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    Summary “Composite transmission shift mechanism and transmission shift mechanism” A composite transmission shift mechanism is described. the shift mechanism includes a plurality of gears configured on at least one drive shaft with at least one synchronizer configured to engage at least two pluralities of gears. The shift mechanism includes a control system configured to engage and position the synchronizer in alignment with at least two of the pluralities of gears. Additionally, the shift mechanism includes at least one damping assembly configured in the control system and operably connected to the synchronizer. 1/1
    公开号:BR112015007269A2
    申请号:R112015007269
    申请日:2013-09-30
    公开日:2019-12-17
    发明作者:Roberto Fernandez Josevaldo
    申请人:Eaton Corp；
    IPC主号:
    专利说明:

    COMPOSITE TRANSMISSION CHANGE MECHANISM AND TRANSMISSION CHANGE MECHANISM
    Technical field [0001] The technical field is generally related to a multi-track shift mechanism for manual composite transmissions and, in particular, a gear selection system within the manual composite transmission.
    Prior Art [0002] Manual composite transmissions are used for various vehicle applications. Such composite transmissions typically comprise a multi-speed main section containing a plurality of gears for various ranges and gear load configurations.
    [0003] Manual composite drives are generally positioned within a drive system adjacent to a primary drive unit with at least one rotary drive shaft. These composite transmissions typically include a gear or shift selector that extends from the transmission for interaction with an operator. The composite transmission can include a rotating and sliding arrangement that is configured to engage a desired set of gears when an operator moves the shift or gear selector. Specifically, in a manual composite transmission, an operator, through a gear selector, selects an appropriate gear by pushing or pulling a shift lever to a desired shift door. A rail selector attached to the main shift rail is configured to translate the shift movement from the lever to the shift fork. The rail selector is attached to the main shift rail by a rolling pin that extends
    2/30 via a central location of the rail selector. The action on the shift lever causes a set of rail shifts to move on at least one shift fork, which causes a shift collar to slide over an appropriate rotating gear to synchronize and activate a desired gear range.
    [0004] Quality shift is an important factor for manual composite transmission when selecting the desired gear range. There are many factors affecting displacement quality, such as, but not limited to, displacement forces, notchness from bumps and retainers, chatter and accuracy of rotating and sliding components, such as, but not limited to a, limit and whip sensation. Vibration can be defined as a form of partial collision following a successful synchronization action. This can result from a speed differential generated during the period between indexing and final engagement of the teeth for the desired gear. Unfortunately, the previously discussed factors affecting the quality of displacement are typically transmitted directly through the rotating components and shift tracks, such as the previous configurations included shift components that have been fixed directly to the shift rail. These factors are transmitted directly through the components, through the shift lever and, finally, to the operator.
    [0005] Shifting quality is important to provide the operator with appropriate feedback via the shift lever indicating that the composite transmission is engaged in the appropriate gear set, while preventing a malfunction
    3/30 gearing or other misalignment that can potentially damage or shorten the life of the transmission. The quality of the change is also important to prevent fatigue and possible injury to the operator, because as feedback occurs through the shift lever, it can result in damage to the operator's hands, wrist, arm or shoulders.
    [0006] Therefore, it is desirable to provide a manual system of composite transmissions that allows for improved synchronization of the interconnected components, while providing an additional damping mechanism to improve the displacement quality and an operator displacement experience, therefore providing a slight sense of end stop, preventing operator fatigue and providing extended transmission life.
    Summary [0007] This report refers to the displacement quality for manual composite transmission. Manual composite transmission includes an interconnected shift lever with at least one shift track to move a shift track which engages a plurality of shift rings to engage at least one gear. An exemplary shift mechanism can be configured to filter or remove at least two well-known phenomena such as no gear created when the shift mechanism engages the forks and the chatter created when the shift ring synchronizes with at least one gear, both of which can be felt on the shift lever.
    [0008] An exemplary shift mechanism can also be configured to provide a smooth final stop feeling when the operator selects a specific gear.
    4/30
    The shift mechanism can include a shift rail configured with at least one rail selector. The rail selector can be positioned longitudinally on the shift rail with at least one damping member, configured on the shift rail adjacent to at least one of the leading edge of the rail selector and a trailing edge of the rail selector. The rail selector can be locked in place on the shift rail by any known method. Specifically, the rail selector can be prevented from sliding forward or backward on the main shift rail with at least one stop pin and at least one washer flap.
    [0009] Additionally, the shift mechanism can include an improved synchronization profile to help prevent chatter during gear selection. The synchronization enhancement feature may include a twisting mechanism, a spring being retained on the shift rail with at least one configured retaining ring external to the spring. The shifting mechanism may include a sliding sleeve which, when moved in addition to pushing, via a prop or pre-energizer, a locking ring against a target gear. The locking ring rotates (due to friction) until it meets a wall of a fixed central window when pushed against a gear cone. In this position, coupling chamfers are aligned with the sliding sleeve chamfers, where a synchronization phase begins with the indexed / aligned chamfers. Once the synchronization is completed, the locking ring and the sliding sleeve are interconnected (via the chamfers). The shift mechanism releases the sliding sleeve to advance towards the target gear. The sliding sleeve and the
    5/30 gears engage with each other, and again the splines are interconnected due to the action of the coupling chamfers and then the coupling is completed.
