Machine element or mechanism – Gearing – Interchangeably locked
Patent
1991-10-17
1993-02-09
Braun, Leslie A.
Machine element or mechanism
Gearing
Interchangeably locked
74331, 74375, F16H 308
Patent
active
051845229
DESCRIPTION:
BRIEF SUMMARY
The invention relates to a gearbox for a motor vehicle which can be more compact and can be mounted transversely, through the placement of gears in the transmission on various shafts.
STATE OF THE ART
Gearboxes for use in passenger cars are dimensioned in order to permit driving at different speeds while utilizing combustion engines that permit the most economical driving within a limited engine speed range. In association with an increased requirement for performance and at the same time a requirement for economical driving, there is an increased requirement for more gear steps in the gearboxes.
More gear steps can be arranged by mounting more gear wheels in the gearbox on its existing shafts. This means that the gearbox is given an axially longer extent. For vehicles with a longitudinally mounted gearbox, this is no great problem. On the other hand, for vehicles with a transverse gearbox, the space in the transverse direction of the vehicle is critical, since an increased gearbox length is not usually possible without the width of the vehicle having to be increased. The use of a transverse gearbox affords the possibility of building the gearbox together with the drive engine of the vehicle, so that a complete drive aggregate is obtained. This in turn makes it possible to build the drive aggregate compactly and to use the available space in the vehicle effectively. The possibilities for increasing the number of gears while retaining the axial length of the gearbox are limited and presuppose that it is possible in another manner to reduce the axial length of other components in order thus to create new space for more gear wheels in the gearbox. For modern vehicles, which to a great extent are already optimised in said respect, there are problems in creating such space. This problem is further aggravated by the fact that it is usually the cars with the most powerful engines which, with a view to increasing the maximum speed of the vehicle, it is most important to provide with more gear steps. Since these cars can transmit a very high driving torque, gear wheels, couplings and other components in the gearbox must be dimensioned for these torques, which further increases its axial extent.
A known manner of reducing the axial extent of a gearbox is to replace the conventional synchronising couplings with other, narrower types of non-synchronised couplings in order thus to make space to further gear wheels. However, the requirement thus arises to arrange synchronising in another manner, for example by suitable engine control or by arranging so-called central synchronising arrangement. Such solutions comprise both expensive and complicated control systems and have not come into practical use in series-produced vehicles.
AIM OF THE INVENTION
The aim of the invention is to make it possible that a gearbox can be designed with more gear steps without its axial extent increasing. The gearbox is particularly advantageously to be capable of being used in transverse drive aggregates for use in motor vehicles. Moreover, the gearbox is to be capable of comprising synchronising couplings which are usual for gearboxes, as well as also being constructed around conventional and proven components. The gearbox is to be based on usual gear wheel technology with its possibilities for manufacturing the gearbox at low cost and to have a high degree of efficiency, at least in the majority of driving conditions.
BRIEF DESCRIPTION OF THE INVENTION
The abovementioned aim is achieved in that the gearbox is designed with an input shaft connectable to the engine, an output shaft parallel to the input shaft and connectable with the drive to the wheels. The input shaft holds some driving gears that are engaged with respective gears on the output shaft. A first side shaft holds other driving gears that are engaged with other respective gears on the output shaft. A second side shaft is driven by the input shaft and holds a gear that drives the first side shaft to rotate and that also drives a gear on the output shaft that provides re
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Braun Leslie A.
Henn David E.
Saab Automobile Aktiebolag
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