• 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:
    Summary The invention relates to a gearbox (2) for vehicles, comprising a planetary gear (14) with a ring gear (22), a sun gear (18) and a planet gear holder (20), on which at least one planet wheel (24) is rotatably mounted, which ring gear (22) and sun gear (18) engage the at least one planet gear (24) by means of teeth (32); and a first axially displaceable coupling sleeve (40), which in a first gear bearing is arranged to disengage a shaft (16) entering the gearbox (2) from the planetary gear holder (20) and in a second gear bearing is arranged to interconnect the input shaft (16) with the planetary gear holder (20). A second axially displaceable coupling sleeve (42) is arranged in the first gear layer to connect a gear housing housing (12) surrounding the planetary gear shaft (14) to the ring gear (22) and in the second gear layer to disengage the gear shaft housing (12) from the ring gear (12). 22). A third axially displaceable coupling sleeve (43) is arranged in a third gear bearing to connect the ring wheel (22) to an output shaft (28), the second axially displaceable coupling sleeve (42) being arranged to interconnect the planetary gear holder (20) in the third gear layer. ) with the gearbox housing (12). The invention also relates to a vehicle (1) which comprises such a gearbox (2).
    公开号:SE1450626A1
    申请号:SE1450626
    申请日:2014-05-27
    公开日:2015-11-28
    发明作者:Dieter Slapak
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    BACKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to a gearbox for vehicles according to the preamble of claim 1. The invention also relates to a vehicle, which comprises such a vehicle, according to the preamble of claim 14.
    In the case of vehicles, and especially in the case of heavier vehicles, for example lorries, a gearbox, awn called rangevaaellada, is often connected to the main gearbox in order to double the number of transmission possibilities. Such an auxiliary gearbox usually comprises a planetary gear, which has a law and hogya.axle, respectively, with which the alternating possibilities of the main gearbox can be divided into a bearing arrangement and a hogrange arrangement. In the lag range, a downshift occurs through the planetary gear, and in the high range, the gear ratio is 1: 1 in the planetary gear.
    The range gearbox is usually arranged between the main gearbox and a propeller shaft, which is coupled to the drive wheels of the vehicle. The range gearbox is housed in a gearbox housing and comprises an input shaft coupled to the main gearbox, an output shaft and a planetary gear arranged between the input shaft and the output shaft. The planetary gear usually comprises three components which are rotatably arranged in relation to each other, namely a sun gear, a planet wheel holder with planet wheels and a ring wheel. With knowledge of the number of teeth of the sun gear and the ring gear, the onboard speeds of the three components can be determined during operation. In a range gearbox, the sun gear may be rotatably connected to the input shaft, a number of planet gears engaging said sun gear, which planet gears are rotatably mounted on the planet gear holder rotatably connected to the output shaft, and an axially displaceable ring gear enclosing and enclosing the gear wheel. The teeth of the sun gear, the planet gears and the ring gear can be obliquely cut, that is to say they have an angle in relation to the axis of rotation common to the sun wheel, the planet wheel holder and the ring wheel. By cutting the teeth at an angle, the emitted sound from the planetary gear is reduced. However, a reaction force arises from the gears entering the planetary gear in the direction of the axis of rotation. The direction of the reaction force 2 depends on the direction in which the gears in the planetary gear are inclined. Thus, the reaction forces can act backwards or forwards in the distribution of the axis of rotation.
    In a gantry gearshift-loaded reciprocating hogshaft by displacing the ring gear axially between the bearing shank layer, in which the ring gear is rotational load in relation to the gearbox housing, and the hogrange layer, in which the ring gear is rotatable in relation to the gearbox housing and where the gear wheel . The planetary gear comprises two coupling rings arranged on each side of the ring wheel and two synchronizing rings, which are arranged on each side of the ring wheel. The task of the synchronizing rings is to achieve a synchronous switching.