    Description of the drawings [0010] Figure 1 is a perspective view, not to scale, of a composite manual transmission, with the housing partially cut;
    [0011] Figure 2 is a perspective view of an exemplary shift rail damping system for a composite manual transmission;
    [0012] Figure 3 is an enlarged perspective view of a shift rail damper assembly;
    [0013] Figure 4 is an exploded perspective view of an exemplary shift rail damper system;
    [0014] Figure 5 is a partial section view of an exemplary rotating arrangement;
    [0015] Figure 6 illustrates an exploded view of an exemplary synchronizer for an exemplary manual composite transmission;
    [0016] Figure 7 illustrates a sectional view of an exemplary pre-energizer having an angular bearing element;
    [0017] Figure 8A illustrates a sectional view of an exemplary pre-energizer and synchronizer, in a neutral position;
    [0018] Figure 8B illustrates a sectional view of an exemplary pre-energizer and synchronizer, in a synchronized position;
    [0019] Figure 8C illustrates a sectional view of an exemplary pre-energizer and synchronizer, in a position
    6/30 engaged;
    [0020] Figure 9 illustrates a top view of an exemplificative synchronizer, in an interconnected position;
    [0021] Figure 10 illustrates a top view of an example synchronizer, in a partial engagement position; and [0022] Figure 11 illustrates a top view of an example synchronizer, in a engaged position. Detailed description [0023] Referring now to the discussion that follows and also to the drawings, illustrative approaches to the methods and systems under description will be shown in detail. Although the drawings represent only possible approaches, the drawings are not necessarily to scale and certain characteristics may be exaggerated, removed or partially sectioned to better illustrate and explain the present description. In addition, the descriptions shown here are not intended to be exhaustive or otherwise limit or restrict claims to the precise shapes and configurations shown in the drawings and described in the following detailed description.
    [0024] References in the report to the exemplary illustration and example or similar language mean that a particular aspect, structure or feature described in connection with an exemplary approach is included in at least one illustration. The appearances of the phrase in an illustration or similar language type in various places in the specification are not necessarily all referring to the same illustration or example.
    7/30 [0025] According to several exemplary illustrations described here, a system and method are described. Specifically, an exemplary shift mechanism for a manual composite transmission is shown. The manual composite transmission, an input shaft and an output shaft, the input shaft can be configured to engage a primary driver (not shown), while the output shaft can include a plunger to engage a drive member not shown . The manual composite transmission includes a main shaft, a counter shaft and a plurality of gears configured in the transmission box. The main axis can be configured between the input shaft and the end of the piston, which can be configured at the rear of the manual composite transmission. The main axis can include a first plurality of gears configured on the main axis and in rotary alignment with a second plurality of gears configured on the counter axis. Shafts and gears are typically referred to as a rotary assembly.
    [002 6] A shift lever can extend from a control tower configured in a shift bar housing, which can be attached to an upper section of the composite gearbox. The shift bar housing can be configured to position at least one shift rail in proximity to the rotating assembly, thus slidingly connecting the shift lever and at least one shift fork to the rotating arrangement. The at least one shift rail can be configured with at least one damping element to reduce or eliminate the notch, vibration or other issue that can create quality
    8/30 poor of change. The change element can be in the form of a spring, a low friction bushing, a linear ball bearing or other known damping element that can be configured on at least one change track. The connection between the shift lever and the rotary arrangement allows an operator to select a desired gear set, as the lever can be directly connected to the gears within the composite transmission. The at least one shift rail, discussed in more detail below, can include a rail selector and at least one damper element configured on a main shift rail of at least one shift rail. Through the movement of at least one shift rail, the shift fork can engage at least one synchronizer, discussed in more detail below, to insert the selected gear set, which helps to extend the life of the composite transmission component and minimize flicker that can be associated with gear change.
    [0027] The rotary arrangement, which includes the input shaft, main shaft, against shaft and synchronizer, can be configured to transmit torque from the primary actuator to the output piston (yoke), through the gear set. The main axis can include a plurality of cooled teeth that can be configured to engage a fixed hub of the synchronizer and finally the plurality of gears on the counter axis, which can be driven by the output shaft. The synchronizer can include at least one gear flange, at least one locking or synchronizer ring, the fixed hub, a sliding sleeve and a pre-energizer component. The flange, blocker, ring and
    9/30 the hub all includes teeth or sprocket cut out within an external diametrical surface of each, and these teeth are configured to engage and interconnect with corresponding ones of these or sprockets that are cut within an internal diametrical surface of the sliding sleeve. Each tooth has coupling chamfers that assist in aligning with corresponding chamfers on the teeth of the sliding gloves. Thus, in operation, when the chamfers are indexed / aligned, a synchronization phase begins. In addition, the pre-energizer component can include at least one strut, a bearing, a plunger and a spring.
