Patent Abstract:
A transmission with a drive shaft ( 10 ), an output shaft ( 20 ) mounted coaxially thereto and a countershaft ( 30 ), there being provided a first constant gear pair (K 1 ) that can transmit the rotation of the countershaft ( 30 ) to the output shaft ( 20 ) and wherein respective toothed gear pairs are allocated to the individual gears, the gear pairs optionally transmitting the rotation of the drive shaft ( 10 ) to the countershaft ( 30 ). A second constant gear pair (K 2 ) can transmit the rotation of the countershaft ( 30 ) to the output shaft ( 20 ). The toothed gears ( 1 - 1, 1 - 2; 2 - 1, 2 - 2; 3 - 1, 3 - 2 ) of a gear of a first group of gears can be optionally select to be operative between the drive shaft ( 10 ) and the countershaft ( 30 ), the rotation of the countershaft ( 30 ) being transmissible via the first constant air (K 1 ) to the output shaft ( 20 ). After switching to the second constant gear pair (K 2 ), a gear of a second group of gears, via the second constant gear pair (K 2 ) can be switched to the output shaft ( 20 ) by selecting a toothed gear pair ( 3 - 1, 3 - 2 ) of a gear of the first group and transmitting the rotation of the countershaft ( 30 ) via the second constant gear pair (K 2 ).

Full Description:
FIELD OF THE INVENTION 
     This invention relates to a transmission. 
     BACKGROUND OF THE INVENTION 
     For industrial vehicles of the medium class up to about 30 t total weight and about 1000 Nm motor torque, manually shifted six-gear transmissions are preferably used. According to FIG. 1 such a six-gear transmission in countershaft design and progressive gear grading comprises one drive shaft  10 , one output shaft  20  and one countershaft  30 . An input constant gear pair K- 1 , K- 2  is provided on the input side, which transmits the rotation of the drive shaft  10  to the countershaft  30 . Upon the output shaft  20  are located the toothed gears  5 - 1 ,  4 - 1 ,  3 - 1 ,  2 - 1 ,  1 - 1  and R- 1  as idler gears which are allocated respectively to the fifth gear, the fourth gear, the third gear, the second gear, the first gear and the reverse gear. The corresponding toothed gears  5 - 2 ,  4 - 2 ,  3 - 2 ,  2 - 2  and  1 - 2  are non-rotatably situated upon the countershaft  30 . The toothed gear  1 - 2  is allocated both to the first gear and to the reverse gear R during an intermediate switch of an intermediate toothed gear R- 3 . The synchronizing clutch links S 1 / 2 , S 3 / 4 , S 5 / 6  and SR are located upon the output shaft, the synchronizing clutch line S 5 / 6  being moved to the right to engage the fifth gear in FIG. 1, the synchronizing clutch link S 3 / 4  to the left to engage the fourth gear and to the right to engage the third gear, the synchronizing clutch link S 1 / 2  to the left to engage the second gear and to the right to engage the first gear, the synchronizing clutch link SR to the right to engage the reverse gear and to engage the sixth gear the synchronizing clutch link S 5 / 6  to the left to directly connect the drive shaft  10  with the output shaft  20 . 
     About 95% of all transmission have the configuration of FIG.  1 . Problems with these transmissions consist in the relatively great bearing span width and the shaft bendings associated therewith which, in turn, result in limiting the capacity for torque transmission. Transmissions of this kind required a large axial space and are thus relatively heavy and expensive. On account of the large masses to be synchronized, very strong shifting forces have to be applied. 
     Also six-gear transmissions are known where the constant gear pair is placed upon the output side. Problems with those transmissions consist in that, when the output shaft is not coaxially situated relative to the drive shaft, a comparatively high construction cost is required, but when the drive shaft and the output shaft are disposed coaxially to each other, a relatively large axial distance from the countershaft results. 
     The problem on which this invention is based consists in providing a transmission configured so that the manual shifting forces required are substantially reduced, the shafts are made short and the construction cost is small. 
