Starting Device for Heavy Vehicles

Heavy vehicles require multi-stage transmission assemblies which are equipped with starting friction clutches and means for interrupting the power transmission when speed ratios are changed. In order to increase speed it was necessary in recent years to enhance the specific performance for such vehicles so that the load on the friction clutches in use, particularly in starting on upward gradients, was at the limit so that the friction discs carrying the linings had to be replaced after comparatively short runs. The replacement of friction clutches by hydrodynamic devices causes a loss of efficiency. In addition, this involves the disadvantage of steady additional heat generation in the transmission housing. This is why it has been endeavoured to equip starting clutches for heavy vehicles with liquid cooling. However, since both components to be coupled rotate, there is the difficult task of providing a rotating supply of coolant.

Again, transmission assemblies of the type designated as powershift or clutch transmission assemblies equipped with common hydraulically actuated clutches which are engaged and disengaged respectively to change the speed ratios, require a starting clutch irrespective of whether it is a countershaft or planetary transmission. An additional difficulty in shifting clutch transmission assemblies of this type resides in the fact that, after disengaging one clutch, the clutch of the next speed ratio must engage as promptly as possible so that the slipping of the clutch does not cause too much heat and too much abrasion on the friction linings. In addition, the power transmission must be interrupted as little as possible on the one hand while no shock must be caused during shifting on the other. The shifting process thus constitutes a compromise of which the optimum is difficult to achieve by controlling the pressure in the hydraulic system so that shifting shocks frequently occur when speed ratios are shifted in such clutch transmission.

The present invention has for its object to provide a novel device for starting which is free from the above disadvantages and replaces presently know starting clutches between the engine and the transmission assembly. The invention is furthermore disigned to provide an actuating system which not only controls the starting unit but also avoids the above-mentioned shifting shocks.

The objects of this invention will become apparent by the following description of some embodiments with reference to the enclosed drawings, in which:

FIG. 1 is a schematic view of a vertical section through a tenspeed transmission assembly for a heavy motor vehicle with four driven wheels and a starting device arranged at the transmission output;

FIG. 2 is a schematic view of a horizontal cross-section through the transmission assembly of FIG. 1;

FIG. 3 is a schematic view of an embodiment of a actuation system for two speed ratios of the transmission assembly according to FIG. 1;

FIG. 4 is a view of a vertical section through a ten-speed transmission assembly employing another embodiment of a starting device at the transmission output;

FIG. 5 is a view of a cross-section taken along line A - B of FIG. 4;

FIG. 6 is a view of a vertical section through a starting device arranged at the transmission input;

FIG. 7 is a view of a cross-section taken along line E-F of FIG. 6;

FIG. 8 is a view of a vertical section through a starting device similar to that shown in FIG. 6 but equipped with a different braking apparatus, taken along line J-K of FIG. 10;

FIG. 9 is a view of a fragmental section, taken along line L-M of FIG. 10;

FIG. 10 is a view of a cross-section taken along line G-H of FIG. 8;

FIG. 11 is a view of a vertical section through a further embodiment of a starting device, and

FIG. 12 is a view of a vertical section through a ten-speed transmission assembly with a starting device arranged at the transmission input.

The transmission assemblies shown in FIGS. 1, 2, 4, 5 and 12 are so-called constant mesh countershaft transmissions in which the gears are carried on parallel shafts and are in constant mesh. Arranged between the gear wheels are friction members, particularly rotating friction clutches, the actuation of which enables the various speed ratios to be shifted.

