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WO2007006463A1 - Boite de vitesses de vehicule a moteur, pourvue d'un arbre intermediaire - Google Patents

Boite de vitesses de vehicule a moteur, pourvue d'un arbre intermediaire Download PDF

Info

Publication number
WO2007006463A1
WO2007006463A1 PCT/EP2006/006544 EP2006006544W WO2007006463A1 WO 2007006463 A1 WO2007006463 A1 WO 2007006463A1 EP 2006006544 W EP2006006544 W EP 2006006544W WO 2007006463 A1 WO2007006463 A1 WO 2007006463A1
Authority
WO
WIPO (PCT)
Prior art keywords
switching element
idler gear
countershaft
gear
vehicle transmission
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/EP2006/006544
Other languages
German (de)
English (en)
Inventor
Carsten Gitt
Detlef Schnitzer
Alexander Weidler
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.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Publication of WO2007006463A1 publication Critical patent/WO2007006463A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
    • 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
    • F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds

Definitions

  • the invention relates to a vehicle transmission with a countershaft according to the one-part patent claim 1.
  • a vehicle transmission comprising a drive shaft, an output shaft and a countershaft.
  • the transmission has a direct gear, wherein the parts of the transmission, which are not in the direct gear in the power path, are completely or partially decoupled when the direct gear is engaged.
  • the object of the invention is to provide a commercial vehicle transmission that claimed at a high efficiency low axial space.
  • each following gear can be used twice, which allows a high number of gears, so that a very fine gradation of the translation can be realized and the drive motor can be used in the narrow optimal speed range.
  • This narrow optimum speed range can also be optimized for the lowest possible pollutant emissions.
  • An additional gear that runs over both input constants increases the possible number of gears again, without increasing the space significantly.
  • the best efficiency can have the transmission according to the invention in direct gear, in which the countershaft can be decoupled in a particularly advantageous manner by means of a switching element, so that no churning losses of the rotating countershaft occur.
  • this switching element for decoupling on the countershaft makes it possible to arrange the switching element in an otherwise unused space.
  • the fixed gears of the transmission may preferably be arranged on the countershaft, whereas the idler gears are arranged with the inevitably adjacent switching elements on the main shaft and the drive shaft. This is claimed as a result of coaxially on the drive shaft and the main shaft axially successively arranged switching elements and idler gears a lot of axial space.
  • a comparable axial space on the parallel countershaft need not fixed wheels arranged there, so that the space for the switching element for decoupling the countershaft is available.
  • the drawing shows a commercial vehicle transmission, which is designed as a 12-speed transmission.
  • the commercial vehicle transmission has a splitter group 1, a main transmission 2 and a range group 3.
  • the split group 1 comprises two input constants El and E2.
  • a countershaft 4 can be driven by a drive shaft 5 alternatively via one of the two input constants El, E2.
  • the countershaft 4 is decoupled in the direct gear by means of a switching element 6. Otherwise coaxial on the countershaft 4 exclusively fixed wheels 7, 8, 9, 10 are arranged.
  • a drive motor can be non-rotatably coupled via a starting clutch, not shown in detail with the drive shaft 5 optionally via a torsion damper.
  • This starting clutch is designed as a frictional dry single disc clutch or dry twin clutch or wet multi-plate clutch.
  • the drive shaft 5 has at its rear end a blind hole 11 in which the front end of a main shaft 12 is roller-mounted.
  • a first switching element Sl is further arranged, which is shown in the drawing in a central neutral position. In a front position with the first switching element Sl a gear input side idler gear 13 rotatably coupled to the coaxial drive shaft 5 can be coupled.
  • This idler gear 13 meshes with the arranged at the front end of the countershaft 4 fixed gear 7, so that the idler gear 13 and the fixed gear 7 form the first input constant El. If the first switching element Sl moved to a rear position, a coaxial on the main shaft 12 roller bearing idler gear 15 rotatably coupled to the drive shaft 5, so that an input torque from the drive shaft 5 via the non-rotatably coupled with this idler gear 15 to one with the last meshing Idler gear 16 is transferable.
