherein the reverse clutch is selectively engageable to provide multi-gear reverse.
  • a reverse countershaft that includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft and the second countershaft.
  • a reverse countershaft that includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft, second countershaft, and the output shaft clutch.
  • a third countershaft that includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane, and the first, second, and third countershafts are distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
  • a reverse countershaft is provided and a third countershaft is provided.
  • the reverse countershaft includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft and the second countershaft.
  • the third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane, and the first, second, third countershafts, and reverse countershafts are distributed
  • a reverse countershaft is provided and a third countershaft is provided.
  • the reverse countershaft includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft, second countershaft, and the output shaft clutch.
  • the third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane, and the first, second, third countershafts, and reverse countershafts are distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
  • a third countershaft is provided and a fourth countershaft is provided.
  • the third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane, and the output gear of the third countershaft is located on the third gear plane.
  • the fourth countershaft includes an input gear, an output gear, and a fourth countershaft clutch, wherein the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear, the input gear of the fourth countershaft is located on the second gear plane, and the output gear of the third countershaft is located on the third gear plane.
  • the first, second, third, fourth countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
  • a reverse countershaft is provided, a third countershaft is provided, and a fourth countershaft is provided.
  • the reverse countershaft includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft and the second countershaft.
  • the third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane, and the output gear of the third countershaft is located on the third gear plane.
  • the fourth countershaft includes an input gear, an output gear, and a fourth countershaft clutch, wherein the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear, the input gear of the fourth countershaft is located on the second gear plane, and the output gear of the third countershaft is located on the third gear plane.
  • the first, second, third, fourth, and reverse countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
  • a reverse countershaft is provided, a third countershaft is provided, and a fourth countershaft is provided.
  • the reverse countershaft includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft, the second countershaft, and the output shaft clutch.
  • the third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane, and the output gear of the third countershaft is located on the third gear plane.
  • the fourth countershaft includes an input gear, an output gear, and a fourth countershaft clutch, wherein the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear, the input gear of the fourth countershaft is located on the second gear plane, and the output gear of the third countershaft is located on the third gear plane.
  • the first, second, third, fourth, and reverse countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
  • a range input shaft and a range input shaft clutch are provided, wherein the range input shaft clutch is selectively engageable to transmit torque from the transmission output shaft to the range input shaft.
  • FIG. 1 depicts a schematic of a multi-counter shaft main transmission according to one embodiment showing first and second engine clutches a first gear countershaft, a second gear countershaft, and a range transmission clutch.
  • FIG. 2 depicts a schematic of a multi-countershaft transmission according to one embodiment showing first and second engine clutches, a third gear countershaft, a fourth gear countershaft, a reverse shaft, and a range transmission clutch.
  • FIG. 3 depicts a rear view schematic of a multi-countershaft main transmission according to one embodiment showing a flywheel, gears of a first countershaft, gears of a second gear countershaft, gears of a third countershaft, gears of a fourth countershaft, and gears of a reverse shaft.
  • FIGS. 1-3 illustrate a multi-countershaft main transmission 10 according to one embodiment of the present invention.
  • the multi-countershaft main transmission 10 is provided with first and second transmission input shafts 15, 16, first and second transmission input gears 15a, 16a, first and second engine clutches 17, 18, a plurality of countershafts 25, 30, 35, 40, 45 a plurality of countershaft input gears 25a, 30a, 35a, and 40a, a plurality of countershaft output gears 25b, 30b, 35b, and 40b, a plurality of countershaft clutches 26, 31, 36, and 41, a reverse countershaft 20, reverse countershaft gears 20a, 20b, a reverse countershaft clutch 21, a main transmission output shaft 45, main transmission output shaft clutch 46, a main transmission output shaft gear 45a, range input shaft 50, and a range input shaft clutch 51.
  • first transmission input gear 15a is located rearward of the second transmission gear 16a. Also shown, the input gears 25a, 30a, 35a, and 40a are coaxial with the output gears output gears 25b, 30b, 35b, and 40b, respectively, gear 20a is coaxial with gear 20b, and transmission input shaft 15 is co-axial with the main transmission output shaft 45 so that direct drive is possible and increased flexibility for location of the countershafts 20, 25, 30, 35, 40 is provided.
  • range transmission section 10 may or may not operate in conjunction with a range transmission section.
  • the total number of available gear ratios available would be equal to the product of the gear ratios available to the main transmission section 10 and the gear ratios available to the range transmission section.
  • range input shaft clutch 51 disengages momentarily only during the range shift between LO and HI.
  • range input shaft clutch 51 and range input shaft 50 may be omitted and main transmission output shaft 45 may serve as the output to the driveline. According to one aspect of the present embodiment, as shown in FIGS.
  • the multi-countershaft main transmission 10 is configured so that all the gears 15a, 16a, 20a, 25a, 30a, 35a, 40a, 45a, 20b, 25b, 30b, 35b, and 40b lie on one of three longitudinally spaced planes A, B, or C.
  • the countershafts 20, 25, 30, 35, 40 are distributed circumferentially around the first and second transmission input gears 15a, 16a, the main transmission output shaft 45, the main transmission output shaft clutch 46, and the main transmission output shaft gear 45a.
