Motor vehicle gearbox, comprising an input shaft (2) and two countershafts (3, 4) having six pairs of interengaging gears (7-11, 15, 16, 17-20) for first to sixth gear The disengageable gear (17) for the first gear speed engages a disengageable gear (23) on the fourth shaft (5) for reverse

Motor vehicle gearbox

A power supplying member supplies rotational power in a certain rotational direction to a first member of the transmission, and a power receiving member takes out power from a second member. Several power transmission systems are provided between the first and the second member, which are selectively engagable so as to provide various speed stages between them. Each power transmission system has a clutching mechanism which either can be disconnected so as to freewheel in both rotational directions, or can be connected only in the one rotational direction which is required for transmission of power through that power transmission system, so as to function as a one way clutch. Thus shifting between the speed stages does not require delicate controlling of the clutching mechanisms. At least one of these clutching mechanisms can also be locked up so as to transmit rotational power in both rotational directions, and this enables engine braking to be made available, when the transmission is mounted in an automotive vehicle.

Transmission mechanism with parallel transmission system including one way clutches, one being lockable

In a mechanism for driving motor vehicles having a synchromesh gearbox with a friction clutch for each of two power branches with at least four power shiftable speeds and consecutive speeds are alternatively present on each one of the two power branches. Each friction clutch is a wet disc clutch with its inner discs having continuous radial grooves for a cooling oil flow supplied from a bore in a shaft. A switch piston shuts off the flow of cooling oil when the friction clutch is disengaged or almost completely disengaged. A prestressed cup spring in a compensating cylinder serves as a strong return spring thereby accelerating disengagement or delaying engagement of the friction clutch. Corrugated spring rings, axially situated between the inner discs and radially within the outer discs, serve as additional return springs. The wet clutch operates as a dry clutch and only has a low torque when it is disengaged. A large flow of cooling oil flows to the friction clutch and cools it as it engages and when it is engaged. The wet friction clutch replaces a conventional dry friction clutch, especially when starting up the motor vehicle.

Vehicle driving mechanism having a synchromesh gearbox with an additional clutch in each of two power branches

A transmission comprises gear trains which provide increasing speed ratios and two clutches which are operable independently to provide alternative paths through the gear trains between an input and an output. The gear trains provide alternate ratios driven respectively through one and the other clutch. The input comprises a first shaft drivable by one clutch and a shaft drivable by the other clutch. A layshaft is provided through which drive in a selected ratio is transmitted from one of the first and second shafts to the other to drive the output which is also a shaft. One of the first and second shafts has a gear thereon which meshes with a gear on the output shaft.

Change speed transmission

A power supplying member supplies rotational power in a certain rotational direction to an input member of the transmission, and a power receiving member takes out power from a driven gear wheel shaft. Two driving gear wheel shafts extend parallel to the driven gear wheel shaft. First and second driving gear wheels are respectively rotatably mounted on the first and the second driving gear wheel shaft and meshed with a common driven gear wheel fixedly mounted on the driven gear wheel shaft. First and second synchromesh devices respectively selectively engage the first and the second driving gear wheel to the first and the second driving gear wheel shaft. First and second clutching mechanisms, each of which either can be disconnected so as to freewheel in both rotational directions or can be connected in the one rotational direction which is required for transmission of power through that clutching mechanism from the power supplying member rotating in the certain rotational direction so as to function as a one way clutch, are mounted to selectively transmit rotational power between the input member and the first and second driving gear wheel shafts respectively, both proximate to ends of the first and second driving gear wheel shafts closer to the input member.

Transmission with two parallel driving shafts bearing two driving gears each meshed with same driven gear on parallel driven shaft

A semi-automatic torque transmitting gearbox for a vehicle comprises an input member, first and second shafts co-axial with that member, a layshaft, gearing interposed between the input member and the layshaft and including freewheel means for permitting the layshaft to rotate faster than it can be driven by the input member through that gearing, gearing interposed between the first co-axial shaft and the layshaft which is of lower ratio than the first mentioned gearing, gearing interposed between the second co-axial shaft and the layshaft and including a disengagable clutch for positively connecting those shafts together via that gearing, a disengagable clutch for positively connecting together the first and second co-axial shafts, freewheel means for permitting the input member to rotate faster than the first co-axial shaft, and a disengagable clutch for positively connecting together the input member and the first coaxial shaft.

E Whateley

Papers

Change-speed gearing