Shift gear, specifically for motor vehicles

Claim 2

A shift gear arrangement for a motor vehicle transmission, which motor vehicle has an engine; said transmission comprising a housing, an input shaft, an output shaft, a main shaft and at least one auxiliary shaft, which transmission is operable to transfer power between said engine and said output shaft; a plurality of gear groups, each of said gear groups having at least two gears which are in constant mesh, said gears mounted on said main shaft and said at least one auxiliary shaft; each of said auxiliary shaft mounted gears of said gear groups is secured to and rotates with said auxiliary shaft; each of said main shaft mounted gears of said gear groups is rotatable on said main shaft; sliding sleeves mounted on said main shaft, said sleeves nonrotatable about said main shaft and axially slidable thereon to engage and couple at least one of said main shaft mounted gears; a clutch device mounted in said transmission is operable as a starting clutch and to interrupt power transfer from the engine to the output shaft, said clutch device having a friction brake with a rotor (24;107) and a planetary gear set (50; 120), which planetary gear set has a plurality of gear components including a first component (11; 103) constantly coupled with said main shaft (9, 102), and a second component (22; 105 3 ) constantly coupled to the rotor (24; 107) of the friction brake, and a third component (26; 104 3 ) constantly coupled to said output shaft (27, 104); a shift clutch (29) mounted in said transmission and operable between said output shaft (27, 104) and said brake rotor (24, 107); a central synchronizing device including an electronic control and being arranged to provide one of acceleration and retardation of said main transmission shaft via said clutch device at disengagement of said sliding sleeves, said synchronizing device operable to cooperate with each sliding sleeve to positively couple said sleeve with at least one gear on said main shaft.

Claim 3

A shift gear arrangement as claimed in claim 1 wherein said planetary gear set (50) has first, second, third and fourth gear components, and includes a first synchronizing brake (20) and a second synchronizing brake (46); said planetary gear set first gear component (11) mouned on and rotatable with said main shaft, said first gear component operable to be retarded by said first synchronizing brake (20); said friction brake is operable to retard said planetary gear set second gear component (22), to serve as a starting clutch and to be coupled to said output shaft by said shift clutch (29); said third gear component (26) connected to said output shaft (27); and, said planetary gear set fourth gear component (44) operable to be retarded by said second synchronizing brake (46) to accelerate said main shaft (9).

Claim 4

Shift gear according to claim 2, characterized by the following features: (a) the first gear component (11) is a ring gear which is engaged by two planetary gear groups (21, 43) which are arranged side by side with a common planet carrier (26) and a first sun gear and a second sun gear (22, 44); (b) the second gear component is said first sun gear (22); (c) the third gear component (26) is said planet carrier; and, (d) the fourth gear component is the second sun gear (44).

Claim 5

A shift gear arrangement as claimed in claim 2 wherein said transmission housing defines an end wall in said transmission housing which end wall and housing cooperate to define a day space generally in proximity to said output shaft, and downstream of said planetary gear set; said friction brake having at least one friction face; said shift clutch having at least one friction face; said friction brake and shift clutch friction faces mounted and operable in said dry space.

Claim 6

A shift gear arrangement as claimed in claim 4 wherein said transmission housing end wall defines a circular cylindrical recess; said friction brake is a full-lining disk brake; and said friction brake has an operating piston positioned in said circular cylindrical recess and operable to activate said friction brake.

Claim 7

A shift gear arrangement as claimed in claim 2 further comprising a spring biasing said shift clutch into an engaged position; and, a disengaging piston generally centrally mounted in said clutch device, which disengaging piston is operable to retract said spring and disengage shift clutch.

Claim 8

A shift gear arrangement as claimed in claim 6 wherein said motor vehicle includes a drive shaft with a flange; said shift clutch has an inner ring generally defining a cylinder for said disengaging piston; and, said transmission has a clutch lid, which clutch lid and drive shaft flange are screw-mounted on said shift clutch inner ring.