  • transmission input gear 16a, gear 20a of the reverse countershaft 20, input gear 30a of the second countershaft 30, and input gear 40a of fourth countershaft 40 are on the first plane A.
  • Transmission input gearl5a, gear 20b of the reverse countershaft 20, input gear 25a of the first countershaft 25, and input gear 35a of the third countershaft 35 are on the second plane B.
  • the output gears 20b, 25b, 30b, and 40b of countershafts 20, 25, 30, and 40 as well as the main transmission output shaft gear 45a are on the third plane C.
  • the circumferential distribution of the countershafts 20, 25, 30, 35, and 40 and associated gears 20a, 25a, 30a, 35a, 40a, 20b, 25b, 30b, 35b, 40b,and clutches 21, 26, 31, 36, and 41 allows gears 20a, 30a, and 40a to be in constant mesh with the
  • gears 25a and 35a to be in constant mesh with transmission input gear 15a and gear 20b to be inconstant mesh with gear 35a, while on the same plane B, and gears 25b, 30b, 35b, and 40b to be in constant mesh with main transmission output shaft gear 45a while on the same plane C.
  • the limited number of gear planes A, B, and C of the present embodiment allows for a reduction in the length L of the main transmission 10.
  • the multi-countershaft main transmission 10 is preferably configured to provide increased flexibility in terms of the ability to manipulate the step percentage between gear ratios of sequential transmission gears, e. g. between first and second, second and third, and so forth.
  • the multi-countershaft main transmission 10 is provided with the first and second transmission input gears 15a, 16a, with a different number of pitch diameters.
  • providing two transmission input gears 15a, 16a allows for two alternative independent power paths to be selectively provided.
  • providing two alternative independent power paths that include respective transmission input gears 15a, 16a having unequal teeth results in the transmission input gears 15a, 16a having unequal angular velocities at any given engine speed.
  • the gear ratio of each power path is in part a function of the angular velocity of the input gear 15a or 16a.
  • the step in the gear ratio between sequential gears is influenced by the difference between the pitch diameters of on the gears 15a, 16a and the differences between the angular velocities of the transmission input gears 15a, 16a at any given speed.
  • such an arrangement provides an additional non-fixed gear ratio variable that may be used to manipulate the step percentage between ratios of sequential gears of the transmission, i.e. between first and second, second and third, and so forth.
  • the step percentage between ratios of sequential gears can only be manipulated via relative differences in other non-fixed variables, such as relative differences in the pitch diameters of intermediate gears, for example, relative differences in the pitch diameters of countershaft gears, and relative differences in the pitch diameters of output gears (where multiple output gears are provided).
  • each step percentage is about 37%-38%.
  • the first engine clutch 17 engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and the first transmission input gear 15a.
  • the second engine clutch 18 engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and the second transmission input gear 16a.
  • the first engine clutch 17 When the transmission 10 is in first forward gear, the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and first transmission input gear 15 a, which, in turn, transmits torque to the first input gear 25 a of the first countershaft 25. Additionally, when the transmission 10 is in first forward gear, the countershaft clutch 26 is engaged and the first input gear 25a transmits torque to the first output gear 25b, via the first countershaft 25, and the first output gear 25b transmits torque to the main transmission output shaft gear 45a. Finally, the range input shaft clutch 51 is engaged and torque is transmitted from the main transmission output shaft 45 to the range input shaft 50.
  • the second engine clutch 18 While the transmission 10 is in second forward gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the second input gear 30a of the second countershaft 30. Additionally, when the transmission 10 is in second forward gear, the countershaft clutch 31 is engaged and the second input gear 30a transmits torque to the second output gear 30b, via the second countershaft 30, and the second output gear 30b transmits torque to the main transmission output shaft gear 45a. Finally, the range input shaft clutch 51 is engaged and torque is transmitted from the main transmission output shaft 45 to the range input shaft 50.
  • the first engine clutch 17 When the transmission 10 is in third forward gear, the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and first transmission input gear 15a, which, in turn, transmits torque to the third input gear 35a of the third countershaft 35. Additionally, when the transmission 10 is in third forward gear, the countershaft clutch 36 is engaged and the third input gear 35a transmits torque to the third output gear 35b, via the third countershaft 35, and the third output gear 35b transmits torque to the main transmission output shaft gear 45a. Finally, the range input shaft clutch 51 is engaged and torque is transmitted from the main transmission output shaft 45 to the range input shaft 50.
  • the second engine clutch 18 While the transmission 10 is in fourth forward gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the fourth input gear 40a of the fourth countershaft 40. Additionally, when the transmission 10 is in fourth forward gear, the countershaft clutch 41 is engaged and the fourth input gear 40a transmits torque to the fourth output gear 40b, via the fourth countershaft 40, and the fourth output gear 40b transmits torque to the main transmission output shaft gear 45a. Finally, the range input shaft clutch 51 is engaged and torque is transmitted from the main transmission output shaft 45 to the range input shaft 50.
