• 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 an arrangement in a gearbox. The gearbox comprises the first axle (4), a second axle (3, 11), at least one pair of gears as an included primary gear (5-7) arranged on the first axle (4), and a secondary gear (12-14) as is arranged on the second shaft (3, 11). The primary gear and the secondary gear have teeth which are engaged (30-32) with each other. The arrangement comprises a first component (29a-d) which is arranged at a first side of the gear engagement (30-32) between the primary gear ( 5-7) and the secondary gear (12-14). Said first component (29a-d) comprises a recess (29a2-dz) which is arranged in connection with the toothed grip (30-32) so that gearbox oil can be guided between the first side of the toothed grip (30-32) and the recess (29a2 -d2) in said first component (29a-d). (Fig. 1)
    公开号:SE1450670A1
    申请号:SE1450670
    申请日:2014-06-03
    公开日:2015-12-04
    发明作者:Daniel Häggström；Per Arnelöf
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    25 30 35 one side of the gear engagement with the gear on the side axle. A common variant of gearboxes has a relatively small gear on the main shaft with synchronizing units on both sides which comprise clutch discs which have a larger diameter than the gear. In such cases, both the fate of the oil from the gear grip and the fate of the oil from the gear grip are aggravated. As a result, the lubrication and cooling of the gears in the gear lever can be impaired and the entrapment of oil in the gear wheels can lead to higher losses in the gearbox with an increased fuel consumption as a result. As the oil has difficulty leaving the gear grip, the risk of the oil being squeezed in the gear grip also increases.
    SUMMARY OF THE INVENTION The object of the present invention is to provide an arrangement which ensures a required lubrication and cooling of a gear engagement between the gears of a gear pair arranged in a gearbox.
    This object is achieved with the arrangement of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 1. The gear of a pair of gears arranged on the first shaft has here been referred to as a primary gear and the gear arranged on the second shaft has here been referred to as a secondary gear. The first axle can be a side axle in the gearbox and the second axle can be a main axle in the gearbox. If the gearbox comprises a split gearbox, the second shaft may alternatively be an input shaft in the gearbox. The arrangement comprises a first component arranged at a first side of the gear engagement between the primary gear and the secondary gear. The first component is provided with a recess adjacent to the toothed grip. Thus, an oil gap can be created between the gear grip and said recess. This ensures an exchange of oil in the gear grip, which guarantees that the teeth receive good lubrication and cooling. This also does not cause losses in the gearbox caused by oil trapped in the gear lever.
    According to an embodiment of the present invention, the primary gear and the secondary gear are formed with inclined teeth. With inclined teeth, a lower sound volume is obtained in the gearbox than with straight teeth. When the teeth engage with each other, an area with a low pressure is created adjacent to one side of the gear engagement. Thus, oil is sucked into the gear grip on this side and out on the opposite side of the gear grip. Such an oil will facilitate the lubrication and cooling of the gear grip. The arrangement can, however, be arranged in gearboxes with straight teeth. Said first component and said recess are advantageously arranged on the side of the gear grip where the oil is led out. This ensures that the oil can always leave the cog grip. If the oil cannot leave the gear grip, the accumulated oil results in torque losses in the gear grip and a risk of the oil being squeezed. Oil that is squeezed and heated to a high local temperature can undergo chemical changes. There are also shear forces that can shatter the viscosity index-increasing additives present in the oil. As the risk of squeezing the oil is significantly eliminated, the time between oil changes in the gearbox can be extended.
    According to an embodiment of the present invention, the recess of the first component is annular. A first component which rotates in contact with a gear advantageously has an annular recess which is arranged at a height with the teeth of that gear. Thus, all the gears of the gear are in contact with the recess.
    As a result, they obtain the required lubrication and cooling when they engage the gears of the other gear in the pair of gears. The first component is advantageously arranged on the main shaft. However, it can alternatively be arranged on the side shaft.
