CA1093800A - Method of changing the number of speed ratios within a transmission - Google Patents
Method of changing the number of speed ratios within a transmissionInfo
- Publication number
- CA1093800A CA1093800A CA309,048A CA309048A CA1093800A CA 1093800 A CA1093800 A CA 1093800A CA 309048 A CA309048 A CA 309048A CA 1093800 A CA1093800 A CA 1093800A
- Authority
- CA
- Canada
- Prior art keywords
- change gear
- gear mechanism
- annular flange
- extending annular
- housing
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H57/033—Series gearboxes, e.g. gearboxes based on the same design being available in different sizes or gearboxes using a combination of several standardised units
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/46—Gearings having only two central gears, connected by orbital gears
- F16H3/48—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears
- F16H3/52—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears
- F16H3/54—Gearings having only two central gears, connected by orbital gears with single orbital gears or pairs of rigidly-connected orbital gears comprising orbital spur gears one of the central gears being internally toothed and the other externally toothed
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/04—Combinations of toothed gearings only
- F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
- F16H37/046—Combinations of toothed gearings only change gear transmissions in group arrangement with an additional planetary gear train, e.g. creep gear, overdrive
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H57/00—General details of gearing
- F16H57/02—Gearboxes; Mounting gearing therein
- F16H2057/02039—Gearboxes for particular applications
- F16H2057/02043—Gearboxes for particular applications for vehicle transmissions
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- General Details Of Gearings (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
A method is disclosed for changing the number of speed ratios within a transmission for a frameless tractor.
A transmission is provided which includes a housing with an inwardly extending annular flange with a first change gear mechanism being mounted within the housing to one side of the annular flange and an initial second change gear mechanism being removably mounted on the inwardly extending annular flange, the initial change gear mechanism includes a forward/reverse change gear mechanism. A further second change gear mechanism is provided which includes a forward/
reverse change gear mechanism and a number of speed ratios in one direction which are different than the initial change gear mechanism. The initial second change gear mechanism is removed from within the housing and a the further second change gear mechanism is installed within the housing.
A method is disclosed for changing the number of speed ratios within a transmission for a frameless tractor.
A transmission is provided which includes a housing with an inwardly extending annular flange with a first change gear mechanism being mounted within the housing to one side of the annular flange and an initial second change gear mechanism being removably mounted on the inwardly extending annular flange, the initial change gear mechanism includes a forward/reverse change gear mechanism. A further second change gear mechanism is provided which includes a forward/
reverse change gear mechanism and a number of speed ratios in one direction which are different than the initial change gear mechanism. The initial second change gear mechanism is removed from within the housing and a the further second change gear mechanism is installed within the housing.
Description
A METHOD OF CHANGING Tl-IE NUMBER OF
SPEED RATIOS WITHIN A TRANSMISSION
~, Technical Field The present invention relates generally to transmissions for frameless tractors and the like, and more particularly to a method of changing the number of speed ratios within a transmission housing after the initial buildup of the trac-tor.
Background Art I-t may be sometimes desireable -to change the number of speed ratios within -the driveline of the vehicle after the vehicle has been initially built. In some vehicles this is possible by simply adding a further transmission either before or after the initial trans-mission whereby -the number of speed ratios can be increased. However, while this is possible in vehicles having a separate frame, this has not been possible in frameless tractors wherein the transmission housing along with the rear or center housing and the engine block form the tractor frame.
It is known from U.S. Patent 3,382,735 issued 14 May, 1968 to provide a transmission housing for a frameless tractor wherein the transmission housing can be provided with a first change gear mechanism, or alterna-tively first and second change gear mechanisms, the second change gear mechanism being designed for industrial appli-cations and including a torque converter and a hydrauli-cally operated reversing mechanism.
~3~
Disclosure of Invention The present invention relates to a method of converting a transmission from a first number of speed ratios to another. This method is accornplished by provid-ing a transmission with a first change gear mechanism andinterchangeable second change gear mechanisms. The first change gear mechanism is common to all transmissions and does not include the forward/reverse mechanism as this is included in the interchangeable second gear change mecha-nisms. Thus, according to this invention, a transmissionis provided inc].uding a housing provided with an inwardly e~tending annular flange, a fi.rst change gear mechanism mounted within the housing to one side of the annular flange, and an initial second change gear mechanism which is removably mounted on the inwardLy extending annular flange, the initial second change gear mechanism including a forward/reverse change gear mechanism. In addition, a further second change gear mechanism is provided which also includes a forward/reverse chancle gear mechanism and a number of speed ratios in one direc-tion different than the initial second change gear mechanism. When changing the number of speed ratios, the initial second change gear mechanism is removed from the transmission housing and the further second change gear mechanism is installed within the housing. I'he initial second change gear mechanism may include only the forward/reverse mechanism. It may also include a two-speed planetary gear change mechanism in addition to a forward/reverse mechanism. In the embodi-ments described above, the second gear change mechanism will include a shift rail connec-table to a shif-ting mecha-nism carried by a shift cover mounted on one side of the transmission housing. It will also be necessary when performing the method oE this invention to initially remove the shift cover before removing the ini-tial second change gear mechanism, and, after installing -the further change gear mechanism to reinstall the shift cover to couple the shift rail with the shifting mechanism.