  • the transmission 10 operates in direct drive, when in fifth forward gear and the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the first input shaft 15. Additionally when the transmission 10 is in fifth forward gear, the input shaft 15, the main transmission output shaft clutch 46 and the range input shaft clutch 51 are engaged and the input shaft 15 transmits torque to the main transmission output shaft 45, which in turn transmits torque to the range input shaft 50.
  • the present embodiment illustrates a specific power path and multiple counter-shaft arrangement, the present invention is not limited to the specific power path and countershaft arrangement described. Within the scope of the present invention, at least two countershafts are provided that cooperate with the transmission input gears 15a, 16a.
  • the reverse countershaft 20 is configured to transmit torque between the transmission input gears 15a, 16a, whereby the transmission is provided with multi-gear reverse.
  • the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the first reverse gear 20a of the reverse countershaft 20.
  • the reverse countershaft clutch 21 is engaged and the first reverse gear 20a transmits torque to the second reverse gear 20b, via the reverse countershaft 20.
  • the second reverse gear 20b transmits torque to the first transmission input gear 15a, via the third input gear 35a of the third countershaft 35.
  • the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and first transmission input gear 15a, which, in turn, transmits torque to the second reverse gear 20b, via the input gear 35a of the third countershaft 35.
  • the reverse countershaft clutch 21 is engaged and the second reverse gear 20b transmits torque to the first reverse gear 20a, via the reverse countershaft 20.
  • the first reverse gear 20a transmits torque to the second transmission input gear 16a.
  • the power pathway is the same as with respect to the second forward gear of the transmission 10.
  • the second engine clutch 18 When the transmission 10 is in the third reverse gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the first reverse gear 20a of the reverse countershaft 20. Additionally, when the transmission 10 is in the third reverse gear, the reverse countershaft clutch 21 is engaged and the first reverse gear 20a transmits torque to the second reverse gear 20b, via the reverse countershaft 20. The second reverse gear 20b, in turn, transmits torque to the third input gear 35a of the third countershaft 35, which, in turn transmits torque to the third output gear 35b of the third countershaft 35 and a main transmission output shaft gear 45a in the same manner as with respect to the third forward gear of the transmission 10.
  • the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and first transmission input gear 15a, which, in turn, transmits torque to the second reverse gear 20b of the reverse countershaft 20.
  • the reverse countershaft clutch 21 is engaged and the second reverse gear 20b transmits torque to the first reverse gear 20a, via the reverse countershaft 20.
  • the first reverse gear 20a transmits torque to the second input gear 16a.
  • the power pathway is the same as with respect to the fourth forward gear of the transmission 10.
  • the second engine clutch 18 When the transmission is in the fifth reverse gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the first reverse gear 20a of the reverse countershaft 20. Additionally, when the transmission 10 is in the fifth reverse gear, the reverse countershaft clutch 21 is engaged and the first reverse gear 20a transmits torque to the second reverse gear 20b, via the reverse countershaft 20. The second reverse gear 20b, in turn, transmits torque to the first input gear 15a, via the third input gear 35a of the third countershaft 35. Thereafter, the power pathway is the same as with respect to the fifth forward gear of the transmission 10.
  • the present embodiment illustrates the second reverse gear 20b of the reverse countershaft 20 cooperating with the third input gear 35a of the third countershaft 35 to transfer torque from one of the transmission input gears 15a, 16a to the other 16a, 15a
  • the second reverse gear 20b of reverse countershaft 20 to cooperate with and be in constant mesh with a different countershaft input gear, such as, for example, input gear 25a, in order to transfer torque between the transmission input gears 15a, 16a.
  • first the first reverse gear 20a of reverse countershaft 20 is shown in constant mesh with the second transmission input gear 16a
  • second the second reverse gear 20b of the reverse countershaft 20 to be in constant mesh with first transmission input gear 15a and for the first reverse gear 20a to cooperate with a countershaft input gear on plane A, such as, for example, input gear 30a or 40a, to transfer torque to the second transmission input gear 16a
  • the transmission 10 may include a single reverse gear, instead of multiple reverse gears.

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Abstract

The present invention relates to a multi-countershaft transmission comprises a first transmission input shaft, a second transmission input shaft, a transmission output shaft, a first countershaft, and a second countershaft. The transmission includes three gear planes, wherein the first transmission input gear and input gear of the first countershaft are located on a first gear plane, the second transmission input gear and input gear of the second countershaft are located on a second gear plane, and the transmission output shaft gear and output gears of the first and second countershafts are located on a third gear plane.

Description

MULTI-COUNTERSHAFT TRANSMISSION
FIELD OF THE INVENTION
The present invention relates to a multi-countershaft transmission with three gear planes.
BACKGROUND OF THE INVENTION
Vehicle transmissions with a countershaft are common in many vehicles, including, but not limited to truck tractors. The overall length of a countershaft transmission is typically a function of a number of variables, including the number of gear ratios afforded by the transmission. In particular, the length of the transmission is typically increased as the number of gear ratios increase. This is due to the fact that as the number of gear ratios increases, the number of gears provided on the countershaft increases and as the number of gears provided on the countershaft increases, the length of the countershaft increases.
For a number of reasons, it may be desirable to reduce the length of the transmission. For example, reducing the length of the transmission may provide a reduction in the overall size of the transmission and a reduction to the weight of the transmission. By way of another example, reducing the length may also move the transmission center of gravity closer to the engine and reduce the moment arm of the transmission mass supported by the flywheel housing, which may allow for the provision of a lower stressed or lighter flywheel housing.