    In order to have a good synchronizing function in this type of gearshift charge, the surface of the teeth of the synchronizing ring, which faces the ring wheel and which is intended to receive the Vander of the ring wheel during synchronization, must be provided with an angle, so-called ratchet angle, in relation to the axis of rotation of the synchronizing ring, which span angle must be balanced against the braking torque which the synchronizing ring faces on the ring gear in order to achieve synchronous speed. This meant that said ratchet angle must be designed so that the teeth on the synchronizing ring abut on the part of the ring gear teeth which is provided with the ratchet angle and act sufficiently on the ring gear so that synchronous speed can be obtained and then detached from the part of the ring gear gear teeth. the ratchet angle and when the ring gear is to engage in the current clutch ring when synchronous speed has been obtained. In order to ensure that synchronous speed is reached before the ring gear moves along the synchronizing ring in the axial direction, the teeth of the synchronizing ring must not relax the teeth of the ring wheel too slowly.
    When the teeth of the synchronizing ring are detached from the teeth of the ring wheel when synchronous speed is obtained between the ring wheel and the clutch ring, the ring wheel will be displaced axially, so that the synchronizing ring is fed into the ring wheel and remains in an axial bearing relative to the ring wheel. abuts the planet gears of the planetary gear. 3 The freedom of movement of the ring wheel in the axial direction is limited by the geometric design of the teeth of the ring wheel and the clutch ring. At the axial abutment of the ring wheel, bearing surfaces meet and abut at the tooth tips of the ring wheel, a circumferential end surface of the respective clutch ring, which means that the ring wheel can no longer be displaced in the axial direction.
    Document WO0155620 discloses a synchronizing device at a planetary gear where the planetary gear comprises a sun gear, a planet gear holder and a ring gear. The sun gear is rotatably connected to the input shaft and a number of planet gears engage with the sun gear, which planet gears are rotatably mounted on a planet gear holder rotatably connected to an output shaft. An axially displaceable ring gear encloses and engages the planet gears. The gear shaft's thrust shaft and hog shaft are replaced by the ring wheel being displaced axially between the bearing ring layer and the hog rail layer.
    However, these synchronizing devices are subject to wear and tear and involve large repair costs. If the range gearbox is to transmit large torques, synchronizing devices will have considerable dimensions, which entail 'Rad weight, Increased space requirements and Increased inertia. When the right gear is engaged, torque will be transmitted from the sun gear to the planet gears, which means that facets can form on the gear flanks of the sun gear, which creates noise in the gearbox and accelerates wear of the planetary gear gears.
    There are range shifts in which the synchronizing devices have been replaced with boomed coupling sleeves. By controlling the transmission so that synchronous speed arises between the two components to be connected, an axial displacement of the coupling sleeve along the two components is made possible in order to connect and interconnect them. When the components are to be disconnected from each other, the transmission is controlled so that a torque balance arises between the components, the coupling sleeve not facing torque. It will then be possible to displace the coupling sleeve along the components in order to disconnect them from each other. 4 Torque balance refers to a condition in which a torque acts on a ring gear arranged at the planetary gearbox, corresponding to the product of the torque acting on the planetary gear planetary gear carrier and the planetary gear ratio, while a torque acts on the planetary gearbox sun gear, corresponding to the torque system and planetary gear 1- planetary gear ratio ratio). In the event that two of the constituent parts of the planetary gearbox, sun gear, ring gear or planetary gear holder, are connected by means of a coupling unit, no torque between the parts of the planetary gearbox is present opposite this torque balance. This allows the coupling unit to be displaced in a simple manner and the integral parts of the planetary gear unit to be disengaged.
    Document US6196944 discloses a planetary gear comprising a sun gear, a planet gear holder with planet gears and a ring gear. The sun wheel can be connected in a rotationally fixed manner to the input shaft in a bearing ring edge by means of a coupling sleeve and is disengaged from the input shaft in a hollow ring edge. In hograngeldget, the input shaft is connected to the planet gear holder by means of the same coupling sleeve. The ring wheel is permanently connected to a gear housing. The known planetary gear is arranged in an auxiliary gearbox, which has only two gear shafts.
    The reverse gear in a transmission in a vehicle is often present in the main gearbox, as then. includes a gear, which is engaged when the vehicle is to reverse. The gear, which is intended for the rear axle, results in an extension of the main gearbox and an undesired weight increase in the vehicle. The gear rotates in the opposite direction to the other gears in the main gearbox, which results in losses. Said gears intended for the reverse gear often have a tendency to produce undesired rattling in the transmission, which arises from an intermediate gear arranged between a side shaft and the main shaft in the main gearbox.