~3~
Brief Description of Drawings Figure 1 is a sicle view of a frameless tractor in which the principles of the present invention are incorporated.
Figure 2 is a sectional view of one -transmission option.
Figure 3 is an enlarged view of a portion of the transmission shown in Figure 2.
F~igure 4 is a section taken generally along the line 4-4 in Figure 3.
Figure 5 is a section taken generally along the line 5-5 in Figure 4.
Figure 6 is a view similar to Figure 3 showing a second transmission option.
Detailed Description Referring first to Fi.gure 1, a frameless trac-tor is il].ustrated, the tractor being indicated generally at 10 and including an engine 12, a transmission indicated generally at 14, the transmission including a housing 16, a rear or center housing 18, and an axle housing 20.
Front and rear wheels 22,24 are mounted on the tractor in a conventional manner. As can be seen from Fig. 1 the engine 12, transmission housing 16 and center housing 20 form s-tructural support members for the tractor and there-fore this type of tractor is generally referred -to as a frameless tractor.
In accordance with the principles of -this inven-tion first and second change gear mechanisms, indicated generally at 26 and 28, (Fig. 2) are coupled to each other within the transmission housing. The first change gear mechanism as illustrated is of a type giving eigh-t differ-ing speed ratios between the input side and tile output shaft. The second change gear mechanism is of a type including a forward/reverse mechanism, and it may include additional speed ratios. Thus, in the embodiment illustrated in Figure 2 -the second change gear mechallism includes a forward/reverse mechanism as well as mechanism for providing two addi-tional speed ratios to the input of the first change gear mechanism 26, thereby provid:ing a transmission having 16 speeds. Differing second change gear mechanisms may be employed and a second version is illustrated in Fig. 6. In order to provide for the sub-stitution of one change gear mechanism for another it has been necessary to design -the first and second change gear mechanisms and the housing in a special manner.
To this end the first change gear mechanism 26 is provided with a fi.rst hollow shaft 30 and a second two piece shaft 34, the rear end o:E the first shaf-t 30 being rotatably journaled in the rear end wal.l 32 of the housing 16, and the rear end of the second shaf-t assembly 34 being rotatably journaled in a bearing plate 35 which i.s in turn carried by the rear wall 32. ~ p].urality o:E intermeshing gear sets 36 are carri.ed by the first and second shafts 30,34 and are selectively interconnectable to transmit power from one shaft to the other. One manner in which the gears 36 may be mounted on the shafts 30,34 is illu strated in my earlier U.K. Patent 1,391,854. The second shaft assembly 34 is divided into forward and rear por-tions 38,40, respectively, the forward end of the rear portion 40 being journaled by bearings 42 carried within a cylindrical recess on the rear end of the forward portion 38. The forward porti.on 38 may be reEerred to as a counter shaft, and the rear portion 40 as an ou-tput shaft. The output shaft 40 is coupled to a driven member (not shown). The forward end of the counter shaft 38 is carried by a beariny 44 which is in turn supported by a first flange 46 which extends inwardly from the generally cyli.ndrical side walls 48 of the housing 16. An addi-tional flange 50 is provided between the first flange 46 and the rear wall 32, the additional f]ange 50 carrying A
further bearing 52 which rotatably supports a rear portion ~a3~
of the counter shaEt 38.
In order to removably moun-t a second chanc~e gear mechanism within the housing, the housing 16 is provided with an inwardly extending annular flan~e 59. A support member indicated generally at 56 is removably secured -to -the second flange 54. In the embodimen-t illus-trated in Figs. 2 and 3 the support member 56 is formed of two parts which shall be referred to as the front cover 58 and the support frame 60. The front cover 58 is provided with a radially outwardly extendiny circular flange 62 which is secured -to the annular flange 5~ by bol-ts 64 or the like.
The support Erame 60 has a radius less than that of the annular suppor-t flange 54 and is secured to the front cover 58 by cap screws 66. The front cover and support frame 58,60 cooperate with the rear wall 32 to form a fluid reservoir within the housiny 16. In addition, -the support frame 60, which is rigid].y mounted withirl the housiny, is utilized to support the :Eorward end of -the main shaft 30.
To this end, a bearing support 68 which carries a bearillg 70 is secured in place by bolts 72. The forward end of the first shaft 30 is journaled within the bearing 70.
The support frame 60 carries adcli-tional bearings 74 and 76 in which is journaled a hollow third shaEt 78.