    According to an embodiment of the present invention, said first component is included in a unit adapted to provide a rotational locking of the secondary gear on the second axle. When a gear is engaged in the gearbox, a secondary gear provides a synchronous speed after which it obtains a rotational lock on the main shaft. The synchronous speed can be obtained by braking or accelerating the side axle. When the secondary gear has received a synchronous speed and a rotational lock on the main shaft, a driving torque is transmitted via the gear engagement between the primary gear and the secondary gear of the gear pair in question. In the gear grip, very large loads arise. It is therefore important that the gears receive the required lubrication and cooling of the transmission oil in the gear lever. The first component may be a coupling disc of said unit. A clutch disc is constantly connected to the secondary gear and it thus rotates at the same speed as the secondary gear. The clutch disc can thus advantageously be arranged in contact with a side surface of the secondary gear. Providing a coupling disc with a ring-shaped recess is a fairly simple measure that can be provided at a low cost. Said first component may be included in a unit which is also adapted to synchronize the speed of the secondary gear with the speed of the second shaft before the secondary gear 10 obtains a rotational lock on the second shaft. Most gearboxes use synchronizing units that initially synchronize the speed of the secondary gear with the speed of the main shaft, after which they provide a rotational locking of the secondary gear on the main shaft. They advantageously also comprise clutch discs which are arranged in contact with the respective secondary gears on the main shaft.
    According to an embodiment of the present invention, said recess has a radial extent which is greater than the radial extent of the gear engagement. Thus, first components with one and the same recess can be arranged externally about gear engagement which are located at slightly different radial distances from the axis of rotation of the second shaft. This allows identical first components to be used in your gearbox locations.
    According to an embodiment of the present invention, the arrangement comprises a second component arranged on a second side of the gear engagement between the primary gear and the secondary gear and said second component comprising a second recess arranged in connection with the other side of the gear engagement between the the primary gear and the secondary gear. Thus, recesses are obtained on both sides of the cog grip, which ensures a flow of oil to the cog grip and a fate of oil from the cog grip. In this case, an abundant exchange of oil is obtained in the gear grip and a very good lubrication and cooling.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, as an example, a preferred embodiment of the invention is described with reference to the accompanying drawings, in which: Fig. 1 shows a gearbox provided with an arrangement according to the present invention, Fig. 2 shows the arrangement in Figs. 1 in more detail and Fig. 3 shows a coupling disc according to the invention in a separate condition.
    DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION Fig. 1 shows a gearbox which may be arranged in a schematically indicated vehicle 1.
    Vehicle 1 which may be a heavy vehicle. The gearbox is attached to a housing 2 which contains gearbox oil. The gearbox comprises an input shaft 3 which is driven by an internal combustion engine (not shown). The gearbox comprises a side shaft 4 which is provided with a number of gears 5-10 of different dimensions. The gears 5-10 are separate units which are fixedly mounted on the side shaft 4 or they form a homogeneous part of the side shaft 4.
    The gearbox comprises a main shaft 11 which is provided with a number of gears 12-17 of different dimensions. Each of the gear pairs comprises a primary gear 5- which is fixedly arranged on the side shaft 4 and a secondary gear 12-17 which is rotatably arranged on the main shaft 11 or the input shaft 3. The gearbox is provided with a split gear which in a first split position connects the input shaft 3 with the side shaft 4 via a first gear pair 5, 12. In a second split position the input shaft 3 is connected to the side shaft 4 via a second gear pair 6, 13. The side shaft 4 thus provides a rotational movement in the two split positions of the input shaft 3 The second pair of gears 6, 13 provides a gear defining the third gear in the gearbox. The gearbox further comprises a third gear pair 7, 14 defining the second gear in the gearbox, a fourth gear pair 8, 15 defining the one gear in the gearbox, a fourth gear pair 9, 16 defining a creep gear and a fifth gear pair 10, a gear pair 10, . The gear pair 10, 17 for the reverse gear comprises an intermediate gear which provides the reverse direction of rotation of the main shaft 11.