The present invention relates to a multi-countershaft transmission with three gear planes.
SUMMARY OF THE INVENTION
According to one embodiment of the present invention, a multi-countershaft transmission comprises a first transmission input shaft, a second transmission input shaft, a transmission output shaft, a first countershaft, and a second countershaft. The first transmission input shaft is provided with a first transmission input gear and is adapted to cooperate with a first engine clutch to selectively couple the first transmission input shaft to a flywheel. The second transmission input shaft is provided with a second transmission input gear and is adapted to cooperate with a second engine clutch to selectively couple the second transmission input shaft to the flywheel. The transmission output shaft is provided with a transmission output shaft gear and an output shaft clutch that selectively couples the transmission output shaft to the first transmission input shaft when the transmission operates in direct drive. The first countershaft is provided with an input gear, an output gear, and a first countershaft clutch, wherein first countershaft clutch is selectively engageable so that the input and output gears of the first counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear. The second countershaft is provided with an input gear, an output gear, and a second countershaft clutch, wherein the second countershaft clutch is selectively engageable so that the input and output gears of the second counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear. The transmission includes three gear planes, wherein the first transmission input gear and input gear of the first countershaft are located on a first gear plane, the second transmission input gear and input gear of the second countershaft are located on a second gear plane, and the transmission output shaft gear and output gears of the first and second countershafts are located on a third gear plane.
ASPECTS OF THE INVENTION
According to one aspect of the present invention, a multi-countershaft transmission comprises a first transmission input shaft, a second transmission input shaft, a transmission output shaft, a first countershaft, and a second countershaft. The first transmission input shaft is provided with a first transmission input gear and is adapted to cooperate with a first engine clutch to selectively couple the first transmission input shaft to a flywheel. The second transmission input shaft is provided with a second transmission input gear and is adapted to cooperate with a second engine clutch to selectively couple the second transmission input shaft to the flywheel. The transmission output shaft is provided with a transmission output shaft gear and an output shaft clutch that selectively couples the transmission output shaft to the first transmission input shaft when the transmission operates in direct drive. The first countershaft is provided with an input gear, an output gear, and a first countershaft clutch, wherein first countershaft clutch is selectively engageable so that the input and output gears of the first counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear. The second countershaft is provided with an input gear, an output gear, and a second countershaft clutch, wherein the second countershaft clutch is selectively engageable so that the input and output gears of the second counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear. The transmission includes three gear planes, wherein the first transmission input gear and input gear of the first countershaft are located on a first gear plane, the second transmission input gear and input gear of the second countershaft are located on a second gear plane, and the transmission output shaft gear and output gears of the first and second countershafts are located on a third gear plane. Preferably, a reverse countershaft is provided that includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft, wherein the reverse clutch is selectively engageable to provide multi-gear reverse.
Preferably, a reverse countershaft is provided that includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft and the second countershaft.
Preferably, a reverse countershaft is provided that includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft, second countershaft, and the output shaft clutch.
Preferably, a third countershaft is provided that includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane, and the first, second, and third countershafts are distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
Preferably, a reverse countershaft is provided and a third countershaft is provided. The reverse countershaft includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft and the second countershaft. The third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane, and the first, second, third countershafts, and reverse countershafts are distributed
circumferentially around the first input shaft, the second input shaft, and the output shaft.
Preferably, a reverse countershaft is provided and a third countershaft is provided. The reverse countershaft includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft, second countershaft, and the output shaft clutch. The third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane, and the first, second, third countershafts, and reverse countershafts are distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
Preferably, a third countershaft is provided and a fourth countershaft is provided. The third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane, and the output gear of the third countershaft is located on the third gear plane. The fourth countershaft includes an input gear, an output gear, and a fourth countershaft clutch, wherein the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear, the input gear of the fourth countershaft is located on the second gear plane, and the output gear of the third countershaft is located on the third gear plane. The first, second, third, fourth countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
Preferably, a reverse countershaft is provided, a third countershaft is provided, and a fourth countershaft is provided. The reverse countershaft includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft and the second countershaft. The third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane, and the output gear of the third countershaft is located on the third gear plane. The fourth countershaft includes an input gear, an output gear, and a fourth countershaft clutch, wherein the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear, the input gear of the fourth countershaft is located on the second gear plane, and the output gear of the third countershaft is located on the third gear plane. The first, second, third, fourth, and reverse countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
Preferably, a reverse countershaft is provided, a third countershaft is provided, and a fourth countershaft is provided. The reverse countershaft includes a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft, the second countershaft, and the output shaft clutch. The third countershaft includes an input gear, an output gear, and a third countershaft clutch, wherein the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear, the input gear of the third countershaft is located on the first gear plane, and the output gear of the third countershaft is located on the third gear plane. The fourth countershaft includes an input gear, an output gear, and a fourth countershaft clutch, wherein the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear, the input gear of the fourth countershaft is located on the second gear plane, and the output gear of the third countershaft is located on the third gear plane. The first, second, third, fourth, and reverse countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
Preferably, a range input shaft and a range input shaft clutch are provided, wherein the range input shaft clutch is selectively engageable to transmit torque from the transmission output shaft to the range input shaft.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 depicts a schematic of a multi-counter shaft main transmission according to one embodiment showing first and second engine clutches a first gear countershaft, a second gear countershaft, and a range transmission clutch. FIG. 2 depicts a schematic of a multi-countershaft transmission according to one embodiment showing first and second engine clutches, a third gear countershaft, a fourth gear countershaft, a reverse shaft, and a range transmission clutch.