Rotatably mounted on the third shaft are spaced apart forward and reverse gears 80,82. A shi.ftable coupler 8~
is keyed to the shaft 78 and may be shifted axially of the sha:Et to drivi.nyly interconnec-t either -the Eorw~rd gear 80 with the shaft 78 or the reverse year 82 with the shaft 78. Tile coupler is caused to be sllifted by a shift rail 83 and fork 85. The shift rail is carried by the support member 56 for axial slidiny movement. The gear 80 is at all times in constant mesh with a year 86 carried by the forward end of the counter shaft 38. The suppor-t member 56 additionally carries a stub shaft 88 (Figs. ~ and 5) upon which is moun-ted a reverse idler 90 having a Ei.rst toothed portion 92 which is cons-tantly in mesh with the teeth on gear 82, and a second too-thed portion 9~ which is constantly in mesh with the teeth on gear 86.
Mounted forwardly of the Eorward/reverse gear mechanism is a 2-speed planetary gear se-t indicated generally at 96, which gear set along with -the Eorward/
reverse mechanism completes the second challge gear mecha-nism 26. The planetary gear se-t includes a hollow input shaft 98 the forward end of which is coupled to a drive member such as a tractor clu-tch plate (not shown). The rear end of the input shaft 98 is supported by a bearing 100 disposed wi-thin an aperture of the clutch release bearing carrier 102 which is in turn secured to the fron-t cover 58 by fasteners 104. A ring gear 106 is secured -to the input shaft 98 by bolts 108. A hydraulically operated clutch pack 110 may be utilized -to couple the ring gear 106 to a planet carrier 112. Thus, when fluid is intro-duced into the chamber 114 behind the piStOIl 116, the clutch pack 110 will be enqaged thereby locking the plane-t carrier 112 to the ring gear 106. The planet carrier is provided with a plurality of axially extending stub shafts 118 on which are mounted planet gears 120. The teeth 122 on the ring gear 106 and the teeth 124 on a sun qear 126 are in constant mesh with the tee-th on the planet gears 120. The planet carrier 112 is coupled directly to the third shaft 78 upon which the forward/reverse gear mecha-nism is mounted, and the sun gear 126 is journaled for rotation about the shaft 78. A clutch disc l28 is secured to the sun gear, which clutch disc may be utilized to hold the sun gear from rotation. To this end compression springs 130 are disposed in sui-table recesses in -the front cover 58, the springs 130 ac-ting against a pressure plate 132 to normally bias the clutch disc 128 into engagement with a flat surface on the support frame 60. The clutch disc 128 may be disengaged by introclucing fluid under 35 pressure into chamber 134 to cause piStOIl 136 to engage the pressure plate 132 and move the plate 132 away from the ~1~9~
clutch disc 128 and flat surface. The fluid circuit for operating the planetary gear set 96 is lllustra-ted somewhat schematically in Fig. 2 and includes a pump 138, fluid reservoir 140, valve 142, and manual control lever 144.
When the valve is in the posi-tion illustrated in Fig. 2 fluid from the pump 138 will be re-turned directly to the reservoir through line 146. In this position the springs 130 will hold the clu-tch disc 128 agains-t the flat surface of the housing 60. When the manual control lever 144 is shifted to its other position (not illustrated) fluid from the pump 138 will be introduced into line 148 and thence into chambers 114 and 134 to cause the pis-ton 136 to disen-gage the pressure plate 132 and piston 116 to engage the hydraulically operated clutch pack 110. The preload of springs 130 is so designed that when 1uid is introduced i.nto the chambers 13~ and 11~ the hydraulically operated clutch pack 110 will be partially engagecl prior to the full disengagement of the first clutch 128. In the even-t tha-t the clutch 128 became disengaged beEore -the clu-tch 110 became enyaged it would be possible for power flow to be interrupted from the shaft 98 to the sha~t 78. By employing springs 130 having a certain preload charac-teristic it is possible -to insure con-tinuous power flow as the plane-tary gear se-t is being shifted from its high speed ratio when clutch 128 is engaged to its low speed ratio when clutch pack 110 is engaged, and vice versa.
In -the embodiment shown in Figures 2 through S
the transmission 14 has 16-speed ratios. In the embodiment illus-trated in E`ig. 6, which will now be described, the
SPEED RATIOS WITHIN A TRANSMISSION
~, Technical Field The present invention relates generally to transmissions for frameless tractors and the like, and more particularly to a method of changing the number of speed ratios within a transmission housing after the initial buildup of the trac-tor.
Background Art I-t may be sometimes desireable -to change the number of speed ratios within -the driveline of the vehicle after the vehicle has been initially built. In some vehicles this is possible by simply adding a further transmission either before or after the initial trans-mission whereby -the number of speed ratios can be increased. However, while this is possible in vehicles having a separate frame, this has not been possible in frameless tractors wherein the transmission housing along with the rear or center housing and the engine block form the tractor frame.
