Gear change box with multiple steps

Details Gear change box with multiple steps Gear change box with multiple steps

1992-01-03

1994-04-12

Braun, Leslie A.

Machine element or mechanism

Gearing

Interchangeably locked

74359, 74360, 74 154, F16H 308

Patent

active

053015649

DESCRIPTION:

BRIEF SUMMARY
FIELD OF THE INVENTION

The invention concerns a gear-change transmission with multiple steps 1. Transmissions of this kind are as a rule used for tractors and certain construction vehicles which must allow jerkless movements at low speeds under light or heavy loads, frequent changes of direction, and relatively quick on-road travel for transportation purposes, etc. A summary about the most needed working speeds of tractors in agriculture is found in K.T. Renius, Traktoren, Verlagsunion Agrar, 1985, page 93.
In order to make it possible to satisfy such different service conditions in a manner reliable to operate, economic in energy and easy to service, change-over gears are needed which have a wide range of ratios and many ratio steps which allow an optimal utilization of the available tractive forces of the engine at all traveling speeds (for instance 0.3 to 60 km/h). The transmission must allow the vehicle (tractors or ground-leveling machines, etc.) to perform in all conceivable forms of soil and provide the corresponding tractive forces needed (for instance, to plow or pull power take off implements, for driving along power take offs, or for hydraulic pumps) while avoiding engine down time and wheel skidding. Transmission layouts having gear steps of about 1.2 to 1.3 are today regarded as sufficient for these purposes. Thus, depending on given speed limits such as from 40 to 50, separate gear steps can be required.
When both forward travel and reverse travel are required with respectively equal ratios, all of the forward gears present must be reversible at will, that is, the gear set for the reverse gear must also be driven during the forward gear to avoid the expense of a special front- or rear-mounted reversing gear. For simpler use and production of transmissions having so many speed levels, the whole transmission is, as a rule, divided into separate groups such as input or splitter group for fine tuning, main group such as a range group, and depending on necessity, creeping gear, overdrive and/or power take off groups, etc. It is then possible for quick transportation of light loads to limit the switch operation to actuating a wide-stepped main group as in a passenger car. Said wide-stepped main group having at most four or six gears and designed as a range-change group, wherein the switching steps for slow travel and heavy inserts can remain permanently adjusted in a coordinated splitter group. On the other hand, one of the main-group gears can be permanently pre-selected for work and the switch operation, with fine tuning to the operatively required greater tractive forces, can remain limited, with lesser speed steps, to the splitter gears SLOW, MEDIUM, HIGH, OVERDRIVE. In this manner it is possible in the most important working ranges to select each gear with only one gear lever per group with a relatively simple gearshift pattern. However, as the number of gear steps increases, as Renius observes (see above) on page 90, lines 9/10 from bottom, considerable problems occur. In the prior art, the gearshift levers and the starting clutches must be simultaneously actuated if additional separate steps such as creeping gear, overdrive or reverse gear are to be engaged, since their gear sets and shift elements are situated outside the splitter group or main group in an intermediate or additional group.
A transmission of said kind has been disclosed in DE-C 26 45 907 for substantially the same purposes as the invention. It essentially consists of a splitter group in the form of a closely-stepped input group all of whose fixed gears are lined up next to each other on an input shaft directly driven by the main drive and whose gear clutches and idler gears are all lined up on a first counter shaft. The splitter group has one main group operatively situated behind the input group with a drive shaft situated axially and in extension of the first countershaft and an output shaft operable therewith via gear clutches, idle gears and fixed gears meshing therein. Spatially situated between the input group and the

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