A transmission for producing multiple speed ratios

Abstract: A tractor transmission includes first and second hydraulically actuated disc clutches (32,38) adapted to driveably connect an input shaft (14), which is clutched by a friction clutch (16) to an engine, to a first and second sleeve shafts (20,50). A countershaft (104) and the sleeve shafts (20,50) support gear-pinion pairs that produce four speed ratios. The range box includes gearing mounted on an output shaft (110), the countershaft (104), and the input shaft (14) to drive the output shaft (110) at a slower speed than that of the countershaft (104) when the low range is selected, to drive the output shaft (110) in the opposite direction to its forward drive direction when reverse operation is selected, and to directly connect the countershaft (104) to the output shaft (110) when the high speed range is selected.

Description: This invention relates to a transmission for producing multiple speed ratios. Tractor gear boxes produce a large number of gear ratios within a transmission mechanism located between the engine and the final drive differential mechanism in the conventional design, a first gear arrangement produces a range of speed reduction of the output of a first gear set in relation to the speed of the engine. Typically, the torque delivery path of such a transmission includes a creeper speed mechanism located behind the first gear set and before the differential mechanism. The range speed mechanism produces an additional speed reduction between the output of the transmission gear set and the output of the range speed mechanism. In the operation of a conventional tractor transmission, the vehicle accelerates the load from stop as the vehicle operator shifts the transmission from the lowest gear ratios to the higher gear ratios. His control of the speed of the vehicle for a given engine speed must therefore change in accordance with the predetermined gear ratio of the transmission gear set and range speed mechanism. However, it would be preferable, especially at the lowest vehicle speeds, if the operator were able to control manually the speed and rate of acceleration of the vehicle over a continuous, stepless speed range determined by the operator in accordance with the requirements of the work being performed. Thereafter, when the speed of the vehicle has been increased sufficiently, the vehicle operator could discontinue manual speed control and return control of the vehicle speed to the predetermined ratios of the transmission gear set and range speed mechanism. GB-A-2 036,208 discloses a multiple-ratio, manually-controlled, synchronised power transmission for an agricultural tractor wherein provision is made for reducing the rotating inertia mass of the torque delivery elements of the power transmission mechanism during speed ratio changes thereby simplifying the transmission ratio shifting sequence and improving the shift quality. Change-speed counter shaft gearing comprises an input shaft supporting an input gear and two interconnected input gears having a synchroniser clutch means for engaging one of the input gears; and a counter shaft supporting interconnected gears and a third gear having a synchroniser clutch means for engaging one of the interconnected gears. The counter shaft is coupled to an output shaft by a range gearing providing high, low or reverse ranges. The counter shaft gearing is preceded by a planetary reduction gearing providing either direct or reduced drive and itself preceded by a main clutch. US-A-4,658,663 discloses a counter shaft synchromesh type transmission arranged to have primary and secondary groups of intermeshing input and output gears which are designed to selectively provide between the input shaft and the counter shaft a common (third) speed change ratio. According to the present invention there is provided a multiple speed ratio transmission including the combination for accelerating a load at low speed comprising an input shaft adapted to be connected to a power source, a first shaft, a counter shaft, first gearing means including a meshing gear and pinion carried on the counter shaft and on the first shaft, first clutch means for selectively drivably connecting the input shaft to the first shaft, friction clutch means for connecting the power source to the first shaft and linkage means controlled by the operator of the transmission for engaging and disengaging the friction clutch means. The gear set associated with the first hydraulic clutch produces even-numbered gear ratios; the gear set associated with the second hydraulic clutch produces odd-numbered gear ratios. Synchroniser clutches drivably connect the gears of the first and second gear sets corresponding to the selected gear ratio to the shaft on which the gears are journalled. As the transmission is upshifted through the range of gear ratios, the synchroniser clutch associated with the next highest gear ratio is moved to engage the corresponding gear while the transmission is operating in the adjacent lower gear ratio and while the other synchroniser clutch is engaged with the gear corresponding to the currently selected gear ratio. Therefore, when an upshift is made, the synchronisers are maintained in the current and preselected positions and the gear shift is made by disengaging the hydraulic clutch associated with the current gear ratio and engaging the other hydraulic clutch. The vehicle operator manually controls a linkage, which operated the friction clutch accordingly to transmit power from the engine through the friction clutch to one of the shafts driven by one of the hydraulic clutches. In this way, through operation of the linkage, and without engaging either of the hydraulic clutches, the vehicle operator can determine the speed of the input to the gear set that corresponds to the selected gear ratio, thereby controlling the slip across the friction clutch and establishing manually the speed of the vehicle. The invention will now be further described by way of example with reference to the accompanying drawings in which: Figure 1 and 2 show the arrangement of the clutches, synchronisers, transmission gear set and range speed mechanism according to this invention. The crankshaft of an engine carries a flywheel 10, which is connected at a spline 12 to the input shaft 14 of a tractor transmission. The disc 16 of a dry friction clutch is fixed by spline 18 to a first sleeve shaft 20, which is concentric with the input shaft and rotates between a friction surface 22, carried on the inside face of the flywheel, and a friction surface 24, carried on the adjacent face