• 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:
    16 Abstract The present invention relates to a brake arrangement (24) for a gearboX (2). ThegearboX comprises an input shaft (3), a counter shaft (4), a main shaft (8) and aplurality of gear Wheels pairs Which each comprises a primary gear Wheel (6-10)arranged on the counter shaft (4) and a secondary gear Wheel (13-17) arranged on themain shaft (11), Wherein the brake arrangement comprises at least two brake units(24a-c) each configured to act With a braking torque (T1-3) on the counter shaft (5) or acomponent (3) connected to the counter shaft (5), and a control unit (25) configured tocontrol the activation of the brake units (24a-c). The control unit (25) is configured toactivate the at least two brake units (24b-c) one at a time or both simultaneously duringan upshift process in the gear box (2) When a secondary gear Wheel (13-17) of a gearWheel pair to be engaged in the gear box is retarded to a synchronous speed With the main shaft (11). (Pig. i)
    公开号:SE1550526A1
    申请号:SE1550526
    申请日:2015-04-29
    公开日:2016-10-30
    发明作者:Norberg Peer；Häggström Daniel
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    A brake arrangement for an upshift process in a gearbox BAKGROUND OF THE INVENTION AND PRIOR ART The present invention relates to a brake arrangement for an upshift process in a gearbox according to the preamble of claim 1.
    A conventional gearbox comprises a main shaft, a counter shaft, and a plurality ofgearwheel pairs each comprising a primary gearwheel fiXedly arranged on the countershaft and a secondary gearwheel rotatably arranged on the main shaft. The primarygearwheel and the secondary gearwheel of each gearwheel pair are in constantmeshing engagement With each other. A synchronizing unit is used to synchronize thespeed of the secondary gear Wheels of each gearwheel pairs With the speed of the mainshaft and to lock the secondary gear Wheel on the main shaft When a synchronousspeed has been reached. Usually, a synchronizing unit comprises a conically shapedfriction surface connected to the secondary gear Wheel and a conically shaped frictionsurfaces connected to the main shaft. When the conically friction surfaces are engaged,the secondary gear Wheel and the main shaft achieve a synchronous speed in a fastmanner. However, the friction surfaces of the synchronizing units are subjected to heavy loads resulting in a large Wear.
    An altemative to use synchronizing units is to use a transmission brake. A transmissionbrake is normally designed as a multi disc brake. During an upshift process, thetransmission brake is used to provide a braking torque on the counter shaft in order toreduce the speed of a secondary gear Wheel to be engaged to the speed of the mainshaft. As soon as the secondary gearwheel has reached a synchronous speed With themain shaft, the secondary gear Wheel is rotationally locked to the main shaft by a locking unit. During a doWnshift process, the engine is activated such that it provides an acceleration of the counter shaft until a secondary gear wheel to be engaged reachesa synchronous speed with the mains shaft. As soon as the secondary gearwheel hasreached a synchronous speed with the main shaft, the secondary gear Wheel is rotationally locked to the main shaft by a locking unit.
    A conventional transn1ission brake provides a fixed braking torque on the countershaft. A gearboX comprising a split gear has a counter shaft with a varying moment ofinertia depending on the split gear engaged. lt is difficult to dimension a transn1issionbrake providing a fixed braking torque on the counter shaft for such a gearboX. Thetransmission brake may be dimensioned to the highest moment of inertia of the countershaft. ln this case, the counter shaft receives a very fast retardation which makes itdifficult to disengage the braking torque at the right time with a high accuracy when ithas a small moment of inertia. Alternatively, the transn1ission brake is dimensioned forthe lowest moment of inertia. ln this case, the counter shaft receives a slow retardation resulting in a long gearshift process when it has a large moment of inertia.
    US 2008/0116030 shows a gear brake device for a multi-speed manual transmission. Afirst gear brake is used during an upshift process. At least one additional auxiliarybrake is provided, which acts on an input gear shaft or on a power take off shaft. TheauXiliary brake is designed so that it can perform auXiliary functions alone or together with the first gear brake such as a PTO braking function or a hill hold function.