    The damaged gearboxes often require complete disassembly when replacing a component, which means that it takes a lot of time and that it becomes costly to repair the gearbox.
    SUMMARY OF THE INVENTION Despite known solutions, there is a need to further develop a welded charge where the switching times are short, where the reliability and reliability of the transmission becomes high, and where all components of the transmission are used efficiently so that legal energy is required for switching. There is also a need to further develop a gearbox which has small dimensions in relation to possible torque transmission and a gearbox with low axial forces which act on the axial bearing of the main shaft main gearbox.
    There is also an effort to reduce fuel consumption in a vehicle, which includes the gearbox and to reduce noise from the gearbox, as well as a need to further develop a gearbox that is easy to repair. There is awn a need to further develop a gearbox which eliminates the disadvantages of a reverse gear in the transmission main gearbox.
    The object of the present invention is to provide a gearbox which eliminates the disadvantages of a reverse gear in the main gearbox of the transmission. Another object of the present invention is to provide a gearbox which entails short gearing times.
    Another object of the present invention is to provide a gearbox which provides high reliability and reliability of the gearbox.
    A further object of the invention is to provide a gearbox which utilizes all components of the transmission efficiently.
    A further object of the invention is to provide a gearbox which has small dimensions in relation to possible torque transmission.
    A further object of the invention is to provide a gearbox which reduces the fuel consumption of a vehicle which comprises the gearbox. A further object of the present invention is to provide a gearbox which requires low energy when changing.
    A further object of the invention is to provide a gearbox which has a low sound level.
    A further object of the invention is to provide a gearbox which is easy to repair.
    A further object of the invention is to provide a gearbox, with low axial forces, which acts on the axial bearing of the shaft shaft.
    These objects are achieved with a gearbox of the kind mentioned in the introduction, which is characterized by the features stated in claim 1.
    These objects are achieved with a vehicle comprising a gearbox of the kind mentioned in the introduction, which can be characterized by the features stated in claim 14.
    The third axially displaceable coupling sleeve, which in a third gear bearing is arranged to couple the ring wheel with the output shaft, means that a reverse gear is obtained in the range gearbox. Such a reverse gear entails an increased efficiency with lower losses. The third gear layer can be easily engaged by guiding the third axially displaceable coupling sleeve to the third gear layer, which corresponds to the reverse gear. When the gearbox according to the invention is arranged in the transmission of a vehicle, the traditional reverse gear in the main gearbox can be omitted, which thus saves weight, space and fuel. The main shaft in the main gearbox can be made with a shorter length when the gear for the reverse shaft comes out. As a result, the main shaft will have a smaller deflection when absorbing torque, which means that the gear engagement between the gears in the main gearbox and in the range gearbox is not displaced and that the bearing life increases. Since the reverse gear is moved to the range gearbox, the number of reverse gear in the transmission 7 may increase. The number of reverse gears will correspond to the number of gears in the main gearbox.
    By the first axially displaceable coupling sleeve opposite torque from the input shaft to the planetary gear carrier and on to the output shaft in the second gear layer and the second axially displaceable coupling sleeve lasers the ring gear with the gear housing, so that torque is transmitted from the input shaft to the ring wheel via the ring wheel. the output shaft in the first gear layer obtains an efficient gear shaft with high efficiency and low losses. The gearbox will have a reduced need for lubrication while minimizing facet damage to the tooth flanks.
    The axial stroke of the respective coupling sleeve is shorter compared to the stroke of the ring gear of a traditional range gearbox, which means that it is quick to switch between different gear layers.
    The first and the second coupling sleeve can each be designed with a limited length extension, which means that the mass of the respective coupling sleeve becomes smooth. The low mass of each coupling sleeve means that it is quick to switch between different gear sizes.
    According to an embodiment of the invention, the third axially displaceable coupling sleeve in the first and second gear shaft is arranged to connect the planetary gear holder with the output shaft. The third coupling sleeve will thus not give rise to mass tensile forces in the gearbox.
