Patent GB-1229348-A (GB)
IPC: F16H3/097
Filed: 1969-09-11
Abstract: 1,229,348. Change-speed gear. ADOLF SAURER Ltd. 11 Sept., 1969 [11 Sept., l968], No. 44892/69. Heading F2D. A selective change-speed gear providing eight or twelve forward ratios (including one or two overdrives) and two reverse ratios comprises a freely mounted countershaft wheel-pair 31, 33, driven at either of two ratios by freely mounted wheels 12, 11 selectively connected to a clutch-driven input shaft 3 by a double synchromesh clutch A, B, the countershaft 7 having fast thereon a further wheel-pair 25, 26 clutchable at E to the wheel-pair 31, 33, and meshing freely mounted wheels 21, 13 selectively connectible to a main output shaft 6 by a double synchromesh clutch F, G, the wheel 13 being also clutchable at D to the wheel 12. For reverse the free countershaft pair 31, 33 drives the countershaft 7 through a group of reverse idlers, on fixed pins 36, meshing a wheel 35, fast with the wheel-pair 31, 33, and an internal ring gear 37, slidable axially into clutch engagement R with the countershaft 7. Ratios are as follows. First-clutch B, wheels 12, 31, clutch E wheels 25, 21, clutch G; second-clutch A, wheels 12, 33, clutch E, then as first; third-clutches B, D, wheels 13, 26, 25, 21, clutch G; fourth-clutch A, wheels 11, 33, 31, 12, clutch D, wheels 13, 26, 25, 21, clutch G; fifth-clutch B, wheels 12, 31, clutch E, wheels 26, 13, clutch F ; sixth-clutch A, wheels 11, 33, clutch E, wheels 26, 13, clutch F; seventh -clutches B, D, F direct drive; eighth-clutch A, wheels 11, 33, 31, 12, clutches D, F, overdrive. For the two reverses, clutch A or B, wheels 11, 33, or 12, 31, reverse clutch R, wheels 25, 21 and clutch G. The twelve-speed modification, Figs. 3 and 4 (not shown), has at its output end an additional meshing wheel-pair, one wheel secured to the output shaft, the other clutchable to the countershaft. An additional overdrive and three reduced ratios are thereby provided. The output wheel may drive a power take-off, e.g. for a brake. Control.-Mechanical control combined with hydraulic or compressed air actuation, with or without unspecified automatic control may be used. An entirely independent manual control, not described, actuates the double input clutch A, B. The remaining clutches D, E, F, G are actuated by a gate-guided manual shift lever 47, of which the cross-shift movement from 3-4 channel, by axial movement of a slide-turn rod 45, opens a valve 62 supplying compressed air from a line 63 to the left face of a piston 52, where it overcomes leftward pressure acting constantly on a smaller face 57 to change from clutch F to G. Movement of the shift lever 47 in the selector channels 1, 2; 3, 4, or R turns the rod 45 to engage the clutches D, E alternatively by a common fork 41, pivoted at 42. Turning movement of the rod 45 in any of the selector channels is positively prevented unless either clutch F or G is engaged, by the rod of a piston 75 engaging grooves 77 in a sector 46 turning with the rod. When the clutch piston 52 is in an intermediate position between F and G, a spring-loaded detent 66 is lifted out of a notch 64 or 65 to open a valve 70 supplying compressed air to the piston 75 which thus locks the sector 46 from turning. With either clutch F or G engaged the detent 66 closes the valve 70 and vents the lock piston 75, thus freeing the sector 46. In the reverse channel R, the shift lever 47 leaves the groove in the shift fork 41 and actuates the reverse clutch R through linkage not shown. In the twelve speed, two reverse gear, Figs. 3 and 4, not shown, ratios five to eight require a neutral position for the double clutch F, G, so that its servo piston (84) has three positions provided by a compound piston (87, 89). An additional two-position piston (101) actuates the additional clutch (H). Two valves (96, 97) such as 58, Fig. 2, determine the three positions of the piston (84), the neutral position corresponding to the central 3, 4 channel of the lever gate which now has three forward channels 1, 2; 3, 4; 5, 6 and one reverse. A single interlock piston 72 (as in Fig. 2) is now energized through a shuttle-valve (111) through either a valve (115) such as 70, Fig. 2, engaging one of three notches in the piston-rod, or a similar valve (116) engaging one of two notches in the rod of the piston (101) of the additional clutch (H). In addition, a further valve (107) such as 70 engages a single neutral notch in the pistonrod of the clutches F, G, to vent the neutralizing side of the additional clutch piston (101) to prevent disengagement of the additional clutch (H) whilst the clutches F, G are in neutral position. A countershaft pinion between wheels 31, 33 drives an oil pump for lubricating the gear.