Claim 9

A shift gear arrangement as claimed in claim 2 wherein said transmission has a longitudinal axis; said friction brake includes a hollow brake disk; and, said shift clutch includes an outer ring with extensions, which hollow brake disk is mounted on said extensions and movable in the longitudinal axis direction.

Claim 10

A shift gear arrangement as claimed in claim 2 further comprising a hydrodynamic retarder with a rotor and an angular gear; said angular gear coupled to one of the gears of said gear groups mounted on said main shaft and auxiliary shaft.

Claim 11

Shift gear according to claim 1, characterized by the following features: (a) the planetary gear set has three gear components (103, 104 3 , 105 3 ); (b) the first gear component is a ring gear (103) which rotates with the main shaft (102); (c) the second gear component is a sun gear (105 3 ) connected with the brake rotor (107); and, (d) the third gear component is a planet carrier connected with the output shaft (104).

Claim 12

A shift gear arrangement as claimed in claim 1 wherein said transmission housing has an end wall in said housing, which end wall and housing cooperate to define a dry space in said housing, which dry space is generally in proximity to said output shaft, and downstream of said planetary gear set; said friction brake having at least one friction face; said shift clutch having at least one friction face; said friction brake and shift clutch friction faces mounted and operable in said dry space.

Claim 13

A shift gear arrangement as claimed in claim 11 wherein said transmission housing end wall defines a circular cylindrical recess; said friction brake is a full-lining disk brake, and said friction brake has an operating piston positioned in said circular cylindrical recess and operable to activate said friction brake.

Claim 14

A shift gear arrangement as claimed in claim 1 further comprising a spring biasing said shift clutch into an engaged position; and, a disengaging piston generally centrally mounted in said clutch device, which disengaging piston is operable to retract said spring and disengage said shift clutch.

Claim 15

A shift gear arrangement as claimed in claim 13 wherein said motor vehicle includes a drive shaft with a flange; said shift clutch has an inner ring generally defining a cylinder for said disengaging piston; and, said transmission has a clutch lid, which clutch lid and drive shaft flange are screw-mounted on said shift clutch inner ring.

Claim 16

A shift gear arrangement as claimed in claim 1 wherein said transmission has a longitudinal axis; said friction brake includes a hollow brake disk; and, said shift clutch includes an outer ring with extensions, which hollow brake disk is mounted on said extensions and movable in the longitudinal axis direction.

Claim 17

A shift gear arrangement as claimed in claim 1 further comprising a hydrodynamic retarder with a rotor and an angular gear; said angular gear coupled to one of the gears of said gear groups mounted on said main shaft and auxiliary shaft.

Claim 18

A shift gear arrangement for a motor vehicle transmission, which motor vehicle has an engine; said transmission comprising a housing, an input shaft, an output shaft, a main shaft and at least one auxiliary shaft, which transmission is operable to transfer power between said engine and said output shaft; a plurality of gear groups, each of said gear groups having at least two gears which are in constant mesh, said gears mounted on said main shaft and said at least one auxiliary shaft; each of said auxiliary shaft mounted gears of said gear groups is secured to and rotates with said auxiliary shaft; each of said main shaft mounted gears of said gear groups is rotatable on said main shaft; sliding sleeves mounted on said main shaft, said sleeves nonrotatable about said main shaft and axially slidable thereon to engage and couple at least one of said main shaft mounted gears; a clutch device mounted in said transmission is operable as a starting clutch and to interrupt power transfer from the engine to the output shaft, said clutch device having a friction brake with a rotor (24, 107) and at least one friction face, and a planetary gear set (50, 120) with a plurality of gear components (103, 104 3 , 105 3 ), the first gear component (11, 103) is a ring gear (103) which rotates with the main shaft (102), the second gear component (22, 105 3 ) is a sun gear (105 3 ) connected with the brake rotor (107), and the third gear component (26, 104 3 ) is a planet carrier connected with output shaft (104); a shift clutch (29) with at least one friction face mounted in said transmission and operable between said output shaft (27, 104) and said brake rotor (24, 107); a central synchronizing device including an electronic control and being operable to selectively provide one of acceleration and retardation of said main transmission shaft via said clutch device at disengagement of said sliding sleeves, said synchronizing device operable to cooperate with each sliding sleeve to positively couple said sleeve with at least one gear on said main shaft, said housing having an end wall, which housing and end wall cooperate to define generally in proximity to said output shaft, and downstream of said planetary gear set a dry space in said housing; said friction brake and shift clutch friction faces mounted and operable in said dry space.