    SUMMARY OF THE INVENTION The object of the present invention is to provide a brake arrangement which makes it ispossible to provide a fast braking process of a counter shaft to a desired speed and with a high accuracy during an upshift process in a gearbox.
    The above mentioned objects are achieved by the braking arrangement according tothe characterizing portion of claim l. The brake arrangement comprises at least twobrake units by which it is possible to brake the counter shaft during an upshift process in the gearboX. lt is possible to activate one of the brake units at a time or several brake units simultaneously. Thereby, it is possible to retard the counter shaft with severalalternative braking torques at different upshift processes. Furthermore, it is possible toretard the counter shaft with several alternative braking torques during different phasesof an upshift process. ln a gearbox with a large number of gears, there are lot ofoptions for upshifting. The use of several brake units makes it possible to provide aunique braking process for each possible upshift process in the gearbox. The brakingprocesses may be designed for an optimal tradeoff between performance, accuracy and comfort.
    According to an embodiment of the invention, each brake unit is configured to act witha fixed braking torque on the counter shaft or on a component connected to the countershaft. Such brake units may have a relatively simple design. Preferably, the brake unitsare configured to act with different fixed braking torques on the counter shaft or on thecomponent connected to the counter shaft. ln this case, it is possible to provide a fixed braking torque for each brake unit and several fixed braking torques when several brake units are activated simultaneously.
    According to an embodiment of the invention, the control unit has access to storedinformation about how the at least two brake units should be activated during differentupshift processes in the gearbox. lt is many times possible to determine a preferableactivation of the brake units during all possible upshift processes and during differentoperational conditions. This information may be stored in an appropriate manner where the control unit has access to said information.
    According to an embodiment of the invention, at least one of the brake units isconfigured to provide a braking torque acting directly on the counter shaft. This brakeunit may act as a conventional transmission brake but is could be dimensioned toprovide a smaller braking torque to the counter shaft during an upshift process. Saidbrake unit may be configured to act with a braking torque on an end portion of thecounter shaft. It is usually spaces at the end portions of the counter shaft where it is possible to arrange a brake unit. Thus, it is possible to arrange one brake unit at one end portion of the counter shaft and another brake unit at an opposite end portion of the counter shaft.
    According to an embodiment of the invention, the at least one of the brake units isconfigured to act with a braking torque on the input shaft to the gearboX. The inputshaft may be in constant engagement with the counter shaft via a transmission in theform of a gearwheel pair. ln this case, the brake unit provides a braking torque actingon the counter shaft which is related to the braking torque on the input shaft and the gear ratio of the gearwheel pair.
    According to an embodiment of the invention, each brake unit comprises a pneumaticactuator and a brake member to be activated by the pneumatic actuator. Heavy vehiclestypically include compressed air sources for different purposes. It is favorable to usesuch an already existing power source for activating pneumatic actuators and the brakeunits. The pneumatic actuators may be provided with pistons of different areas.Thereby, it is possible to provide two altemative braking torques from two pneumaticactuators by means of compressed air from one and the same compressed air source.However, it is possible to use other kinds of actuator for activation of the brake unitssuch as hydraulic cylinders or electric engines. The brake member may be a multiple disc brake. However, it is possible to use other kinds of brake member.
    According to an embodiment of the invention, at least one of the brake units isconfigured to act with a braking torque on a component connected to the counter shaftvia a transmission provided with at least two different gear ratios. In this case, it ispossible to provide the braking torque from a brake unit with at least two different gearratios. Consequently, the braking torque from such a brake unit may be transforrned toat least two altemative braking torques acting on the counter shaft. The transmissionmay be a split gear engageable in at least two split gears. Certain gear boXes comprisesa split gear between the input shaft and the counter shaft. The split gear may be used to give the gears in a gearboX a high split gear and a low split gear.
