SE541855C2 - A gearbox, a powertrain and a vehicle - Google Patents

A gearbox, a powertrain and a vehicle

Info

Publication number
SE541855C2
SE541855C2 SE1751387A SE1751387A SE541855C2 SE 541855 C2 SE541855 C2 SE 541855C2 SE 1751387 A SE1751387 A SE 1751387A SE 1751387 A SE1751387 A SE 1751387A SE 541855 C2 SE541855 C2 SE 541855C2
Authority
SE
Sweden
Prior art keywords
gear
gear wheel
gearbox
attached
shaft
Prior art date
Application number
SE1751387A
Other versions
SE1751387A1 (en
Inventor
Jörgen Forsberg
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to SE1751387A priority Critical patent/SE541855C2/en
Priority to DE102018008383.8A priority patent/DE102018008383A1/en
Publication of SE1751387A1 publication Critical patent/SE1751387A1/en
Publication of SE541855C2 publication Critical patent/SE541855C2/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/36—Arrangement or mounting of transmissions in vehicles for driving tandem wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
    • F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
    • F16H3/091—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft
    • F16H3/0915—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears including a single countershaft with coaxial input and output shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/033—Series gearboxes, e.g. gearboxes based on the same design being available in different sizes or gearboxes using a combination of several standardised units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K2023/085—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated
    • B60K2023/0858—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated with electric means, e.g. electro-hydraulic means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02095—Measures for reducing number of parts or components
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F16H2057/0235—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly specially adapted to allow easy accessibility and repair
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0021—Transmissions for multiple ratios specially adapted for electric vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0034—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising two forward speeds

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Arrangement Of Transmissions (AREA)

Description

A GEARBOX, A POWERTRAIN AND A VEHICLE TECHNICAL FIELD The invention relates to a gearbox for vehicles, a powertrain comprising such a gearbox and a vehicle comprising such a powertrain according to the appended claims.
BACKGROUND AND PRIOR ART Gearboxes for vehicles provided with an electric machine as a propulsion source may have two gears to be able to fulfil demands for startability and gradeability.
Gearboxes having two gears may also make it possible to operate the electric machine at operating conditions where the efficiency of the electric machine may be good or optimal. The gear ratio on the first gear in the gearbox may be based on the weight and type of the vehicle. The second gear may be a direct drive and thus the gear ratio may be 1 :1.
The gearbox may be provided between the electric machine and a propeller shaft coupled to the drive wheels of the vehicle. The gearbox may comprise an input shaft coupled to the electric machine, an output shaft coupled to the propeller shaft.
The gearbox may comprise a first set of gear wheels comprising a first gear wheel and a second gear wheel, a second set of gear wheels comprising a third gear wheel and a fourth gear wheel, an input shaft to which the first gear wheel may be attached, a lay shaft to which the second gear wheel and the third gear wheel may be attached, and an output shaft, which may be connectable to the fourth gear wheel. The output shaft may be connectable and disconnectable to the fourth gear wheel by means of a synchronization device or by means of a coupling sleeve provided with splines. Additionally, the output shaft may be connectable and disconnectable to the input shaft by means of a synchronization device or by means of a coupling sleeve provided with splines. When the output shaft is connected to the fourth gear wheel a first gear is engaged. When the output shaft is connected to the input shaft a second gear is engaged.
The first gear wheel and the second gear wheel of the first set of gear wheels may have different diameters so that a gear ratio over the first set of gear wheels may be achieved. The third gear wheel and the fourth gear wheel of the second set of gear wheels may have different diameters so that a gear ratio over the second set of gear wheels may be achieved.
The document DE 102013204227 A1 discloses a drive train for a vehicle, comprising a first transmission stage and a second transmission stage and a shifting device for shifting between the transmission stages and thus for shifting gears. The transmission stages can be shifted both with a form-fitting shifting element, such as a sleeve and with a friction coupling element.
