US20070227851A1 - Gearbox Shifting Point For Producing A Rotationally Fixed Connection Between At Least One Gearwheel And One Shaft - Google Patents

Gearbox Shifting Point For Producing A Rotationally Fixed Connection Between At Least One Gearwheel And One Shaft Download PDF

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Publication number
US20070227851A1
US20070227851A1 US11/680,157 US68015707A US2007227851A1 US 20070227851 A1 US20070227851 A1 US 20070227851A1 US 68015707 A US68015707 A US 68015707A US 2007227851 A1 US2007227851 A1 US 2007227851A1
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United States
Prior art keywords
shifting
gearbox
point according
shifting sleeve
gearwheels
Prior art date
Legal status (The legal status 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 status listed.)
Abandoned
Application number
US11/680,157
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English (en)
Inventor
Nicolai Tarasinski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Deere and Co
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Deere and Co
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Filing date
Publication date
Application filed by Deere and Co filed Critical Deere and Co
Assigned to DEERE & COMPANY reassignment DEERE & COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: TARASINSKI, NICOLAI, DR.
Publication of US20070227851A1 publication Critical patent/US20070227851A1/en
Priority to US13/212,781 priority Critical patent/US8276726B2/en
Abandoned legal-status Critical Current

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    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0687—Clutches with electrical actuation
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
    • 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
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism
    • Y10T74/19256—Automatic
    • Y10T74/1926—Speed responsive

Definitions

  • the invention relates to a gearbox shifting point for producing a rotationally fixed connection between at least one gearwheel and one shaft.
  • the gearbox shifting point comprises a shaft, a shifting sleeve and two gearwheels.
  • the two gearwheels are each rotatably mounted in relation to the shaft.
  • the shifting sleeve is mounted in a rotationally secured fashion on the shaft.
  • the shifting sleeve and the gearwheels are embodied in such a way that a positively locking, rotationally fixed connection can be produced between the shifting sleeve and, in each case, one gearwheel.
  • the present gearbox shifting point is quite particularly preferably provided for an infinitely variable change-speed gearbox or a power shift gearbox of an agricultural or industrial utility vehicle, in particular a tractor.
  • a plurality of infinitely variable change-speed gearboxes are known from the prior art, said gearboxes being composed of a combination of an infinitely variable variator and a change-speed gearbox in order to provide a sufficient adjustment range, and in which gearboxes the gearshifting elements are shifted with an approximately synchronous rotational speed.
  • the gearboxes are shifted on the one hand by means of frictionally locking clutch elements (multi-plate clutches) and on the other hand by means of positively locking clutch elements (claw clutches).
  • all the shifting points also have a disengaged or decoupled position (neutral) in addition to the engaged or coupled position, no torque being transmitted via the shifting point in said neutral position.
  • all the gearboxes use hydraulic systems which are implemented, for example, by ring cylinders which are entrained in rotation, the oil for activation being fed via rotary bushings.
  • gearboxes with shifting points with synchronous rotational speeds it is particularly important, in order to bring about jolt-free operation, for the gearshifting process to take place at the correct/suitable time and at the same time for there to be neither an interruption in the force transfer (gearshifting hole) nor blockage of the gearbox in which both gearshifting elements of the synchronous shifting point are activated simultaneously.
  • the hydraulic actuators of a gearbox shifting point which are used in the prior art, have shifting times of the order of magnitude of 100 ms and more.
  • the shifting times are dependent on the oil pressure, the oil temperature and the oil viscosity, and, in the case of the rotating cylinders, they are also dependent on the rotational speed of the cylinder.
  • the shifting times of a gearbox shifting point which is known from the prior art therefore vary.
  • the shifting times change in an unpredictable way if a clutch cylinder cannot reach its end positions between two shifting operations which follow one another in brief succession.
  • the present invention is therefore based on the object of specifying and developing a gearbox shifting point of the type mentioned at the beginning which can overcome the aforementioned problems.
  • a gearbox shifting point is to be specified and developed in which the properties relating to the gearshifting hole or blockage of the gearbox are improved.