It is known from U.S. Patent 3,382,735 issued 14 May, 1968 to provide a transmission housing for a frameless tractor wherein the transmission housing can be provided with a first change gear mechanism, or alterna-tively first and second change gear mechanisms, the second change gear mechanism being designed for industrial appli-cations and including a torque converter and a hydrauli-cally operated reversing mechanism.
~3~
Disclosure of Invention The present invention relates to a method of converting a transmission from a first number of speed ratios to another. This method is accornplished by provid-ing a transmission with a first change gear mechanism andinterchangeable second change gear mechanisms. The first change gear mechanism is common to all transmissions and does not include the forward/reverse mechanism as this is included in the interchangeable second gear change mecha-nisms. Thus, according to this invention, a transmissionis provided inc].uding a housing provided with an inwardly e~tending annular flange, a fi.rst change gear mechanism mounted within the housing to one side of the annular flange, and an initial second change gear mechanism which is removably mounted on the inwardLy extending annular flange, the initial second change gear mechanism including a forward/reverse change gear mechanism. In addition, a further second change gear mechanism is provided which also includes a forward/reverse chancle gear mechanism and a number of speed ratios in one direc-tion different than the initial second change gear mechanism. When changing the number of speed ratios, the initial second change gear mechanism is removed from the transmission housing and the further second change gear mechanism is installed within the housing. I'he initial second change gear mechanism may include only the forward/reverse mechanism. It may also include a two-speed planetary gear change mechanism in addition to a forward/reverse mechanism. In the embodi-ments described above, the second gear change mechanism will include a shift rail connec-table to a shif-ting mecha-nism carried by a shift cover mounted on one side of the transmission housing. It will also be necessary when performing the method oE this invention to initially remove the shift cover before removing the ini-tial second change gear mechanism, and, after installing -the further change gear mechanism to reinstall the shift cover to couple the shift rail with the shifting mechanism.
~3~
Brief Description of Drawings Figure 1 is a sicle view of a frameless tractor in which the principles of the present invention are incorporated.
Figure 2 is a sectional view of one -transmission option.
Figure 3 is an enlarged view of a portion of the transmission shown in Figure 2.
F~igure 4 is a section taken generally along the line 4-4 in Figure 3.
Figure 5 is a section taken generally along the line 5-5 in Figure 4.
Figure 6 is a view similar to Figure 3 showing a second transmission option.
Detailed Description Referring first to Fi.gure 1, a frameless trac-tor is il].ustrated, the tractor being indicated generally at 10 and including an engine 12, a transmission indicated generally at 14, the transmission including a housing 16, a rear or center housing 18, and an axle housing 20.
Front and rear wheels 22,24 are mounted on the tractor in a conventional manner. As can be seen from Fig. 1 the engine 12, transmission housing 16 and center housing 20 form s-tructural support members for the tractor and there-fore this type of tractor is generally referred -to as a frameless tractor.
In accordance with the principles of -this inven-tion first and second change gear mechanisms, indicated generally at 26 and 28, (Fig. 2) are coupled to each other within the transmission housing. The first change gear mechanism as illustrated is of a type giving eigh-t differ-ing speed ratios between the input side and tile output shaft. The second change gear mechanism is of a type including a forward/reverse mechanism, and it may include additional speed ratios. Thus, in the embodiment illustrated in Figure 2 -the second change gear mechallism includes a forward/reverse mechanism as well as mechanism for providing two addi-tional speed ratios to the input of the first change gear mechanism 26, thereby provid:ing a transmission having 16 speeds. Differing second change gear mechanisms may be employed and a second version is illustrated in Fig. 6. In order to provide for the sub-stitution of one change gear mechanism for another it has been necessary to design -the first and second change gear mechanisms and the housing in a special manner.
To this end the first change gear mechanism 26 is provided with a fi.rst hollow shaft 30 and a second two piece shaft 34, the rear end o:E the first shaf-t 30 being rotatably journaled in the rear end wal.l 32 of the housing 16, and the rear end of the second shaf-t assembly 34 being rotatably journaled in a bearing plate 35 which i.s in turn carried by the rear wall 32. ~ p].urality o:E intermeshing gear sets 36 are carri.ed by the first and second shafts 30,34 and are selectively interconnectable to transmit power from one shaft to the other. One manner in which the gears 36 may be mounted on the shafts 30,34 is illu strated in my earlier U.K. Patent 1,391,854. The second shaft assembly 34 is divided into forward and rear por-tions 38,40, respectively, the forward end of the rear portion 40 being journaled by bearings 42 carried within a cylindrical recess on the rear end of the forward portion 38. The forward porti.on 38 may be reEerred to as a counter shaft, and the rear portion 40 as an ou-tput shaft. The output shaft 40 is coupled to a driven member (not shown). The forward end of the counter shaft 38 is carried by a beariny 44 which is in turn supported by a first flange 46 which extends inwardly from the generally cyli.ndrical side walls 48 of the housing 16. An addi-tional flange 50 is provided between the first flange 46 and the rear wall 32, the additional f]ange 50 carrying A
further bearing 52 which rotatably supports a rear portion ~a3~
of the counter shaEt 38.