FIG. 3 depicts a rear view schematic of a multi-countershaft main transmission according to one embodiment showing a flywheel, gears of a first countershaft, gears of a second gear countershaft, gears of a third countershaft, gears of a fourth countershaft, and gears of a reverse shaft.
DETAILED DESCRIPTON OF THE INVENTION
FIGS. 1-3 illustrate a multi-countershaft main transmission 10 according to one embodiment of the present invention. As shown, the multi-countershaft main transmission 10 is provided with first and second transmission input shafts 15, 16, first and second transmission input gears 15a, 16a, first and second engine clutches 17, 18, a plurality of countershafts 25, 30, 35, 40, 45 a plurality of countershaft input gears 25a, 30a, 35a, and 40a, a plurality of countershaft output gears 25b, 30b, 35b, and 40b, a plurality of countershaft clutches 26, 31, 36, and 41, a reverse countershaft 20, reverse countershaft gears 20a, 20b, a reverse countershaft clutch 21, a main transmission output shaft 45, main transmission output shaft clutch 46, a main transmission output shaft gear 45a, range input shaft 50, and a range input shaft clutch 51.
As shown the first transmission input gear 15a is located rearward of the second transmission gear 16a. Also shown, the input gears 25a, 30a, 35a, and 40a are coaxial with the output gears output gears 25b, 30b, 35b, and 40b, respectively, gear 20a is coaxial with gear 20b, and transmission input shaft 15 is co-axial with the main transmission output shaft 45 so that direct drive is possible and increased flexibility for location of the countershafts 20, 25, 30, 35, 40 is provided.
Within the scope of the present invention, the multi-countershaft main transmission
10 may or may not operate in conjunction with a range transmission section. In an arrangement with a range transmission section, the total number of available gear ratios available would be equal to the product of the gear ratios available to the main transmission section 10 and the gear ratios available to the range transmission section. When used in conjunction with a range transmission section, range input shaft clutch 51 disengages momentarily only during the range shift between LO and HI. In an arrangement without a range transmission section, range input shaft clutch 51 and range input shaft 50 may be omitted and main transmission output shaft 45 may serve as the output to the driveline. According to one aspect of the present embodiment, as shown in FIGS. 1 and 2, the multi-countershaft main transmission 10 is configured so that all the gears 15a, 16a, 20a, 25a, 30a, 35a, 40a, 45a, 20b, 25b, 30b, 35b, and 40b lie on one of three longitudinally spaced planes A, B, or C. According to another aspect of the present embodiment, as shown in FIG. 3, the countershafts 20, 25, 30, 35, 40 are distributed circumferentially around the first and second transmission input gears 15a, 16a, the main transmission output shaft 45, the main transmission output shaft clutch 46, and the main transmission output shaft gear 45a.
As shown, in FIGS. 1 and 2, transmission input gear 16a, gear 20a of the reverse countershaft 20, input gear 30a of the second countershaft 30, and input gear 40a of fourth countershaft 40 are on the first plane A. Transmission input gearl5a, gear 20b of the reverse countershaft 20, input gear 25a of the first countershaft 25, and input gear 35a of the third countershaft 35 are on the second plane B. Also shown, the output gears 20b, 25b, 30b, and 40b of countershafts 20, 25, 30, and 40 as well as the main transmission output shaft gear 45a are on the third plane C.
Advantageously, the circumferential distribution of the countershafts 20, 25, 30, 35, and 40 and associated gears 20a, 25a, 30a, 35a, 40a, 20b, 25b, 30b, 35b, 40b,and clutches 21, 26, 31, 36, and 41 allows gears 20a, 30a, and 40a to be in constant mesh with the
transmission input gear 16a while on the same plane A, gears 25a and 35a to be in constant mesh with transmission input gear 15a and gear 20b to be inconstant mesh with gear 35a, while on the same plane B, and gears 25b, 30b, 35b, and 40b to be in constant mesh with main transmission output shaft gear 45a while on the same plane C. Advantageously, the limited number of gear planes A, B, and C of the present embodiment allows for a reduction in the length L of the main transmission 10.
Advantageously, the multi-countershaft main transmission 10 is preferably configured to provide increased flexibility in terms of the ability to manipulate the step percentage between gear ratios of sequential transmission gears, e. g. between first and second, second and third, and so forth. As shown in FIGS. 1 and 2, the multi-countershaft main transmission 10 is provided with the first and second transmission input gears 15a, 16a, with a different number of pitch diameters.