    [0028] When the sliding sleeve moves beyond, it pushes, via the prop or pre-energizer, the blocking ring against the target gear. When pushed against a desired gear cone, the locking ring rotates (due to friction) until it encounters a fixed hub wall. In this position, a coupling chamfer can be aligned with a chamfer configured on the teeth of the sliding sleeve. Thus, with indexed / aligned chamfers, synchronization begins. Once synchronization is complete, the locking ring and the sliding sleeve are inserted (via chamfers), which release the sliding sleeve to advance towards the gear. The sliding sleeve and the gear cone each impact their splines and again the splines are interspersed due to the action of the engagement between the chamfers, thus completing the engagement. Thus, in operation, the operator positions the shift lever to select a predetermined gear set. The selection of gears occurs by maneuvering the gear lever to slide the main shift rail, therefore connecting the shift rail
    10/30 with the synchronizer and finally the gears. The rail selector provides a linear force that pushes or pulls the shift fork, thus sliding at least a portion of the shift fork against an outer engagement groove in the outer diameter of the sliding sleeve, to synchronize and engage the desired gear set.
    [0029] With reference to figure 1, a manual transmission component 100 is illustrated. The transmission 100 may comprise an input shaft 110 and an output shaft 112, the input shaft 110 may be configured to engage a primary driver (not shown), while the output shaft 112 may include a plunger 114 for engaging a drive member (not shown). The manual composite transmission 100, discussed in more detail below, includes a main shaft output shaft 116, a counter shaft 118 and a plurality of gears 120, 122 configured on shafts 116, 118. The main shaft 116 and the counter shaft 118 are configured inside the transmission box 124 between and engaging the input shaft 110, configured to extend ahead of the transmission box 124 and the extreme piston 114 configured to extend behind the transmission box 124. The main shaft 116 can include a first plurality of gears 120 configured on the main axis 116 and rotatably aligned with a second plurality of gears 122, configured on the counter axis 118. The input axis 110, the output axis 112, the main axis 116 and the counter axis 118 can be supported by gearbox 124 through a plurality of bearings 126. Main shaft 116 may include at least one synchronization unit or synchronizer 140 (discussed in
    11/30 more details below) to engage a predetermined output speed.
    [0030] Continuing with reference to figure 1, an upper housing portion 128 can be configured to receive a shift rod housing 130. Additionally, a control tower 132 extends from shift rod housing 130 to a shift lever 134. The control tower 132 can include a cross joint with axial adjustment elements to increase the shift selection, while reducing any free play on the shift lever 134. The shift bar housing 130 can be configured to retain and align a gear shift control system 136. control system 136 can be configured to translate movement from shift lever 134 to at least one shift fork 138 to select a desired gear set from a plurality of gears 120, 122, for determining the predetermined output. Additionally, the shift fork 138 can be configured to engage at least a portion of the synchronizer 140, for selecting the predetermined gear set, discussed in more detail below.
    [0031] Figure 2 illustrates a detailed view of the control system 136, which may include at least one main shift rail 210. The main shift rail 210 may include a first end portion 212, a middle portion 214 and a second extreme portion 216. As illustrated, the control system includes a plurality of changing tracks. Specifically, a second shift rail 218, a third shift rail 220 and a fourth shift rail 222. However, this illustration is merely an example and
    12/30 any number of shift rails can be used. In addition, each shift rail 216, 218, 220 can include a respective shift fork 138, 138 ', 138' ', as will be discussed in more detail below. This main shift rail 210 may include a latch mechanism 230 and a rail selector damper assembly 260, which will be discussed in more detail below.
    [0032] Hitch 230 can be used to interconnect shift lever 134 with main shift rail 210. Hitch 230 can be configured either at the first end 212 of the main shift rail or at the second end 216 of the main shift rail, depending on the particular position of the control tower 132. The engagement mechanism 230 can be configured to receive one end of the shift lever 134 and can include at least one adjustment mechanism 240. The at least one adjustment mechanism 240 can be configured on at least one side of the engagement mechanism 230 to assist in minimizing or eliminating free play, while improving the quality of the change. Additionally, control tower 132 may include a cross joint (not shown) to also assist with increasing gear selection, while reducing or eliminating free play. Adjustment mechanism 240 may include one of the bias spring members or locking piston 242 configured to force the travel of the engagement mechanism 230 to improve shift definition and reduce free play of shift lever 134, and a pressing plate 246 having grooves and channels replicating a pressed pattern along the shift lever, allowing the latch mechanism 230 to maintain a defined shift pattern, which
    13/30 improves the definition of change and reduces or eliminates free play. [0033] Additionally, the holding piston 242 can include a pressing member 248 and a sleeve 250. The pressing member 248 can be a spring, an elastomer or other known pressing device between the holding piston 242 and the sleeve 250 or other point fixed. It has been found that the length of the holding piston 242 and a holding ramp 244 can improve the shift fitting, while reducing the lever set. A shift means that instead of triggering the lever to complete the engagement, in some stages of the shift, the shift lever pushes the driver's hand, as if the lever automatically completes the shift itself. Retention ramp 244 can be configured by having an indexed center section with ramps tilted outwards, which are inclined at a predetermined angle of approximately 23 ° to 26 °, so that the ramps tilt upwards towards the section indexed center, as illustrated in figure 2. However, it must be considered that other ramp sizes and shapes can be used to provide a positive engagement with the retaining piston 242. From extensive testing it has been shown that the retaining piston 242 it may have a round protrusion that is configured to engage the indexed center section of the retaining ramp 244. Additionally, the retaining plunger 242 can be approximately 25 mm to 40 mm long with an optimized range of approximately 30 mm to 35 mm mm, which has been shown to greatly reduce the lever set to help reduce operator fatigue.