    The secondary gears 12-17 are rotatably arranged on the main shaft 11 or the input shaft 3 by means of bearings 18 which may be needle bearings. Synchronization units 19-21 are arranged in connection with the secondary gears 12-15 on the main shaft 11.
    Each of the synchronizing units 19-21 has the task of providing a synchronizing and a subsequent rotational locking of at least one of the secondary gears 12-15 on the main shaft 11 in connection with the loading of a gear. A first synchronizing unit 19 is included in the split gear where it has the task of establishing the different split positions so that it connects the input shaft 3 to the side shaft 4 in the gearbox, via the first pair of gears 5, 12 in the first split position and, via the second pair of gears 6, 13, in the second split mode. A second synchronizing unit 20 is adapted to be responsible for synchronizing and rotationally locking the secondary gears 13, 14 for the second and third gears. A third synchronizing unit 21 is adapted to be responsible for synchronizing and rotationally locking the secondary gear 15 for one gear. The gearbox also comprises a range gear 22 which is arranged between the main shaft 11 and an output shaft 23 of the gearbox. With the aid of a gear gear 22, all ordinary gears in the gearbox can be given a high and a low gear, respectively. Thus, the gearbox can receive twice as many gears. A control unit 24 is adapted to control the activation of the synchronizing units 19-21 during shifting processes in the gearbox.
    Fig. 2 shows the first synchronizing unit 19 and the second synchronizing unit 20 in more detail. The first synchronizing unit 19 comprises a first locking cone 25a and a second locking cone 25b which are rotatably connected to the input shaft 3 of the gearbox via a synchronizing carrier 26a.
    The synchronizing driver 26a comprises teeth which are constantly engaged with teeth on the input shaft 3 of the gearbox. Ratchets 25a, 25b thus rotate at a speed which is related to the speed of the input shaft 3 of the gearbox. The first synchronizing unit 19 further comprises a slidably arranged coupling sleeve 28a which is alternatively connectable to the included locking economy 25a, 25b. The first locking cone 25a has a conically shaped friction surface (not shown) which is adapted to engage a corresponding, not shown, conically shaped friction surface of a first clutch disc 29a. The first clutch disc 29a is rotatably connected to an adjacent secondary gear 12 via radially internally arranged teeth 29a1. The second locking cone 25b has a conically shaped friction surface (not shown) which is adapted to engage a corresponding, not shown, conically shaped friction surface of a second coupling disc 29b. The second clutch disc 29b is constantly connected to the secondary gear 13 via radially internally arranged teeth 29b1.
    The first synchronizing unit 19 is thus included in the split gear. When the coupling sleeve 28a is displaced in an axial direction to the left in Fig. 2 from an initial position to a synchronizing position, the conical friction surface of the first locking cone 25a engages with the conical friction surface of the first coupling disc 29a. Thus, the first locking cone 25a and the first clutch disc 29a relatively soon receive a synchronous speed. When the synchronous speed has been reached, the coupling sleeve 28a can be displaced a further distance to a locking position in which it provides a rotational locking between the synchronizing driver 26a and the first coupling disc 29a. As a result, the secondary gear 12 also receives a rotational lock on the input shaft 3. The split gear is now in the first split position. When the coupling sleeve 28a is displaced in an axial direction to the right in Fig. 2 from the initial position to a synchronizing position, the conical friction surface of the second locking cone 25b engages with a conical friction surface of a second coupling disc 29b. Thus, the second locking cone 25b and the second clutch disc 29b relatively soon obtain a synchronous speed. When the synchronous speed has been reached, the coupling sleeve 28b can be displaced a further distance to a locking position in which it provides a rotational locking of the second locking cone 25b and the second coupling disc 29b. As a result, the secondary gear 13 also receives a rotational lock on the input shaft 3. The split gear is now in the second split position.