    According to an embodiment of the invention, the gearbox comprises an axial stop mounted on the planetary gear carrier, which abuts against and is connected to the ring wheel, which axial stop prevents the ring wheel from being displaced axially. Thus, the axial position of the ring gear will be fixed and the gears of the planetary gear can be provided with either a straight tooth or an inclined tooth. According to an embodiment of the invention, the second axially displaceable coupling sleeve in the second gear layer is only connected to the gear housing. The second coupling sleeve will thus not give rise to mass inertia forces in the gearbox.
    According to an embodiment of the invention, the input shaft is connected to the sun gear, and the planetary gear holder is connected to a shaft extending from the gearbox. Thus, the gearbox has a simple construction, with a fatal component.
    According to an embodiment of the invention, the input shaft is connected to the sun gear by a spline joint, which has an axial extension which allows an angular displacement between the input shaft and the shaft of the sun wheel. During operation, the main shaft of the main gearbox will be hooked during certain operating conditions. Due to the allowable angular displacement in the spline joint, the sun gear will not be affected by the bending of the main shaft, which reduces the grooves of the sun gear teeth.
    According to an embodiment of the invention, the spline joint is designed so that the planetary shaft can be mounted and disassembled in one piece on the input shaft. This can reduce the repair costs, as the time required for the repair is reduced.
    According to an embodiment of the invention, the first axially displaceable coupling sleeve on an inner surface is provided with first booms, which are arranged to cooperate with corresponding first booms arranged on the input shaft and the planet wheel holder. A simple and efficient connection and disconnection of the input shaft and the planetary gear holder is obtained.
    According to an embodiment of the invention, the second axially displaceable coupling sleeve on an enclosure is provided with other booms, which are arranged to cooperate with corresponding other booms arranged on the ring wheel and on the gear housing. A simple and efficient connection and disconnection of the ring wheel and the gear housing is obtained clamed.
    According to an embodiment of the invention, the number of booms on the first sleeve differs from the number of teeth on the ring gear. This obtains a large number of predetermined load positions between the second coupling sleeve and the ring gear, which minimizes facet formation in that a large number of facets can be formed on the gear flanks of the gears. However, the facets will lie tat next to each other, so that together they will be perceived as a substantially smooth surface of the tooth flanks. The optimal number of booms can be calculated to obtain as many facets as possible. According to the invention, however, the gear flanks of the planet gears will not be subjected to large packings in the second gear layer. This minimizes the risk of the formation of facets.
    According to an embodiment of the invention, the teeth of the ring wheel, the sun wheel and the at least one planet wheel are designed as oblique teeth and extend at an angle in relation to the center axis of each wheel. This results in a gearbox with large torque transfer and low noise level.
    Further advantages of the invention will become apparent from the following detailed description.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, as an example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows a vehicle in a side view with a gearbox according to the present invention, Fig. 2 shows a schematic sectional view of the gearbox according to the invention in a low branch layer, Fig. 3 shows a schematic sectional view of the gearbox according to the invention in a right branch layer, Fig. 4 shows a schematic sectional view of the gearbox according to the invention in a third gear layer, and Fig. shows a schematic sectional view of the gearbox invention. in a parking lot.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 shows a side view of a vehicle 1, for example a truck, which comprises a gearbox 2 according to the present invention. The gearbox 2 is housed in a transmission 3, which comprises an internal combustion engine 4, a main gearbox 6 and a propeller shaft 10. The internal combustion engine 4 is connected to the main gearbox 6, which in turn is connected to the gearbox 2 according to the present invention. The gearbox 2 is further connected to the drive wheel 8 of the vehicle 1 via the PTO shaft 10. The gearbox 2 according to the present invention is also called range gearbox, and has the purpose of doubling the number of gearing possibilities. The gearbox 2 is surrounded by a gearbox housing 12.