SUMMARY OF THE INVENTION However, for optimization regarding the startability of the vehicle and the efficiency of an electric machine as a propulsion source, there may be a need for gearboxes with different gear ratios to choose from. Also, the number of parts needed to offer variants of gearboxes need to be low to reduce production cost. There may also be a need to reduce the number of tools when producing variants of gearboxes having different gear ratios without adding part numbers. Also, there may be a need to develop a gearbox which brings the overall number of components in the gearbox to a minimum in order to reduce repair costs. There may also be a need to further develop a two step gearbox having two gears that may cover several types of the vehicles and that may cover different operation conditions.
The object of the invention may therefore be to provide a gearbox with different gear ratios to choose from.
A further object of the invention may be to reduce the number of parts needed when producing variants of gearboxes.
A further object of the invention may be to reduce the number of tools needed when producing variants of gearboxes.
Another object of the present invention may be to provide a gearbox which brings the overall number of components in the gearbox to a minimum in order to reduce repair costs.
A further object of the present invention may be to further develop a two step gearbox having two gears that may cover several types of the vehicles and that may cover different operation conditions.
These objects may be achieved with the gearbox according to the appended claims.
According to the invention a gearbox for vehicles comprises a first set of gear wheels comprising a first gear wheel and a second gear wheel, a second set of gear wheels comprising a third gear wheel and a fourth gear wheel, an input shaft to which the first gear wheel is attached, a lay shaft to which the second gear wheel and the third gear wheel is attached, and an output shaft, which is connectable to the fourth gear wheel. The first gear wheel is attached to the input shaft by the same type of mounting connection as that by which the second gear wheel is attached to the lay shaft.
The gear ratio of the first and second set of gear wheels, respectively, in the gearbox may be chosen so that by switching the position of the first and second gear wheels, two different desired gear ratios in the gearbox may be achieved. The first gear wheel mounted on the input shaft in one case may in the other case be assembled on the lay shaft. The second gear wheel mounted on the lay shaft in one case may in the other case be assembled on the input shaft. This may be possible due to the fact that the first gear wheel may be attached to the input shaft by the same type of mounting connection as that by which the second gear wheel may be attached to the lay shaft. When the first gear wheel is mounted on the input shaft, torque may be transferred through the attachment between the first gear wheel and the input shaft. When the first gear wheel is assembled on the lay shaft, torque may be transferred through the attachment between the first gear wheel and the lay shaft. When the second gear wheel is mounted on the lay shaft, torque may be transferred through the attachment between the second gear wheel and the lay shaft. When the second gear wheel is assembled on the input shaft, torque may be transferred through the attachment between the second gear wheel and the lay shaft. It should be understood that the first and second gear wheels may be manufactured as separate parts from the input shaft and lay shaft, respectively. In prior art, such first and second gear wheels are often manufactured directly in the input shaft and in the lay shaft, respectively. That is, they are machined from the same piece of material as the respective shaft. Hence, in such prior art gearboxes, there is no possibility to switch the positions of the first and second gear wheels.
Since the first and second gear wheels may switch positions with the present invention, the number of parts needed, when producing variants of gearboxes, may be reduced. Thus, when the number of parts can be reduced, when producing variants of gearboxes, also the production cost for the gearbox may be reduced. Since the number of parts needed may be reduced, also the number of tools needed, when producing variants of gearboxes, may be reduced. Also, the repair costs may be reduced when number of components available for the gearbox is reduced.
According to the invention the said same type of mounting connection may is a press fit connection. The same type of mounting connection may is a press fit connection, so that the input shaft may be attached to the first gear wheel by means of the same type of press fit connection and so that the lay shaft may be attached to the second gear wheel by means of the same type of press fit connection. Alternatively, the input shaft may be attached to the second gear wheel by means of a press fit connection and so that the lay shaft may be attached to the first gear wheel by means of the same type of press fit connection. The press fit connection may be arranged to transfer torque.
According to an aspect of the invention the gearbox may be a two step gearbox for an electric vehicle. Such two step gearbox having (no more than) two gears may cover several types of electric vehicles and may cover different operation conditions.