     SUMMARY OF THE INVENTION 
     The essential advantage of the inventive transmission consists in that by virtue of the arrangement on the output side of two constant gear pairs (output constant group), the transmission is divided in two parts, namely, one part on the input side and one part on the output side whereby the constant gear pairs of the transmission part on the output side can be separately switched. Thereby two ratios are available in the transmission part on the output side. The switching between the constant gear pairs of the transmission part on the output side is automatic and externally controlled at a precisely defined point when preselecting the gear to be engaged. A sharp reduction of the manual shifting forces is advantageously obtained by the inventive idea, since almost all rotary masses are connected with the output and do not have to be synchronized together. The inventive transmission advantageously has a small number of gear stresses compared with the already known transmissions. All synchronizations that are switched in the driving operation under high differential rotational speed, especially that of the second gear, are located upon the input shaft. This arrangement is most favorable for the level of shifting force. One gear in the inventive transmission, preferably the highest gear, can be advantageously designed as direct gear. This increases the degree of efficiency. The inventive transmission is advantageously adequate for a high torque transmission, since its shafts are made short and therefore resist even high loads with only slight deformation. The instant transmission can advantageously be expended to a seven-gear transmission. By implementing a neutral position of the output group, the countershaft can act as a power take off on the output side by coupling any desired gear synchronization without added expense. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS 
     The invention will now be described, by way of example, with reference to the accompanying drawings in which: 
     The invention and development thereof are explained in detail herebelow in relation to the figures which show: 
     FIG. 1 is a diagrammatic representation of a known six-gear transmission with a constant gear pair on the input side; 
     FIG. 2 is a first embodiment of the inventive transmission; 
     FIG. 3 is a tabulation of the ratios and ratio steps of the individual gears of the transmission according to the first embodiment; 
     FIG. 4 is a gear shift pattern of the transmission according to the first embodiment; 
     FIG. 5 is a second embodiment of the inventive transmission; 
     FIG. 6 is a tabulation of the ratios and ratio steps of the individual gears of the transmission according to the second embodiment; 
     FIG. 7 is a gear shift pattern of the transmission according to the second embodiment; 
     FIG. 8 is a third embodiment of the inventive transmission; 
     FIG. 9 is a tabulation of the ratios and ratio steps allocated to the respective gears of the third embodiment; 
     FIG. 10 is a gear shift pattern of the transmission according to the third embodiment; and 
     FIG. 11 is a fourth embodiment of the inventive transmission. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     In relation to FIG. 2, the first embodiment of the instant transmission is explained below. In relation to FIG. 1, details are already explained in a corresponding manner. Upon the drive shaft  10 , the toothed wheel  1 - 1  allocated to the first gear are located as idler gears, the toothed wheel  2 - 1  allocated to the second gear and the toothed wheel  3 - 1  allocated to the third and fifth gears. Upon the countershaft  30 , the corresponding toothed gears  1 - 2 ,  2 - 2  and  3 - 2  are non-rotatably situated. The toothed gears are preferably spur toothed gears. Gears  1  and  2  are actuated by moving the synchronizer clutch line S 1 / 2  to the right or to the left. The third gear is actuated by moving the synchronizing clutch link S 3 /K 2  to the left. When engaging the first, second and third gears, the synchronizing clutch link SK 1 /K 2  is moved to the right so that the transmission from the countershaft  30  to the output shaft  20  takes place, via the constant gear pair K 1 , which has the toothed gear K 1 - 1  as idler gear upon the output shaft  20  and, upon the countershaft  30 , has non-rotatably the toothed gear K 1 - 2 . 
     Upon the output shaft  20 , the toothed gear K 2 - 1  of a second constant gear pair K 2  is situated as idler gear whose other toothed gear K 2 - 2  is non-rotatably secured to the countershaft  30 . The toothed gears of the constant gear pairs K 1  and K 2  are also preferably spur toothed gears. 
     The toothed gear K 2 - 1  of the constant gear pair K 2  is connected with the drive shaft  10  by moving the synchronizing clutch link S 3 /K 2  to the right being thus allocated to the fourth gear. By moving the synchronizer clutch link SK 1 /K 2  to the left, the second toothed gear K 2 - 1  of the second constant gear pair K 2  is joined to the output shaft  20 . The sixth gear is engaged by simultaneously switching the synchronizing clutch link S 3 /K 2  to the right and the synchronizing clutch link SK 1 /K 2  to the left. The transmission from the drive shaft  10  to the output shaft  20  then takes place directly via the toothed gear K 2 - 1  of the second constant gear pair K 2 . 