    Fig. 2 shows a schematic sectional view of a gearbox 2 according to the present invention. The gearbox 2 comprises a planetary gear 14, which has a lag and high gear, respectively, with which the gearing possibilities of the main gearbox 6 can be divided into a bearing rank and a high rank. In a first gear layer, which corresponds to the bearing gear layer, a downshift takes place through the planetary gear 14. In the right gear layer, the gear ratio is 1: 1 in the planetary gear 14. Fig. 2 shows the gearbox 2 in the first gear layer, corresponding to the bearing shaft or bearing bearing.
    The gearbox 2 is housed in the gearbox housing 12 and comprises an input shaft 16, which can be constituted by a main shaft 26 of the main gearbox 6. The planetary shaft 14 comprises three main components, which are rotatably arranged in relation to each other, namely a sun gear 18, a planet gear holder 20 and a ring gear 22. On the planet gear holder 20 a number of stored planet wheels 24 are arranged. With knowledge of the number of teeth 32 of the sun gear 18 and the ring gear 22, the onboard speeds of the three components can be determined during operation. The sun gear 11 is rotatably connected to the input shaft 16 and the planet gears 24 engage in said sun gear 18. The ring gear 22 encloses and engages the planet gears 24. The teeth 32 of the sun gear 18, the planet gears 24 and the ring gear 22 may be obliquely cut, i.e. they have an angle in relation to a axis of rotation 30 common to the sun gear 18, the planet wheel holder 20 and the ring gear 22. By cutting the teeth 32 obliquely, a reaction force is obtained from the gears 18, 22, 24 entering the planet shaft 14 in the direction of the rotation axis 30. direction depends on the direction in which the teeth 32 in the planetary gear 14 are inclined. Thus, the reaction forces can appear balled or forward in the extension of the axis of rotation 30.
    The input shaft 16 is preferably connected to the sun gear 18 by a spline joint 34, which has an axial extension which allows an angular displacement between the input shaft 16 and the shaft 38 of the sun gear 18. During operation, the main shaft 26 main shaft 26 due to its elasticity and resilience properties to be hooked under certain operating conditions and large palanning. As the load on the main shaft 26 decreases, the main shaft 26 will return to its original shape. The input shaft 16 is provided in its spirit with a sleeve 36 which internally cooperates with the circumference of a portion of the shaft 38 of the sun gear 18 by means of the spline joint 34. Due to the permissible angular displacement in the spline joint 34, the sun wheel 18 will not be affected by the curvature of the main shaft 26. which reduces the pawls of the teeth 32 of the sun gear 18. The spline joint 34 is preferably designed so that the planetary shaft 14 can be mounted and disassembled in one piece on the input shaft 16. Thereby the repair costs can be reduced, as the time of repair is reduced.
    A first axially displaceable coupling sleeve 40 is arranged in the first gear layer to disengage a shaft 16 accessing to the gearbox 2 from the planet gear holder 20 and is arranged in the second gear layer to connect the input shaft 16 to the planet gear holder 20. A second axially displaceable coupling sleeve 42, the first gear layer arranged to connect the gearbox housing 12 surrounding the planetary gear 14 with the ring gear 22 and in the second gear layer arranged to disconnect the gearbox housing 12 from the ring gear 22. A third axially displaceable coupling sleeve 43 is arranged in a third gear layer to connect the ring gear 22 to a ring gear 22. 2 output shaft 28. The output shaft 28 is coupled to the propeller shaft 10 of the vehicle 1. In the third gear joint, which corresponds to a reverse shaft, the first axially displaceable coupling sleeve is arranged to disengage the input shaft 16 from the planetary gear holder 20 and the second axially displaceable the coupling sleeve 42 is arranged coupling the planetary gear carrier 20 to the gearbox housing 12. In the first and second gear layers, the third axially displaceable coupling sleeve 43 is arranged to connect the planetary gear carrier 20 to the output shaft 28.
    The first axially displaceable coupling sleeve 40 is provided on an inner surface with first booms 44, which are arranged to cooperate with corresponding first booms 44 arranged on the input shaft 16 and the planetary gear carrier 20. Corresponding first booms 44 arranged on the input shaft 16 are challenged on the periphery of a first ring 46, which is rotatably mounted on the input shaft 16. Corresponding first booms arranged on the planetary gear carrier 20 are challenged on the periphery of a second ring 48, which is rotatably mounted on the planetary gear carrier 20.