According to an aspect of the invention the gear ratio of the first set of gear wheels and the gear ratio of the second set of gear wheels may be adapted so that by switching the position of the first gear wheel and the second gear wheel, the available gear ratio of the gearbox may be changed. Since the first and second gear wheels may switch position, the number of parts needed, when producing variants of gearboxes, may be reduced. Thus, when the number of parts can be reduced, when producing variants of gearboxes, also the production cost for the gearbox may be reduced. Since the number of parts needed may be reduced, also the number of tools needed, when producing variants of gearboxes, may be reduced. Also, the repair costs may be reduced when number of components available for the gearbox is reduced. Such gearbox in which the available gear ratio of the gearbox may be changed may cover several types of electric vehicles and may cover different operation conditions.
According to an aspect of the invention the gear ratio of a first gear of the gearbox, when the first gear wheel is attached to the input shaft and the second gear wheel is attached to the lay shaft, may be in the range 1 :1,42 - 1 :3,42, such as within the range 1 :1,92 - 1 :2,92, such as 1 :2,42. A gear ratio in such range may be able to fulfil demands for startability and gradeability of a vehicle. A gearbox having a gear ratio in such range may cover a lot of types of the vehicles and may cover a lot of different operation conditions of the vehicle.
According to a further aspect of the invention the gear ratio of a first gear of the gearbox, when the second gear wheel is attached to the input shaft and the first gear wheel is attached to the lay shaft (that is, if the gearbox is assembled with the first gear wheel and the second gear wheel having switched positions), may be in the range 1 :0,59 - 1 :3,92, such as in the range 1 :1,09 - 1 :2,09, such as 1 :1,59. A gear ratio in such range may be able to fulfil demands for startability and gradeability of a vehicle. A gearbox having a gear ratio in such range may cover a lot of types of the vehicles and may cover a lot of different operation conditions of the vehicle.
According to a further aspect of the invention the gear ratio of the first set of gears may be in the range 1 :0,23 - 1 :2,23, such as in the range 1 :0,73 - 1 :1,73, such as 1 :1,23 when the first gear wheel is attached to the input shaft and the second gear wheel is attached to the lay shaft. A gear ratio in such range may be able to fulfil demands for startability and gradeability of a vehicle. A gearbox having a gear ratio in such range may cover a lot of types of the vehicles and may cover a lot of different operation conditions of the vehicle.
According to a further aspect of the invention the said same type of mounting connection may be a spline connection. The same type of mounting connection may be a spline connection, so that the input shaft may be attached to the first gear wheel by means of the spline connection and so that the lay shaft may be attached to the second gear wheel by means of the same type of spline connection. Alternatively, the input shaft may be attached to the second gear wheel by means of the spline connection and so that the lay shaft may be connectable to the first gear wheel by means of the same type of spline connection. The spline connections may be arranged to transfer torque.
According to a further aspect of the invention, in order to enable a gear shift of the gearbox, the output shaft may be disconnectable from the fourth gear wheel and connectable to the input shaft when disconnected from the fourth gear wheel. When disconnecting the fourth gear wheel from the output shaft and thereafter connecting the output shaft to the input shaft the gear ratio may be changed. Thus, a two step gearbox having two gears may be achieved. Such two step gearbox having two gears may cover several types of vehicles and may cover different operation conditions.
According to a further aspect of the invention the gear ratio between the input and output shafts may be 1 :1 when the output shaft is connected to the input shaft. Such two step gearbox having two gears may cover several types of vehicles and may cover different operation conditions. The first gear may fulfil demands for startability and gradeability of a vehicle. The second gear having gear ratio 1 :1 may fulfil demands for driveability at higher speeds of the vehicle.
The above-mentioned objects may also be achieved by a powertrain for a vehicle comprising the above-mentioned gearbox, and an electric machine arranged for propulsion of the vehicle, and connected to the gearbox.
The above-mentioned objects are also achieved by a vehicle, including the abovementioned powertrain, according to the appended claims.