    According to an embodiment of the invention, the split gear may be positionable in aneutral position in which it disengage the connection between the component and thecounter shaft. In a conventional gear box comprising a split gear, the shift process ofthe ordinary gear in the gearboX and the shift process of the split gear is performed insequence. The shift process of the ordinary gear is initially performed whereupon theshift process of the split gear is performed. When the split gear is in the neutralposition, it is possible to retard the input shaft by one of the brake units and the countershaft by another of the brake units simultaneously. In this case, it is possible toperform the shift processes of the ordinary gear and the split gear simultaneously which reduces the time for an upshift process in the gearboX.
    The invention relates also to a gearboX comprising a brake arrangement according to any one of the claims 1-13 and a vehicle comprising a gearboX according to claim 14.
    BRIEF DESCRIPTION OF THE DRAVVINGS In the following preferred embodiments of the invention are described, as examples, with reference to the attached drawings, on which: Fig. 1 shows a gearboX with a brake arrangement according to a firstembodiment of the invention andFig. 2 shows a gearboX with a brake arrangement according to a second embodiment of the invention.
    DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THEINVENTION Fig. 1 shows a schematically indicated vehicle 1 provided with a gearboX 2. Thevehicle 1 can be a heavy vehicle. The gearboX 2 comprises a housing and an inputshaft 3 driven by a not shown engine. The input shaft 3 comprises a gear wheel 12.The gearbox comprises further a counter shaft 4 provided with a plurality of gearwheels 5-10 of different sizes. The gearwheels 5-10 are separate units fiXedly mounted on the counter shaft 4 or formed as a homogeneous part of the counter shaft4. The gearWheel 5 on the counter shaft 4 is connected to the gearWheel 12 on the inputshaft 3. The gearWheels 5, 12 forms a first gear Wheel pair in the gear box. ThegearboX 2 comprises a main shaft 11 provided With a plurality of gearWheels 13- 17 ofdifferent sizes. The gearWheels 6-10 on the counter shaft 4 is in constant engagementWith a gearWheel 13-17 on the main shaft 11 forrning a number of additionalgearWheel pairs in the gearboX 2. Each additional gearWheel pair includes a primarygearWheel 6-10 fiXedly attached on the counter shaft 4 and secondary gear Wheel 13-17 rotatably arranged on the main shaft 11.
    The gearbox 2 is equipped With a split gear Which in a first split position connects theinput shaft 3 With the counter shaft 4 via the first gearWheel pair 5, 12 and Which in asecond split position connects the input shaft 3 With the counter shaft 4 via a secondgearWheel pair 6, 13. The second gearWheel pair 6, 13 provides a ratio that defines athird gear in the gearboX 2. The gearbox 2 further includes a third gearWhee1 pair 7, 14Which defines a second gear in the gearbox 2, a fourth gearWheel pair 8, 15 Whichdefines a first gear in the gearboX 2, a fifth gearWheel pair 9, 16 Which defines a creepgear and a siXth gearWheel pair 10, 17 Which defines a reverse gear. The siXthgearWheel pair 10, 17 includes an intermediate gearWheel Which provides a reverse rotation of the main shaft 11.
    The input shaft 3 is rotatably arranged in the gearboX 2 by means of a roller bearing18a. The secondary gearWheels 13-17 are rotatably arranged on the main shaft 11 bymeans of roller bearings 18b that can be needle bearings. The main shaft 11 isrotatably arranged in the gearbox by means of two roller bearings 18c. Locking units19-21 are disposed adjacent to the secondary gear Wheels 12 on the input shaft 3 andthe secondary gearWheels 13-15 of the main shaft 11. Each locking unit 19-21 isconfigured to provide a rotational locking of at least one of the secondary gear Wheels13-15 on the main shaft 11. A first locking unit 19 has the task to establish thedifferent split positions. The first locking unit 19 is able to connect the input shaft 3 tothe counter shaft 4 in the gearbox 2, via the first gearWheels pair 5, 12 in a first loW split position and, via the second gearWheels pair 6, 13 in a second high split position.