    The second synchronizing unit 20 comprises a third locking cone 25c and a fourth locking cone 25d which are connected to the input shaft shaft 11 of the gearbox via a driver 27 and a synchronizing driver 26b. The driver 27 comprises teeth which are constantly engaged with teeth 11a on the main shaft 11 1. The locking economy 25c, 25d of the synchronizing unit 20 thereby rotates at a speed which is related to the speed of the main shaft 11. The second synchronizing unit 20 comprises a slidably arranged second coupling sleeve 28b which is alternatively connectable to the included locking members 25c, 25d. The third locking cone 25c has a conically shaped friction surface (not shown) which is adapted to engage with a corresponding, not shown, conical shaped friction surface of a third clutch disc 29c. The third clutch disc 29c is constantly connected to the secondary gear 13 via radially internally arranged teeth 29c1. The fourth locking cone 25d has a conically shaped friction surface (not shown) which is adapted to engage a corresponding, not shown, conically shaped friction surface of a fourth coupling disc 29d. The fourth clutch disc 29d is constantly connected to the secondary gear 14 via radially internally arranged teeth 29d1.
    When the second coupling sleeve 28b is displaced in an axial direction to the left in Fig. 2 from an initial position to a synchronizing position, the conical friction surface of the third locking cone 25c engages with the conical friction surface of the third coupling disc 29c.
    Thus, the third locking cone 25c and the third clutch disc 29c relatively soon receive a synchronous speed. When the synchronous speed has been reached, the coupling sleeve 28b can be displaced a further distance to a locking position in which it provides a rotational locking of the third locking cone 25c and the third coupling disc 29c. As a result, the secondary gear 13 obtains a rotational lock on the main shaft 1 1. The third gear is now loaded in the gearbox. When the coupling sleeve 28b is displaced in an axial direction to the right in Fig. 2 from the initial position to a synchronizing position, the conical friction surface of the fourth locking cone 25d engages with the conical friction surface of the fourth coupling disc 29d. Thus, the fourth locking cone 25d and the fourth clutch disc 29d relatively soon receive a synchronous speed. When the synchronous speed has been reached, the coupling sleeve 28b can be displaced a further distance to a locking position in which it provides a rotational locking of the fourth locking cone 25d and the fourth coupling disc 29d. As a result, the secondary gear 14 obtains a rotational lock on the main shaft 11. The second gear is now engaged in the gearbox.
    The first pair of gears 5, 12 has a gear engagement 30, the second pair of gears 6, 13 has a gear engagement 31 and the third pair of gears 7, 14 has a gear engagement 32.
    The gearbox housing 2 is filled with gearbox oil up to a level so that at least the primary gears 5-10 are in contact with the oil. Thus, the primary gears 5-10 are transported up gearbox oil to the secondary gears 12-17 via the gear grips 30-32. Gearbox oil is also led to the gears via suitably arranged oil channels. The primary gears 5-10 and the secondary gears 12-17 are provided with inclined teeth. When the gears in the respective gear pairs engage each other, a negative pressure arises on one side of the gear engagement 30-32. Oil is then sucked into the gear engagement 30-32 on this side and out of the gear engagement 30-32 on the opposite side.
    Conventional clutch plates include flat side walls that are in contact with the side surfaces of the secondary gears. In cases where a secondary gear has a smaller diameter than an adjacent clutch disc, the flat wall surface blocks the oil flow at one side of the gear engagement. In cases where a secondary gear is surrounded by conventional coupling discs with a larger diameter on both sides, the flat wall surfaces block the oil on both sides of the gear grip. In cases where a clutch disc forms a wall surface at the side of the gear grip where the oil is sucked in, there is a risk that too little amount of gearbox oil is led into the gear grip. The cooling and lubrication of the teeth in the gear grip can thus be reduced. When a coupling disc forms a wall surface at the side of the gear grip where the oil is led out, there is a risk that the existing oil will remain in the gear grip. There are thus torque losses in the gearbox, which leads to a higher fuel consumption and increased amount of emissions in the exhaust gases. There is also a risk that the remaining oil is exposed to very high pressures and a local heating in the gear grip so that it undergoes a chemical change.