Additional objectives, advantages and novel features of the invention will be apparent to one skilled in the art from the following details, and through exercising the invention. While the invention is described below, it should be apparent that the invention may be not limited to the specifically described details. One skilled in the art, having access to the teachings herein, will recognize additional applications, modifications and incorporations in other areas, which are within the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS Below is a description of, as examples, preferred embodiments with reference to the enclosed drawings, in which: Fig. 1 shows schematically a vehicle in a side view with a gearbox according to an embodiment, Fig. 2a shows schematically a cross section of the gearbox according to an embodiment with a first gear engaged, Fig. 2b shows schematically a side view of a first set of gears of the gearbox according to an embodiment, Fig. 2c shows schematically a cross section of the gearbox according to an embodiment with a second gear engaged, Fig. 3a shows schematically a cross section of the gearbox according to an embodiment with a first gear engaged, Fig. 3b shows schematically a side view of a first set of gears of the gearbox according to an embodiment, and Fig. 3c shows schematically a cross section of the gearbox according to an embodiment with a second gear engaged.
DETAILED DESCRIPTION OF THE DRAWINGS Fig. 1 shows schematically a vehicle 1 in a side view, provided with a powertrain 2, which comprises a gearbox 4 according to the invention. The powertrain 2 also comprises an electric machine 6 as a propulsion source, a propeller shaft 8 and drive wheels 10. The drive wheels 10 are coupled to the gearbox 4 via the propeller shaft 8.
Fig. 2a shows schematically a cross section of the gearbox 4 according to an embodiment with a first gear engaged. The gearbox 4 may comprise a first set 12 of gear wheels comprising a first gear wheel 16 and a second gear wheel 18, a second set 14 of gear wheels comprising a third gear wheel 20 and a fourth gear wheel 22, an input shaft 24 to which the first gear wheel 16 is attached, a lay shaft 28 to which the second gear wheel 18 and the third gear wheel 20 are attached, and an output shaft 32 connectable to the fourth gear wheel 22. The first gear wheel 16 is attached to the input shaft 24 by the same type of mounting connection 26 as that by which the second gear wheel 18 is attached to the lay shaft 28. The first and second set 12, 14 of gearwheels may be accommodated in a gearbox housing 34 (Fig. 1).
The first gear wheel 16 may be attached to the input shaft 24, but the first gear wheel 16 may be removed from the input shaft 24 if another gear wheel should be attached to the input shaft 24. Also, the second and third gear wheels 18, 20 may be attached to the lay shaft 28, but the second and third gear wheels 18, 20 may be removed from the lay shaft 28 if other gear wheels should be attached to the lay shaft 28.
The output shaft 32 may be disconnectable from the fourth gear wheel 22 and connectable to the input shaft 24 when disconnected from the fourth gear wheel 22. When disconnecting the fourth gear wheel 22 from the output shaft 32 and thereafter connecting the output shaft 32 to the input shaft 24 the gear ratio in the gearbox 4 may be changed. Hence, another gear is achieved. Thus, a two step gearbox 4 having no more than two gears may be achieved. At the first gear engaged, shown in fig. 2a, the fourth gear wheel 22 may be connected to the output shaft 32 by means of an axially displaceable coupling sleeve 36, which may be provided with first coupling splines 38. When the coupling sleeve 36 connects the fourth gear wheel 22 to the output shaft 32 the first coupling splines 38 on the coupling sleeve 36 may be connected to second coupling splines 40 arranged on the fourth gear wheel 22 and third coupling splines 42 on the output shaft 32. When the first gear may be engaged torque may be transferred from the input shaft 24 via the first, second, third and fourth gear wheels 16, 18, 20, 22 to the output shaft 32. The coupling sleeve 36 may be able to transfer torque. Thus, when the first gear may be engaged torque may be transferred also trough the coupling sleeve 36. The gear ratio of the first gear and through the gearbox 4, when the first gear wheel 16 may be attached to input shaft 24 and the second gear wheel 18 may be attached to the lay shaft 28, may be 1 :2,42. However, the gear ratio of the first gear and through the gearbox 4, when the first gear wheel 16 may be attached to the input shaft 24 and the second gear wheel 18 may be attached to the lay shaft 28, may be in the range 1 :1,92 - 1 :2,92. Alternatively, the gear ratio of the first gear and through the gearbox 4, when the first gear wheel 16 may be attached to the input shaft 24 and the second gear wheel 18 may be attached to the lay shaft 28, may be in the range 1 :1,42 - 1 :3,42.
