Patent GB-1078720-A (GB)
Title: Improvements relating to power units with built-in transmission assemblies
IPC: F16H57/02
Filed: 1964-09-17
Abstract: 1,078,720. Motor vehicle driving arrangements. REGIE NATIONALE DES USINES RENAULT. Sept. 17, 1964 [Sept. 25, 1963], No. 38093/64. Heading B7H. [Also in Divisions F1 and F2] In a motor vehicle power unit/transmission arrangement in which a clutch and gear-box mechanism is coupled directly to the output shaft of the prime mover and the differential gear is disposed beneath the engine, the transmission unit, Figs. 1, 3 and 4 comprises an input shaft 44 carrying one member of the clutch 8 and is freely mounted at one end in the crankshaft 3, its other end having a splined connection 45 with the primary shaft 12 of the transmission which is integrally formed with gears 35, 29 and 34. A pair of gears 20 and 21 are freely mounted on a layshaft 16 in constant mesh with the gears 34 and 35 respectively and may be selectively coupled to the shaft 16 by a synchronizer-clutch unit 22 which also carries a toothed ring 27. A pair of gears 30 and 31 are freely mounted upon a second layshaft 17 in constant mesh with the gears 34 and 35 respectively and may be selectively coupled to the shaft 17 by a synchronizer-clutch unit 32. A pinion 28 may be brought into mesh with the toothed ring 27 and the gear 29 upon the primary shaft 12. Gears 36 and 37 integral with the shafts 16 and 17 respectively, are in constant mesh with a gear 38 integral with an output shaft 39 which has a splined connection 11<SP>1</SP> with a shaft 11 which has a further splined connection 11<SP>2</SP> with an input shaft 40 to a differential gear unit, a pinion 41 integral with the shaft 40 being in mesh with a crown wheel 42 and the differential gear having output shafts 6 and 7. As shown in Fig. 5, the assembly may be modified for a longitudinally disposed engine, the shaft 11 being connected to a shaft 50 having a bevel pinion 51 in engagement with the crown wheel 52 of the differential. The four forward speeds are by the routes: (1) gears 34, 20, synchronizer unit 22, shaft 16 and gears 36, 38; (2) gears 35, 21, synchronizer unit 22, shaft 16 and gears 36, 38; (3) gears 34, 30, synchronizer unit 32, shaft 17 and gears 37, 38 and (4) gears 35, 31, synchronizer unit 32, shaft 17 and gears 37, 38. The reverse gear comprises gear 29, sliding gear 28, toothed ring 27, shaft 16 and gears 36 and 38. The shaft 11 permits limited misalignment of the shafts 40 or 50 and 39. In a modification, Fig. 6, the transmission input shaft 62 is integral with the primary shaft 63 which has integral gears 72, 83, 73 and 74, the gears 72 and 73 being in constant mesh with gears 67 and 67 mounted on a layshaft 64 and couplable thereto by a synchronizer clutch unit 70. Gear 72 is also in constant mesh with a gear 68 and gear 74 with a gear 69, the gears 68 and 69 being mounted on a layshaft 65 and couplable therewith by a synchronizer clutch unit 71. Gears 75 and 76 integral with layshafts 64 and 65 are in constant mesh with a gear 77 connected to an output shaft 80 which may be splined to a single shaft 85 connected to the input shaft 86 of a differential gear, or to a pair of such shafts providing for four-wheel drive. A slidable gear 82 may be brought into mesh with the gear 83 and a toothed ring 81 upon the synchronizer clutch unit 71 to provide the reverse gear. The forward speeds are: (1) gears 73, 66, 75, 77; (2) 72, 67, 75, 77; (3) 72, 68, 76, 77 and (4) 74, 69, 76 and 77. Power take-off shafts may be connected to extensions of the primary shafts.