    A second locking unit 20 is configured to provide a rotational locking of the secondarygearwheels 13, 14 on the main shaft 11. A third locking unit 21 is configured to provide a rotational locking of the secondary gearwheel 15 on the main shaft 11.
    Furthermore, it is possible, by the first locking unit 19 and the second locking unit 20,to provide a direct connection between the input shaft 3 and the main shaft 11 andprovide a direct-drive gear in the gearboX 2. The gearboX also includes a range gear 22which is arranged between the main shaft 11 and an output shaft 23 of the gearboX 2.The range gear 22 comprises a sun wheel 22a fiXedly arranged on the main shaft 11,planetary wheels 22b and a planetary wheel carrier 22c fiXedly connected to the outputshaft 23. By means of the range gear 22, all ordinary gears in the gearboX 2 can beprovided with a high range gear or a low range gear. Thus, the range gear 22 provides the gearboX 2 with twice as many gears.
    The gearbox comprises a brake arrangement in the form of a first brake unit 24aarranged at an end portion of the counter shaft 4. The first brake unit 24a comprises apneumatic actuator 24a1 and a brake member 24a2. The brake arrangement comprisesa second brake unit 24b arranged at an end portion of the input shaft 3. The secondbrake unit 24b comprises a pneumatic actuator 24b1 and a brake member 24bz. Thebrake members 24a2, 24b2 may be multi disc brakes. A control unit 25 controls theactivation of the brake units 24a, 24b. The pneumatic actuator 24a1 of the first brakeunit 24a is connected to a compressed air source 26 via a first compressed air line 27a.The first compressed air line 27a comprises a three way valve 28a controlled by thecontrol unit 25. The pneumatic actuator 24b1 of the second brake unit 24b is connectedto the compressed air source 26 via a second compressed air line 27b. The secondcompressed air line 27b comprises a three way valve 28b controlled by the control unit 25.
    The first brake member 24a2 is dimensioned to provide a braking torque T1 to thecounter shaft 4 when compressed air is supplied from the compressed air source 26 tothe pneumatic actuator 24a1. The second brake member 24b2 is dimensioned to provide a braking torque Tz to the input shaft 3 when compressed air is supplied from the compressed air source 26 to the pneumatic actuator 24b2. The control unit 25 receivesinformation about a number of operational parameters 29 of the vehicle. Theoperational parameters 29 may include the speed and the load of the engine. Thecontrol unit 25 also receives information about the speed 30 of the main shaft and the speed 31 of the counter shaft 4 from a respective sensors or the like.
    During operation of the combustion engine, the control unit 25 receives substantiallycontinuously information about said operational parameters 29. The control unit 25 hasaccess to stored information 25a about gears to be engaged at different operationalconditions. The control unit 25 controls substantially continuously that the mostpreferable gear is engaged at current operational condition. If it not the case, thecontrol unit 25 activates a non-indicated actuator and a shift fork Which moves theengaged locking unit 19-21 from a locking position to a non-locking position such thatthe secondary gear Wheel 13-17 for the gear to be disengaged is free to rotate on themain shaft 11. The control unit 25 deterrnines if the shifting process is an upshiftprocess or a doWnshift process. ln case it is a doWnshift process, the control unit 25activates the combustion engine such it accelerate the input shaft 3 and the countershaft 4 such that the secondary gear Wheel 13-15 of the gearWheel pair to be engagedachieves a corresponding speed as the main shaft 11 Whereupon the secondarygearWheel is rotationally locked on the main shaft 11 by one of the locking units 19-21. ln case it is an upshift process, the control unit 25 has access to stored information 25afor all possible upshifts processes about the activation of the brake units 24a, 24b.