Fig. 2b shows schematically a side view of a first set 12 of gears of the gearbox 4 according to an embodiment. The first gear wheel 16 may have a smaller diameter than the second gear wheel 18. The gear ratio of the first set 12 of gears may be 1 :1,23 when the first gear wheel 16 may be attached to the input shaft 24 and the second gear wheel 18 may be attached to the lay shaft 28. However, the gear ratio of the first set 12 of gears may be in the range 1 :0,73 - 1 :1,73 when the first gear wheel 16 may be attached to the input shaft 24 and the second gear wheel 18 may be attached to the lay shaft 28. Alternatively, the gear ratio of the first set 12 of gears may be in the range 1 :0,23 - 1 :2,23 when the first gear wheel 16 may be attached to the input shaft 24 and the second gear wheel 18 may be attached to the lay shaft 28.
Fig. 2c shows schematically a cross section of the gearbox 4 according to an embodiment with a second gear engaged. The fourth gear wheel 22 has been disconnected from the output shaft 32 and thereafter the output shaft 32 has been connected to the input shaft 24 by means of the coupling sleeve 36 in order to engage the second gear. The gear ratio between the input and output shafts 24, 32 may be 1 :1 when the output shaft 32 is connected to the input shaft 24. When the second gear is engaged torque may be transferred from the input shaft 24 directly to the output shaft 32 via the coupling sleeve 36.
Shifting gears from the first gear to the second gear may be performed by controlling the electric machine 6 so that torque balance occurs between the fourth gear wheel 22 and the output shaft 32. Then it becomes possible to move the coupling sleeve 36 axially along the second coupling splines 40 on the fourth gear wheel 22 and the third coupling sleeves on the output shaft 32 in order to disengage the fourth gear wheel 22 from the output shaft 32. Thereafter the electric machine 6 may be controlled so that a synchronous speed is achieved between the input shaft 24 and the output shaft 32. When the input and output shafts 24, 32 rotates at a synchronous speed it may be possible to axially displace the coupling sleeve 36 along fourth coupling splines 44 arranged on the input shaft 24 and the third coupling splines 42 arranged on the output shaft 32 so that the input shaft 24 and the output shaft 32 may be connected. However, there may be a small difference in speed between the input shaft 24 and the output shaft 32 axially displacing the coupling sleeve 36. The small difference in speed between the shafts 24, 25 may simplify the axially displacing the coupling sleeve 36 depending on the design of the coupling splines. The coupling sleeve 36 may be axially displaceable by means of an actuator 46, such as an electrically, pneumatically or hydraulic cylinder. When the second gear is engaged the first, second, third and fourth gear wheels 16, 18, 20, 22 may still rotate when the input shaft 24 and the output shaft 32 rotate. However, no torque may be transmitted through the first, second, third and fourth gear wheels 16, 18, 20, 22 when the input shaft 24 and the output shaft 32 are directly connected by the coupling sleeve 36. Instead, the fourth gear wheel 22 may freely rotate on the output shaft 32. A bearing 48, such as a needle bearing may be arranged between the fourth gear wheel 22 and the output shaft 32.
Alternatively, the fourth gear wheel 22 may be fixed to the output shaft 32 and the gear ratio of the gearbox 4 is fixed to one gear. Thus, according to such an embodiment the gearbox 4 has only one gear.
Fig 3a shows schematically a cross section of the gearbox 4 according to an embodiment with a first gear engaged. The first gear wheel 16 may be attached to the lay shaft 28 by the same type of mounting connection 26 as that by which the second gear wheel 18 may be attached to the input shaft 24.The gear ratio of the first and second set 12, 14 of gear wheels, respective, in the gearbox 4 may be chosen so that by switching the position of the first and second gear wheels 16, 18, two desired gear ratios in the gearbox 4 may be achieved with the same components. The first gear wheel 16 mounted on the input shaft 24 shown in fig. 2a has in fig. 3a been assembled on the lay shaft 28. The second gear wheel 18 mounted on the lay shaft 28 shown in fig. 2a has in fig. 3a been assembled on the input shaft 24. This may be possible due to the fact that the first gear wheel 16 may be attached to the lay shaft 28 by the same type of mounting connection 26 as that by which the second gear wheel 18 may be attached to the input shaft 24.