of the pressure plate 26 of the clutch. A linkage shown generally at 30 functions under the control of the operator to force pressure plate 26 and friction surfaces 22,24 into engagement with disc 16, thereby drivably connecting shaft 20 through the friction clutch to the engine. The input member 28 of a first hydraulic clutch 32 is splined at 34 to input shaft 14, and the input member 36 of a second hydraulic clutch 38 is connected at spline 40 to the input shaft 14. The output member 42 of the first clutch 32 is connected at spline 44 to sleeve shaft 20, and the output member 46 of the second clutch is splined at 48 to a second sleeve shaft 50, rotatably mounted coaxially with shafts 14 and 20. Clutch plates 52 are fixed to input member 28, and a second set of output clutch plates 54, fixed to the output member 42, is located between clutch plates 52. A piston 56 moves within a clutch cylinder 58 according to the pressurised and vented state of the cylinder. When the cylinder is pressurised, the piston forces clutch plates 52 and 54 into frictional driving contact and against the pressure plate 60, whereby input shaft 14 is drivably connected to sleeve shaft 20. The second hydraulic clutch 38 is similarly arranged and produces a drivable connection between input shaft 14 and sleeve shaft 50 when piston 62 forces the clutch plates into driving frictional engagement as clutch cylinder 64 is pressurised. When the clutch cylinders are vented, a return spring 66 forces the respective pistons out of contact with the clutch plates, thereby disengaging input shaft 14 from the associated sleeve shaft 20 or 50. A second gearing arrangement includes a first speed ratio pinion 68 and a third speed ratio pinion 70 that are journalled on the outer surface of the shaft 50 and are in continuous meshing engagement, respectively, with a first speed ratio gear 72 and a third speed ratio gear 74. Located between these pinions and drivably fixed to sleeve shaft 50, is a second synchroniser clutch 76 having a sleeve 78 mounted within the spline on the outer surface of the hub 80 of the synchroniser for movement into engagement with dog teeth 82, 84, connected respectively to pinions 68 and 70. When sleeve 78 is moved rearward to engage teeth 82, pinion 68 is drivably connected through the synchroniser hub to shaft 50. Similarly, when the sleeve engages teeth 84, pinion 70 is drivably connected to shaft 50. The sleeves of the synchronisers are moved by the vehicle operator by selecting manually the various gear ratios. A first gear arrangement includes a second speed ratio pinion 86 and a fourth speed ratio pinion 88, journalled on the outer surface of sleeve shaft 20, in continuous meshing engagement, respectively, with second speed output gear 90 and fourth speed output gear 92. A first synchroniser clutch 94, mounted on shaft 20 and located between these pinions, includes a hub 96 splined to shaft 20, a sleeve 98 fitted within a spline on the outer surface of the hub and movable axially into engagement with dog teeth 100, 102, which are fixed to the pinions. When sleeve 98 is moved forward into engagement with teeth 100, pinion 86 is drivably connected to shaft 20. When sleeve 98 is moved rearward into engagement with teeth 102, pinion 88 is drivably connected to shaft 20. A counter shaft 104 is rotatably mounted on the transmission casing at bearings 106, 108 for rotation parallel to the axis of input shaft 14 and sleeve shaft 20, 50. Output gears 72, 74, 90, 82 are fixed to the counter shaft by splines located at its outer surface. An output shaft 110 is aligned with the axis of the counter shaft, supported rotatably on the transmission casing by a bearing 112, and seated within a pocket bearing 114 formed in the rear face of the counter shaft. Journalled on the outer surface of the output shaft are reverse output gear 116, and low range output gear 118 which are in continuous meshing engagement, respectively, with reverse and low range output pinions 120, 122 supported on the input shaft 14. Dog teeth 124, 126 are located for engagement with the internal spline teeth formed on sleeve 128 of the range box coupler 130. The sleeve is moved parallel to the axis of the output shaft when the vehicle operator selects low range operation or reverse range operation. When sleeve 128 moves forward to engage dog teeth 124, reverse output gear 116 is connected to the output shaft. When sleeve 128 moves rearward to engage dog teeth 126, low range output gear 126 is connected to the output shaft. A second coupler 132 also located in the range box includes a coupler sleeve 134 carried on an external spline formed at the end of counter shaft 104. Sleeve 134 can be moved rearward, from its neutral position shown in Figure 2, into engagement with dog teeth 136 that are fixed to the output shaft 110. When the vehicle operator selects the high range of operation, sleeve 134 is moved rearward through operation of the range selector into engagement with teeth 136, whereby counter shaft 104 is drivably connected to the output shaft 110. The counter shaft includes a pinion 138, in continuous meshing engagement with gear 140 formed integrally with the cluster gear wheel 142, with which output pinions 120 and 122 also are formed. A reverse idler gear is continuously engaged with reverse pinion 120 and reverse gear 116 so that the direction of rotation of the output shaft is reversed when sleeve 128 is moved forward to connect the reverse gear to the output shaft. The torque delivery path through the range box when the low range is selected includes counter shaft 104, pinion 138, gear 140, pinion 122, gear 118 dog teeth 126, coupler sleeve 128 and output shaft 110. The torque delivery path when the high range is selected includes counter shaft 104, coupler sleeve 134, dog teeth 136 and output shaft 110. When reverse drive operation is selected, sleeve 134 of coupler 132 is moved forward out of engagement with dog teeth 136 and the sleeve 128 of coupler 130 is moved forward into engagement with dog teeth 124. The torque delivery path for the reverse drive includes counter shaft 104, pinion 138, gear 140, pinion 120, the reverse idler, reverse output gear 116, and output shaft 110. The transmission produces eight forward speed ratios, the four gear ratios of the first and second gearing means further reduced by the low range gear set, and the four gear ratios directly connected to the output shaft when the high range is selected. In addition, the transmission produces four reverse drive ratios, i.e., the four ratios of the first and second gear sets reduced by the reverse drive output ratio.