In order to removably moun-t a second chanc~e gear mechanism within the housing, the housing 16 is provided with an inwardly extending annular flan~e 59. A support member indicated generally at 56 is removably secured -to -the second flange 54. In the embodimen-t illus-trated in Figs. 2 and 3 the support member 56 is formed of two parts which shall be referred to as the front cover 58 and the support frame 60. The front cover 58 is provided with a radially outwardly extendiny circular flange 62 which is secured -to the annular flange 5~ by bol-ts 64 or the like.
The support Erame 60 has a radius less than that of the annular suppor-t flange 54 and is secured to the front cover 58 by cap screws 66. The front cover and support frame 58,60 cooperate with the rear wall 32 to form a fluid reservoir within the housiny 16. In addition, -the support frame 60, which is rigid].y mounted withirl the housiny, is utilized to support the :Eorward end of -the main shaft 30.
To this end, a bearing support 68 which carries a bearillg 70 is secured in place by bolts 72. The forward end of the first shaft 30 is journaled within the bearing 70.
The support frame 60 carries adcli-tional bearings 74 and 76 in which is journaled a hollow third shaEt 78.
Rotatably mounted on the third shaft are spaced apart forward and reverse gears 80,82. A shi.ftable coupler 8~
is keyed to the shaft 78 and may be shifted axially of the sha:Et to drivi.nyly interconnec-t either -the Eorw~rd gear 80 with the shaft 78 or the reverse year 82 with the shaft 78. Tile coupler is caused to be sllifted by a shift rail 83 and fork 85. The shift rail is carried by the support member 56 for axial slidiny movement. The gear 80 is at all times in constant mesh with a year 86 carried by the forward end of the counter shaft 38. The suppor-t member 56 additionally carries a stub shaft 88 (Figs. ~ and 5) upon which is moun-ted a reverse idler 90 having a Ei.rst toothed portion 92 which is cons-tantly in mesh with the teeth on gear 82, and a second too-thed portion 9~ which is constantly in mesh with the teeth on gear 86.
Mounted forwardly of the Eorward/reverse gear mechanism is a 2-speed planetary gear se-t indicated generally at 96, which gear set along with -the Eorward/
reverse mechanism completes the second challge gear mecha-nism 26. The planetary gear se-t includes a hollow input shaft 98 the forward end of which is coupled to a drive member such as a tractor clu-tch plate (not shown). The rear end of the input shaft 98 is supported by a bearing 100 disposed wi-thin an aperture of the clutch release bearing carrier 102 which is in turn secured to the fron-t cover 58 by fasteners 104. A ring gear 106 is secured -to the input shaft 98 by bolts 108. A hydraulically operated clutch pack 110 may be utilized -to couple the ring gear 106 to a planet carrier 112. Thus, when fluid is intro-duced into the chamber 114 behind the piStOIl 116, the clutch pack 110 will be enqaged thereby locking the plane-t carrier 112 to the ring gear 106. The planet carrier is provided with a plurality of axially extending stub shafts 118 on which are mounted planet gears 120. The teeth 122 on the ring gear 106 and the teeth 124 on a sun qear 126 are in constant mesh with the tee-th on the planet gears 120. The planet carrier 112 is coupled directly to the third shaft 78 upon which the forward/reverse gear mecha-nism is mounted, and the sun gear 126 is journaled for rotation about the shaft 78. A clutch disc l28 is secured to the sun gear, which clutch disc may be utilized to hold the sun gear from rotation. To this end compression springs 130 are disposed in sui-table recesses in -the front cover 58, the springs 130 ac-ting against a pressure plate 132 to normally bias the clutch disc 128 into engagement with a flat surface on the support frame 60. The clutch disc 128 may be disengaged by introclucing fluid under 35 pressure into chamber 134 to cause piStOIl 136 to engage the pressure plate 132 and move the plate 132 away from the ~1~9~
clutch disc 128 and flat surface. The fluid circuit for operating the planetary gear set 96 is lllustra-ted somewhat schematically in Fig. 2 and includes a pump 138, fluid reservoir 140, valve 142, and manual control lever 144.