In the embodiment shown in FIGS. 1 to 3 the reference numeral 2 designates the input gear wheel of the transmission assembly which is directly driven by the engine via the cardan joint 1 no starting clutch or torque converter being provided between the engine and the transmission. The transmission is a combination known per se of a clutch transmission assembly with a planetary gear arranged behind the transmission. The input gear wheel 2 meshes with the wheels 3.sub.1 and 4.sub.1 of the two countershafts 3 and 4 which are equipped with further gear wheels 5 through 14 (FIG. 2). The wheels 5 and 6 mesh with the wheel 15, the wheels 7 and 8 with the wheel 16, the wheels 9 and 10 with the wheel 17, the wheels 11 and 12 with the wheel 18 and the wheels 13 and 14 with the gear wheel 21 of the main shaft 22 via reversing gear wheels 19, 20. Connected with the main shaft 22 are the clutch carriers 23, 24, 25 of the double shifting clutches 26.sub.1 /26.sub.2 /27.sub.1 /27.sub.2 /28.sub.1 /28.sub.2. The gear wheels and shifting clutches provide a total of five forward and one reverse speeds. In order to double the number of speed ratios a plantary gear unit 29 is provided of which the ring gear 29.sub.1 is arrested at the first five forward speeds by the brake 29.sub.2 and short-cut by a clutch 29.sub.3 at the five higher speeds.

The starting unit in this embodiment consists of the combination of a further planetary gear 30 with a water-cooled friction brake 31. The starting unit enables power transmission from the transmission output shaft 29.sub.4 to the wheels to be discretionally engaged or disengaged. The planetary gear 30 together with the transmission is located in the oil-filled transmission housing 50 while the dry-running friction brake 31, which may be designed as a conical brake, is attached to the housing 50. The operation of the starting unit will appear from its description below. The output shaft 29.sub.4 of the transmission drives the ring gear 30.sub.4 which rotates via the planetary gears 30.sub.3, the planet carrier 30.sub.2 if the sun gear 30.sub.1 is locked. In this embodiment the transmission assembly is designed for a truck with four driven wheels which is why the carrier 30.sub.2 is formed with a pinion 32 which drives a driving gear 33 of a distributer differential gear 34. Two of the driven vehicle wheels are driven via the pair of bevel gears 35, 36 and the other pair of wheels via the cardan joint 37 by the driving shaft 38. The starting unit could naturally be incorporated in other vehicles as well. The sun gear 30.sub.1 is connected to the shaft 31.sub.1 on which shaft is mounted the lined brake shoes 31.sub.2 of the conical brake 31 for axial movement therealong. The conical brake known per se comprises the pressure chamber 31.sub.3, the pressure plate 31.sub.4 and the conical brake ring 31.sub.5. Power transmission between the output shaft 29.sub.4 and the gear 33 obtains only when the brake is applied, i.e. when oil is admitted to the pressure chamber 31.sub.3 and the brake shoes 31.sub.2 rest against the brake ring 31.sub.5 so that the sun gear 30.sub.1 is locked by the shaft 31.sub.1.

The starting unit enables the vehicle to be started at all speeds. An actuating system described in detail below is provided for the purpose of causing, in a first mode of actuation, a slipping braking action of the shoe 31.sub.2 on the brake ring 31.sub.5. In order to dissipate the heat generated in this braking process, the brake rings are preferably water-cooled. For this purpose concentric cooling ducts 31.sub.6 through which water flows are provided. Cooling of brakes by water is explained in detail in my co-pending continuation-in-part application Ser. No. 340,959 filed Mar. 14, 1973. The conical brake could also be replaced by some other brake which operates with a dry frictional connection, by way of example, a disc brake of the usual design. It is best for all applicable brakes that they are water-cooled, which the present art has proved to be the best provision for dissipating the thermal energy created by the starting process. Consequently, the brakes of the starting units of the further embodiments described later are water-cooled as well. However, this is not designed to be a limitation, and if it proves to be favourable the heat generated in the brake of the starting unit in this and other embodiments may also be dissipated in some other manner, such as by forced-draft air cooling.

FIG. 3 illustrates an embodiment of an actuating system in which a starting pedal 51 is provided for starting. The pressure chamber 31.sub.3 is connected, via the oil supply line 49, with the oil sump 42 and is under pressure when the vehicle is in driving operation: the starting pedal 51 thus remains in the position indicated. Actuation of the pedal 51 against the action of the spring 52 enables a three-way valve 54 to be so rotated via the linkage 53 that the pressure in the chamber 31.sub.3 of the starting brake may be released via the line 55. The transmission is thus disconnected from the driven vehicle wheels for the reason above outlined. Starting is effected by allowing the pedal to return, providing a sliding braking of the brake shoes 31.sub.2 on the brake ring 31.sub.5. The valve 54 may also be actuated by a speed regulator in the known manner in order to enable starting to be effected without a pedal in dependence on the engine speed.