The gear ratio of the first gear and through the gearbox 4, when the second gear wheel 18 may be attached to the input shaft 24 and the first gear wheel 16 may be attached to the lay shaft 28, may be 1 :1,59. However, the gear ratio of the first gear and through the gearbox 4, when the second gear wheel 18 may be attached to the input shaft 24 and the first gear wheel 16 may be attached to the lay shaft 28, may be in the range 1 :1,09 - 1 :2,09. Alternatively, the gear ratio of the first gear and through the gearbox 4, when the second gear wheel 18 may be attached to the input shaft 24 and the first gear wheel 16 may be attached to the lay shaft 28, may be in the range 1 :0,59 - 1 :3,92.
Since the first and second gear wheels 16, 18 may switch position, the number of parts needed, when producing variants of gearboxes 4, may be reduced. Thus, when the number of parts can be reduced, when producing variants of gearboxes 4, also the production cost for the gearbox 4 may be reduced. Since the number of parts needed may be reduced, also the number of tools needed, when producing variants of gearboxes 4, may be reduced. Also, the repair costs may be reduced when the number of components available for the gearbox 4 may be reduced.
The same type of mounting connection 26 may be a spline connection, so that the first gear wheel 16 may be attached to the input shaft 24 by means of the spline connection and so that the second gear wheel 18 may be attached to the lay shaft 28 by means of the same type of spline connection. When switching the position of the first and second gear wheels 16, 18, the second gear wheel 18 may be attached to the input shaft 24 by means of the spline connection and so that the first gear wheel 16 may be attached to the lay shaft 28 by means of the same type of spline connection. The spline connections may be arranged to transfer torque.
Alternatively, the same type of mounting connection 26 may be a press fit connection, so that the first gear wheel 16 may be attached to the input shaft 24 by means of the press fit connection and so that the second gear wheel 18 may be attached to the lay shaft 28 by means of the same type of press fit connection. When switching the position of the first and second gear wheels 16, 18, the second gear wheel 18 may be attached to the input shaft 24 by means of the press fit connection and so that the first gear wheel 16 may be attached to the lay shaft 28 by means of the same type of press fit connection. The press fit connection may be arranged to transfer torque.
Fig. 3b shows schematically a side view of a first set 12 of gears of the gearbox 4 according to an embodiment. Since the first and second gear wheels 16, 18 have switched position, the first gear wheel 16 attached to the lay shaft 28 may have a smaller diameter than the second gear wheel 18, which may be attached to the input shaft 24. The gear ratio of the first set 12 of gears may be 1 :0,81 when the second gear wheel 18 may be attached to the input shaft 24 and the first gear wheel 16 may be attached to the lay shaft 28. This gear ratio may be a result of the gear ratio 1 :1,23 when the first gear wheel 16 may be attached to the input shaft 24 and the second gear wheel 18 may be attached to the lay shaft 28.
Fig. 3c shows schematically a cross section of the gearbox 4 according to an embodiment with a second gear engaged. The fourth gear wheel 22 has been disconnected from the output shaft 32 and thereafter the output shaft 32 has been connected to the input shaft 24 by means of the coupling sleeve 36 in order to engage the second gear. The gear ratio between the input and output shafts 24, 32 may be 1 :1 when the output shaft 32 is connected to the input shaft 24. When the second gear is engaged torque may be transferred from the input shaft 24 directly to the output shaft 32 via the coupling sleeve 36.
Shifting gears from the first gear to the second gear may be performed by controlling the electric machine 6 and displacing the coupling sleeve 36 by the steps corresponding to the gear shifting described above in connection to fig. 2c.
The foregoing description of the preferred embodiments has been furnished for illustrative and descriptive purposes. It is not intended to be exhaustive, or to limit the embodiments to the variants described. Many modifications and variations will obviously be apparent to one skilled in the art. The embodiments have been chosen and described in order to best explicate principles and practical applications, and to thereby enable one skilled in the art to understand the embodiments in terms of its various embodiments and with the various modifications that are applicable to its intended use. The components and features specified above may, within the framework of the embodiments, be combined between different embodiments specified.