    The first brake unit 24a provides a braking torque T1 on the counter shaft 4 in anactivated state. The second brake unit 24b provides a braking torque Tz on the inputshaft 3 in an activated state. ln this case, the second pneumatic actuator 24b1 has apiston With a larger active area than the piston of the first pneumatic actuator 24a1. Asa consequence, the second brake unit 24b provides a larger braking torque Tz on theinput shaft 3 than the braking torque T1 provided on the counter shaft 4 by the firstbrake unit 24a. HoWever, the braking torque Tz acting on the input shaft 3 is to be transferred to the counter shaft 4 via the split gear. When the split gear is in the first low split position the second braking torque Tz is transferred, via the first gearwheelpair 5, 12, to the counter shaft 4. ln this case, the second brake unit 24b provides abraking torque Tza acting on the counter shaft 4 which is depending on the gear ratio ofthe gearwheels 5, 12. When the split gear is in the second high split position thesecond braking torque Tz is transferred, via the second gearwheel pair 6, 13, to thecounter shaft 4. ln this case, the second brake unit 24b provides a braking torque Tzbacting on the counter shaft 4 which is depending on the gear ratio of the gearwheels 6, 13.
    The control unit 25 is able to activate the brake units 24a, b individually or incombination during an upshift process in the gearboX 2. Consequently, the control unit25 is able to active the first brake 24a unit and provide a braking torque T1 on thecounter shaft 4. The control unit 25 is able to active the second brake 24b unit whenthe split gear is in the low split position and provide a braking torque Tza on thecounter shaft 4. The control unit 25 is able to active the second brake 24b unit whenthe split gear is in the high split position and provide a braking torque Tzb on thecounter shaft 4. Furthermore, the control unit 25 is able to active the first brake 24aunit and the second brake 24b unit when the split gear is in the low split position andprovide a braking torque T1+T2a on the counter shaft 4. Finally, the control unit 25 isable to active the first brake 24a unit and the second brake 24b unit when the split gearis in the high split position and provide a braking torque T1+T2b on the counter shaft 4.ln this case, the control unit 25 is able to retard the speed of the counter shaft 4 bymeans of five alternative braking torques. Furthermore, it is possible to use several of the five alternative braking torques during different phases of an upshift process.
    When the split gear is in a neutral position, the counter shaft 4 is disengaged from theinput shaft 3. ln this case, the counter shaft has a first moment of inertia I1. When thesplit gear is in the high split position, the counter shaft 4 is connected to the input shaft3 via the second gearwheel pair 6, 13. In this case, the counter shaft 4 has a secondmoment of inertia Iz which is higher than the first moment of inertia I1.When the splitgear is in the low split position, the counter shaft 4 is connected to the input shaft 3 via the first gearwheel pair 5, 12. ln this case, the counter shaft 4 has a third moment of inertia Is Which is higher than the second moment of inertia Iz. The required brakingtorque T of the counter shaft 4 is related to the moment of inertia I of the counter shaft4. As a consequence, both brake units 24a, b usually need to be activated When the counter shaft 4 has a third moment of inertia Is.
    The split gear can be positioned in the neutral position, When an upshift process is tobe performed including an upshift of the split gear and an upshift of an ordinary gear inthe gearboX 2. The input shaft 3 and the counter shaft 4 are disconnected from eachother When the split gear is in the neutral position. ln this case, it is possible to retardthe counter shaft 4 by the first brake unit 24a and the input shaft 3 by the second brakeunit 24b simultaneously. In this case, it is possible to perform the shift processes of theordinary gear and the split gear simultaneously Which reduces the time for the upshift process in the gearboX 2.