  • the two loose wheels 15, 16 form the second input constant E2, wherein the idler gear 16 is rotatably mounted coaxially rotatable on the countershaft 4 and by means of a second switching element S2 rotatably coupled to the countershaft 4.
  • This second switching element S2 is shown in the drawing axially behind the idler gear 16 and can be arranged in an alternative embodiment of the invention axially in front of the idler gear 16.
  • the idler gear 16, the three coaxial rotationally fixed on the countershaft 4 arranged fixed wheels 8, 9, 10.
  • the first two fixed wheels 8, 9 mesh with two rotatably mounted on the main shaft 12 idler gears 18, 19, each fixed gear 8 and 9, a loose wheel 18 or 19 is assigned.
  • the rearmost fixed gear 10 on the countershaft 4 meshes with an intermediate gear 23, which is rotatably disposed in the gear housing 24 and meshes with the rearmost idler gear 20 of the main transmission 2.
  • a third switching element S3 is arranged, which is shown in the drawing in a central neutral position and on the one hand with the first idler gear 15 rotatably coupled and on the other hand rotatably coupled to the second idler gear 18 , so that in each case a rotationally fixed connection with the main shaft 12 is made.
  • a switching element S4 is arranged, which in the Drawing is shown in a central neutral position and on the one hand with the third idler gear 19 rotatably coupled and on the other hand with the fourth idler gear 20 rotatably coupled, so that in each case a rotationally fixed connection with the main shaft 12 is made.
  • the main shaft 12 is rotatably connected to a sun gear 25, which forms the input member of the trained as a planetary gear range group 3.
  • a planetary carrier 30 carrying several planetary carrier 31 is rotatably with a
  • the transmission output shaft 29 protrudes through a partition wall 32 for Lagerabst ⁇ tzung.
  • a ring gear carrier shaft 33 protrudes through the partition 32.
  • a fifth switching element S5 is arranged on the transmission output side of the partition 32, by means of which the ring gear carrier shaft 33 can be selectively connected in a forward position to the transmission housing fixed partition 32 and in a rearward position to the transmission output 29.
  • the fifth switching element S5 also has a central neutral position shown in the drawing.
  • the direct gear is engaged by the first shift sleeve Sl is shifted to the right and the third shift sleeve S3 is shifted to the left.
  • the power path in direct gear from the drive shaft 5 via the first switching element Sl, the idler gear 15, the third shift sleeve S3, the main shaft 12 and the range group 3.
  • the speed is engaged by the first shift sleeve Sl is shifted to the right and the third shift sleeve S3 is shifted to the left.
  • the power path of one of the two input constants El or E2 via the countershaft 4, a gear stage 8/18 or 9/19 or 10/23/20, the main shaft 12 and the range group 3rd In order to incorporate only the first input constant El of the two input constants El, E2 in the power path, the first shift sleeve Sl is pushed forward so that the idler gear 13 is rotatably connected to the drive shaft 5, wherein the second shift sleeve S2 remain in the rear neutral position can.
  • the second switching element S2 is brought into the forward position, so that the idler gear 16 is rotatably connected to the countershaft 4, wherein the first shift sleeve Sl in the rear Position is moved.
  • a special forward gear is provided in the commercial vehicle transmission, which runs over both input constants El and E2.
  • the first switching element Sl is engaged forward and establishes a rotationally fixed connection between the drive shaft 5 and the idler gear 13, so that the input power is transmitted to the fixed gear 7.
  • the power is transmitted via the means of the second switching element S2 also coupled to the countershaft 4 idler gear 16.
  • the power is transmitted via the means of the third shift sleeve S3 with the main shaft 12 coupled idler gear 15, so that the power from the main shaft 12 via the range group 3rd is transferable.
  • the gear which runs over the two input constants El and E2 can be combined with all three shift positions of the range group 3.
  • the switching elements can be designed as a gear change clutch with or without synchronizers.
  • the vehicle transmission does not need to have a range group. Furthermore, instead of a range group as a planetary gear and a range group can be designed as a countershaft transmission. In the vehicle transmission, any number of gears is possible.
  • two identically configured countershafts may be provided to reduce bearing loads on the transmission shafts.
  • two similarly configured countershafts may be provided, wherein only one countershaft is decoupled, so that the other countershaft, for example, drives a transmission oil pump.

