• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a device for manual shifting of a gearbox (2) in a vehicle. The vehicle comprises a motor (7), a gear lever (1) for manual shifting of the gearbox (2), a motion transmitting mechanism arranged to transmit the shifting movements of the gear lever (1) to the gearbox (2) and a clutch mechanism (8, 35) with which it is possible to disengage the gearbox (2) from the engine (7). The device comprises a locking means (22) which is adjustable in a non-locking position in which it allows gear movements from the gear lever (1) to be transmitted to the gearbox (2) and in a locking position in which it blocks the gear movement of the gear lever (1) so that the gear lever ( 1) has not been displaced from a loaded gear position and an actuating device (33, 34) adapted to set the locking means (22) in the non-locking position during times when the clutch mechanism (8, 35) has disengaged the gearbox (2) from the engine ( 7) and that the locking means (22) is in the locking position during times when the clutch mechanism (8, 35) has not fi switched on the gearbox (2) from the motor (7). (Fia 2)
    公开号:SE1051244A1
    申请号:SE1051244
    申请日:2010-11-26
    公开日:2012-05-27
    发明作者:Kenneth Hammarstedt
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    The clutch mechanism has not disengaged the gearbox from the engine. Thus, it is not possible to wear a gear in the gearbox with the help of the gear lever and push in a new gear as long as the gearbox has not been disengaged from the engine in an acceptable manner. Thus, only the shifting procedure can take place correctly and is carried out only after a complete disengagement of the gearbox from the engine. With the help of the device, damage and wear on the components of the gearbox can be prevented, which is caused by incorrect gearing behavior of a driver.
    According to a preferred embodiment of the present invention, the locking means comprises a length-changing force means which is connected to a component of the motion-transmitting mechanism. A length-changing force means can easily be placed in a locking position by being connected to a medium from a source of pressure medium. The length-changing force means can be set in a non-blocking position by being connected to a lower source of pressure which may be of ambient pressure. The movements of a gear lever are thus transmitted via a motion-transmitting mechanism to the shifting components in the gearbox. It is usually sufficient for the length-changing collar member to block the movement of one of the components of the motion-transmitting mechanism to prevent the gear lever from being locked in a loaded gear position.
    According to a preferred embodiment of the present invention, the length-changing force means is connected to a gear driver shaft of the motion transmitting mechanism in such a way that in the locking position it prevents a rotational movement of the gear shaft in at least one direction of rotation. On occasions when a gear is disengaged and a new gear is engaged, the gearshift shaft in the gearbox performs a rotational movement. As a rule, half of the gears are engaged by a downward rotational movement of the gear shaft from a neutral position while the other half of the gears are engaged by a counterclockwise rotational movement of the gear shaft from the neutral position. With knowledge of which gear is engaged, it is thus sufficient for the locking means to block the rotational movement of the gear shaft in a rotational direction in order to block the gear lever in a loaded gear position. Advantageously, the longitudinally changing force means is connected to the gear shaft via a lever. Thus, a lcra means with a moderate force can also provide a relatively large torque to counteract a rotational movement of the gear shaft and block the gear lever in an engaged gear position.
    According to another embodiment of the invention, the length-changing force means has a stationary portion which is connected to a housing enclosing the gearbox. In order to be able to block the movement of a component in the motion transmitting mechanism, it is suitable that the force means has a stationary attachment. The stationary part of the power member can advantageously be fastened in a housing which encloses the components of the gearbox. However, it is possible to attach the stationary part of the crane body to an arbitrary stationary component in connection with the gearbox. According to a preferred embodiment, the length-changing force means is a pneumatic cylinder. Such a cylinder has a space adjacent to a piston which is connected to a piston rod. The piston rod is in turn connected to a component of the motion transmitting mechanism. When pressure hatch fi is supplied to the space, the piston rod is displaced by the piston to a position where it blocks said component in the motion transmitting mechanism. When the space is connected to air by the ambient pressure, blocking of the approximate component in the motion-transmitting mechanism ceases. Alternatively, a hydraulic cylinder can be used. The length-changing force member is advantageously double-acting. If the collar is a pneumatic double-acting cylinder, it has two spaces on opposite sides of the piston. By supplying compressed air to one of said spaces, the piston rod is displaced by the piston to a first position where it can block the gearbox shaft in a first rotational position. By supplying compressed air to the opposite space, the piston rod is displaced by the piston in an opposite direction to a second position where it can block the gearbox axle in a second rotational position.