  • An object of the invention is to provide a gearbox having a shifting point for producing a rotationally fixed connection between at least one gearwheel and one shaft, wherein a shifting sleeve is provided that interacts with two gearwheels in such a way that at least one positively locking rotationally fixed connection is always produced between the shifting sleeve and one of the gearwheels.
  • this state is also referred to below as the engaged state.
  • the gearbox shifting point in principle, does not have a gearshifting dead spot, since the gearbox shifting point does not have a neutral position and thus does not have an interruption of the force transfer between the shaft and at least one gearwheel.
  • This is implemented, in particular, by means of the mechanical embodiment of the individual components, specifically the shifting sleeve and the two gearwheels, of the gearbox shifting point, and by their arrangement on the shaft.
  • the gearbox shifting point according to the invention does not have a neutral position, a gearshifting process can be carried out only if the shifting sleeve and the gearwheel which is to be engaged with the shifting sleeve essentially have the same rotational speed, that is to say rotate synchronously in relation to one another.
  • the gearbox shifting point according to the invention can quite particularly advantageously be used in a double variator gearbox or in a gearbox which are known, for example, from WO 2005/090108 A1 or DE 10 2005 044 180.7 which was not yet laid open on the application date of the present patent application.
  • gearbox shifting point can be used in particular in the gearbox arrangements of the two last-mentioned patent applications, the entire disclosure content of these two patent applications is also included here.
  • Synchronicity at the gearbox shifting point can thus be produced by virtue of the fact that, for example, a gearbox branch which meshes with one gearwheel can be driven by an internal combustion engine and a gearbox branch which meshes with the second gearwheel can be driven by a variator or an electric machine.
  • the shifting sleeve is arranged spatially between the two gearwheels.
  • the two gearwheels could be arranged at a predefined and essentially invariable longitudinal position of the shaft, in each case in a rotatable fashion in relation to the shaft.
  • the shifting sleeve which is mounted in a rotationally secured fashion on the shaft could be arranged on the shaft in such a way that it can be moved into an engaged state with one gearwheel and/or the other in the longitudinal direction of the shaft.
  • the shifting sleeve and the two gearwheels are arranged and embodied in such a way that at least one operating state in which a rotationally fixed, positively locking connection is present between the shifting sleeve and the two gearwheels is provided.
  • a torque transfer is implemented at the same time between the two gearwheels and the shaft, that is to say for example between the two gearbox branches which respectively mesh with one of the two gearwheels and the shaft.
  • the shaft could, for example, be utilized as an output shaft of a drive train of a tractor, with which ultimately at least one wheel of the tractor can be driven.
  • the shifting sleeve particularly preferably has clutch teeth which can engage clutch teeth provided on a gearwheel and has the purpose of producing a positively locking connection.
  • the shifting sleeve quite particularly preferably has two sets of clutch teeth.
  • Each of the two gearwheels has clutch teeth.
  • the clutch teeth are embodied in such a way that an engagement with an overlap is always present between the clutch teeth of the shifting sleeve and a gearwheel.
  • the shifting sleeve could, for example, have one set of clutch teeth on its left-hand end (with respect to the longitudinal axis of the shaft) and a further set of clutch teeth on its right-hand end.
  • the left-hand clutch teeth of the shifting sleeve could engage in clutch teeth of a gearwheel, this gearwheel being arranged to the left of the shifting sleeve.
  • the right-hand clutch teeth of the shifting sleeve could engage clutch teeth of a gearwheel which is arranged to the right of the shifting sleeve. So that the various clutch teeth described above always have an engagement with an overlap, the outer distance between the left-hand clutch teeth of the shifting sleeve and the right-hand clutch teeth of the shifting sleeve is larger in the longitudinal direction of the shaft than the inner distance between the clutch teeth of the left-hand gearwheel and the clutch teeth of the right-hand gearwheel.
  • Clutch teeth of a gearwheel or of the shifting sleeve could have axial or radial claws, i.e., the claws extend essentially in the axial or radial direction with respect to the longitudinal axis of the shaft.
  • the various clutch teeth could be pointed or embodied with a flat roof.