    The number of first bars 44 on the first axially displaceable coupling sleeve 40 and on the input shaft 16 preferably exceeds the number of teeth 32 on the ring gear 22.
    This provides a large number of fixed load positions between the ring gear 22 and the first coupling sleeve 40, which minimizes the occurrence of facets and means that a large number of facets can be formed on the gears 18, 22, 24 teeth 32. However, the facets will be close to each other. so that together they will be experienced as a substantially smooth surface of the gears 32. The facets therefore do not affect the function of the gearbox 2 and have no nominal effect on the life of the gears 18, 22, 24.
    The second axially displaceable coupling sleeve 42 is provided on an inner surface with second booms 50, which are arranged to cooperate with corresponding second booms 50 arranged on the periphery of the ring wheel 22 and on a projection 52, which is fixedly connected to the gear housing 12.
    The third axially displaceable coupling sleeve is on an inner surface provided with third booms 51, which are arranged to cooperate with corresponding third booms 51 arranged on the ring wheel 22, the planet gear holder 20 and the output shaft 28. The corresponding third 51 bars arranged on the planet wheel holder 20 are challenged. on the periphery of a third ring 49, which is rotatably mounted on the planet gear housing 20. Corresponding 13 third bars 51 arranged on the output shaft 28 are challenged on the periphery by a fourth ring 53, which is rotatably mounted on the output shaft 28.
    An axial stop 54 mounted on the planet gear carrier 20 is arranged to abut against the ring wheel 22, which axial stop 54 prevents the ring wheel 22 from being displaced axially. The axial stop 54 can be constituted by a disc-shaped plate, which by means of a first axial bearing 56 is mounted on the planet wheel holder 20. The axial stop 54 is rotatable in relation to the planet wheel holder 20 and the input shaft 16, and follows the rotation of the ring wheel 22. The axial stop 54 means partly that the ring gear 22 is fixed axially, and partly that the axial bearing 2 of the gear shaft 2 of the input shaft 16 is subjected to minor stresses when the gears 18, 22, 24 are provided with an obliquely cut tooth. A second thrust bearing 57 can be arranged between the axis of the sun gear 18! 38 and the planetary gear holder 20 to absorb axial forces arising in the sun gear 18.
    The law shaft of the gearshift shaft 2 is obtained by displacing the first coupling sleeve 40 axially to disengage the planetary gear holder 20 from the input shaft 16 simultaneously, or in close connection with the second coupling sleeve 42 being displaced, so that the ring wheel 22 is coupled to the shaft shaft housing 12. the first, second and third coupling sleeves 40, 42, 43 are provided with a first, second and third shifting fork 58, 60, 61 which are arranged in an outer circumferential groove 62 on each coupling sleeve 40, 42, 43. The first shifting fork 58 is actuated of a first power means 64, the second shift fork 60 is actuated by a second force means 66 and the third shift fork is actuated by a third force means 67. The first, second and third force means 64, 66, 67 may be constituted by a pneumatic or hydraulic cylinder. The shift forks 58, 60, 61 and the power members 64, 66, 67 are schematically drawn in Fig. 2.
    Preferably, the respective coupling sleeve 40, 42, 43 has a small mass, which means that it takes law energy and force to move the respective coupling sleeve 40, 42, 43 when changing. Thus, a fast changeover can be performed for a short period of time between the different gear joints in the gearbox 2. Fig. 3 shows a schematic sectional view of the gearbox 2 according to the invention in the second gear layer or hogrange shaft, in which the first coupling sleeve 40 has been shifted to the right in fig. 3 to connect the input shaft 16 to the planetary gear holder 20. The second coupling sleeve 42 has been displaced to the right in Fig. 3 to disengage the ring wheel 22 from the gearbox housing 12. The second coupling sleeve 42 will in the hogran joint only be connected to the gearshift housing. 12, which means that the second coupling sleeve 42 becomes stationary and will not apply mass inertial forces during the rotation of the ring gear 22. The torque transfer from the input shaft 16 to the output shaft 28 takes place in the hogrange shaft via the input shaft 16 and the planet gear holder 20 and further to the output shaft 28 via the third coupling sleeve 43, the gearing through the planetary shaft 14 becomes 1: 1.