Those of ordinary skill in the art will appreciate that providing two transmission input gears 15a, 16a allows for two alternative independent power paths to be selectively provided. Those of ordinary skill in the art will also appreciate that providing two alternative independent power paths that include respective transmission input gears 15a, 16a having unequal teeth results in the transmission input gears 15a, 16a having unequal angular velocities at any given engine speed. Those of ordinary skill in the art will additionally appreciate that the gear ratio of each power path is in part a function of the angular velocity of the input gear 15a or 16a. Those of ordinary skill in the art will further appreciate that since the angular velocity of the transmission input gears 15a, 16a are unequal at any given engine speed, the step in the gear ratio between sequential gears is influenced by the difference between the pitch diameters of on the gears 15a, 16a and the differences between the angular velocities of the transmission input gears 15a, 16a at any given speed.
Advantageously, such an arrangement provides an additional non-fixed gear ratio variable that may be used to manipulate the step percentage between ratios of sequential gears of the transmission, i.e. between first and second, second and third, and so forth. In contrast, in transmissions with only a single input gear, since the pitch diameter of the input gear is a fixed variable regardless of which gear the transmission is in, the step percentage between ratios of sequential gears can only be manipulated via relative differences in other non-fixed variables, such as relative differences in the pitch diameters of intermediate gears, for example, relative differences in the pitch diameters of countershaft gears, and relative differences in the pitch diameters of output gears (where multiple output gears are provided). Preferably, each step percentage is about 37%-38%.
According to one aspect of the present embodiment, when the transmission 10 of the present embodiment is in first forward gear, third forward gear, and fifth forward gear, the first engine clutch 17 engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and the first transmission input gear 15a. According to another aspect of the present embodiment, when the transmission 10 of the present embodiment is in second forward gear and fourth forward gear, the second engine clutch 18 engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and the second transmission input gear 16a.
When the transmission 10 is in first forward gear, the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and first transmission input gear 15 a, which, in turn, transmits torque to the first input gear 25 a of the first countershaft 25. Additionally, when the transmission 10 is in first forward gear, the countershaft clutch 26 is engaged and the first input gear 25a transmits torque to the first output gear 25b, via the first countershaft 25, and the first output gear 25b transmits torque to the main transmission output shaft gear 45a. Finally, the range input shaft clutch 51 is engaged and torque is transmitted from the main transmission output shaft 45 to the range input shaft 50. While the transmission 10 is in second forward gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the second input gear 30a of the second countershaft 30. Additionally, when the transmission 10 is in second forward gear, the countershaft clutch 31 is engaged and the second input gear 30a transmits torque to the second output gear 30b, via the second countershaft 30, and the second output gear 30b transmits torque to the main transmission output shaft gear 45a. Finally, the range input shaft clutch 51 is engaged and torque is transmitted from the main transmission output shaft 45 to the range input shaft 50.
When the transmission 10 is in third forward gear, the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and first transmission input gear 15a, which, in turn, transmits torque to the third input gear 35a of the third countershaft 35. Additionally, when the transmission 10 is in third forward gear, the countershaft clutch 36 is engaged and the third input gear 35a transmits torque to the third output gear 35b, via the third countershaft 35, and the third output gear 35b transmits torque to the main transmission output shaft gear 45a. Finally, the range input shaft clutch 51 is engaged and torque is transmitted from the main transmission output shaft 45 to the range input shaft 50.
While the transmission 10 is in fourth forward gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the fourth input gear 40a of the fourth countershaft 40. Additionally, when the transmission 10 is in fourth forward gear, the countershaft clutch 41 is engaged and the fourth input gear 40a transmits torque to the fourth output gear 40b, via the fourth countershaft 40, and the fourth output gear 40b transmits torque to the main transmission output shaft gear 45a. Finally, the range input shaft clutch 51 is engaged and torque is transmitted from the main transmission output shaft 45 to the range input shaft 50.
The transmission 10 operates in direct drive, when in fifth forward gear and the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the first input shaft 15. Additionally when the transmission 10 is in fifth forward gear, the input shaft 15, the main transmission output shaft clutch 46 and the range input shaft clutch 51 are engaged and the input shaft 15 transmits torque to the main transmission output shaft 45, which in turn transmits torque to the range input shaft 50. Although the present embodiment illustrates a specific power path and multiple counter-shaft arrangement, the present invention is not limited to the specific power path and countershaft arrangement described. Within the scope of the present invention, at least two countershafts are provided that cooperate with the transmission input gears 15a, 16a.
According to one aspect of the present invention, the reverse countershaft 20 is configured to transmit torque between the transmission input gears 15a, 16a, whereby the transmission is provided with multi-gear reverse. When the transmission 10 is in the first reverse gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the first reverse gear 20a of the reverse countershaft 20. Additionally, when the transmission 10 is in the first reverse gear, the reverse countershaft clutch 21 is engaged and the first reverse gear 20a transmits torque to the second reverse gear 20b, via the reverse countershaft 20. The second reverse gear 20b, in turn, transmits torque to the first transmission input gear 15a, via the third input gear 35a of the third countershaft 35.
Thereafter, the power pathway is the same as with respect to the first forward gear of the transmission 10.