    [0034] At least one of the main shift tracks 210,
    14/30 of the second shift tracks 218, the third shift tracks 220 and the fourth shift tracks 222 can be slidably configured in the shift bar housing 130. The shift tracks 210,218,220,222 can include at least one anti-friction element 224, the which can provide additional enhancements to fit while helping to reduce or eliminate non-engagement when rails 210,218,220,222 slide into housing 130. Anti-friction element 224 can be, but is not limited to, a lubricating coating (Teflon), a bushing, a linear bearing ball bearings, a roller bearing or other known anti-friction mechanisms. Main shift rail 210 can be configured to receive at least one rail selector damper assembly 260. As illustrated, a single rail selector damper assembly 260 is configured substantially in the middle portion 214 of main shift rail 210. However, the number and affixing the rail selector damper assembly 260 are not limited to a single assembly or a specific area. Thus, the rail selector damper assembly 260 can be configured anywhere along the main shift rail 210, as required by a manual composite transmission profile 100. As illustrated, the rail selector damper assembly 260 includes at least a portion coupling 262 which is configured to engage at least one connecting element 270, configured adjacent to the shift rail 218,220,222. The engagement between the connecting element 270 and the engagement portion 262 allows the main shift rail 210 to be operatively connected with at least one of the second shift rail 218, third shift rail 220 and fourth shift rail 222.
    15/30 [0035] The rail selector damper assembly 260 can be of any size and shape fitting within the required space of the shift bar housing 130. The rail selector damper assembly 260 can be configured to translate movement from the lever shift 134 through main shift rail 210 and through shift forks 138, 138 ', 138' 'to select a desired gear set. In addition, the shift forks 138, 138 ', 138' 'can be configured to connect directly to the respective shift rail 210, 218, 220, 222 or via direct engagement with connection element 270. Thus, as discussed above, the control system 136 operatively connects shift lever 134 to gears 120, 122, therefore providing a mechanism for the operator to select a predetermined set of gears.
    [0036] Figures 3 and 4 illustrate additional details of the control system 136. Specifically, figure 3 illustrates a detailed view of the rail selector damper assembly 260 while figure 4 illustrates an exploded view of the rail selector damper arrangement 310, before of its assembly on top of the main shift rail 210. The exemplary rail selector damper assembly 260, as shown in figure 3, can be configured with a rail selector 310. The rail selector 310 can include a cylindrical main body 362 with a first wing 364 extending laterally and a second wing 366 extending laterally. The first and second wings 364, 366 can be offset (offset), depending on the specific application and are not limited to any dimension or size
    Specific 16/30. The wings 364, 366 are illustrated as mirror images, while projecting out of the main body 362 of the track selector 310 along a common plane. The wings 364, 366 taper from an outer surface 368 of the main body, outwardly, to an engagement area 370. The exemplified engagement area 370 is configured to have a generally flat top surface 372 and a base surface. 374 notched, the engagement area 370 may generally include flat sides 376. The exemplary configuration of the rail selector 310 allows the shift rail 210 to engage at least two connection elements 270 simultaneously. However, the illustrated configuration is not limited and any known profile can be used for rail selector 310, so the configuration can transmit movement from shift lever 134 to at least one shift fork 138, 138 ', 138' '.
    [0037] The main body 362 of the rail selector 310 may also include at least one mounting recess 380 extending perpendicularly through at least a portion of one of the first rail selector end 352 and second rail selector end 354. The recess of assembly 380 can be a cutout to receive a stop pin 382, which stops the rail selector 310 in a predetermined position on the main shift rail 210. The mounting recess 380 is configured to provide clearance around the stop pin 382, which allows the rail selector 310 to slide longitudinally a predetermined distance to provide a damping effect. The stop pin 382 is slid through an opening 424 (see figure 4)
    17/30 configured on the main shift rail 210 to engage mounting recess 380. Stop pin 382 can be configured to prevent rail selector 310 from inadvertently rotating around main shift rail 210, thereby providing positive engagement with the connection elements 270. The stop pin 382 is positioned against a bushing or sliding element 412 (see figure 4) and is retained with at least one positioning tab 384 configured on a washer flap 38 6. The bushing 412 can be configured to support the rail selector 310 and provide a wear element that can allow the rail selector 310 to move, without connection, on the shift rail 210. As shown in figure 3, the rail selector damper assembly 260 also includes a damper element 388, configured adjacent to washer flap 386 and on at least a portion of a flange of washer bushing 3 90. Bushing flap 386, damping element 388 and flange of flange bushing to 390 are all longitudinally retained on the main shift rail by a retainer 392. Retainer 392 may be of any known rail shift retainer, such as, but not limited to, a retaining ring, a pin or another such element.