     The toothed gear R- 1  of the reverse gear R is non-rotatably situated upon the drive shaft  10 . The corresponding toothed gear R- 2 , which is driven by the toothed gear R- 1 , via the intermediate toothed gear R- 3 , is located as idler gear upon the countershaft  30 , and can be actuated by activating the synchronizing clutch link SR situated upon the countershaft  30 . 
     In particular, the first gear  1  is engaged by moving the synchronizing clutch link S 1 / 2  to the left. The toothed gear  1 - 1  is then joined to the drive shaft  10 . It transmits its rotation via the toothed gear  1 - 2  to the countershaft  30  and from here to the output shaft via the first constant gear pair K 1 , which is connected with the output shaft  20 , by moving the synchronizing clutch link SK 1 /K 2  to the right. The second and the third gear are accordingly actuated by moving the synchronizing clutch link S 1 / 2  to the right and the synchronizing clutch link S 3 /K 2  to the left. 
     To engage the fourth gear, the synchronizing clutch link S 3 /K 2  is moved to the right, the toothed gear K 2 - 1  of the constant gear pair K 2  is connected with the drive shaft  10 . The toothed gear transmits its rotation via the toothed gear K 2 - 2  to the countershaft  30  and from here to the output shaft  20  via the constant gear pair K 1  whose toothed gear K 1 - 1  (synchronizing clutch link SK 1 /K 2  moved to the right) is connected with the output shaft  20 . The toothed gears K 2 - 1  and K 2 - 2  of the constant gear pair K 2  thus form the ratio of the fourth gear. 
     To engage the subsequent gears, the synchronizing clutch link SK 1 /K 2  is externally controlled and automatically moved to the left during the selection movement. To engage the fifth gear, the synchronizing clutch link S 3 /K 2  is also moved to the left so that now the transmission takes place from the countershaft  30  to the output shaft  20  via the constant gear pair K 2 . It can be understood from the shift pattern of FIG. 4 that, by the selection from the gate of the third and fourth gears to the gate of the fifth and sixth gears, the switch of SK 1 /K 2  is externally 
     Therefore, when engaging the fifth gear, the rotation is transmitted by the drive shaft  10 , via the toothed gears  3 - 1  and  3 - 2  of the third gear, to the countershaft  30  and from here to the output shaft  20 , via the toothed gears K 2 - 2  and K 2 - 1  of the constant gear pair K 2 . Therefore, after switching of the constant gear pairs K 1  and K 2 , the toothed gears K 2 - 1  and K 2 - 2  of the constant gear pair K 2  together with the toothed gears  3 - 1  and  3 - 2  of the third gear, are used to constitute the fifth gear. The sixth gear is direct and results by switching S 3 /K 2  to the right with SK 1 /K 2  remaining in the same position. 
     FIG. 3 shows the ratios and ratio steps existing in the individual gears. 
     It can be understood that the individual ratios of the instant transmission have to satisfy a specific logic, since individual toothed gear pairs are often used. The toothed gears K 2 - 1  and K 2 - 2  of the constant gear pair K 2  are thus used once to constitute the fourth gear in combination with the toothed gears K 1 - 1  and K 1 - 2  of the constant gear pair K 1  and once as constant gear pair K 2 . The toothed gears  3 - 1  and  3 - 2  of the third gear are used in combination with the toothed gears K 1 - 1  and K 1 - 2  of the constant gear pair K 1  to constitute the third gear and in combination with the toothed gears K 2 - 1  and K 2 - 2  of the constant gear pair K 2  to constitute the fifth gear. It is possible with such design to constitute a partly progressive gear grading. 
     To make the desired, partly progressive ratio steps possible, it is a condition that the ratios of the constant gear pairs K 1  and K 2  are in a reduction ratio to each other which is the same as that of individual gear wheels. To the transmission of FIG. 2 applies: 
     
       
           i   K1   /i   K2 =(φ 3 ) 2 . 
       
     
     In the first embodiment, the ratio steps φ 1  and φ 2  from the first to the second gear and from the second to the third gear can be freely selected and can thus be progressively practicable. Then follows a geometric part in which the gradation no longer changes, since the above condition has to be satisfied which results from the division of the ratio of the fourth gear by the ratio of the fifth gear and of the ratio of the third gear by the ratio of the fourth gear. Therefore, a progressive gear grading is to be registered in gears one to three and a geometric gear four to six grading exists for the higher gears. 