    According to another preferred embodiment of the present invention, the activating device is a control unit which is adapted to receive information indicating whether the gearbox is disengaged from the engine or not and to control the activation of the locking means by means of this information. The control unit may be a computer unit with suitable software for this purpose. Advantageously, the control unit is adapted to receive information from a sensor which senses the position of a clutch pedal of the clutch mechanism. Said sensor can sense the position of any movable component of the clutch to inform the control unit whether the gearbox is disengaged from the engine or not. The clutch pedal must be depressed by the driver to disengage the gearbox before a shifting process is performed. In this case, the said sensors thus sense when the clutch pedal has been depressed from the initial position. The clutch pedal may be slidable between an initial position and a depressed end position and the control unit is adapted to control the activation of the locking means so that it is set in the locking position as long as the clutch pedal is not displaced to a release position located at a predetermined distance from the initial the situation. In order for a shifting process to be carried out in a desired way, the gearbox should be completely disengaged from the engine. This is the case when the clutch pedal has been moved to a certain distance from the initial position. This distance can, for example, constitute 80% of the total distance between the initial position and the depressed end position. The clutch pedal usually does not need to be fully depressed for the gearbox to be completely disengaged from the engine.
    BRIEF DESCRIPTION OF THE DRAWINGS The following is described by way of example a preferred embodiment of the invention with reference to the accompanying drawings, in which: Fig. 1 shows a part of a vehicle with a gearbox and an engine and Fig. 2 shows a device for manual gearing according to the present invention.
    DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION Fig. 1 schematically shows a gear lever 1 for a gearbox 2. The gear lever 1 is movably arranged in a conventional manner to predetermined gear positions for inserting various gears in the gearbox via a first motion transmitting mechanism comprising a first wire 3. The first wire 3 has a stretch from a first lever 1a of the gear lever to a first housing 4 which is arranged in the gearbox 2. The movements of the gear lever 1 in the longitudinal direction of the vehicle are transmitted via a second motion transmitting mechanism comprising a second wire 5.
    The second wire 5 has a distance from a lever 1b of the gear lever to a second housing 6 which is arranged in the gearbox 2. The shifting movements, via the second wire 5, allow a loading and unloading of the individual gears in the gearbox 2.
    The gearbox 2 is arranged in a vehicle driven by a motor 7. The vehicle comprises a schernatically shown coupling 8 which is arranged between an output shaft 7a of the engine 7 and an input shaft 2a of the gearbox.
    Fig. 2 shows the first motion transmitting mechanism and the second motion transmitting mechanism in connection with the gearbox 2. The first motion transmitting mechanism comprises e or the first wire 3 an arm 9. The arm 9 is connected at a first end to the first wire 3 and at a second end is rotatably arranged around a hinge 10. The arm 9 comprises a fixedly arranged fork-shaped member 11. The fork-shaped member 11 comprises a recess for receiving a projecting element 12 which is fixedly arranged on a gearbox shaft 13. The gearbox shaft 13 is rotatable and displacement bait mounted in at least two bearings 14 as shown schematically in Fig. 2. When the gear lever 1 is moved laterally between two gear positions, a movement is obtained which propagates via the first wire 3. The wire 3 thus displaces the arm 9 so that it rotates around the bearing point 10. The fork-shaped member 11 is thereby rotated and displaces the gear shaft 13 in an axial direction via the fixed annulus. A gear driver 13a, seen schematically from above, is fixedly mounted on the gear shaft 13. The gear driver 13a, which provides a loading and unloading of gears in the gearbox 2, is slidably arranged by means of the first motion transmitting mechanism in the gear shaft. 13 longitudinal direction.
    The second motion-transmitting mechanism comprises, after the second wire 5, a lever arm 15 which is arranged in the housing 6. The lever arm 15 is fixedly connected at a first end to the second wire 5 and at an intermediate portion rotatably mounted by means of a joint 16.
    The other end of the heating arm 15 comprises a recess 17 which is arranged to receive a projecting element 18 which is fixedly arranged on a cylindrically shaped coupling element 19. Coupling element 19 comprises at one end surface a coaxial connection with a rod 20. The rod 20 comprises a fixed element 20a which is in contact with a member 13b fixedly mounted on the gearshaft axle 13. A torque firing movement of the rod 20 is transmitted by means of the element 20a and the member 13b to a rotational movement of the gearshift driver shaft 13. A rotational movement of the gearshift axle 13 causes a corresponding rotational movement of the gear driver 13a so that a loading or unloading of a gear in the gearbox 2 is obtained. An existing gear is disengaged and a new gear is engaged using the second motion transmission mechanism.