The actuating system for the starting unit and the transmission clutches further enables the suppression of the mentioned shifting shocks. The actuating system operates in such a manner that it briefly releases the brake 31 (which is engaged in normal road operation) when a transmission clutch is disengaged and the clutch of the next speed is engaged. This measure makes it possible promptly to disengage and engage the clutches because the shifting shock is suppressed by the brake 31 alone which is suitable, by its dimensions and cooling, for absorbing the shocks that occur when speeds are changed and for dissipating the thermal energy then generated.

In FIG. 3 the actuating system is explained in detail with reference to the transmission clutches 26.sub.1 and 26.sub.2 for the fourth and fifth speeds. Correspondingly the change-over from ninth to tenth speed is effected while the brake 29.sub.2 is disengaged. The changespeed lever 39 is connected with the control valve 40 which, in the position shown, holds the clutch 26.sub.1 under pressure so that the fifth or tenth speed is engaged. The oil pump 41 sucks oil from the sump 42 and supplies it, via the pressure line 43.sub.1 and the control valve recess 40.sub.1, to a supply line 44 associated with the transmission clutch 26.sub.1. Thence the pressure oil passes into the pressure chamber of the clutch 26.sub.1 through the admission ring 26.sub.3. The engaged clutch 26.sub.1 connects the driving gear 2 with the main shaft 22. The transmission clutch 26.sub.2 is open because the supply line 45 is connected, via the recess 40.sub.2 of the control valve, with the return line 46.sub.1 and thus with the oil sump 42.

Movement of the change-speeed lever 39 into the position shown in broken lines, causes the 4th or 9th speed to be engaged because the clutch 26.sub.1 is connected, by the connection with the supply line 44 via the recess 40.sub.1 of the control valve, with the return line 46.sub.2 and the oil sump, and thus becomes pressureless, while the clutch 26.sub.2 is under pump pressure through the supply line 45, the recess 40.sub.2 and the pressure line 43.sub.1. Sumultaneously with the disengagement of the clutch 26.sub.1 and the actuation of the clutch 26.sub.2 a further control valve 48 is so displaced by the cam 47 in the linkage between the change-speed lever 39 and the control valve 40 that its recess 48.sub.1 connects the pressure chamber 31.sub.3, which is normally under pressure and supplied with pressure oil through the line 43.sub.2 and the supply line 49, by the oil pump, of the water-cooled brake 31 with the oil sump via the return line 49.sub.1. The brake 31 is thereby briefly disengaged and absorbs the shock that occurs as the clutches 26.sub.1 and 26.sub.2 are shifted.

The brief hydraulic actuation of the brake 31 which is mechanically controlled by a cam can be replaced by any other suitable control device. By way of example hydraulic control by means of electrically actuated valves is possible, the control characteristic being so selected that the shifting shocks are suppressed as completely as possible. Again, hydraulically operating control devices may be employed.