    The secondary gear 12 of the first gear pair has a smaller diameter than the first synchronizing unit 19 and the first clutch disc 29a which is in contact with a side surface of the secondary gear 12. The secondary gear 13 of the second gear pair has a smaller diameter than the first The synchronizing unit 19 and the second clutch disc 29b which are in contact with a first side surface of the secondary gear 13. The secondary gear 13 also has a smaller diameter than the second synchronizing unit 20 and the third clutch disc 29c which are in contact. however, with a second opposite side surface of the secondary gear 13. However, the secondary gear 14 of the third gear pair has a larger diameter than the second synchronizing unit 20 and the third clutch disc 29c. The secondary gear 15 of the fourth pair of gears also has a larger diameter than the third synchronizing unit 21. Problems with oil fate can mainly be obtained in the gear grip 31 where surrounding coupling discs 29b, 29c have side surfaces on both sides of the gear grip 31. Problems with oil e the fate can also be obtained in the gear engagement 30 since the coupling disc 29a has a side surface on one side of the gear engagement 30.
    To solve the above-mentioned problem, each of the coupling discs 29a-29d is provided with an annular recess 29a2-29d2. The annular recesses 29a; 29d2 are arranged at substantially the same radial distance from the axis of rotation 11b of the main shaft as the teeth 12a, 13a of the secondary gears 12, 13 and thus the gear grips 30, 31. In the embodiment shown in Figs. 2, the recesses 29a2-29d2 have a slightly greater radial extent than the toothed grips 30, 31.
    Synchronization units 19, 20 with such annular recesses 29a2-29d2 can be applied externally to gear engagement 30, 31 which are located at slightly different distances from the axis of rotation 1 lb of the main shaft. The presence of the annular recesses 29a2-29c2 facilitates the oil flow to and from the gear grips 30, 31. The oil which leaves the gear teeth 30, 31 and accumulates in one of the annular recesses 29a-d can then be led back to the teeth 12a, 13a of the secondary gears. 12, 13 when they are no longer in engagement 30, 31 with the gears 5a, 6a of a primary gear 5, 6.
    Fig. 3 shows the first clutch disc 29a in a separate condition and the side of the clutch disc 29a which is adapted to abut against the secondary gear 12 of the first pair of gears. The coupling disc 29a is here provided with an annular recess 29a2. The teeth 29a1 of the clutch disc with which it is connected to the secondary gear 12 can also be seen.
    The invention is not limited to the embodiment described above, but it can be varied freely within the scope of the claims. Components other than clutch discs 29a-d can also be arranged in gearboxes in contact with gears of gear pairs so that they block the gear engagement of the gears. Such components, which can for instance consist of gears for rotational speed measurement, can also be provided with recesses in connection with the gear grips. Such components may also be arranged on the side shaft adjacent to a primary gear of a pair of gears.
    权利要求:
    Claims (12)
    [1]
    Arrangement in a gearbox, wherein the gearbox comprises a first shaft (4), a second shaft (3, 11), at least one gear pair which comprises a primary gear (5-7) arranged on the first shaft (4) and a secondary gear (12-14) disposed on the second shaft (3, 11), the primary gear (5-7) and the secondary gear (12-14) having engaged teeth (30- 32). ) with each other, and wherein the arrangement comprises a first component (29a-d) arranged at a first side of the gear engagement (30-32) between the primary gear (5-7) and the secondary gear (12-14), characterized in that said first component (29a-d) comprises a recess (29a2-d2) arranged in connection with the toothed grip (30-32) so that gearbox oil can be led between the first side of the toothed grip (30-32) and the recess (30-32). 29a2-d2).
    [2]
    Arrangement according to claim 1, characterized in that the primary gear (5-7) and the secondary gear (12-14) are formed with inclined teeth (5a-7a, 12a-14a).