Claims (10)

1. A gearbox (4) for a vehicle (1), the gearbox (4) comprising: a first set (12) of gear wheels comprising a first gear wheel (16) and a second gearwheel (18); a second set (14) of gear wheels comprising a third gear wheel (20) and a fourth gearwheel (22); an input shaft (24) to which the first gear wheel (16) is attached; a lay shaft (28) to which the second gear wheel (18) and the third gear wheel (20) are attached, an output shaft (32) connectable to the fourth gear wheel (22), and wherein the first gear wheel (16) is attached to the input shaft (24) by the same type of mounting connection (26) as that by which the second gear wheel (18) is attached to the lay shaft (28), characterized in that said same type of mounting connection (26) is a press fit connection.
2. The gearbox (4) according to claim 1, wherein the gearbox (4) is a two step gearbox for an electric vehicle (1).
3. The gearbox (4) according to claim 1 or 2, wherein the gear ratio of the first set (12) of gear wheels and the gear ratio of the second set (14) of gear wheels are adapted so that by switching the position of the first gear wheel (16) and the second gear wheel (18), the available gear ratio of the gearbox (4) is changed.
4. The gearbox (4) according to any one of the preceding claims, characterized in that the gear ratio of a first gear of the gearbox (4), when the first gear wheel (16) is attached to the input shaft (24) and the second gear wheel (18) is attached to the lay shaft (28), is in the range 1 :1,42 - 1 :3,42, such as within the range 1 :1,92 - 1 :2,92, such as 1 :2,42.
5. The gearbox (4) according to any one of the preceding claims, characterized in that the gear ratio of a first gear of the gearbox (4), if the second gear wheel (18) should be attached to the input shaft (24) and the first gear wheel (16) is attached to the lay shaft (28), is in the range 1 :0,59 - 1 :3,92, such as in the range 1 :1,09 - 1 :2,09, such as 1 :1,59.
6. The gearbox (4) according to any one of the preceding claims, characterized in that the gear ratio of the first set (12) of gears is in the range 1 :0,23 - 1 :2,23, such as in the range 1 :0,73 - 1 :1,73, such as 1 :1,23 when the first gear wheel (16) is attached to the input shaft (24) and the second gear wheel (18) is attached to the lay shaft (28).
7. The gearbox (4) according to any one of the preceding claims, characterized in that, in order to enable a gear shift of the gearbox, the output shaft (32) is disconnectable from the fourth gear wheel (22) and connectable to the input shaft (24) when disconnected from the fourth gear wheel (22).
8. The gearbox (4) according to claim 7, characterized in that the gear ratio between the input and output shafts (24, 32) is 1 :1 when the output shaft (32) is connected to the input shaft (24).
9. A powertrain (2) for a vehicle (1) comprising: a gearbox (4) according to any one of the preceding claims; and an electric machine (6) arranged for propulsion of the vehicle (1) and connected to the gearbox (4).
10. A vehicle (1) comprising: a powertrain (2) according to claim 9.
SE1751387A 2017-11-09 2017-11-09 A gearbox, a powertrain and a vehicle SE541855C2 (en)

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US3636796A (en) * 1969-12-18 1972-01-25 Gen Motors Corp Change-speed drive axle
US4019400A (en) * 1974-12-16 1977-04-26 Stump James M Auxiliary two-speed transmission
US4539856A (en) * 1983-09-23 1985-09-10 Doug Nash Equipment & Engineering Two-speed auxiliary transmission
ES1039749Y (en) * 1998-03-16 1999-06-01 Benito Barragan Angel PERFECTED REDUCING HEAD, FOR MACHINE-TOOL.
DE102004013302A1 (en) * 2004-03-18 2005-10-13 Zf Friedrichshafen Ag Vehicle gearbox in countershaft construction
EP2142825B1 (en) * 2007-05-09 2013-05-15 Conocophillips Company Mechanical soft-start system for rotating industrial equipment
DE102013204227A1 (en) * 2013-03-12 2014-09-18 Zf Friedrichshafen Ag Drive train for a vehicle and method for performing a load change
GB2514995A (en) * 2013-04-08 2014-12-17 Paratus Developments Ltd A Gear Box
CN104389989A (en) * 2014-12-01 2015-03-04 重庆先友科技开发有限公司 Central multifunctional automotive transmission

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