    [0038] The damping element 388 is illustrated as a resilient spring element. However, the damping element 388 can be constructed of any resilient absorbing element, such as, but not limited to, an elastomer, a hydraulic or pneumatic cylinder, silicone, rubber and polymer. Additionally, washer flap 386, bushing 383, flange of washer bushing 390 and retainer element 392 are not limited to any known material and may
    18/30 be constructed from composites, rigid plastics, steel, aluminum, brass and bronze.
    [0039] With specific reference to figure 4, the main shift rail 210 is configured with at least two circumferential grooves 422 to receive the retaining element 392 and at least two openings 424, as discussed above. The exploded view of the rail selector damper assembly 260 shows the arrangement of how the rail selector damper assembly 260 is configured on the main shift rail 210. Thus, the rail selector damper assembly 260, as discussed above, can include at least one retaining element 392 slid over main shift rail 210 and seated in circumferential groove 422. retaining element 3 92 is not limited to being a removable element and can be a stop that is permanently attached to main shift rail 210. A washer bushing 390 is then slid over main shift rail 210 to shore retaining element 392. Once washer bushing 390 is placed into place, damping element 388 and washer 386 are slid over main shift rail 210, the damping element 388 is also slid over the washer sleeve 390 and struts a lip of the sleeve 390 at one end and struts the washer 386 at the opposite end. Once the washer 386 is positioned, the arranged elements are introduced at a predetermined pressure, in the rear direction to compress the elements at a predetermined distance, to allow the stop pin 382 to be slid into the opening 424. Once the pin stop 382 is in place, the pressure is removed to allow the elements to expand in the forward direction, so
    19/30 applying a predetermined pressure against the stop pin 382 to prevent the stop pin 382 from sliding out of the opening 424. The rail selector 310 can now be slid over the main shift rail 210 and a duplicating element set can be configured in an opposite way.
    [0040] Rail selector 310 may include a sliding surface 410 which may include at least one sliding element 412. Sliding element 412 is illustrated as a low-friction bushing configured between the inner surface of rail selector 410 and the rail of main change 210. However, the sliding element 412 is not limited to a bushing and can be an anti-friction coating, a bearing or other such mechanism constructed of a material such as, but not limited to, brass, aluminum or a composite material allowing the selector rail 310 to slide longitudinally on main shift rail 210. When used, shift element 412 is slid over main shift rail 210 to a predetermined location within rail selector 310 to anchor stop pin 382.
    [0041] As illustrated in figure 4 and discussed above, each element is duplicated both in front of and behind the rail selector 310 to provide damping in both directions. Specifically, the illustrated rail selector damper assembly 260 includes a front stop pin 482 that is positioned in a front opening 426 and a mounting recess 480 that is configured in the rail selector 310. A front washer 486 having position tabs 484 is positioned to hold the front stop pin 482 in place and a damping element 488 front and a washer bushing 490
    20/30 front are positioned against the front washer 486. Once the elements are arranged, a predetermined amount of pressure is applied to compress the assembly, thus allowing a front retaining element 492 to be positioned on the main shift rail 210 and within a front circumferential groove 428. Once arranged, the rail selector damper assembly 260 becomes a cohesive unit with a main shift rail 210 to absorb and limit non-engagement and other shocks experienced by the shift lever 134 by the operator when the main shift rail 210 it is moved either forward or backward to the shift forks 138, 138 ', 138' ', synchronizer 140 and the first and second plurality of gears 120, 122, which results in improved shift quality.
    [0042] Going now to figure 5, a rotating assembly 510 is illustrated. The rotary assembly 510 may include the input shaft 110 operatively connected with the output shaft 112 or directly or indirectly through the counter shaft 118. The rotating assembly 510 may further include the first plurality of gears 120, the second plurality of gears 122 and at least one synchronizer 140. The input shaft 110 includes a first end 512 for engaging the primary driver (not shown) and a second hollow end 514 having an input gear 516 configured at the hollow end 514 and a cavity bearing 518 positioned on the hollow end 514. Hollow bearing 518 is configured to support main shaft 116 at a front end 520 and a bearing 524 supports main shaft 116 at the rear end 522. Geared end 516 is configured to
    21/30 engage a front gear 526 configured on the countershaft 118. The input shaft 110 can be supported in a housing 124 by at least one bearing 528, while the output shaft 112 can be supported in the housing 124 by the cavity bearing 518 and bearing 524. The counter bearing 112 can be separately supported by a front bearing 530 and a rear bearing 532 configured in housing 124. Bearings 518, 524, 528, 530, 532 are not limited to a specific size or measure, but they may include tapered bearings, thrust bearings, rollers, balls, needles or other known bearings.
    [0043] The countershaft 118 can also include a front middle gear 534, a rear mid gear 536 and a rear gear 538, all of which can be fixedly connected to the countershaft 118. Thus, the second plurality of gears 122 can include a front gear 526, front mid gear 534, rear mid gear 536 and rear gear 538, the second plurality of gears 122 can be configured to transmit torque from the input shaft 110 to the first plurality of gears 120, which may include a front main gear 540, a middle main gear 542 and a rear main gear 544 rotatably attached to main shaft 116. Gears 540, 542, 544 can include a bearing bearing 546 configured between gears 540, 542, 544 and the shaft main 116. Bearing bearing 546 can be a needle bearing that allows gears 540, 542, 544 to rotate around the main axis 116. Thus, the first plurality of gears 120 is in alignment
    22/30 rotary with countershaft 118 and the second plurality of gears 122. The number of gears used is not limited to a specific set, but determined by the measurements and design of the transmission. Gears 120, 122 can be of any known gear design and are illustrated as helical gears.