FIGS. 4 and 5 illustrate an embodiment in which a three-component planetary gear is arranged behind a five-speed countershaft transmission in the known manner. As distinguished from the embodiment shown in FIGS. 1 to 3, no separate planetary gear is provided for the starting unit. Rather, the brake of the said starting unit, referred to below as starting brake, is connected with a component of the planetary gear. One consequence is that starting is possible only at one of the first five speeds, i.e. only if the planetary gear reduces the speeds. At the speeds six to ten the planetary gear and thus the starting brake are short-cut. The crankshaft 61 of the engine with the flywheel 62 drives, via an elastic suspension arrangement 63, the driving wheel 64 of the countershaft clutch transmission assembly and thence the three countershafts 65, 66, 67 located in the transmission housing 85 with the associated countershaft wheels 65.sub.1, 65.sub.2, 65.sub.3, 65.sub.4, 65.sub.5, 65.sub.6, 66.sub.1, 66.sub.2, 66.sub.3, 66.sub.4, 66.sub.5, 66.sub.6 and the wheels 67.sub.1, 67.sub.2, 67.sub.3, 67.sub.4, 67.sub.5, 67.sub.6 (not visible in FIG. 4). The drive of the shaft 68 is effected via the gear wheels 68.sub.1, 68.sub.2, 68.sub.3, 68.sub.4 and 68.sub.5. Arranged between the countershaft wheels 65.sub.6, 66.sub.6 and 67.sub.6 and the wheel 68.sub.5 of the main shaft 68 are the reversing gears 68.sub.6 for the actuation of the reverse drive. Located on the main shaft 68 between the driving wheel 64 and the gear wheel 68.sub.1, the wheels 68.sub.2 and 68.sub.3 and the wheels 68.sub.4 and 68.sub.5 are hydraulically operated twin clutches 69, 70 and 71. When engaged, the clutches connect the adjacent gear wheel with the main shaft 68. The pressure oil for the clutches is supplied and drained by oil guide rings 69.sub.1, 70.sub.1 and 71.sub.1 fixed in the circumferential direction and sliding on the clutch housings. A detailed description of such clutches is in my co-pending patent application Ser. No. 331,696 filed Feb. 12, 1973. Connected with the main transmission shaft 68 is the sun gear 72 of the planetary gear which is centred only on the teeth of the planetary gears 73 of the group transmission just as the wheels of the main transmission shaft rest on the teeth of the associated countershaft wheels. The ring gear 74 of the planetary gear carries the friction laminations 75. These friction laminations 75 are disengaged at the speeds 1 to 5 so that the planetary gear reduces the speed of revolutions of the main transmission shaft 68 transmitted to the output shaft 79. At the speeds 6 to 10 the laminations 75 are arrested, the planetary gear is short cut and the shafts 68 and 79 rotate at the same speed. The starting unit consists of a brake lamination 76 provided with brake linings on both sides which is axially movably located on a spline profile of a sleeve-type extension 74.sub.1 of the ring gear 74 for rotation therewith. Facing the brake linings are two water-cooled brake rings 81 and 82 of which the brake ring 82 is rigidly mounted in the housing portion 85.sub.1 while the brake ring 81 is rotatably supported on a spreading device 77 of known design which is supported in the housing portion 85.sub.2. Power transmission from the main transmission shaft 68 to the output shaft 79 occurs at low speeds 1 to 5 only when the ring gear 74 is stationary, i.e. the brake lamination 76 is held stationary between the brake rings 81 and 82 during road operation. In idle condition the starting brake is released. For starting, the brake lamination 76 is slidingly braked between the brake rings by means of rotation of the brake ring 81. The brake rings 81 and 82 are provided with concentric cooling ducts 81.sub.1 and 82.sub.1 through which water flows. As regards the precise design of such water-cooled brakes reference is made to the above-mentioned continuation-in-part application. In general, the brake and its cooling system are so dimensioned that the braking heat generated is dissipated. Take-off is via the planet carrier 78, the output shaft 79 with the driving flange 80 to the cardan shaft 80.sub.1. For the purpose of braking the vehicle a transmission brake is provided comprising a brake lamination 85, arranged on the output flange 80 in the transmissing housing which rotates between water-cooled brake rings 83, 84 and is actuated by a ball spreading device 86.

FIGS. 6, 7 and 8 to 10 illustrate two embodiments of starting units employing a combination of a planetary gear and a disc brake and which may replace the starting clutches or hydrodynamic converters so far employed. In these embodiments the starting units are located at the input of the transmission assembly but they may be located at the output if desirable. The two embodiments differ only in respect of their braking means so that the samee reference numerals are used for similar components.

In FIGS. 6 to 10 the engine is designated at 101 and the flywheel at 102. The driven output shaft 103 from the engine 101 drives the input sun gear 104 of the starting unit which, when idling, drives the planetary gears 105.sub.1 and 105.sub.2 which rest on the stationary output sun gear 107. In idle condition the planet carrier 106 in which the planetary wheels 105.sub.1 and 105.sub.2 are rotatably supported rotates together with the lamination 108 of the starting brake. In the embodiment according to FIGS. 6 and 7, for starting operation the axially movable annular brake ring 110 through which water flows is forced against the friction surface of the lamination 108, the latter resting on the opposite side on the annular brake ring 109 through which water flows as well. The axial motion of the ring 110 is caused by the hydraulically, pneumatically or mechanically actuated pressure ring 114 in the ring cylinder 115. In the braking process the planet-carrier 106 is arrested and the driving moment of the engine is transmitted, via the input sun gear 104, the planetary gears 105.sub.1 and 105.sub.2, to the output sun gear 107 and thence into the transmission assembly 117 via the output shaft 116. The cooling water of the engine is supplied to the brake via the line 111 and, via the flexible lines 112 and 113, to the axially movable suspended brake ring 110.