While the transmission 10 is in the second reverse gear, the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and first transmission input gear 15a, which, in turn, transmits torque to the second reverse gear 20b, via the input gear 35a of the third countershaft 35. Additionally, when the transmission 10 is in the second reverse gear, the reverse countershaft clutch 21 is engaged and the second reverse gear 20b transmits torque to the first reverse gear 20a, via the reverse countershaft 20. The first reverse gear 20a, in turn, transmits torque to the second transmission input gear 16a. Thereafter, the power pathway is the same as with respect to the second forward gear of the transmission 10.
When the transmission 10 is in the third reverse gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the first reverse gear 20a of the reverse countershaft 20. Additionally, when the transmission 10 is in the third reverse gear, the reverse countershaft clutch 21 is engaged and the first reverse gear 20a transmits torque to the second reverse gear 20b, via the reverse countershaft 20. The second reverse gear 20b, in turn, transmits torque to the third input gear 35a of the third countershaft 35, which, in turn transmits torque to the third output gear 35b of the third countershaft 35 and a main transmission output shaft gear 45a in the same manner as with respect to the third forward gear of the transmission 10.
While the transmission 10 is in the fourth reverse gear, the first engine clutch 17 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 15 and first transmission input gear 15a, which, in turn, transmits torque to the second reverse gear 20b of the reverse countershaft 20. Additionally, when the transmission 10 is in the fourth reverse gear, the reverse countershaft clutch 21 is engaged and the second reverse gear 20b transmits torque to the first reverse gear 20a, via the reverse countershaft 20. The first reverse gear 20a, in turn, transmits torque to the second input gear 16a. Thereafter, the power pathway is the same as with respect to the fourth forward gear of the transmission 10.
When the transmission is in the fifth reverse gear, the second engine clutch 18 is engaged and torque is transmitted from the fly wheel 5 to the input shaft 16 and second transmission input gear 16a, which, in turn, transmits torque to the first reverse gear 20a of the reverse countershaft 20. Additionally, when the transmission 10 is in the fifth reverse gear, the reverse countershaft clutch 21 is engaged and the first reverse gear 20a transmits torque to the second reverse gear 20b, via the reverse countershaft 20. The second reverse gear 20b, in turn, transmits torque to the first input gear 15a, via the third input gear 35a of the third countershaft 35. Thereafter, the power pathway is the same as with respect to the fifth forward gear of the transmission 10.
Although the present embodiment illustrates the second reverse gear 20b of the reverse countershaft 20 cooperating with the third input gear 35a of the third countershaft 35 to transfer torque from one of the transmission input gears 15a, 16a to the other 16a, 15a, those of ordinary skill in the art will appreciate that within the scope of the present invention for the second reverse gear 20b of reverse countershaft 20 to cooperate with and be in constant mesh with a different countershaft input gear, such as, for example, input gear 25a, in order to transfer torque between the transmission input gears 15a, 16a. Furthermore, although the first the first reverse gear 20a of reverse countershaft 20 is shown in constant mesh with the second transmission input gear 16a, it is within the scope of the present invention for second the second reverse gear 20b of the reverse countershaft 20 to be in constant mesh with first transmission input gear 15a and for the first reverse gear 20a to cooperate with a countershaft input gear on plane A, such as, for example, input gear 30a or 40a, to transfer torque to the second transmission input gear 16a. Additionally, within the scope of the present invention the transmission 10 may include a single reverse gear, instead of multiple reverse gears. The present description depicts specific examples to teach those skilled in the art how to make and use the best mode of the invention. The detailed descriptions of the above embodiments are not exhaustive descriptions of all embodiments contemplated by the inventors to be within the scope of the invention. Persons skilled in the art will recognize that certain elements of the above-described embodiments may variously be combined or eliminated to create further embodiments, and such further embodiments fall within the scope and teachings of the invention. It will also be apparent to those of ordinary skill in the art that the above-described embodiments may be combined in whole or in part to create additional embodiments within the scope and teachings of the invention. Thus, although specific embodiments of, and examples for, the invention are described herein for illustrative purposes, various equivalent modifications are possible within the scope of the invention, as those skilled in the relevant art will recognize. Accordingly, the scope of the invention is determined from the appended claims and equivalents thereof.

Claims

I CLAIM:
1. A multi-countershaft transmission, comprising:
a first transmission input shaft provided with a first transmission input gear and is adapted to cooperate with a first engine clutch to selectively couple the first transmission input shaft to a flywheel;
a second transmission input shaft provided with a second transmission input gear and is adapted to cooperate with a second engine clutch to selectively couple the second transmission input shaft to the flywheel;
a transmission output shaft provided with a transmission output shaft gear and an output shaft clutch that selectively couples the transmission output shaft to the first transmission input shaft when the transmission operates in direct drive;
a first countershaft provided with an input gear, an output gear, and a first countershaft clutch, wherein first countershaft clutch is selectively engageable so that the input and output gears of the first counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear; a second countershaft provided with an input gear, an output gear, and a second countershaft clutch, wherein the second countershaft clutch is selectively engageable so that the input and output gears of the second counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear; and
three gear planes, wherein the first transmission input gear and input gear of the first countershaft are located on a first gear plane, the second transmission input gear and input gear of the second countershaft are located on a second gear plane, and the transmission output shaft gear and output gears of the first and second countershafts are located on a third gear plane.