    [0044] As previously discussed, the plurality of gears 120, 122 transmit torque from the input shaft 110 to the piston 114 configured on the main shaft 110 at the rear of the transmission 100. Thus, a flow path of torque (flow path) can be defined through an interaction between the input gear 516 interspersed or with a front gear 526, to transmit through the counter shaft 118 or through a gear flange 548 of the synchronizer 140, to transmit directly through the main axis 110. A Figure 5 illustrates that the rotary assembly 510 is not limited to the number of synchronizers 140 used to transmit that torque, as a front synchronizer 140 'and a rear synchronizer 140' 'can be included to provide additional torque paths through the countershaft 118 and main axis 116. Synchronizers 140 ', 140' 'engage main axis 116 via a splined connection. Specifically, main shaft 116 includes a front groove 550 and a middle channel 552 for transmitting torque from synchronizers 140 ', 140' 'and through main shaft 116 to ultimately transmit out rotational torque through the plunger 114. For demonstrative purposes only, general synchronizer 140 will be discussed in more detail below.
    23/30 [0045] As still illustrated in figures 5-10, the exemplified synchronizer 140 and its operation will now be discussed in more detail. Synchronizer 140 can be included to provide a smooth transition between different phase shifts and gear selections within the manual composite transmission 100. Synchronizer 140 can be configured to eliminate the chatter effect encountered when changing gear and which can be felt on shift lever 134 by the operator. As shown in Figure 6, synchronizer 140 may include a fixed synchronizer hub 610 positioned between two locking rings or synchronizer rings 612. Synchronizer hub 610 and synchronizer rings 612 are positioned between two separate gear flanges 614. Gear flanges 614 and synchronizer hub 610 both include internal grooves 616, 618. Specifically, synchronizer hub 610 includes internal grooves 616, which are configured to engage at least one channel 550, 552 configured on main shaft 116. Gear flanges 614 include the internal channels 618, which are configured to engage with a corresponding cut-out channel within an edge of the plurality of gears 120. The channels provide a positive engagement between the rotating components to transmit torque as previously discussed.
    [0046] Additionally the synchronizer hub 610, the synchronizer rings 612 and the gear flanges
    614 all include external gear teeth 620 or other known driving characteristics on an external surface of each.
    620 outer gear teeth can be configured
    24/30 for engaging corresponding profiles or internal gear teeth 622 configured on an inner surface of a sliding sleeve 624. The internal gear tooth 622 can be provided with an inner diameter 626 of a sliding sleeve 624, while a circumferential groove 628 can be provided. be configured on an outer surface 630 of a sliding sleeve 624 to receive a portion of the shift fork 138. The internal gear tooth of the sliding sleeve 622 can be configured to interleave and be positioned radially on the synchronizer hub 610, the synchronizer rings 612 and gear flanges 614. Gear teeth 620, 622 can be configured with reduced radial clearance to improve gearing when sliding sleeve 624 begins to engage gear flange 614.
    [0047] The synchronizer 140 may also include a pre-energizer 640, which can be configured within the synchronizer hub 610 by applying additional force during synchronization and engagement. Pre-energizer 640 can include a bearing 642, a plunger 644 and a spring 646, pre-energizer 640 can be received in an opening 648 or cavity extending radially inward and at a predetermined distance from a radial surface outer gear tooth of hub 620. Pre-energizer 640 can be arranged with spring 646 inserted into cavity 648, plunger 644 can be inserted afterwards and then insert bearing 642. Pre-energizer 640 can be retained through the use of a groove or channel 632 configured on the inner diameter 626 of the sliding sleeve 624. The synchronizer components can be constructed from known metallic materials, such as, but not
    25/30 limited to steel, aluminum, titanium, carbon fiber, plastics or other known materials. Gears can be formed during the component manufacturing process, such as by molding, casting, machining or other known processes available.
    [0048] Figure 7 illustrates an exemplary pre-energizer 740. Specifically, the pre-energizer 740 may include an angular bearing 742, a plunger 744 and a spring 746. The pre-energizer 740 can be received in an opening 748 or cavity that extends radially inward at a predetermined distance from a outer radial surface 750 of the gear tooth of hub 720. Pre-energizer 740 can be arranged with spring 746 inserted into cavity 748, plunger 744 can then be inserted and then insert angular bearing 742. Pre-energizer 740 can be retained through the use of a groove or channel 732 configured in the inner diameter 726 of the sliding sleeve 724. The synchronizer components can be constructed from known metallic materials, such as, but not limited to steel, aluminum, titanium, plastic carbon fiber or other known material. Gears can be formed during the manufacturing process of components such as by molding, casting, machining or other known processes available.