In the operation of the embodiment according to FIGS. 8 through 10 the lamination 108 is held by the shoes 118 and 119 through which water flows. The said shoes are designed as partial rings. The shoe 118 rests on the support 124 while the axially mobile shoe 119 is hydraulically or pneumatically applied by the pistons 122 and 123 guided in cylinders. The cooling water is supplied by the line 125 and passed into the two shoes 118 and 119 by the tube 120 which is firmly attached to the support 124 and here also serves for torque transmission, and drained therefrom by the similarly attached tube 121 and via the line 126. In road operation the lamination 108 is arrested between the brake shoes in both embodiments. It is obvious that an actuating system could also be provided for this starting unit which would suppress the shifting shocks for this starting transmission assembly by briefly releasing the brake lamination 108 during the change of speed. The present starting unit enables the high starting outputs to be transmitted also in the presence of stronger driving engines without substantial wear of the brake lamination 108, and if the brake is adequately dimensioned, the shifting shocks can be absorbed by friction. The starting unit shown in FIG. 11 differs from the embodiment according to FIGS. 6 and 7 by a planetary gear which is equipped with bevel planetary gears. The engine is designated at 101, the flywheel at 102. The driving shaft 103 extending from the engine 101 drives the bevel sun gear 131 of the starting unit which rotates, together with the bevel planetary gears 129, 130 and the output bevel sun gear 132, with the planetary carrier housing 127 when in idling condition. For starting, the axially mobile brake ring 110, through which water flows, is forced against the friction surface of the disc 108 the opposite side of which rests on the brake ring 109 through which water passes as well. The axial motion of the ring 110 is effected by the hydraulically, pneumatically or mechanically moved pressure ring 114 in the ring cylinder 115. The braking operation causes the member 127 to be arrested and the driving torque of the engine to be transmitted, via the bevel sun gear 131, the bevel planetary gears 129 and 130 located on the transverse shafts 128, via the output bevel sun gear 132 and thence the output shaft 116, to the transmission assembly 117. The cooling water of the engine is supplied to the brake through the line 111 to the brake and, via the flexible line 112, to the axially mobile suspended brake ring 110. The heated cooling water is removed in the same manner. This starting unit could naturally also be arranged at the output of the transmission assembly.

In the embodiment according to FIG. 12 the transmission shown in FIGS. 1 to 3 is provided with a starting unit arranged not at the rear end but at the input end. In order to avoid repetitions, a description of the components 2' through 29' is dispensed with since they are identical with the components 2 through 29 of the embodiment according to FIGS. 1 through 3. The starting unit provided for starting and to suppress shifting shocks is driven by the engine via the cardan joint 151. The planetary gear comprises the input sun gear 152 which drives, while the planet carrier 154 is arrested by the liquid-cooled disc brake 153, the output sun gear 156 via the planetary gears 155.sub.1 and 155.sub.2. Power take-off from the planet-carrier 157 of the planetary gear 29' is via the cardan joint 158. The starting brake 153 consists of the brake rings 153.sub.1 through 153.sub.5 which are hollow, stationary in the circumferential direction, internally water-cooled and preferably made of copper, and between which the laminations 153.sub.6 to 153.sub.9 provided with friction linings and located on the planet carrier 154, rotate. For starting, the oil pressure in the ring cylinder 153.sub.10 is increased and the ring piston 153.sub.11 axially moved thereby so that the package comprising the braking rings 153.sub. 1 to 153.sub.5 with the discs 153.sub.6 to 153.sub.9 is closed. The cooling water is supplied to the brake rings 153.sub.1 to 153.sub.5 via the line 153.sub.12 and draind through the line 153.sub.13.