  • the clutch teeth could be of undercut or deflecting design. If the clutch teeth are embodied in an undercut fashion, a greatly reduced activation force, if at all, has to be applied to the shifting sleeve after the gearshifting process in order to terminate the gearshifting process. If the clutch, teeth are of deflecting design, after a gearshifting process has taken place an activation force on the shifting sleeve has to be maintained in order to maintain an engaged shifted state.
  • the shifting sleeve has an armature plate or is connected to an armature plate.
  • the shifting sleeve can be activated by means of this armature plate.
  • the armature plate could be arranged essentially concentrically with respect to the shaft and/or rotatably with respect to the shifting sleeve. If the armature plate is embodied mounted on the shifting sleeve or in one part with the shifting sleeve, the armature plate rotates as it were with the shifting sleeve and the shaft. In this case it is expedient to construct the armature plate in the form of a disc and therefore to arrange it concentrically with respect to the shaft or shifting sleeve.
  • the shifting sleeve is thus also moved in the axial direction, since the armature plate engages in, or comes to rest in, the groove of the shifting sleeve with a part facing the shifting sleeve.
  • the armature plate is particularly preferably arranged so as to be moveable in the axial direction in relation to the shifting sleeve (and thus also in relation to the shaft). This could be a distance of 1 to 10 cm in length, and the armature plate is arranged so as to be able to freely move over said distance in the axial direction in relation to the shifting sleeve. If appropriate, armature plate could be capable of being forced into a predefined position with a prestressing force. This could be done with a correspondingly dimensioned and arranged spring.
  • the moveable arrangement of the armature plate in relation to the shifting sleeve allows the armature plate firstly to be accelerated over part of the shifting path without at the same time the shifting sleeve being moved or entrained in the axial direction. As soon as the armature plate strikes a stop which is provided on the shifting sleeve a breaking loose force of the shifting sleeve, which is possibly present, is quickly and effectively overcome by the impulse which is caused by it.
  • the axial mobility of the armature plate in relation to the shifting sleeve could, for example, be limited using stops which are provided on the shifting sleeve.
  • the shifting sleeve would then be possible to provide for the shifting sleeve to be activated mechanically or hydraulically by means of the armature plate. It would thus be possible, for example, for the armature plate to be activated solely by means of a mechanical lever arm arrangement, but in this case it would be necessary to take appropriate measures (for example to bring about synchronicity between the shifting sleeve and gearwheel to be engaged) to ensure that the gearbox shifting point can be activated in a purely mechanical way. Alternatively or additionally it would be possible to activate or move the armature plate and thus the shifting sleeve by means of a hydraulic actuator.
  • a control unit outputs a shifting command to a hydraulic valve which is correspondingly provided so that a hydraulic actuator (for example an annular piston which is arranged so as to be moveable in the axial direction of the shaft) can have pressurized hydraulic fluid applied to it, which causes the gearshifting process to be carried out.
  • a hydraulic actuator for example an annular piston which is arranged so as to be moveable in the axial direction of the shaft
  • the shifting sleeve can be activated by means of the armature plate with at least one electromagnet.
  • the armature plate could be attracted or repelled by a magnetic field which is generated by the activated electromagnet. If the armature plate has a ferromagnetic material, for example iron or steel, the armature plate is attracted by the magnetic field of the electromagnet.
  • the armature plate could have a material which produces a repulsion force between the electromagnet and the armature plate, for example a permanently magnetic material.
  • the prestressing force which is made available, for example, by a correspondingly dimensioned and arranged spring prestresses the armature plate or the shifting sleeve into a first, engaged position.
  • the electromagnet When the electromagnet is activated, the armature plate or the shifting sleeve is moved counter to the prestressing force into the second, engaged position.
  • the electromagnet or its coil and the electric current which flows through the coil are to be configured in such a way that in all cases the prestressing force can be overcome so that the shifting sleeve can be moved into the second, engaged position.
  • two electromagnets with which the armature plate or the shifting sleeve can be moved between the engaged shifted states of the gearbox shifting point are provided.
  • a gearshifting process of the gearbox shifting point or of the shifting sleeve can thus be carried out by virtue of the fact that the first electromagnet, which is possibly activated, is deactivated and the second deactivated electromagnet is activated.
