Machine element or mechanism – Gearing – Interchangeably locked
Patent
1986-01-07
1988-03-01
Braun, Leslie
Machine element or mechanism
Gearing
Interchangeably locked
74336R, F16H 308
Patent
active
047277645
DESCRIPTION:
BRIEF SUMMARY
The invention concerns a multiple speed transmission, specifically for motor vehicles which transmission is broadly a split-speed type transmission with a main power transfer path and at least one auxiliary power transfer path. In transmissions of that type, the transmission of force occurs through form-fitting shifting elements. Absent are frictional shifting elements which are used in other transmissions and cause power losses in the disengaged condition.
To establish synchronism for shifting into another gear, other transmissions of this type feature frictional synchronization devices. With normally two such synchronizing devices needed on each sliding sleeve, these devices require a considerable axial space. Besides, the frictional synchronizing devices have an adverse effect on the efficiency of the transmission because the friction faces rotate constantly in oil.
The invention provides a multiple speed transmission of the split-speed type which is designed with a minimal length and without frictional synchronizing devices. In these split-speed transmissions shifting between gears is accomplished at a high shifting speed to reduce or minimize the interruption of the force transfer. Further, the transmission should be designed to be equipped with either a manual, semi automatic or fully automatic actuating device.
This problem is inventionally solved in that for creating synchronism, as another gear is shifted, an accelerating device and a retarding device are arranged on the auxiliary shaft (and/or on at least one of the auxiliary shafts). Additionally, an electrical control is provided which is capable of determining whether synchronism has been established on the sliding sleeve concerned as gears are shifted, and which controls the feeding of servoagent to the respective actuating cylinder based on the determined synchronism. In other words: A synchronizing device is provided which is common to all gears (including the above accelerating and the retarding device), and which upon disengagement of the previously engaged gear establishes synchronism on the sliding sleeve to be engaged next, by acceleration or retardation. The central synchronizing device is preferably actuated by a control signal emitted by the electrical control.
The inventional synchronizing device and the automatic engagement of each next gear (with the aid of the above electrical control) governed by its actuation makes it possible to achieve a high shifting speed, although no frictional synchronizing devices are provided on the sliding sleeves. Their elimination reduces the overall length of the transmission; or a greater number of gear groups can be provided at unchanged overall length, and the number of gears increased thereby.
Additional overall length can be saved by providing two auxiliary shafts on both sides of the central main shaft. This feature is previously known as such. The two auxiliary shafts being coplanar with the main shaft, the central main shaft need not transmit appreciable bearing forces to the two auxiliary shafts, due to power branching. Additionally, the torque distribution to two auxiliary shafts permits a relatively narrow design of the gear wheels, resulting in the above additional savings of overall transmission length.
Further embodiments of the invention include the following: a brake-actuated planetary gear sets in the accelerating device, an input pilot transmission component with a double shift clutch, which is also a starting clutch which may have a dual disk arrangement; and, a shift lever for a manual transmission which is operable in perpendicular directions for shifting the principal speeds or split speeds.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1 shows the longitudinal section of the transmission signified 1--1 in FIG. 3.
FIG. 2 shows the transmission in a partial longitudinal section of the shift elements, signified 2--2 in FIG. 3.
FIG. 3 illustrates the transmission as viewed from the output end, with a section through the selector fork along with the gear plan.
FIG. 4 shows the control
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Braun Leslie
J.M. Voith & GmbH
Novais David
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