Claim 19

A shift gear arrangement for a motor vehicle transmission, which motor vehicle has an engine; said transmission comprising a housing, an input shaft, an output shaft, a main shaft and at least one auxiliary shaft, which transmission is operable to transfer power between said engine and said output shaft; a plurality of gear groups, each of said gear groups having at least two gears which are in constant mesh, said gears mounted on said main shaft and said at least one auxiliary shaft; each of said auxiliary shaft mounted gears of said gear groups is secured to and rotates with said auxiliary shaft; each of said main shaft mounted gears of said gear groups is rotatable on said main shaft; sliding sleeves mounted on said main shaft, said sleeves nonrotatable about said main shaft and axially slidable thereon to engage and couple at least one of said main shaft mounted gears; a clutch device mounted in said transmission is operable as a starting clutch and to interrupt power transfer from the engine to the output shaft, said clutch device having a friction brake with a rotor (24, 107) and at least one friction face, and a planetary gear set (50, 120) with a plurality of gear components (103, 104 3 , 105 3 ), the first gear component (11, 103) is a ring gear (103) which rotates with the main shaft (102), the second gear component (22, 105 3 ) is a sun gear (105 3 ) connected with the brake rotor (107), and the third gear component (26, 104 3 ) is a planet carrier connected with output shaft (104); a shift clutch (29) with at least one friction face mounted in said transmission and operable between said output shaft (27, 104) and said brake rotor (24, 107); a central synchronizing device including an electronic control and being operable to selectively provide one of acceleration and retardation of said main transmission shaft via said clutch device at disengagement of said sliding sleeves, said synchronizing device operable to cooperate with each sliding sleeve to positively couple said sleeve with at least one gear on said main shaft, said housing having an end wall, which housing and end wall cooperate to define generally in proximity to said output shaft, and downstream of said planetary gear set a dry space in said housing; said friction brake and shift clutch friction faces mounted and operable in said dry space.

Claim 20

A shift gear arrangement for a motor vehicle transmission as claimed in claim 17 further comprising a spring biasing said shift clutch into an engaged position; a disengaging piston generally centrally mounted in said clutch device, which disengaging piston is operable to retract said spring and disengage said shift clutch; said friction brake is a full-lining disk brake and has an operating piston; said housing end wall defining a circular cylindrical recess, said friction brake operating piston positioned in said recess and operable to activate said friction brake.

Claim 21

A shift gear arrangement for a motor vehicle transmission as claimed in claim 18 wherein said transmission has a longitudinal axis; said friction brake disk is a hollow brake disk; and said shift clutch includes an outer ring with extensions, which hollow brake disk is mounted on said extensions and is movable in the longitudinal direction.

Claim 22

A shift gear arrangement as claimed in claim 18 wherein said motor vehicle includes a drive shaft with a flange; said shift clutch has an inner ring generally defining a cylinder for said disengaging piston; and, said transmission has a clutch lid, which clutch lid and drive shaft flange are screw-mounted on said shift clutch inner ring.

Claim 23

A shift gear arrangement as claimed in claim 17 further comprising a hydrodynamic retarder with a rotor and an angular gear; said angular gear coupled to one of the gears of said gear groups mounted on said main shaft and said auxiliary shaft.