     The geometric portion of the gear grading, which in the first embodiment is in the range of the higher gears (fourth, fifth and sixth gears), can be moved to the start of the gear shift according to the second embodiment shown in FIG.  5 . This means that between the gears  1 ,  2  and  3 , the same gear grading exists (see FIG. 6) and that, according to FIG. 7, the externally controlled switching of the constant gear pairs K 1  and K 2  results during selection of the gate between the first and second gears to the gate between the third and fourth gears. Between the gears four and five or five and six a progressive design of the gear ratios is again possible. 
     The first gear is engaged by moving the synchronizing clutch link S 1 / 2  to the left. The transmission takes place, via the toothed gears  1 - 1 ,  1 - 2 , the countershaft  30  and from here, via the constant gear pair K 1 , to the output shaft (SK 1 /K 2  moved to the right). Accordingly, the second gear is engaged by moving the synchronizing clutch link S 1 / 2  to the right. When switching to the third gear, that is from the gate of the first and second gears to the gate of the third and fourth gears, the constant gear pairs K 1  and K 2  are externally switched to the left controlled by actuating the synchronizing clutch link SK 1 /K 2 . The third gear is engaged by moving the synchronizing clutch link S 1 / 2  to the left. The transmission, from the input shaft  10  to the output shaft  20 , takes place via the toothed gears  1 - 1 ,  1 - 2 , the countershaft  30  and the toothed gears K 2 - 2 , K 2 - 1 . To engage the fourth gear, the synchronizing clutch link S 1 / 2  is accordingly moved to the right and the transmission takes place via the toothed gears  2 - 1 ,  2 - 2 , the countershaft  30  and the toothed gears K 2 - 2 , K 2 - 1 . To engage the fifth gear, the synchronizing clutch link S 3 /K 2  is moved to the left and the transmission takes place via the toothed gears  3 - 1 ,  3 - 2 , the countershaft  30  and the toothed gears K 2 - 2 , K 2 - 1 . The sixth gear is again engaged by moving the synchronizing clutch link SK 1 /K 2  to the right (synchronizing clutch link SK 1 /K 2  is moved to the left), the transmission from the input shaft  10  to the output shaft  20  taking place directly via the toothed gear K 2 - 1  of the constant gear pair K 2 . To the second embodiment applies the condition: i K1 /i K2 =(φ 1 ) 2  to make a partly progressive gear grading possible. 
     According to the embodiment of FIG. 8, a progressive gear grading exists between the first and second gears and between the fifth and sixth gears whereas the geometric portion is in the middle (second, third and fourth gears). This can be understood from FIG.  9 . According to FIG. 10, the externally controlled switching of the constant gear pairs K 1  and K 2  takes place when selecting from the gate of the second and third gears to the gate of the fourth and fifth gears. There applies the condition: i K1 /i K2 =(φ 2 ) 2 . 
     The first, second and third gears, respectively, are engaged by moving the synchronizing clutch link S 1 /R to the right or the synchronizing clutch link S 2 / 3  to the left or to the right, the transmission taking place via the constant gear pair K 1  (synchronizing clutch link SK 1 /K 2  moved to the right). When switching from third to fourth gear, the synchronizing clutch link SK 1 /K 2  is moved to the left and the synchronizing clutch link S 2 / 3  to the left, the transmission from the drive shaft  10  to the countershaft  30  taking place via the toothed gears  2 - 1  and  2 - 2 , and from the countershaft  30  to the output shaft  20  via the toothed gears K 2 - 2 , K 2 - 1 . To engage the fifth gear, the synchronizing clutch link S 2 / 3  is moved to the right, the transmission to the output shaft  20  taking place via the toothed gears  3 - 1  and  3 - 2 , the countershaft  30  and again via the toothed gears K 2 - 2  and K 2 - 1 . The sixth gear is engaged by moving the synchronizing clutch link SK 2  to the right, the transmission from the input shaft  10  to the output shaft  20  taking place directly via the toothed gear K 2 - 1  of the constant gear pair K 2 . 
     The embodiment of FIG. 11 essentially corresponds to that of FIG. 8 only the synchronizing clutch link S 1 /R for switching between the reverse gear and the first gear is situated upon the countershaft  30 .

Technology Classification (CPC): 8