    A lever 21 has one end fixedly mounted on the gear shaft 13. The lever 21 has an opposite end which is hingedly connected to a movable end portion of a double-acting pneumatic cylinder 22. The double-acting pneumatic cylinder 22 has an oppositely arranged stationary end portion which is hingedly attached to a housing 23 enclosing gearbox components. The double-acting pneumatic cylinder 22 has a first space 24 and a second space 25 on opposite sides of a movably arranged piston 26. The piston 26 is connected to a piston rod 27. The first space 24 of the cylinder is connected to a source of compressed air 28 by means of a line 29. The line 29 comprises a three-way valve 30. By means of the three-way valve 30, the first space 24 of the cylinder can be connected to the source of compressed air 28 or ambient air. The second space 25 of the cylinder is connected to the source of compressed air 28 by means of a line 31. The line 31 comprises a three-way valve 32. By means of the three-way valve 32 the second space 25 of the cylinder can be connected to the source of compressed air 28 or ambient air. An electrical control unit 33 is adapted to control the three-way valves 30, 32. The electrical control unit 33 is adapted to receive information from a sensor 34 which senses the position of a clutch pedal 35 which can be displaced from an initial position 35a to an entire position. depressed end position 35b.
    The control unit 33 suitably has access to information about which gear is engaged in the gearbox 2. In this case, the gear driver 13a places gears with odd numbers by a clockwise rotational movement of the gear driver shaft 13 from a neutral turning position and gears with even numbers through a counterclockwise rotational movement of the gear shaft 13 from the neutral rotational position. The control unit 33 receives substantially continuously information from the sensor 34 regarding the position of the clutch pedal 35. When the clutch pedal 35 is in the initial position 35a, the control unit 33 connects one space 24, 25 of the cylinder to the source of compressed air 28 and the other space of the cylinder to the surrounding air by means of the three-way valves 30, 32. When the first space 24 is connected to air and the second space 25 is connected to ambient air, the cylinder has a maximum length. In this case, the gearbox shaft 13 is locked in a clockwise rotational position relative to a neutral rotational position. When the second space 25 is connected to a pressure cap fi and the first space 24 is connected to ambient air, the cylinder has a minimum length. In this case, the gear shaft 13 is locked in a counterclockwise rotational position relative to the neutral rotational position. Depending on whether the engaged gear has an odd or even number, compressed air from the compressed air source is supplied to one of the cylinder spaces 24, 25 when the clutch pedal 35 is in the initial position 35a. In order to be able to carry out a shift travel, the driver must first depress the clutch pedal 35 before stopping the shift lever 1. When the control unit 33 receives information from the sensor 34 indicating that the clutch pedal 35 has been displaced to a predetermined distance from the initial position 35a to a disengagement position 35c, the control unit 33 finds that the input shaft 2a of the gearbox is fully engaged from the motor shaft 7a.
    Said predetermined distance may constitute about 80% of the clutch pedal distance between the initial position 35a and the fully depressed end position 35b. The control unit 33 now sets the three-way valves 30, 32 in positions so that both spaces 24, 25 of the cylinder are connected to ambient air. Thus, the gear shaft 13 is freely rotated in the desired direction. The driver can now move the gear lever 1 from a loaded gear position to a new desired gear position. The lines 29, 31 have a relatively small diameter. Thus, the pressure does not drop immediately in the space 24, 25 which has been connected to the pressure source 28 when it is connected to ambient air. This creates an initial resistance for the gear lever 1 as it is moved from the loaded position. However, this initial resistance decreases relatively rapidly as the pressure drops in the current space 24, 25. As long as the clutch pedal 35 is depressed, the gear lever 1 can be moved to an arbitrary gear position. When the driver releases the clutch pedal 35 to a position above said predetermined disengagement position 35b, a new gear has been loaded into the gearbox. The control unit 33 registers which gear has been engaged. The control unit 33 then controls the valves 30, 32 so that the pressure source 28 is connected to the spaces 24, 25 of the cylinder at which the cylinder 22 blocks the gear lever 1 in the new gear position.
    The invention is in no way limited to the described embodiment but can be varied within the scope of the claims.
    权利要求:
    Claims (10)
    [1]
    A device for manual shifting of a gearbox (2) in a vehicle, the vehicle comprising an engine (7), a gear lever (1) for manual shifting of the gearbox (2), a motion transmitting mechanism arranged to transmit the shifting movements of the gear lever (1) to the gearbox (2) and a clutch mechanism (8, 35) with which it is possible to disengage the gearbox (2) from the motor (7), characterized in that the device comprises a locking means (22) which is adjustable in a non-locking position in which it allows shifting movements from the gear lever (1) to be transferred to the gearbox (2) and in a locking position in which it blocks the gear movement of the gear lever (1) so that the gear lever (1) cannot be displaced from an engaged gear position and an actuating device (33, 34) adapted to set the locking means (22) in the non-locking position during times when the clutch mechanism (8, 35) has disengaged the gearbox (2) from the motor (7) and to set the locking means (22) in the locking position during times when the clutch mechanism (8, 35) has not disengaged the gearbox (2) from the engine (7).
    [2]
    Device according to claim 1, characterized in that the locking means comprises a length-changing force means (22) which is connected to a component (13) of the motion-transmitting mechanism.
    [3]
    Device according to claim 2, characterized in that the length-changing force means (22) is connected to a gear shaft (13) of the motion transmitting mechanism in such a way that in the locking position it prevents rotational movements of the gear shaft (13) in at least one direction of rotation.
    [4]
    Device according to claim 3, characterized in that the length-changing collar means (22) is connected to the gear shaft (13) via a lever (21).
    [5]
    Device according to claim 3 or 4, characterized in that the length-changing force gene (22) has a stationary portion which is connected to a housing (23) which encloses the components of the gearbox.
    [6]
    Device according to one of Claims 2 to 5, characterized in that the length-changing force means is a pneumatic cylinder (22). 10 15 20
    [7]
    Device according to claim 6, characterized in that the pneumatic cylinder (22) comprises »occupies at least one space (24, 25) which is connectable to a pressure source when the cylinder is in the blocking position and with ambient air when the cylinder is in the non-blocking position.
    [8]
    Device according to one of the preceding claims, characterized in that the actuating device comprises a control unit (33) which is adapted to receive information indicating whether the gearbox (2) is disengaged from the motor (7) and to control the actuation of the locking means ( 22) using this information.
    [9]
    Device according to claim 8, characterized in that the control unit (33) is adapted to receive information from a sensor (34) which senses the position of a clutch pedal (35) of the clutch mechanism.
    [10]
    Device according to claim 9, characterized in that the clutch pedal (35) is displaceable between an initial position (3 Sa) and a depressed end position (35b) and that the control unit (33) is adapted to control the activation of the locking means so that it is set in the locking position as long as the clutch pedal (35) has not been shifted to a release position (3 Se) located at a predetermined distance from the initial position (3 5a) _
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    同族专利:
    公开号 | 公开日
    SE536037C2|2013-04-09|
    WO2012070998A1|2012-05-31|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2748910A|1955-02-24|1956-06-05|Caterpillar Tractor Co|Locking gate for shifting mechanism of a six-speed transmission|
    GB1179426A|1967-04-20|1970-01-28|Dewandre Co Ltd C|Improvements in or relating to Air Pressure Operated Gear Changing Systems|
    US4449416A|1981-09-04|1984-05-22|J. I. Case Company|Transmission control system|
    JPH03105756U|1990-02-19|1991-11-01|
    DE10010040A1|2000-03-02|2001-09-06|Volkswagen Ag|Multi-stage reduction gear has selector shaft, sliding selector shaft, locking sleeve, blocking element and bolt.|
    JP4399946B2|2000-03-29|2010-01-20|いすゞ自動車株式会社|Shift operation control device for auto clutch car|
    DE10029527A1|2000-06-15|2002-01-10|Zahnradfabrik Friedrichshafen|Electro-pneumatic selection unit for large commercial vehicle gearboxes has common actuator for blocking devices for preventing mechanical/pneumatic selection of disallowed ratios|
    US6745878B1|2003-01-22|2004-06-08|Deere & Company|Transmission clutch interlock|
    DE102005011272A1|2005-03-11|2006-09-28|Zf Friedrichshafen Ag|Device for preventing overloading of synchronisations in manual shift transmissions has mechanical locking mechanism preventing rotation of selector shaft if clutch release member is not actuated|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1051244A|SE536037C2|2010-11-26|2010-11-26|Device for manual shifting of a transmission in a vehicle|SE1051244A| SE536037C2|2010-11-26|2010-11-26|Device for manual shifting of a transmission in a vehicle|
    PCT/SE2011/051375| WO2012070998A1|2010-11-26|2011-11-16|Device for manual gearchange in a gearbox of a vehicle|
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