When the valve is in the posi-tion illustrated in Fig. 2 fluid from the pump 138 will be re-turned directly to the reservoir through line 146. In this position the springs 130 will hold the clu-tch disc 128 agains-t the flat surface of the housing 60. When the manual control lever 144 is shifted to its other position (not illustrated) fluid from the pump 138 will be introduced into line 148 and thence into chambers 114 and 134 to cause the pis-ton 136 to disen-gage the pressure plate 132 and piston 116 to engage the hydraulically operated clutch pack 110. The preload of springs 130 is so designed that when 1uid is introduced i.nto the chambers 13~ and 11~ the hydraulically operated clutch pack 110 will be partially engagecl prior to the full disengagement of the first clutch 128. In the even-t tha-t the clutch 128 became disengaged beEore -the clu-tch 110 became enyaged it would be possible for power flow to be interrupted from the shaft 98 to the sha~t 78. By employing springs 130 having a certain preload charac-teristic it is possible -to insure con-tinuous power flow as the plane-tary gear se-t is being shifted from its high speed ratio when clutch 128 is engaged to its low speed ratio when clutch pack 110 is engaged, and vice versa.
In -the embodiment shown in Figures 2 through S
the transmission 14 has 16-speed ratios. In the embodiment illus-trated in E`ig. 6, which will now be described, the
2-speed plane-tary input portion of the second change gear mechanism is eliminated and therefore the transmission 14 is capable of only eight forward speeds. Before describing Fig. 6 in detail it should be observed -that some of the components of the second change gear mechanism illustrated in Fig. 6 and indicated generally at 150 are identical to components illus-trated in Figures 2 through 5, and these components will be indicated by the same reEerence numer-als. In addition, while a first change gear mecllanism is illustrated having 8-speeds, other first chan~e gear mechanisms could be employed having a differing number of speeds/ such as 4, 6, etc..
The second change gear mechanism 150 of the -type illustrated in Figure 6 includes a combined front cover and support frame 152 provided with an annu:Lar flange 154 which may be sec~red to the annular second flange 54 of the transmission housing 16 by bol-ts 64. A bearing 70 is carried by a rear portion of the support 152 and is secured in place by screws 156 and a bearing retainer 158. The forward end of the main shaft 30 is journaled within the hearing 70. ~n input shaft 160, whose forward end is coupled to a drive member such as a tractor clutch, has its rear end coupled directly to -the third shaf-t 78. The forward end oE the hollow third shaft 78 is supported by a spacer 162 which is in turn suppor-ted hy a bearing 164 carried by -the support frame 152. The rear end of the shaft 78 is also supported by a bearing 166 carried by the support frame 152. A forward/reverse mechanism including forward and reverse gears 80,82 and coupler 84 are mounted about the shaft 78, the gear 80 being in constant mesh with gear 86 on the forward end of counter shaft 38 and 25- the gear 82 being in constant mesh wi-th a reverse idler 90.
A fork 85 engages the coupler 84 and is shiEted by a shift rail (not shown) which is carried by -the support frame 152.
By design~ng -the transmission in -the manner indi-cated above it is possible to u-tilize -the same basic or first change gear mechanism 26 with a varie-ty of second change gear mechanisms which may provlde, for example, only a forward/reverse gear mechanism of the type illustrated at 150 in Fig. ~, a 2-speed forward/reverse mechanism of the type illustrated at 28 in Figs. 2 through 5, or by other input mechanisms such as, for example, a 3 speed - forward/reverse mechanism of the type illustrated in ~3~
.
g U.K. Patent 1,399,373. The manner of converting a tractor from the 16-speed transmission of the type illustrated in Fig. 2 to the 8-speed transmission of the type illustrated in Fig. 6 will now he described.
It is first necessary to separate the trans-mission housing 16 from the engine 12 and to move these parts apart. To this end, it would be necessary to dis-connect all lines, controls, etc. which extend between the engine 12 and housing 16. After this has been done bolts 168 (Fig. 1) which secure the housing 16 to the engine must be removed to permit the front and rear halves of the tractor to be moved apart. The power takeoff shaft 170 which extends through the hollow shafts 98,78 and 30 is then removed. (The front end of the PTO shaft is lS connected to the engine flywheel by a spline.~ After this has been done it is necessary to remove various lubrica-tions lines ~not illustrated) and to then remove the clutch release bearing carrier 102, the saddle assembly 172, the clutch release lever 174, and the clutch cross shaft 176. As the shift rail 83 and fork 85 for the forward/reverse mechanism are carried by the front member 56 it is necessary that the shift cover 182 be removed from the right side of the transmission housing in order to disengage the reverse actuator 184 from the forward reverse saddle 186 carried at the rear end of the shift rail 83.
While the mechanism for operating the reverse actuator 184 is not illustrated it should be observed that the reverse actuator 184 may be carried at one end of a rock arm, the other end of which i5 connected to a rock shaft which ma~
be rotatably mounted in the shift cover 182. ~he shift column and controls for the other shift rails 188, as well as the mechanism for operating the reverse astuator 184, may be of the type illustrated in U.S. Patent 3,975,970.
When the assembly 28 is being removed it is essential that it be pulled out axially approximately two inches to cause the fxont ends of shift rails 188 and the rear end of the lubrication tube 19~ to be disconnected from their ~ .