    The gearbox 2 according to the invention operates according to the following change from the first to the second gear layer, i.e. from the bearing gear to the high gear and will be described in connection with Figures 2 and 3. In Fig. 2 the gearbox 2 has been switched to the bearing gear, which entails that the first coupling sleeve 40 rifts to a length which disconnects the input shaft 16 from the planetary gear holder 20. The first coupling sleeve 40 will not affect the mass forces of the main shaft load 6 upon rotation of the input shaft 16. The second coupling sleeve 42 continues to a ring 22 with the gear housing 12. Thus, the gear wire 2 operates in the bearing ring, whereby a downshift takes place through the planetary gear 14. The shifting process from the bearing shaft to the hanger shaft takes place by the second coupling sleeve 42 being disconnected from the first ring wheel 22 when the torque transmission between the ring wheel 22 and the gear housing 12 to disconnect forbr ignition motor 4 from the main gearbox 6 through a coupling 68 arranged therebetween. Alternatively, the internal combustion engine 4 is controlled so that torque balance between the ring wheel 22 and the gearbox housing 12 is generated. When the second clutch sleeve 42 is no longer facing any torque, the axial displacement of the second clutch sleeve 42 is abutted. Simultaneously or after a predetermined period of time, the first clutch sleeve 40 should be displaced by the first shift fork 58 to engage the planetary gear holder shaft 20 with the planetary gear holder shaft 16. This is achieved by controlling the internal combustion engine 4 so that the input shaft 16 rotates at a speed which is adapted to the speed of the planetary gear holder. When the input shaft 16 and the planet gear carrier 20 rotate at the same speed, the first coupling sleeve 40 can engage with the first booms 44 formed on the input shaft 16. Thus, the gearbox 2 operates in the hogrange shaft.
    To switch to the bearing shank, the first clutch sleeve 40 shall be displaced by the first shift fork 58 at the left in Fig. 3 to disengage the planet gear holder 20 from the input shaft 16. This is accomplished by terminating the torque transmission between the input shaft 16 and the planet wheel housing. is accomplished by disconnecting the internal combustion engine 4 from the main gearbox 6 through the clutch 68.
    Alternatively, the internal combustion engine 4 is controlled so that torque balance between the input shaft 16 and the planetary gear holder 20 is generated. If the first coupling sleeve 40 is no longer facing any torque, the axial displacement of the first coupling sleeve 40 is enabled. Simultaneously or after a predetermined period of time, the second coupling sleeve 42 shall be displaced by the second shift fork 60 in the direction of the ring gear 22 with the ring gear 22. 12. Since the second coupling sleeve 42 is stationary, the ring gear 22 must be brought to a stationary position before the coupling takes place between the second coupling sleeve 42 and the ring wheel 22. This is accomplished by controlling the internal combustion engine 4 so that the input shaft 16 rotates at a speed adapted to the planet gear holder 20 and the speed of the planet gears 24, which means that the ring gear 22 will stand still. When the ring wheel 22 is stationary, the second coupling sleeve 42 can engage with the second booms 50 formed on the ring wheel 22. Thus, the gearbox 2 operates in the bearing gear, at which a downgrading takes place through the gearbox 2.
    Fig. 4 shows how the gearshift is switched to the third gear shaft, that is to say to the reverse gear. The third axially displaceable coupling sleeve 43 is arranged in the third gear layer to interconnect the ring wheel 22 with the output shaft 28. Thus, the third coupling sleeve 43 has been displaced by means of the third shift fork 61, A. that the ring wheel 22 is coupled to the output shaft 28. the first coupling sleeve has been displaced by means of the first shift fork 58, so that the input shaft 16 is disengaged from the planet gear holder 20. The second coupling sleeve 42 has been displaced by means of the second shift fork 60 to interconnect the planet gear housing 40 of the gear wheel housing 16 with , 42, 43 are carried out when the input and output shafts 16, 28 are stationary, which corresponds to a stationary operating state of a vehicle 1 with gear changes in the transmission 3 of the vehicle 1. In order to achieve a stationary length of the input shaft 16, the vehicle 1 connection 68 continues to a disconnected lodge. When the gearbox 2 is driven in the third gear layer, torque is transmitted from the input shaft 16 to the sun gear 18 and further to the planet gears 24 as opposed to the torque to the ring gear 22 and further to the output shaft 28 via the third clutch sleeve 43. The planet gear holder 20 is stationary since the second coupling sleeve 42 interconnects the planetary gear holder 20 with the gearbox housing 12.