    Fig. 2 shows an altemative embodiment of the brake arrangement. The brakearrangement comprises a first brake unit 24a arranged at a first end portion of thecounter shaft 4. The first brake unit 24a comprises a pneumatic actuator 24a1 and abrake member 24a2. The brake arrangement comprises a further brake unit 24carranged at an opposite end portion of the counter shaft 4. The further brake unit 24ccomprises a pneumatic actuator 24c1 and a brake member 24c2. The brake members24az, 24c2 may be multi disc brakes. A control unit 25 controls the activation of thebrake units 24a, 24c. The pneumatic actuator 24a1 of the first brake unit 24a isconnected to a compressed air source 26 Via a first compressed air line 27a. The firstcompressed air line 27a comprises a three Way Valve 28a controlled by the control unit25. The pneumatic actuator 24c1 of the further brake unit 24c is connected to thecompressed air source 26 Via a second compressed air line 27c. The secondcompressed air line 27c comprises a three Way Valve 28c controlled by the control unit25. The first brake member 24a2 is dimensioned to provide a braking torque T1 to thecounter shaft 4 When compressed air is supplied from the compressed air source 26 tothe pneumatic actuator 24a1. The further brake member 24c2 is dimensioned to providea braking torque T3 to the counter shaft 4 When compressed air is supplied from the compressed air source 26 to the pneumatic actuator 24c2. 11 The control unit 25 is able to activate the brake units 24a, c individually or incombination during an upshift process in the gearboX 2. Consequently, the control unit25 is able to active the first brake 24a unit and provide a braking torque T1 on thecounter shaft 4. The control unit 25 is able to active the further brake 24c provide abraking torque T3 on the counter shaft 4. The control unit 25 is able to active the firstbrake 24a unit and the further brake unit 24c and provide a braking torque T1+T3 onthe counter shaft 4. In this case, the control unit 25 is able to retard the speed of thecounter shaft 4 during different upshift processes in the gearboX 2 by means of threealternative braking torques. Furthermore, it is possible to use several altemative braking torques during different phases of an upshift process.
    It has a lot of advantages to use more than one brake unit for braking the counter shaftduring an upshift process is in a gearboX. It is, for example, possible to adapt thebraking torque to the moment of inertias of the counter shaft in gearboXes in caseswhere the counter shaft has a variable moment of inertia. In this case, a high brakingtorque is applied when the counter shaft 4 has a high moment of inertia and a lowbraking torque is applied when the counter shaft 4 has a low moment of inertia.Furthermore, it is possible to apply a high braking torque during an initial phase of abraking process of the counter shaft 4 and a lower braking torque during a final part ofthe braking process. In this case, it is possible to provide a fast braking process with ahigh accuracy. It is also possible to select between a fast upshift process with lesscomfort and a slower upshift process with higher comfort during different operationalconditions. A high braking torque results in a fast upshift process and a low braking torque results in higher accuracy and a higher comfort.
    When the braking arrangement provides a high braking torque several brake unit are tobe activated. In this case, several air inlets are used to fill the pneumatic actuators andseveral air outlets are used to empty the pneumatic actuators. The total flow area of theair inlets and the air outlets are usually larger than the flow area of the air inlet and theair outlet of a single pneumatic actuator used in a conventional transmission brake. As a consequence, the time for activation and deactivation of the brake units will be faster 12 for the brake arrangement than for a conventional transmission brake. When thebraking arrangement provides a low braking torque only one of the brake unit isactivated. In this case, the required air quantity to fill the pneumatic actuator and toempty the pneumatic actuator is smaller than the required air to fill a larger pneumaticactuator of a conventional transmission brake. Also in this case, the time for activationand deactivation of the brake unit Will be faster for the brake arrangement than for a conventional transmission brake.
    The invention is not restricted to the described embodiment but may be varied freelyWithin the scope of the claims. It is, for example, possible to use more than two brake units for braking the counter shaft during an upshift process in the gearbox.
    权利要求:
    Claims (15)
    [1] 1. A brake arrangement (24) for a gearbox (2), wherein the gearbox comprises an inputshaft (3), a counter shaft (4), a main shaft (8) and a p1ura1ity of gear whee1s pairs Whicheach comprises a primary gear whee1 (6-10) arranged on the counter shaft (4) and asecondary gear whee1 (13-17) arranged on the main shaft (11), wherein the brakearrangement comprises at 1east two brake units (24a-c) each configured to act with abraking torque (T1-3) on the counter shaft (5) or a component (3) connected to thecounter shaft (5), and a contro1 unit (25) configured to contro1 the activation of thebrake units (24a-c), characterized in that the contro1 unit (25) is configured to activatethe at 1east two brake units (24b-c) one at a time or both simu1taneous1y during anupshift process in the gear box (2) when a secondary gear whee1 (13-17) of a gearwhee1 pair to be engaged in the gear box is retarded to a synchronous speed with the main shaft (11).