Landscapes

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

Abstract

Boîte de vitesses de véhicule à moteur, pourvue d'un arbre intermédiaire (4) qui peut être entraîné par un arbre d'entraînement (5) alternativement sur une parmi deux constantes d'entrée (E1, E2) et qui peut être découplé en prise directe à l'aide d'un élément de changement de vitesse (S2). Le trajet de puissance d'une vitesse s'étend sur les deux constantes d'entrée (E1, E2), et l'élément de changement de vitesse (S2) est situé coaxialement sur l'arbre intermédiaire (4).
PCT/EP2006/006544 2005-07-09 2006-07-05 Boite de vitesses de vehicule a moteur, pourvue d'un arbre intermediaire Ceased WO2007006463A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005032224.7 2005-07-09
DE200510032224 DE102005032224B4 (de) 2005-07-09 2005-07-09 Fahrzeuggetriebe mit einer Vorgelegewelle

Publications (1)

Publication Number Publication Date
WO2007006463A1 true WO2007006463A1 (fr) 2007-01-18

Family

ID=36869968

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2006/006544 Ceased WO2007006463A1 (fr) 2005-07-09 2006-07-05 Boite de vitesses de vehicule a moteur, pourvue d'un arbre intermediaire

Country Status (2)

Country Link
DE (1) DE102005032224B4 (fr)
WO (1) WO2007006463A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008019848A3 (fr) * 2006-08-16 2008-04-10 Daimler Ag Boîte de sélection de gamme pour un véhicule automobile
CN102878254A (zh) * 2012-09-27 2013-01-16 陕西法士特齿轮有限责任公司 一种16档汽车变速器
CN109068570A (zh) * 2016-04-01 2018-12-21 Ls美创有限公司 农用作业车辆的传动设备

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006043333A1 (de) 2006-09-15 2008-03-27 Daimler Ag Nutzfahrzeuggetriebe mit einer Hauptgruppe und einer Nachschaltgruppe

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5381703A (en) 1993-04-15 1995-01-17 Rankin; Charles G. Gearbox countershaft decoupler
DE19755432A1 (de) * 1997-12-13 1999-06-17 Zahnradfabrik Friedrichshafen Automatisiertes Vielganggetriebe
WO2002064996A1 (fr) * 2001-02-12 2002-08-22 Volvo Lastvagnar Ab Unite de commande de vehicule a moteur
US6440032B1 (en) * 1998-07-13 2002-08-27 Zf Friedrichshafen Ag Transmission system
DE10224064A1 (de) * 2002-05-31 2003-12-18 Daimler Chrysler Ag Verfahren zum Betrieb eines automatisierten Zahnräderwechselgetriebes für ein Kraftfahrzeug
DE10239396A1 (de) 2002-08-28 2004-03-11 Zf Friedrichshafen Ag Getriebe mit direktem Gang

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5381703A (en) 1993-04-15 1995-01-17 Rankin; Charles G. Gearbox countershaft decoupler
DE19755432A1 (de) * 1997-12-13 1999-06-17 Zahnradfabrik Friedrichshafen Automatisiertes Vielganggetriebe
US6440032B1 (en) * 1998-07-13 2002-08-27 Zf Friedrichshafen Ag Transmission system
WO2002064996A1 (fr) * 2001-02-12 2002-08-22 Volvo Lastvagnar Ab Unite de commande de vehicule a moteur
DE10224064A1 (de) * 2002-05-31 2003-12-18 Daimler Chrysler Ag Verfahren zum Betrieb eines automatisierten Zahnräderwechselgetriebes für ein Kraftfahrzeug
DE10239396A1 (de) 2002-08-28 2004-03-11 Zf Friedrichshafen Ag Getriebe mit direktem Gang

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2008019848A3 (fr) * 2006-08-16 2008-04-10 Daimler Ag Boîte de sélection de gamme pour un véhicule automobile
CN102878254A (zh) * 2012-09-27 2013-01-16 陕西法士特齿轮有限责任公司 一种16档汽车变速器
CN102878254B (zh) * 2012-09-27 2016-01-20 陕西法士特齿轮有限责任公司 一种16档汽车变速器
CN109068570A (zh) * 2016-04-01 2018-12-21 Ls美创有限公司 农用作业车辆的传动设备
CN109068570B (zh) * 2016-04-01 2022-04-08 Ls美创有限公司 农用作业车辆的传动设备

Also Published As

Publication number Publication date
DE102005032224B4 (de) 2013-10-31
DE102005032224A1 (de) 2007-03-22

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