    [0049] Figures 8A-8C illustrate an exemplary operational sequence where shift fork 138 including shift block 810, which is positioned within circumferential groove 628 when fully assembled. The shift block 810 is usually a plastic or Teflon sleeve that is positioned around a contact surface on the
    26/30 shift fork 138. shift block 810 is used to prevent friction from preventing shift fork 138 from moving the sliding sleeve 624. shift fork 138 and included shift block 810 can be configured to transmit linear movement of shift lever 134 to sliding sleeve 624, to allow synchronizer 140 to select a predetermined gear set, as previously discussed. Specifically, forward and backward movements of shift fork 138 exert a predetermined force to be transmitted through gear shift control system 136, to be applied to sliding sleeve 624. The movement of sliding sleeve 624 initiates synchronizer synchronization. 140 and gear hitch. During the synchronization phase, the movement of the glove typically results in a high level of force being developed, still resulting in one of the damping elements 388, 488 to be compressed. However, the improved holding piston 242 and holding ramp 244 can assist in reducing the high level of force by reducing the force from approximately 29N to approximately 13N. Figures 8B and 8C illustrate this movement of the shift fork 138 towards the forward direction, which, as the sliding sleeve 624 moves the bearing 642, piston 644 and spring 646, provides resistance, therefore forcing the synchronizer ring 612 against the target gear .
    [0050] Additionally, the synchronizer rings 612 rotate due to the friction of the rotating assembly 510, until the synchronizer rings 612 find a wall 650 of the fixed synchronizer hub 610. In this position, a plurality of engaging chamfers 652 is aligned and synchronization begins.
    27/30
    Once synchronization begins, the compressed damping element 388,488 suddenly relieves compression, thus allowing stored energy to move damping element 388, 488, which restores damping element 388, 488 to a kinetic system. The energy released accelerates the sliding sleeve 624 to engage the gears while the speed helps prevent chatter associated with the engagement of the gears. Once the sliding sleeve 624 is accelerated and synchronization progresses, the synchronizer ring 612 and the sliding sleeve 624 are interspersed via the chamfers 652 and the external gear tooth 620 on the gear flange 614 are also aligned via the chamfers 652 and completely engaged by the sliding sleeve 624, as it is advanced towards the gear. Once the internal gear teeth 622 come into contact with the gear flange 614, the external gears 620 interlock via the chamfers 652, allowing the sliding sleeve 624 to fully engage the gear flange 614 and initiate the transfer of torque through that specific gear change.
    [0051] With reference specifically to figures 9-11, these illustrate a top view of the interconnection as discussed above. Figure 9 shows the sliding sleeve 624 in full engagement with the synchronizer ring 612, as the chamfer 652 aligns with the tooth. Figure 10 illustrates the initial mixing of the sliding sleeve 624, chamfers 652 engaging the chamfers 652 of the gear flange 614, before complete engagement. Figure 11 illustrates the complete engagement of the sliding sleeve 624 with the gear flange 614 to create a torque path as previously discussed. Trip
    28/30 synchronizer 140 occurs in reverse order.
    [0052] Regarding the processes, systems, methods, heuristics, etc. described here, it should be understood that although the steps of such processes etc., have been described as occurring according to a certain sequential order, such processes can be practiced with the steps described, arranged in an order other than that described here. It should also be understood that certain steps can be performed simultaneously, that other steps can be added or that certain steps described here can be omitted. In other words, the process descriptions here are provided for the purpose of illustrating certain configurations and are in no way to be construed as limiting the claimed invention.
    [0053] Accordingly, it should be understood that the above description is intended to be illustrative and not restrictive. Many configurations and applications other than the examples provided should be apparent from reading the description. The scope of the invention must be determined, not with reference to the above description, but should, instead, be determined with reference to the appended claims, together with the entire scope of equivalents for which such claims are due. It is anticipated and intended that future developments will occur in the technologies discussed here, and that the systems discussed and methods will be incorporated into such future configurations. In short, it should be understood that the invention is capable of modifications and variations.
    [0054] All terms used in the claims are intended to give their broadest and most reasonable
    29/30 constructions and their ordinary meanings as understood by those knowledgeable in the technologies described here, unless an explicit statement to the contrary is made here. In particular, the use of singular articles such as one, o, said, etc. they must be read to recite one or more of the elements indicated unless a claim recites, otherwise an explicit limitation.
    [0055] References in the specification to an example, an approximation, or an application mean that a particular profile, structure or feature described in connection with the example is included in at least one example. The phrase in an example in several places in the specification does not necessarily refer to the same example each time it appears.
    [0056] The present description has been particularly shown and described with reference to the above-cited illustrations, which are merely illustrative of the best way to carry out the description. It should be understood that for those skilled in the art, the various alternatives to the illustrations of the description described here can be employed when practicing the description, without departing from the spirit and scope of the description as defined in the following claims. It is intended that the following claims define the scope of the description and that the method and apparatus within the scope of these claims and their equivalents are therefore covered. This disclosure description must be understood to include all new and non-obvious combinations of the elements described here and the claims may be presented in this or following applications to any new and non-obvious combination of these elements.