The second change gear mechanism 150 of the -type illustrated in Figure 6 includes a combined front cover and support frame 152 provided with an annu:Lar flange 154 which may be sec~red to the annular second flange 54 of the transmission housing 16 by bol-ts 64. A bearing 70 is carried by a rear portion of the support 152 and is secured in place by screws 156 and a bearing retainer 158. The forward end of the main shaft 30 is journaled within the hearing 70. ~n input shaft 160, whose forward end is coupled to a drive member such as a tractor clutch, has its rear end coupled directly to -the third shaf-t 78. The forward end oE the hollow third shaft 78 is supported by a spacer 162 which is in turn suppor-ted hy a bearing 164 carried by -the support frame 152. The rear end of the shaft 78 is also supported by a bearing 166 carried by the support frame 152. A forward/reverse mechanism including forward and reverse gears 80,82 and coupler 84 are mounted about the shaft 78, the gear 80 being in constant mesh with gear 86 on the forward end of counter shaft 38 and 25- the gear 82 being in constant mesh wi-th a reverse idler 90.
A fork 85 engages the coupler 84 and is shiEted by a shift rail (not shown) which is carried by -the support frame 152.
By design~ng -the transmission in -the manner indi-cated above it is possible to u-tilize -the same basic or first change gear mechanism 26 with a varie-ty of second change gear mechanisms which may provlde, for example, only a forward/reverse gear mechanism of the type illustrated at 150 in Fig. ~, a 2-speed forward/reverse mechanism of the type illustrated at 28 in Figs. 2 through 5, or by other input mechanisms such as, for example, a 3 speed - forward/reverse mechanism of the type illustrated in ~3~
.
g U.K. Patent 1,399,373. The manner of converting a tractor from the 16-speed transmission of the type illustrated in Fig. 2 to the 8-speed transmission of the type illustrated in Fig. 6 will now he described.
It is first necessary to separate the trans-mission housing 16 from the engine 12 and to move these parts apart. To this end, it would be necessary to dis-connect all lines, controls, etc. which extend between the engine 12 and housing 16. After this has been done bolts 168 (Fig. 1) which secure the housing 16 to the engine must be removed to permit the front and rear halves of the tractor to be moved apart. The power takeoff shaft 170 which extends through the hollow shafts 98,78 and 30 is then removed. (The front end of the PTO shaft is lS connected to the engine flywheel by a spline.~ After this has been done it is necessary to remove various lubrica-tions lines ~not illustrated) and to then remove the clutch release bearing carrier 102, the saddle assembly 172, the clutch release lever 174, and the clutch cross shaft 176. As the shift rail 83 and fork 85 for the forward/reverse mechanism are carried by the front member 56 it is necessary that the shift cover 182 be removed from the right side of the transmission housing in order to disengage the reverse actuator 184 from the forward reverse saddle 186 carried at the rear end of the shift rail 83.
While the mechanism for operating the reverse actuator 184 is not illustrated it should be observed that the reverse actuator 184 may be carried at one end of a rock arm, the other end of which i5 connected to a rock shaft which ma~
be rotatably mounted in the shift cover 182. ~he shift column and controls for the other shift rails 188, as well as the mechanism for operating the reverse astuator 184, may be of the type illustrated in U.S. Patent 3,975,970.
When the assembly 28 is being removed it is essential that it be pulled out axially approximately two inches to cause the fxont ends of shift rails 188 and the rear end of the lubrication tube 19~ to be disconnected from their ~ .
3~
associated recesses. The assembly is now rotated countex-clockwise approximately 1/8 of a turn and is then pulled from the transmission housing 16. To install -the assembly 150 in the housing 16 the procedure outlined above is followed in reverse order.
.. . .. .
associated recesses. The assembly is now rotated countex-clockwise approximately 1/8 of a turn and is then pulled from the transmission housing 16. To install -the assembly 150 in the housing 16 the procedure outlined above is followed in reverse order.
.. . .. .
Claims (2)
1. A method of manufacturing a transmission, said method comprising the following steps:
forming a tubular housing having an intermediate inwardly extending annular flange;
forming a support member having an outwardly extending annular flange capable of being removably secured to said inwardly extending annular flange;
assembling a first change gear mechanism within the housing to one side of said inwardly extending annular flange, the first change gear mechanism including a plur-ality of speed ratios designed to give varying output speed ranges in one direction only;
assembling a second change gear mechanism to the support member, said second change gear mechanism being capable of selectively reversing the output direction; and removably securing the support member to said inwardly extending annular flange adjacent said first change gear mechanism.
forming a tubular housing having an intermediate inwardly extending annular flange;
forming a support member having an outwardly extending annular flange capable of being removably secured to said inwardly extending annular flange;
assembling a first change gear mechanism within the housing to one side of said inwardly extending annular flange, the first change gear mechanism including a plur-ality of speed ratios designed to give varying output speed ranges in one direction only;
assembling a second change gear mechanism to the support member, said second change gear mechanism being capable of selectively reversing the output direction; and removably securing the support member to said inwardly extending annular flange adjacent said first change gear mechanism.