    [2] 2. A brake arrangement according to c1aim 1, characterized in that the at 1east twobrake units (24a-c) are configured to act with a fixed braking torque (Tis) on the counter shaft (4) or a component (3) connected to the counter shaft (4).
    [3] 3. A brake arrangement according to c1aim 1 or 2, characterized in that the at 1east twobrake units (24a, c) are configured to act with different braking torques on the counter shaft (4) or a component (3) connected to the counter shaft (4).
    [4] 4. A brake arrangement according to any one of the preceding c1aims, characterized inthat the contro1 unit (25) has access to stored information (25a) about how the at 1easttwo brake units (24a-c) shou1d be activated during different upshift processes in the gearbox (2).
    [5] 5. A brake arrangement according to any one of the preceding c1aims, characterized inthat at 1east one of the brake units (24a, c) is configured to act with a braking torque on the counter shaft (5). 14
    [6] 6. A brake arrangement according to c1aim 5, characterized in that at 1east one of thebrake unit (24a, c) is configured to act with a braking torque on an end portion of the counter shaft (4).
    [7] 7. A brake arrangement according to any one of the preceding c1aims, characterized in that at 1east one of the brake units (24b) is configured to act with a braking torque on the input shaft (3) to the gearboX (2).
    [8] 8. A brake arrangement according to any one of the preceding c1aims, characterized inthat each brake unit (24a-c) comprises a pneumatic actuator (24a1-c1) and a brake member (24az-cz) to be activated by the pneumatic actuator (24a1-c1).
    [9] 9. A brake arrangement according to c1aim 8, characterized in that pneumaticactuators (24a1-c1) of the brake units (24a-c) are provided with pistons of different sizes.
    [10] 10. A brake arrangement according to c1aim 8 or 9, characterized in that the brake members are a mu1tip1e disc brake.
    [11] 11. A brake arrangement according to any one of the preceding c1aims, characterizedi_n that at 1east one brake unit (24b) is configured to provide a braking torque on acomponent (3) connected to the counter shaft (4) by means of a transmission by whichit is possible to provide at 1east two different gear ratios between the component (3) and the counter shaft (4).
    [12] 12. A brake arrangement according to c1aim 11, characterized in that the transmission is a sp1it gear engageab1e in at 1east two sp1it gears.
    [13] 13. A brake arrangement according to c1aim 12, characterized in that the sp1it gear ispositionab1e in a neutra1 position in which it disengage the connection between the component (3) and the counter shaft (4).
    [14] 14. A gearbox comprising a brake arrangement according to any one of the clairns 1- 12.
    [15] 15. A vehicle comprising a gearbox according to c1aim 14.
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    同族专利:
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1550526A|SE539370C2|2015-04-29|2015-04-29|A brake arrangement for an upshift process in a gearbox|SE1550526A| SE539370C2|2015-04-29|2015-04-29|A brake arrangement for an upshift process in a gearbox|
    KR1020197033843A| KR20190130686A|2015-04-29|2016-04-22|A brake arrangement for an upshift process in a gearbox|
    KR1020177033232A| KR20170137906A|2015-04-29|2016-04-22|Brake device for upshift process in gearbox|
    EP16786852.0A| EP3289242B1|2015-04-29|2016-04-22|A brake arrangement for an upshift process in a gearbox|
    US15/555,288| US10415678B2|2015-04-29|2016-04-22|Brake arrangement for an upshift process in a gearbox|
    PCT/SE2016/050357| WO2016175698A1|2015-04-29|2016-04-22|A brake arrangement for an upshift process in a gearbox|
    BR112017018732A| BR112017018732A2|2015-04-29|2016-04-22|brake arrangement for an upshift process on a gearbox|
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