    Fig. 5 shows how the gearbox according to the invention can be fans to a parking ledge by displacing the second coupling sleeve 42 to a length where the planetary gear holder 20 is connected to the gearshift housing 12 simultaneously or in War connection to the third coupling sleeve 43 being displaced to a length of the planetary gear holder 20 coupled to the output shaft 28. The first coupling sleeve 40 is offset to a length which disconnects the planetary gear holder 20 from the input shaft 16. Thereby, the output shaft 28 will be prevented from rotating while the input shaft 16 can rotate in a neutral bearing.
    An electronic control unit 70 is connected to the gearbox 2, the main gearbox 6, the internal combustion engine 4 and the clutch 68 to perform the gear steps above. Preferably, a number of speed sensors (not shown) in the gearbox 2, the main gearbox 6 and the internal combustion engine 4 can be connected to the control unit. Another computer 72 may also be connected to the control unit 70. The control unit 70 may be a computer with suitable software for this purpose. The control unit 70 and / or the computer 72 comprises a computer program P, which may comprise routines for controlling the wax cloud 2 according to the present invention. The program P can be stored in an executable manner or in a compressed manner in a memory M and / or in an lds / write memory. Preferably, a computer program product is provided, which comprises a program code stored on a computer readable medium for performing the above switching steps, when said program code is crossed on the control unit 70 or another computer 17 72 connected to the control unit 70. Said program code may be non-volatile stored pd named by a computer soluble medium.
    The gearbox 2 described above is advantageous from a manufacturing and assembly point of view, as the required machining of components is simple and in addition the number of components is small. The design is further such that the need for space in both the axial and radial joints is small. The described gearbox 2 can be used awn in other contexts than what has been described above. Thus it is e.g. it is possible to use it in hydraulic automatic gearboxes where a number of gearboxes with planetary gearboxes are interconnected.
    The stated components and features stated above can be combined within the scope of the invention between different specified embodiments. 18
    权利要求:
    Claims (1)
    [1]
    1. 1_ilil = JZ9 Z909 Ze817 Z9 171- ek ‘ 1 .1991i78c -11_. zg --dy1 1ti7 te tz oc 17 89 179 .67-1714 L91-11z17-rri — li --1 (1 1-1 — IA09 1,9 99 1,9 '. 179 A zg 9C 91, 9Z 8 I 8Z 89 - E- ZL --- N cll 7 Z1, / 4 Z OL i7. 6! J 8 Os 91- l, 9 917 89 LtS 8Z zg —A tz oe II L91Z17-511 - / 1,9 r11 --- r '09 99 - ZZ N ..... k .., es 17S _1 1/7 El - OL 9 • 6! J 9 91- -' • 89 8 I 8Z ZZK., tg 8g L9 CirrriZi77rir7 - I riIr 09 1,9 99 Z l, / -L, I Lg -Ay1 1 tzOE A zg El - - Z 1/7 OL
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    引用文献:
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    法律状态:
    优先权:
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    US15/310,945| US9869370B2|2014-05-27|2015-05-12|Gearbox for a vehicle and vehicle, comprising such a gearbox|
    KR1020167035365A| KR101898903B1|2014-05-27|2015-05-25|Gearbox for vehicles and vehicles comprising such a gearbox|
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    SE1550665A| SE540417C2|2014-05-27|2015-05-25|Gearbox for vehicles and vehicles comprising such a gearbox|
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    EP15799107.6A| EP3152464B1|2014-05-27|2015-05-25|Gearbox for vehicles and vehicles comprising such a gearbox|
    PCT/SE2015/050596| WO2015183159A1|2014-05-27|2015-05-25|Gearbox for vehicles and vehicles comprising such a gearbox|
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