2. The multi-countershaft transmission according to claim 1, further comprising:
a reverse countershaft provided with a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft, wherein the reverse clutch is selectively engageable to provide multi-gear reverse.
3. The multi-countershaft transmission according to claim 1, further comprising: a reverse countershaft provided with a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and to the output shaft via at least one of the first counter shaft and the second countershaft.
4. The multi-countershaft transmission according to claim 1, further comprising:
a reverse countershaft provided with a first gear located on the first gear plane, a second gear located on the second gear plane, and a reverse countershaft clutch, wherein the reverse clutch is selectively engageable to transmit torque between the transmission input gears and the output shaft via at least one of the first counter shaft, second countershaft, and the output shaft clutch.
5. The multi-countershaft transmission according to claim 1, further comprising:
a third countershaft provided with an input gear, an output gear, and a third countershaft clutch, wherein:
the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear;
the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane; and
the first, second, and third countershafts are distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
6. The multi-countershaft transmission according to claim 3, further comprising:
a third countershaft provided with an input gear, an output gear, and a third countershaft clutch, wherein:
the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear; the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane; and
the first, second, third countershafts, and reverse countershafts are distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
7. The multi-countershaft transmission according to claim 4, further comprising:
a third countershaft provided with an input gear, an output gear, and a third countershaft clutch, wherein:
the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear;
the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane; and
the first, second, third countershafts, and reverse countershafts are distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
8. The multi-countershaft transmission according to claim 1, further comprising:
a third countershaft provided with an input gear, an output gear, and a third countershaft clutch, wherein:
the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear;
the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane;
a fourth countershaft provided with an input gear, an output gear, and a fourth countershaft clutch, wherein:
the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear;
the input gear of the fourth countershaft is located on the second gear plane and the output gear of the third countershaft is located on the third gear plane; and
the first, second, third, fourth countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
9. The multi-countershaft transmission according to claim 3, further comprising:
a third countershaft provided with an input gear, an output gear, and a third countershaft clutch, wherein:
the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear;
the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane;
a fourth countershaft provided with an input gear, an output gear, and a fourth countershaft clutch, wherein:
the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear;
the input gear of the fourth countershaft is located on the second gear plane and the output gear of the third countershaft is located on the third gear plane; and
the first, second, third, fourth, and reverse countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft.
10. The multi-countershaft transmission according to claim 4, further comprising:
a third countershaft provided with an input gear, an output gear, and a third countershaft clutch, wherein: the third countershaft clutch is selectively engageable so that the input and output gears of the third counter shaft transmit torque from the first transmissions input gear to the transmission output shaft gear;
the input gear of the third countershaft is located on the first gear plane and the output gear of the third countershaft is located on the third gear plane;
a fourth countershaft provided with an input gear, an output gear, and a fourth countershaft clutch, wherein:
the fourth countershaft clutch is selectively engageable so that the input and output gears of the fourth counter shaft transmit torque from the second transmissions input gear to the transmission output shaft gear;
the input gear of the fourth countershaft is located on the second gear plane and the output gear of the third countershaft is located on the third gear plane; and
the first, second, third, fourth, and reverse countershafts distributed circumferentially around the first input shaft, the second input shaft, and the output shaft. 1. The multi-countershaft transmission according to claim 1, further comprising:
a range input shaft and a range input shaft clutch, wherein the range input shaft clutch is selectively engageable to transmit torque from the transmission output shaft to the range input shaft.
PCT/US2013/076911 2013-12-20 2013-12-20 Multi-countershaft transmission Ceased WO2015094341A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2013/076911 WO2015094341A1 (en) 2013-12-20 2013-12-20 Multi-countershaft transmission

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2013/076911 WO2015094341A1 (en) 2013-12-20 2013-12-20 Multi-countershaft transmission

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4539856A (en) * 1983-09-23 1985-09-10 Doug Nash Equipment & Engineering Two-speed auxiliary transmission
US4858495A (en) * 1988-06-08 1989-08-22 J. I. Case Company Multi-speed powershift transmission
US4876907A (en) * 1987-02-13 1989-10-31 Ab Volvo Motor vehicle gearbox
US5421216A (en) * 1993-05-14 1995-06-06 Eaton Corp Compound transmission having hybrid single and twin countershafts
US20080236314A1 (en) * 2006-02-20 2008-10-02 Hu Tian Multi-Speed Compound Vehicular Transmission Having an Auxiliary Section with Three Countershafts

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4539856A (en) * 1983-09-23 1985-09-10 Doug Nash Equipment & Engineering Two-speed auxiliary transmission
US4876907A (en) * 1987-02-13 1989-10-31 Ab Volvo Motor vehicle gearbox
US4858495A (en) * 1988-06-08 1989-08-22 J. I. Case Company Multi-speed powershift transmission
US5421216A (en) * 1993-05-14 1995-06-06 Eaton Corp Compound transmission having hybrid single and twin countershafts
US20080236314A1 (en) * 2006-02-20 2008-10-02 Hu Tian Multi-Speed Compound Vehicular Transmission Having an Auxiliary Section with Three Countershafts

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