2. A method of manufacturing a transmission capable of field modification to have differing numbers of output speed ranges, said method comprising the following steps:
forming a tubular housing having an end wall, an intermediate inwardly extending annular flange, and a shifting mechanism;
forming a support member having an outwardly extending annular flange capable of being removably secured to said inwardly extending annular flange;
assembling a first change gear mechanism within the housing between the end wall and said inwardly extending annular flange, the first change gear mechanism including a plurality of speed ratios designed to give varying output speed ranges in one direction only;
assembling a second change gear mechanism having a shift rail to the support member, said second change gear mechanism being capable of selectively reversing the output direction;
connecting the shift rail to the shifting mecha-nism; and removably securing the support member to said inwardly extending annular flange adjacent said first change gear mechanism.
forming a tubular housing having an end wall, an intermediate inwardly extending annular flange, and a shifting mechanism;
forming a support member having an outwardly extending annular flange capable of being removably secured to said inwardly extending annular flange;
assembling a first change gear mechanism within the housing between the end wall and said inwardly extending annular flange, the first change gear mechanism including a plurality of speed ratios designed to give varying output speed ranges in one direction only;
assembling a second change gear mechanism having a shift rail to the support member, said second change gear mechanism being capable of selectively reversing the output direction;
connecting the shift rail to the shifting mecha-nism; and removably securing the support member to said inwardly extending annular flange adjacent said first change gear mechanism.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB2395178A GB1605069A (en) | 1978-05-30 | 1978-05-30 | Method of changing the number of speed ratios within a transmission |
| GB23951/78 | 1978-05-30 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1093800A true CA1093800A (en) | 1981-01-20 |
Family
ID=10203976
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA309,048A Expired CA1093800A (en) | 1978-05-30 | 1978-08-10 | Method of changing the number of speed ratios within a transmission |
Country Status (4)
| Country | Link |
|---|---|
| CA (1) | CA1093800A (en) |
| ES (1) | ES481101A1 (en) |
| FR (1) | FR2427523A1 (en) |
| GB (1) | GB1605069A (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3363671D1 (en) * | 1982-03-11 | 1986-07-03 | Massey Ferguson Sa | Planetary gear assemblies |
| FR2535810B1 (en) * | 1982-11-09 | 1986-02-07 | Sedems | CONTROL DEMULTIPLICATION DEVICE |
| FR2535809A1 (en) * | 1982-11-09 | 1984-05-11 | Sedems | Controlled demultiplication device |
-
1978
- 1978-05-30 GB GB2395178A patent/GB1605069A/en not_active Expired
- 1978-08-10 CA CA309,048A patent/CA1093800A/en not_active Expired
-
1979
- 1979-05-29 FR FR7913575A patent/FR2427523A1/en active Granted
- 1979-05-30 ES ES481101A patent/ES481101A1/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| FR2427523B1 (en) | 1984-11-23 |
| GB1605069A (en) | 1981-12-16 |
| ES481101A1 (en) | 1980-02-01 |
| FR2427523A1 (en) | 1979-12-28 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CA1302736C (en) | Countershaft transmission | |
| US4611504A (en) | Garden tractor transaxle with planetary differential input | |
| US4531428A (en) | Planetary transmission | |
| US4033200A (en) | Five speed overdrive transmission | |
| US4420992A (en) | Planetary transmission | |
| US4441575A (en) | Four-wheel vehicle drive system | |
| CA1069345A (en) | Auxiliary transmission | |
| US4676116A (en) | Countershaft transmission | |
| GB2074517A (en) | Four-wheel-drive system for automotive vehicle | |
| US5411447A (en) | Full-time integrated planetary four-wheel drive transfer case with traction | |
| US4614133A (en) | Vehicle transmission having countershaft and planetary portions | |
| CA1108887A (en) | Transmission having a two-speed planetary gear set | |
| US5711740A (en) | Mechanical clutch for planetary-type gear reduction unit | |
| US4398432A (en) | Transmission with overrunning clutches | |
| US4245519A (en) | Multispeed reversible transmission shiftable under load | |
| US4858495A (en) | Multi-speed powershift transmission | |
| EP0187750B1 (en) | Countershaft transmission | |
| KR100227708B1 (en) | Transmission for agricultural tracter | |
| US4873892A (en) | Power transfer device | |
| US4627301A (en) | Change speed transmission | |
| GB2075933A (en) | Driving system for four-wheel driven vehicle | |
| CA1093800A (en) | Method of changing the number of speed ratios within a transmission | |
| US5836848A (en) | Transmission for a four wheel drive vehicle with a transverse engine | |
| US4658673A (en) | Planetary transmission | |
| US5462148A (en) | Vehicle multi-ratio transmission |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |