• 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 invention relates to a gearbox (103) arranged between a main shaft box (102) of a vehicle (100) and a propeller shaft coupled to the drive wheels of the vehicle. The gear unit comprises a planetary gear with teeth cut at an angle relative to the gear shaft (104) shaft (104). The teeth (12) of the planetary gear ring gear (7) are formed with at least one synchronizing tooth (20) designed to synchronize the speed between the ring gear (7) and the respective clutch cone (10, 11) and at least one clutch tooth (21) designed to engage the ring wheel ( 7) towards the respective coupling cone (10, 11). Figure 2 for publication
    公开号:SE1150835A1
    申请号:SE1150835
    申请日:2011-09-15
    公开日:2013-03-16
    发明作者:Jonas Lundin
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    The gearbox housing, and the high-position position, in which the ring gear is freely rotatable relative to the gearbox housing. The planetary gear unit also comprises two clutch rings arranged on each side of the ring wheel, a high clutch ring and a low clutch ring, respectively, and two synchronizing rings which are arranged on either side of the ring wheel with limited freedom of rotation. The synchronizing rings block the axial displacement and coupling of the ring gear with the current coupling ring before synchronous rotation is present.
    In order to obtain a good synchronizing function in this type of gearbox, the surface of the teeth of the synchronizing ring which faces the ring gear and which is intended to receive the teeth of the ring gear during synchronization, must be provided with an angle, so-called locking angle, in relation to the axis of rotation of the synchronizing ring, which locking angle must be balanced against the braking torque which the synchronizing ring transmits on the ring gear in order to achieve synchronous speed.
    This means that said locking angle must be designed so that the teeth of the synchronizing ring lock the ring gear sufficiently so that synchronous speed can be obtained, without for that reason blocking the ring wheel when it is to engage in the current clutch cone after synchronous speed has been obtained. The teeth should also not turn away too easily so that synchronous speed is not achieved before the ring gear can get past. In order to have a good abutment between the teeth of the ring gear and the teeth of the synchronizing ring and at the same time prevent the teeth of the ring wheel from abrading the teeth of the synchronizing ring and thus changing the tooth angle of the synchronizing ring, the end surfaces of the teeth on the ring gear should be provided with the synchronizing angle ring. However, the locking angle of the teeth of the synchronizing ring which is favorable for synchronization is not necessarily favorable for the subsequent coupling of the ring wheel to the coupling ring. This can therefore mean that the wear on, above all, the teeth of the coupling ring becomes large and that the coupling of the ring wheel with the coupling ring is slow or completely blocked, which means that the coupling function is completely absent.
    In the case where the teeth of the ring wheel are cut at an angle to the axis of rotation of the ring wheel, the force ratio during engagement becomes different than when the teeth are parallel to the axis of rotation. When moving in the axial direction, the ring wheel will not move parallel to its axis of rotation but will rotate around it and follow the direction of the oblique teeth. It also requires a greater force to change gear in the range gearbox than, for example, a main gearbox, which is the reason why a range gearbox normally has assisted operation, of compressed air or hydraulics. The ring gear teeth must perform both synchronization and engagement of the ring gear and function as load-transmitting components when the gear unit is engaged and transmits driving force from the motor to the drive wheels. The teeth of the ring gear only hit a given side of the teeth of the synchronizing ring, the gear either accelerating or braking towards the high-range position and the bearing-position position, respectively. Changing the gearbox in the range gearbox thus requires a lot of power and the components are exposed to great wear. An example of a gearbox with a synchronization function is described in FR2906857. In this invention, the synchronization takes place in a main gearbox where the included gears are provided with straight clutch teeth. The object of the invention is to counteract jerks and blows in a gear lever. All teeth in the gearbox in FR2906857 are pointed in the same way, ie with the same angle. In the gearbox according to FR2906857, the design of the gear teeth is designed for comfort and not for optimal synchronization and engagement.
    There is a need for an improved range gearbox, where both the synchronization process and the engagement process can take place in a satisfactory and fast manner, without exposing the teeth to more wear than necessary.
    OBJECT OF THE INVENTION The object of the present invention is to provide an improved gearbox, where both engagement and synchronization of the gear positions are performed in a satisfactory and rapid manner, without subjecting the teeth in the gearbox to more wear than necessary.
    Summary of the invention According to the invention, the above-mentioned objects are achieved with a range gearbox according to claim 1.
    By designing the range gearbox in this way, the teeth for synchronization on each synchronization ring and the ring gear can be designed, and thus optimized, only for synchronization, and the teeth for engaging the high and low range gears, respectively, are designed, and thus optimized, only for engagement. In this way, two independent processes are obtained, one for synchronization and one for connection, for which the respective teeth are optimized. Since the teeth of the ring gear in the range gearbox according to the invention have been optimized for one or the other process, the wear on the teeth can be minimized.
    According to another embodiment, each of the teeth of the synchronizing rings may be provided with a locking surface which substantially faces the ring wheel and which is intended to receive the synchronizing teeth of the ring wheel during synchronization.
    The barrier surface forms an angle, so-called locking angle, in relation to the axis of rotation of the synchronizing ring. The synchronizing teeth of the ring gear are provided with a surface which is substantially parallel to the locking surface. This results in a good contact between the teeth of the synchronizing ring and the synchronizing teeth of the ring wheel during synchronization. This reduces the wear between the teeth on the ring gear and the clutch cone. This also means that the locking angle of the teeth of the synchronizing rings is maintained during the main life of the gearbox instead of being worn down due to the influence of the engagement process.
    According to a further embodiment, each of the teeth of the clutch rings can be provided with a surface which substantially faces the ring wheel and which is intended to receive the clutch teeth of the ring wheel when engaged. This surface of the teeth of the coupling rings forms an angle, so-called coupling angle, in relation to the axis of rotation of the coupling ring. The coupling teeth of the ring wheel are provided with a surface which is substantially parallel to the surface of the teeth of the coupling rings.
    This results in a good contact between the teeth of the clutch rings and the clutch teeth of the ring wheel when engaged. By disengaging the synchronizing process and the switching process in the range gearbox, the teeth of the clutch rings and the clutch teeth of the ring gear can be designed and thus optimized for the clutch function. In this way, it is possible to optimize the engagement angle for the ring gear's obliquely cut teeth.
    According to another embodiment, the locking angle and the coupling angle can be different sizes. In this way, no compromise is required between the different requirements for a good synchronization process and the requirements for a good connection process.
    In addition, the wear on the teeth in the gearbox is minimized. According to another embodiment, the teeth of the clutch rings and the clutch teeth of the ring wheel may be pointed and formed with a first inclined surface and a second inclined surface. The first inclined surface of the coupling teeth of the ring gear is designed so that a good abutment is obtained against the first inclined surface of the teeth of the coupling rings when these surfaces meet each other. The second inclined surface of the coupling teeth of the ring gear is designed so that a good abutment is obtained against the second inclined surface of the teeth of the coupling rings when they hit each other. Since the engagement of the low and high range positions are separated from the synchronization process, the size and angle of the first and second oblique surfaces of the ring gear teeth and the clutch ring teeth can be selected so that optimal engagement can occur regardless of which of the ring gear clutch teeth first hits the clutch rings. teeth. Good abutment is obtained when the surfaces of the facing teeth are substantially parallel and the contact area between them becomes as large as possible.
    According to a further embodiment, the teeth of the coupling rings and the coupling teeth of the ring wheel can be pointed asymmetrically. In this way, the surfaces of the teeth of the coupling rings and the teeth of the coupling teeth of the ring gear which are considered to be best for coupling can be made larger, at the same time as the surfaces which are not considered advantageous for coupling are made smaller.
    According to a further embodiment, at least one of the synchronizing teeth of the ring gear can be pointed and formed with a first inclined surface and a second inclined surface. Thus, the range gearbox can be adapted for two different engagement processes.
    According to a further embodiment, the at least one synchronizing tooth of the ring wheel can be pointed asymmetrically. In this way, the most advantageous area for synchronization can be made larger, thereby optimizing the synchronization function.
    According to a further embodiment, the gears in the planetary gear can be inclined to the right. This results in a favorable power distribution in the gearbox.
    The invention also relates to a vehicle with a gearbox according to the invention. Brief Description of the Drawings The invention will now be described in more detail by means of non-limiting exemplary embodiments and with reference to the accompanying drawings, in which; Figure 1a schematically shows a vehicle according to the invention.
    Figure 1b schematically shows a detail of the vehicle in figure 1a.
    Figure 1c schematically shows an exploded view of range gear according to the invention.
    Figure 2 schematically shows a cross section of an embodiment of a range gear according to the present invention, in a position before synchronization where the teeth of the ring gear approach the teeth of the synchronization ring. Figure 3 schematically shows a cross section of an embodiment of a range gear according to the present invention, in a position where the ring wheel synchronizing teeth have hit the teeth of the synchronizing ring and synchronization is present, Figure 4 schematically shows a cross section of an embodiment of a gearshift according to the present invention, in a position where the coupling teeth of the ring gear have hit the teeth of the coupling cone according to a first coupling process, after synchronization has occurred. shows diagrammatically a cross-section of an embodiment of a range gear according to Figure 4, in a position where the teeth of the ring gear have been connected to the teeth of the clutch cone according to a first engagement process and the range gear is in either bearing position or Fig. 6 schematically shows a cross-section of an embodiment of a range gearbox according to the present invention, according to a second engagement process, after synchronization is present, Fig. 7 schematically shows a cross section of an embodiment of a range gearbox according to Fig. 6, in a second engagement position where the teeth of the ring gear have been connected to the teeth of the clutch cone. Detailed description of the invention Figure 1a shows a vehicle 100 with a gearbox 103 according to the invention. In the figure, the vehicle is shown as a truck, but a gearbox according to the invention can also be used in other vehicles, for example construction vehicles or buses.
    The vehicle 100 is equipped with a motor 101 (see Fig. 1b) and a main gearbox 102 connected to the engine 101 in a known manner. Downstream of the main gearbox 102, seen from the engine, the range gearbox 103 is connected.
    Figure 1c shows the range gear 103 according to the invention. The range gearbox 103 comprises a gearbox housing (not shown), which houses a planetary gearbox 3 arranged between an input shaft 1, which is in power-transmitting connection with the main shaft of the main gearbox 102, and an output shaft 2. A sun gear 4 is rotatably mounted on the input shaft 1 and is provided with external teeth which engage a number of surrounding planet gears 5. These planet gears 5 are rotatably mounted on a planet gear holder 6 which is rotatably connected to the output shaft 2. The planet gears 5 are conventionally surrounded by a ring gear 7, formed with internal teeth 12 engaging the planet gears 5.
    The ring wheel 7 is formed as a cylinder with a first and a second axial end 13, 14 and the teeth 12 of the ring wheel 7 extend between the first end 13 and the second end, 14 at an angle relative to the axis of rotation 104 of the ring wheel 74. Also the teeth of the sun wheel 4 and the planet gears 5 form an angle with their respective axes of rotation 104. For both sun gears 4, planet gears 5 and ring gears 7, the teeth extend substantially from one axial end to the other.
    Arranged on each side of the ring gear 7 are two clutch rings 8, 9, a high clutch ring 8 and a low clutch ring 9, and between each clutch ring 8, 9 and the ring wheel 7 a high synchronization ring 10 and a low synchronization ring 11, respectively. When the ring wheel 7, via the synchronization rings 10, 11, is connected to one of the coupling rings 8, 9, a high and low range position are provided. The ring gear 7 is displaceably mounted in the axial direction relative to the planet gears 5. The axial displacement of the ring wheel 7 between the high clutch ring 8 and the low clutch ring 9 takes place in a known manner with a shift fork (not shown). The input shaft 1, output shaft 2, sun gear 4, planet gear holder 6, ring gear 7, synchronizing rings 8, 9 and clutch rings 10, 11 rotate about a common axis of rotation 104.
    Each of the coupling rings 8, 9 is formed with a conical friction surface 15, 16 radially directed from the sun gear 7, which is intended to co-operate with a corresponding conical friction surface 17, 18 directed radially towards the sun wheel on the synchronizing rings 10, 11. On the coupling rings 8, 9 from the surface of the sun gear, teeth 22 are also provided for connection to the teeth 12 of the ring wheel 7.
    The synchronizing rings 10, 11 are arranged at the ring wheel 7 with a limited freedom of rotation. They are arranged mirror-inverted relative to each other and are intended to block the ring wheel 7 from reaching the respective clutch ring 8, 9 before synchronous speed is present. The surface of the synchronizing rings 10, 11 from the sun gear 4 is provided with teeth 19 intended to block the movement of the ring wheel 7 against the clutch ring 8, 9 before synchronous speed is present, and bars 30 intended to limit the freedom of rotation of the synchronizing ring 10, 11 relative to the ring wheel 7. 10, 11 relative to the ring gear 7 is controlled by the width of the booms 30. When engaged, the booms 30 slide into the space between two teeth 12 of the ring wheel 7 and the freedom of rotation of the synchronizing rings 10, 11 depends on how large a gap is formed, circumferentially, between a boom 30 of the synchronizing ring 10, 11 and the teeth 12 of the ring wheel 7 between which the boom 30 is arranged.
    After synchronous rotation has been achieved, the synchronizing ring 10, 11 and the ring wheel 7 rotate at the same speed as the clutch ring 8, 9.
    The synchronizing ring 10, 11 can thereby be rotated relative to the ring wheel 7 to a non-locking position, which allows the ring wheel 7 to be displaced axially and coupled to the coupling ring 8, 9.
    In the high-rank position, the teeth 12 of the ring gear 7 engage in the teeth 22 of the high-coupling ring 8.
    In this position the ring gear 7 is rotatably coupled to the sun gear 4, the input shaft 1 and to the high clutch ring 8. The output shaft 2 of the range gearbox 103 will thus rotate at the same speed as the input shaft 1. When engaging the low gear position of the planetary gear 3, the ring gear is displaced 7 axially with said shift fork from the high clutch ring 8 towards the low clutch ring 9. If the change from the high range position to the low range position takes place during operation, the ring gear 7 in the high range position will rotate at a certain speed, while the low clutch ring 9 fixedly connected to the gearbox housing is stationary. Thus, the rotation of the ring gear 7 must be slowed down so that the speed of the ring wheel 7 becomes the same as the speed of the low clutch ring 9 before the low range position can be engaged.
    When the ring gear 7 is displaced from the high-rank position to the low-rank position, after a certain displacement the teeth 12 of the ring gear 7 will come out of engagement with the high-coupling ring 8 and thus be disengaged from the input shaft 1. Shortly afterwards the ring gear 7 teeth 12 and the low-synchronization ring teeth 11 meet. Thereby, the friction surface 18 of the low-synchronization ring 11 and the friction surface 16 of the low-coupling ring 9 come into sliding abutment against each other.
    The synchronizing ring 11 is then subjected to a braking moment which acts opposite to the direction of rotation of the ring wheel 7. In this position, the teeth 19 of the low-synchronization ring 11 block continued axial displacement of the ring wheel 7.
    Since the low synchronization ring 11 has limited freedom of rotation relative to the ring wheel 7, the rotation of the ring wheel 7 will also be slowed down when the low synchronization ring 11 is subjected to the braking torque. After the rotation of the synchronizing ring 11 and the ring wheel 7 has been completely decelerated, the braking torque on the low synchronizing ring 11 has also completely ceased. The axial force that the teeth 12 of the ring wheel 7 exert on the teeth 19 of the low synchronization ring 11 is then sufficient to rotate the low synchronization ring 11 relative to the ring wheel 7 to a non-locked position, where its locking teeth 19 do not block the axial displacement of the ring wheel 7. The ring wheel 7 can thus be brought into engagement with the teeth 22 of the low-clutch ring 9 and the ring wheel 7 is thus rotationally connected to the gearbox housing.
    The low-range position of the planetary gear 3 is thus switched on. In the low range position, the high clutch ring 8 and the sun gear, which is the component which transmits the force to the output shaft 2, rotate while the ring gear 7 is stationary. In this position a gear ratio is obtained between the input shaft 1 and the output shaft 2.
    The shift from the low-range position to the high-range position takes place in an analogous manner by the ring wheel 7 being displaced axially by means of the shift fork. If shifting takes place during operation, it is necessary to accelerate the ring gear 7 to the same rotational speed as the input shaft 1. When the ring wheel 7 is displaced, the teeth 19 of the high synchronization ring 10 will block the axial displacement of the ring wheel 7 until synchronous rotation has been achieved. The high synchronizing ring 10 will thus in this case be subjected to an accelerating torque from the high-coupling ring 8 which ceases only when synchronous speed is present. During the synchronization process, the high-synchronization ring 10, by sliding abutment between the friction surface 17 of the high-synchronization ring 10 and the friction surface 15 of the high-coupling ring 8, is subjected to a moment which rotates the high-synchronization ring 10 to a locking position. After synchronous rotation has been achieved, the high synchronizing ring 10 and the ring wheel 7 rotate at the same speed as the high coupling ring 8. The high synchronizing ring 10 can thereby be rotated relative to the ring wheel 7 to a non-locking position, which allows the ring wheel 7 to be axially displaced and coupled to the high coupling ring 8.
    According to the invention, the teeth 12 of the ring wheel 7 are designed as synchronizing teeth 20, which are optimized to meet the teeth 19 of the synchronizing rings 10, 11 when synchronizing, and partly as coupling teeth 21, which are optimized to meet the teeth 22 of the coupling rings 8, 9 when engaged.
    Since the same process applies to both synchronization and switching on of the high-range mode as the low-range mode, the synchronization process and the switching process in Figures 2-7 represent both synchronization and switching on of the high- and low-range mode, respectively.
    Figure 2 shows a position according to the present invention before synchronization, where the teeth 20, 21 of the ring wheel 7, 21 approach the teeth 19 of the synchronization ring 10, 11 when the ring wheel 7 is pushed against the coupling ring 8, 9. The coupling teeth 21 of the ring wheel 7 extend further towards the axial ends of the ring wheel. 13, 14 than the synchronizing teeth 20. In Figures 2-7 it is shown that the teeth 19 of the highly synchronizing rings 10, 11 are provided with a locking surface 23 which substantially faces the ring wheel 7, and which forms an angle, so-called barring angle, relative to the axis of rotation 104. In addition, the synchronizing teeth 20 of the ring gear 7 at both ends 13, 14 of the ring wheel 7 are pointed and formed with a first inclined surface 24 and a second inclined surface 25, where the first 24 and the second The inclined surface each forms an angle with respect to the axis of rotation 104. The angle of the first inclined surface 24 of the synchronizing teeth 20 of the ring gear 7 corresponds to the locking angle. The locking surface 23 is intended to receive the synchronizing teeth 20 of the ring gear 7 during synchronization.
    Figure 3 shows a position where the first inclined surface 24 of the synchronizing teeth 20 of the ring wheel 7 has hit the locking surface 23 of the synchronizing ring 10,11. The synchronizing ring 10, 11 now blocks the teeth 20, 21 of the ring wheel 7 from being displaced towards the coupling ring 8, 9, until synchronous rotation has been achieved.
    Figures 4-5 show different steps of a first coupling process where a first oblique surface 26 of the coupling teeth 21 of the ring wheel 7 has hit a first oblique surface 28 of the teeth 22 of the coupling ring 8, 9.
    Fig. 4 shows a position where synchronous speed has been obtained and the ring gear 7 has been displaced axially. The coupling teeth 21 of the ring wheel 7 have now hit the teeth 22 of the coupling ring 8, 9 22. Both the coupling teeth 21 of the ring wheel 7 and the teeth 22 of the coupling ring 8, 9 are pointed. The coupling teeth 21 of the ring wheel 7 are formed with the first inclined surface 26 and a second inclined surface 27, and the teeth 22 of the coupling rings 8, 9 are formed with the first inclined surface 28 and a second inclined surface 29. These four inclined surfaces 26, 27, 28, 29 all form an angle with the axis of rotation 104. The angle of the first surfaces 26, 28 and the second surfaces 27, 29 are so related to each other that the surfaces in pairs are substantially parallel. Since the first surfaces 26, 28 and the second surfaces 27, 29 are substantially parallel, good abutment is obtained between these surfaces when they meet each other.
    Since the teeth of the coupling teeth 21 of the ring gear 7 and the teeth 22 of the coupling rings 8, 9 are pointed asymmetrically as shown in Figures 2-7, the ring wheel 7 can be guided towards the surface 28, 29 of the teeth 22 of the coupling ring 8, 9 which is most optimal for the engagement process. , ie as fast a connection process as possible is obtained and with as little wear as possible.
    Since the synchronizing teeth 20 of the ring wheel 7 are shorter than the axial teeth of the clutch teeth 21, the synchronizing teeth 20 of the ring wheel 7 do not come into contact with the teeth 22 of the clutch ring 8, 9 during the engagement. Since the synchronizing teeth 20 of the ring gear 7 are formed with a second inclined surface 25, the distance between the synchronizing teeth 20 of the ring wheel 7 and the teeth 22 of the coupling rings 8, 9 becomes larger than if the teeth 20 were only formed with a first inclined surface. surface 24. In this way, the risk of the synchronizing teeth 20 hitting the teeth 22 of the clutch ring 8, 9 is reduced when the ring wheel 7 is engaged with the clutch ring 8, 9.
    Figure 5 shows a connected position where the ring gear 7 has been displaced axially and the synchronizing teeth 20 of the ring wheel 7 and the coupling teeth 21 have been coupled to the teeth 22 of the coupling ring 8, 9 and this connection between the teeth 20, 21 and the teeth 22 of the coupling ring 8, 9 is the result of the connection situation shown in Figure 4, ie when the surface 26 of the coupling teeth 21 of the ring wheel 7 has hit the surface 28 of the teeth 22 of the coupling ring 8, 9.
    Figures 6-7 show different steps of a second coupling process where the second inclined surface 27 of the coupling teeth 21 of the ring wheel 7 has hit the second inclined surface 29 of the teeth 22 of the coupling ring 8, 9.
    Figure 6 shows the engagement position when the second inclined surface 27 of the coupling teeth 21 of the ring gear 7 has hit the second inclined surface 29 of the teeth 22 of the coupling ring 8, 9, and good abutment is thus obtained between these surfaces 27, 29. Synchronous speed has now been obtained and the ring gear 7 has been displaced axially, the coupling teeth 21 of the ring wheel 7 having hit the teeth 22 of the coupling ring 8, 9.
    Figure 7 shows a engaged position where the ring gear 7 has been displaced axially and the ring gear synchronizing teeth 20 and coupling teeth 21 have been coupled to the coupling cone 8, 9 teeth 22. This coupling between the teeth 12 of the ring wheel 7 and the coupling cone 8, 9 teeth 22 is the result of the coupling situation is shown in Figure 6, ie when the second surface 27 of the coupling teeth 21 of the ring wheel 7 has hit the second surface 29 of the teeth 22 of the coupling cone 8, 9.
    According to the invention, the teeth of the ring wheel 7 are cut to the right, which means that the axial movement of the ring wheel 7 causes the ring wheel 7 to rotate clockwise in the direction from the motor 101 towards the propeller shaft, see an arrow 40 in figure 1c. In range gearboxes with left-handed teeth 12 of the ring gear 7, the axial movement of the ring wheel 7 instead causes the ring wheel to rotate counterclockwise from the motor 101 towards the propeller shaft. 20 25 30 13 The ring gear can be designed with different number of synchronizing teeth and clutch teeth. The fewer synchronizing teeth there are, the coarser these teeth must be to be able to take the load to which they are exposed.
    The synchronizing teeth should be evenly distributed over the circumference of the ring gear in order to achieve as even a load distribution as possible. It is also conceivable to group the synchronizing teeth along the circumference of the ring gear. The groups of synchronizing teeth should then be evenly distributed over the circumference of the ring gear to achieve even load distribution.
    The teeth that are not designed as synchronizing teeth are designed as connecting teeth. It is desirable to have as many connecting teeth as possible without having so few synchronizing teeth left that the synchronization does not work well. A possible embodiment is to let the ring wheel have a total of 77 teeth 12, of which 15 are synchronizing teeth and 62 are clutch teeth.
    The number of bars on the synchronizing rings can also be varied and is a trade-off between having few, strong bars or many, smaller bars. In the example above, with a ring gear with 77 teeth, a possible amount of booms would be 9 in total, evenly distributed along the circumference in groups of 3. The booms are designed to allow just enough freedom of rotation so that the synchronizing ring can turn up properly and really lock the ring wheel without to twist up too much for that matter. If the synchronizing ring turns up too much, there is a risk that the barriers will block and if it turns up too little, the locking function will be substandard. At the same time, the barriers must also allow the synchronizing ring, after synchronization has been achieved, to turn away so that the ring gear can get past.
    The number of teeth on the synchronization rings is selected so that sufficient synchronization can take place taking into account what has been stated above. In the example above with a ring gear with 77 teeth, a conceivable amount of teeth on the synchronizing rings 15 is evenly distributed along the circumference in groups of 5.
    The coupling means are provided with as many teeth as the ring gear, evenly distributed along the circumference.
    The invention is not limited to the embodiments described above, but a number of possibilities for modifications thereof will be obvious to a person skilled in the art 14, without this deviating from the basic idea of the invention as defined in the appended claims.
    权利要求:
    Claims (1)
    [1]
    1. Range gearbox (103) comprising a gearbox housing, an input shaft (1) which is rotatably connected to a main shaft of a main gearbox (102), and an output shaft (2), a sun gear (4) rotatably fixed. arranged on the input shaft (1), which sun gear (4) has external teeth which engage with external teeth on a number of planet gears (5) arranged on a planet gear holder (6), which planet gear holder (6) is rotatably connected to the output wheel. the shaft (2), a ring gear (7) having internal teeth (12) which are engaged with the teeth of the planet gears (5) and which ring gear (7) is axially displaceable along its axis of rotation (104), a low clutch ring (9) which is fixed connected to the gearbox housing, and a high coupling ring (8) arranged on each side (13, 14) of the ring wheel (7), which coupling rings on their surface facing away from the sun wheel (4) have teeth (22) for coupling to the ring wheel (7) two synchronizing rings (10, 11) each arranged between the ring gear (7) and a cup ring (8, 9) which synchronizing rings (10, 11) have on their surface facing away from the sun gear (4) teeth (19) which block the axial displacement of the ring wheel (7) towards the respective coupling ring (10, 11) before synchronous speed is reached, characterized by that the ring gear (7) is provided with at least one synchronizing tooth (20) designed to synchronize the speed between the ring wheel (7) and the respective clutch ring (10, 11) and at least one clutch tooth (21) designed to engage the ring wheel (7) against respective coupling ring (10, 11). Range gearbox (103) according to claim 1, characterized by the teeth of the sun gear (4), the planet gears (5) and the ring gear (7) forming an angle with the axis of rotation (104). Range gearbox (103) according to one of the preceding claims, characterized in that each of the teeth (19) of the synchronizing rings (10, 1 1) is provided with a locking surface (23) which faces substantially the ring wheel (7) and which is intended to receive the synchronizing teeth (20) of the ring gear (7) during synchronization, which surface (23) forms an angle, so-called locking angle, in relation to the axis of rotation (104) of the synchronizing ring (10, 11) and that the synchronizing tooth (20) of the ring wheel (7) is provided with a first inclined surface (24) which is substantially parallel to the locking surface. Range gearbox (103) according to one of the preceding claims, characterized in that the teeth (22) of the clutch rings (8, 9) are provided with a first surface (28) which faces substantially the ring gear (7) and which is intended to receive the ring gear (7). coupling teeth (21) on connection, which first surface (28) of the teeth (22) of the coupling rings (8, 9) forms an angle, so-called coupling angle, relative to the axis of rotation (104) of the coupling rings (8, 9) and that the coupling tooth (21) of the ring wheel (7) is provided with a first surface (26) which is substantially parallel to the first surface (28) of the coupling cone (10, 11). ) tooth (22). Range gearbox (103) according to Claim 4, characterized in that the locking angle and the coupling angle are different in size. Range gearbox (103) according to one of Claims 1 to 3, characterized in that at least one of the teeth (22) of the coupling rings (8, 9) is pointed and also formed with a second inclined surface (29) which has an angle relative to the axis of rotation (104 ), and that the coupling tooth (21) of the ring wheel (7) is pointed and also formed with a second inclined surface (27) which is substantially parallel to the second surface (29) of the tooth (22) of the coupling cone (10, 11). Range gearbox (103) according to Claim 6, characterized in that the pointed tooth (22) of the coupling rings (8, 9) is pointed asymmetrically and that the coupling tooth of the ring gear (7) is also pointed asymmetrically. Range gearbox (103) according to one of the preceding claims, characterized in that the synchronizing tooth (20) of the ring wheel is also formed with a second inclined surface (25) and thus pointed. Range gearbox (103) according to Claim 8, characterized in that the synchronizing tooth (20) of the ring gear (7) is pointed asymmetrically. Range gearbox (103) according to one of the preceding claims, characterized in that the teeth (12) of the ring gear (7) are inclined to the right. Range gearbox (103) according to one of the preceding claims, characterized in that the synchronizing rings (10, 11) have bars (30) on their surface facing away from the sun gear (4), which bars (30) by cooperation with the teeth of the ring wheel (7) allow limited freedom of rotation of the synchronizing rings. (10, 11) relative to the ring gear (7). Range gearbox (103) according to one of the preceding claims, characterized in that the synchronizing rings (10, 11) have only teeth (19) along a part of their surface facing away from the sun gear (4). Range gearbox (103) according to one of the preceding claims, characterized in that the coupling tooth (21) of the ring gear (7) is separated from the synchronizing tooth (20). Vehicle (100) characterized in that it is equipped with a gearbox (103) according to any one of the preceding claims.
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    同族专利:
    公开号 | 公开日
    SE536121C2|2013-05-14|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2016-05-03| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE1150835A|SE536121C2|2011-09-15|2011-09-15|Range gearbox and vehicles with such a range gearbox|SE1150835A| SE536121C2|2011-09-15|2011-09-15|Range gearbox and vehicles with such a range gearbox|
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