Claim 24

A shift gear arrangement as claimed in one of claims 17-21 wherein said planetary gear set (50) has first, second, third and fourth gear components and includes a first synchronizing brake (20) and a second synchronizing brake (46); said planetary gear set first gear component (11) mouned on and rotatable with said main shaft, said first gear component (11) operable to be retarded by said first synchronizing brake (20); said friction brake operable to retard said planetary gear set second gear component (22), to serve as a starting clutch and to be coupled to said output shaft by said shift clutch; said third gear component (26) connected to said output shaft (27); and, said planetary gear set fourth gear component (44) operable to be retarded by said second synchronizing brake (46) to accelerate said main shaft (9).

Claim 25

A shift gear arrangement for a motor vehicle transmission, which motor vehicle has an engine; said transmission comprising a housing, an input shaft, an output shaft, a main shaft and at least one auxiliary shaft, which transmission is operable to transfer power between said engine and said output shaft; a plurality of gear groups, each of said gear groups having at least two gears which are in constant mesh, said gears mounted on said main shaft and said at least one auxiliary shaft; each of said auxiliary shaft mounted gears of said gear groups is secured to and rotates with said auxiliary shaft; each of said main shaft mounted gears of said gear groups is rotatable on said main shaft; sliding sleeves mounted on said main shaft, said sleeves non-rotatable about said main shaft and axially slidable thereon to engage the couple at least one of said main shaft mounted gears; a clutch device mounted in said transmission is operable as a starting clutch and to interrupt power transfer from the engine to the output shaft, said clutch device having a first friction brake with a rotor (24; 107) and a planetary gear set (50; 120), which planetary gear set has a plurality of gear components including a first component (11; 103) constantly coupled with said main shaft (9, 102), and a second component (22; 105 3 ) constantly coupled to the rotor (24; 107) of the friction brake, and a third component (26; 104 3 ) constantly coupled to said output shaft (27, 104); a shift clutch (29) mounted in said transmission and operable between said output shaft (27, 104) and said brake rotor (24, 107); an accelerating device for accelerating the main shaft, and a second friction brake for decelerating said main shaft; a central synchronizing device including an electronic control and being arranged to provide one of acceleration and retardation of said main transmission shaft via said accelerating device and said second friction brake, respectively, at disengagement of said sliding sleeves, said synchronizing device operable to cooperate with each sliding sleeve to positively couple said sleeve with at least one gear on said main shaft.

Claim 26

A shift gear arrangement for a motor vehicle transmission, which motor vehicle has an engine; said transmission comprising a housing, an input shaft, an output shaft, a main shaft and at least one auxiliary shaft, which transmission is operable to transfer power between said engine and said output shaft; a plurality of gear groups, each of said gear groups having at least two gears which are in constant mesh, said gears mounted on said main shaft and said at least one auxiliary shaft; each of said auxiliary shaft mounted gears of said gear groups is secured to and rotates with said auxiliary shaft; each of said main shaft mounted gears of said gear groups is rotatable on said main shaft; sliding sleeves mounted on said main shaft, said sleeves non-rotatable about said main shaft and axially slidable thereon to engage the couple at least one of said main shaft mounted gears; a clutch device mounted in said transmission is operable as a starting clutch and to interrupt power transfer from the engine to the output shaft, said clutch device having a first friction brake with a rotor (24; 107) and a planetary gear set (50; 120), which planetary gear set has a plurality of gear components including a first component (11; 103) constantly coupled with said main shaft (9, 102), and a second component (22; 105 3 ) constantly coupled to the rotor (24; 107) of the friction brake, and a third component (26; 104 3 ) constantly coupled to said output shaft (27, 104); a shift clutch (29) mounted in said transmission and operable between said output shaft (27, 104) and said brake rotor (24, 107); an accelerating device for accelerating the main shaft, and a second friction brake for decelerating said main shaft; a central synchronizing device including an electronic control and being arranged to provide one of acceleration and retardation of said main transmission shaft via said accelerating device and said second friction brake, respectively, at disengagement of said sliding sleeves, said synchronizing device operable to cooperate with each sliding sleeve to positively couple said sleeve with at least one gear on said main shaft.