Claims: A multiple speed ratio transmission including the combination for accelerating a load at low speed comprising an input shaft (14) adapted to be connected to a power source, a first shaft (20), a counter shaft (104), first gearing means including a meshing gear (90) and pinion (86) carried on the counter shaft (104) and on the first shaft (20), first clutch means (32) for selectively drivably connecting the input shaft (14) to the first shaft (20), friction clutch means (16) for connecting the power source to the first shaft (20) and linkage means (30) controlled by the operator of the transmission for engaging and disengaging the friction clutch means (16). A transmission according to claim 1, wherein the first gearing means comprises multiple pairs of meshing gears (90, 92) and pinions (86, 88) carried on the counter shaft (104) and on the first shaft (20) for producing multiple speeds of the counter shaft (104) in relation to the speed of the input shaft (14) and first synchroniser clutch means (94) for drivably connecting the gear-pinion pairs (90, 92, 86, 88) of the first gearing means selectively to the first shaft (20). A transmission according to claim 2, further comprising a second shaft (50), second gearing means including multiple pairs of meshing gears (72, 74) and pinions (68, 70) carried on the counter shaft (104) and the second shaft (50) for producing multiple speeds of the counter shaft (104) in relation to the speed of the input shaft (14), second clutch means (38) for selectively drivably connecting the input shaft (14) to the second shaft (50) and second synchroniser clutch means (76) for drivably connecting the gear-pinion pairs (72, 74, 68, 70) of the second gearing means selectively to the second shaft (50). A transmission according to claim 2 or 3, further comprising an output shaft (110), third gearing means including multiple gear-pinion pairs (116, 118, 120, 122) supported on the output shaft (110) and on the input shaft (14) and one gear-pinion pair (138, 140) supported on the counter shaft (104) and on the input shaft (14); all said pinions (120, 122, 140) of the third gearing means supported on the input shaft (14) forming a cluster gear wheel (142), and coupler means (130, 132) for drivably connecting the gear-pinion pairs (116, 118, 138, 120, 122, 140) of the third gearing means selectively to the output shaft (110). A transmission according to claim 4, wherein the third gearing means includes a first pinion (138) fixed to the counter shaft (104) and a low range forward drive output gear (118) rotatably supported on the output shaft (110) and wherein the cluster gear wheel (142) rotatably supported on the input shaft (14) includes a gear (140) meshing with the first pinion (138) and a low range forward drive pinion (122) meshing with the low range forward drive output gear (118); said gear (140) and said first pinion (138) producing a speed reduction of the cluster gear (142) in relation to the speed of the counter shaft (104). A transmission according to claim 5, wherein the third gearing means further includes a reverse drive output gear (116) rotatably supported on the output shaft (110) meshing with an idler gear which itself meshes with a reverse drive pinion (120) which is part of the cluster gear (142). A transmission according to any one of the claims 4 to 6, wherein the coupler means (130, 132) includes a first coupler means (132) for drivably connecting the counter shaft (104) to the output shaft (110), and second coupler means (130) for selectively drivably connecting the reverse drive output gear (116) and the low range forward drive output gear (118) to the output shaft (110). A transmission according to any of the claims 2 to 7, wherein the first gearing means includes a second speed ratio gear-pinion pair (90, 86) and a fourth speed ratio gear-pinion pair (92, 88); one member (86, 88) of each pair being located on an opposite side of the first synchroniser clutch means (94). A transmission according to claim 3 or any of the claims 4 to 8 when appended to claim 3, wherein the second gearing means includes a first speed ratio gear-pinion pair (72, 68) and a third speed ratio gear-pinion pair (74, 70); one member (68, 70) of each pair being located on an opposite side of the second synchroniser clutch means (76). A transmission according to any of the preceding claims, further comprising a flywheel (10) located in the drive path between the friction clutch means (16) and the power source.

Inventors: LOMAS WILLIAM F, MARGOLIN WILLIAM, MOGLIA ROBERT G, LOMAS, WILLIAM F., MARGOLIN, WILLIAM, MOGLIA, ROBERT G.
Applicants: FORD NEW HOLLAND LTD, NEW HOLLAND FORD LIMITED
Application year: 1988
Main classification: F16H3
IPC codes: F16H3, F16H37