    [3]
    Arrangement according to claim 1 or 2, characterized in that said first component (29a-d) and said recess (29a2-29d2) are arranged on one side of the gear engagement (30-32) where gearbox oil is discharged during operation.
    [4]
    Arrangement according to one of the preceding claims, characterized in that the recess (29a2-d2) of the first component (29a-d) is annular.
    [5]
    Arrangement according to any one of the preceding claims, characterized in that said first component (29a-d) is arranged on a main shaft (11) in the gearbox.
    [6]
    Arrangement according to any one of the preceding claims, characterized in that said first component (29a-d) is included in a unit (19, 20) which is adapted to provide a rotational locking of the secondary gear (12-14) on the second shaft ( 3, 11).
    [7]
    Arrangement according to claim 6, characterized in that the first component is a coupling disc (29) of said unit (19, 20).
    [8]
    Arrangement according to any one of claims 6 or 7, characterized in that said first component is included in a unit (19, 20) which is also adapted to synchronize the speed of the secondary gear (12-14) with the second shaft ( 3, ll) speed before the secondary gear (12-14) obtains a rotational lock on the second axle (3, 11).
    [9]
    Arrangement according to any one of the preceding claims, characterized in that said recess (29a2-d2) has a radial extent which is greater than the radial extent of the gear engagement (30-32).
    [10]
    Arrangement according to one of the preceding claims, characterized in that it comprises a second component (29a-d) which is arranged on an opposite second side of the gear engagement (30-32) between the primary gear (5-7) and the secondary gear. (12-14) and that said second component (29) comprises a recess (29a2-29d2) arranged in connection with the other side of the gear engagement (30-32) between the primary gear (5 -7) and the secondary gear (12-14) so that gearbox oil can be passed between the other side of the gear (30-32) and the recess (29a2-d2).
    [11]
    A gearbox comprising an arrangement according to any one of the preceding claims 1-10.
    [12]
    Vehicle comprising a gearbox according to claim 1 1.
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    同族专利:
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    JPH0138976B2|1983-12-05|1989-08-17|Toyota Motor Co Ltd|
    US5009116A|1990-03-30|1991-04-23|General Motors Corporation|Power transmission|
    JP2005114156A|2003-09-19|2005-04-28|Nissan Motor Co Ltd|Synchronizer for transmission|
    RU50268U1|2005-05-14|2005-12-27|Открытое акционерное общество "АВТОВАЗ"|LOCKING RING FOR SYNCHRONIZER|
    FR2891331B1|2005-09-29|2008-02-22|Renault Sas|FRICTION DOUBLE CONE COUPLING DEVICE FOR GEAR BOX|
    JP4716114B2|2006-02-27|2011-07-06|協和合金株式会社|Synchronizer for transmission|
    CN201615188U|2010-02-13|2010-10-27|桂林福达齿轮有限公司|Five-gear speed transmission provided with lock ring type synchronizers|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1450670A|SE538918C2|2014-06-03|2014-06-03|Arrangements for lubrication and cooling in a gearbox|SE1450670A| SE538918C2|2014-06-03|2014-06-03|Arrangements for lubrication and cooling in a gearbox|
    EP20204223.0A| EP3800376A3|2014-06-03|2015-05-28|Arrangement in a gearbox|
    RU2016150630A| RU2653226C1|2014-06-03|2015-05-28|Lubricating device for gearbox|
    EP15803195.5A| EP3152466B1|2014-06-03|2015-05-28|Arrangement in a gearbox|
    KR1020167036221A| KR101905786B1|2014-06-03|2015-05-28|Arrangement in a gearbox|
    EP20204224.8A| EP3800377A3|2014-06-03|2015-05-28|Arrangement in a gearbox|
    CN201580027600.XA| CN106415076A|2014-06-03|2015-05-28|Arrangement in a gearbox|
    PCT/SE2015/050615| WO2015187080A1|2014-06-03|2015-05-28|Arrangement in a gearbox|
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