    30/30 [0057] In addition, as mentioned above, the illustrations are illustrative and no single profile or element is essential to all possible combinations that can be claimed in this or later applications. Therefore, it is intended that the invention is not limited to the particular configuration described as the best contemplated way of conducting the invention, but that the invention will include all configurations falling within the scope of the claims. The invention can be practiced in another way than is specifically explained and illustrated, without departing from the spirit or scope. The scope of the invention is limited only by the following claims.
    权利要求:
    Claims (18)
    [1]
    1. Mechanism of change of compound transmission, characterized by the fact of understanding:
    - a plurality of gears configured on at least one transmitting axis;
    - at least one synchronizer configured to engage at least two pluralities of gears;
    - a control system configured to engage and position the synchronizer within alignment with at least two pluralities of gears; and
    - at least one damper set configured in the control system and operably connected to the synchronizer.
    [2]
    2. Mechanism according to claim 1, characterized in that the control system includes a plurality of shift rails operatively connected to at least one shift fork.
    [3]
    3. Mechanism according to claim 2, characterized in that the control mechanism includes a main shift rail, the main shift rail supporting the shock absorber assembly.
    [4]
    4. Mechanism according to claim 2, characterized in that the control mechanism includes at least one adjustment mechanism interconnected to at least one of a plurality of changing tracks.
    [5]
    5. Mechanism according to claim 4, characterized in that at least one adjustment mechanism includes at least one retaining piston operatively connected to a main shift rail, through a retaining ramp, the adjustment mechanism configured for at least one to minimize or eliminate free play when shifting the
    2/4 composite transmission.
    [6]
    6. Mechanism, according to claim 5, characterized by the fact that the retention ramp includes an indexed central section with inclined ramps configured in and out of the indexed central section.
    [7]
    7. Mechanism according to claim 5, characterized in that the holding piston has a length of approximately 25 mm to 40 mm.
    [8]
    8. Mechanism according to claim 1, characterized in that the damping mechanism includes at least one rail selector having a first wing extending laterally, configured on a first side and a second wing extending laterally, configured on a second opposite side on the first side, the wings being operatively connected to at least one shift fork configured to engage at least one synchronizer.
    [9]
    9. Mechanism according to claim 1, characterized in that the damping mechanism includes at least one damping element constructed of an absorbing element and configured to absorb movement in at least one of a plurality of gears.
    [10]
    10. Transmission shift mechanism, characterized by the fact that it comprises:
    - a plurality of gears configured on at least one transmission axis;
    - at least one synchronizer configured to engage at least two of a plurality of gears; and
    - a shift rail mechanism including an operatively connected main shift rail damper assembly to engage and position the synchronizer within
    3/4 alignment with at least two of the pluralities of gears.
    [11]
    11. Mechanism according to claim 10, characterized in that the at least one synchronizer includes a pre-energizer configured with at least one of a bearing, a piston and a spring.
    [12]
    12. Mechanism according to claim 11, characterized in that the bearing is at least one of an angled projection and a ball bearing configured to engage a recess in a tubular sleeve.
    [13]
    13. Mechanism according to claim 11, characterized in that the at least one synchronizer includes at least one fixed synchronizer hub configured between at least two synchronizer rings, which are positioned between two gear flanges.
    [14]
    14. Mechanism according to claim 10, characterized in that the at least one synchronizer still comprises a synchronizer ring and a sliding sleeve configured to engage and interleave each other through a plurality of bevel gears correspondingly configured in each one.
    [15]
    15. Mechanism according to claim 10, characterized in that the control mechanism includes at least one adjustment mechanism interconnected to at least one of the plurality of changing tracks.
    [16]
    16. Mechanism according to claim 15, characterized in that the at least one adjustment mechanism includes at least one retaining piston operatively connected to a main shift rail via a retaining ramp, the adjustment mechanism
    4/4 configured to at least one of the minimize or eliminate a free game when moving the composite transmission.
    [17]
    17. Mechanism according to claim 16, characterized in that the retaining ramp includes an indexed central section with inclined ramps configured in and out of the indexed central section.
    [18]
    18. Mechanism according to claim 16, characterized in that the holding piston has a length of approximately 30 mm to 35 mm.
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    同族专利:
    公开号 | 公开日
    US9752677B2|2017-09-05|
    US20140090499A1|2014-04-03|
    CN104704264A|2015-06-10|
    US20150192204A1|2015-07-09|
    US9021909B2|2015-05-05|
    WO2014055404A1|2014-04-10|
    CN104704264B|2017-03-22|
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    法律状态:
    2018-11-21| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2020-01-07| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-05-04| B25G| Requested change of headquarter approved|Owner name: EATON CORPORATION (US) |
    2021-05-25| B25A| Requested transfer of rights approved|Owner name: EATON INTELLIGENT POWER LIMITED (IE) |
    2021-10-13| B350| Update of information on the portal [chapter 15.35 patent gazette]|
    2022-02-22| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    优先权:
    申请号 | 申请日 | 专利标题
    US201261708322P| true| 2012-10-01|2012-10-01|
    US13/670,449|US9021909B2|2012-10-01|2012-11-06|Dampers at the main shift rod|
    PCT/US2013/062601|WO2014055404A1|2012-10-01|2013-09-30|Dampers at the main shift rod|
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