  • the coil of the one electromagnet is no longer supplied with an electric current
  • the coil of the other electromagnet is supplied with an electric current by means of a control unit and a correspondingly provided power electronic system, and the gearbox shifting point can therefore be activated by an electrical switching over process.
  • the electromagnet could have a pot magnet.
  • the electromagnet could be arranged mounted in a gearbox housing. If the electromagnet is mounted in the gearbox housing and attracts the armature plate in its activated operating state, the armature plate comes to rest against the electromagnet or its core.
  • the armature plate must be arranged so as to be rotatable in relation to the shifting sleeve so that when the armature plate is secured in this operating state the shifting sleeve and the shaft can still rotate.
  • the electromagnet could be arranged mounted on the shaft and/or at least one electromagnet could be integrated into the shifting sleeve.
  • the electromagnet rotates with the shaft or the shifting sleeve.
  • the electromagnet could be supplied with electrical energy by means of sliding contacts.
  • the gearbox shifting point according to the invention has a control unit.
  • a gearshifting process of the shifting sleeve can be actuated with this control unit. It would thus be possible, as already indicated, for the hydraulic actuator or the at least one electromagnet to be actuated by the control unit.
  • At least one rotational speed sensor could be provided in particular to bring about synchronicity between the shifting sleeve and a gearwheel which is to be engaged with the shifting sleeve.
  • the rotational speed of one of the two gearwheels could be determined indirectly or directly with this rotational speed sensor.
  • the rotational speed sensor is to be arranged at a suitable location, preferably in an area near to the gearwheel, so that the rotational speed of this gearwheel can be determined directly with it.
  • the rotational speed sensor could, however, also be arranged and embodied in such a way that it detects the rotational speed of another rotating component—for example a shaft of a gearbox branch rotatably connected to the gearwheel—indirectly.
  • two rotational speed sensors are provided, and the rotational speed of a gearwheel can be detected directly with each of said rotational speed sensors.
  • the control unit could be programmed in such a way that a suitable or a favorable timing point for a gearshifting process of the gearbox shifting point can be determined by reference to the rotational speed information of the at least one rotational speed sensor.
  • a suitable timing point is present, in particular, if the rotational speed conditions or the torque conditions are favorable for a gearshifting process.
  • Such a rotational speed sensor could, for example, have a Hall sensor which generates an electrical signal and feeds it to a control unit. The rotational speed of the rotating component could be determined in the control unit by means of the electrical signal of the rotational speed sensor.
  • At least one means with which the strength of the current which can be applied to the at least one electromagnet can be measured is provided.
  • this electromagnet is activated.
  • the properties of the electromagnet geometry of the core and of the coil as well as the number of the windings in the coil
  • At least one sensor with which the magnetic field strength or the magnetic transfer density can be detected in an area near to the electromagnetic or the armature plate or at some other suitable location is provided.
  • a sensor could be secured to a gearbox housing.
  • the activation force which is applied to the armature plate should at least be configured in such a way that it is possible to activate the shifting sleeve even when there is a maximum force transfer between a gearwheel and the shaft. This is necessary in particular if the clutch teeth provided on the shifting sleeve and on the gearwheels is of undercut design and an appropriate activation force has to be applied in order to release a positively locking, rotationally fixed connection between a gearwheel and the shifting sleeve.
  • the electromagnet is actuated using a control device or with a method for actuating an actuator according to one of the claims of DE 10 2005 039 263 which was not yet published at the application time of this patent application. Reference is made below to the control device or to the method for actuating an actuator to DE 10 2005 039 263. Therefore, the entire disclosure contents of this patent application are included here. This is provided for the cases in which the electromagnet has at least one coil, and if appropriate a core.
  • an electric current of a predefined first current strength is applied to the coil of the electromagnet.
  • This first current strength is dimensioned in such a way that the force acting on the armature plate from the magnetic field of the electromagnet is of such a magnitude that in all cases the movement of the armature plate can be carried out together with the shifting sleeve counter to the prestressing force or activation force.
  • an electric current of a predefined second current strength is applied to the coil of the electromagnet, the second current strength being smaller than the first current strength.
  • the armature plate is attracted by the magnetic field of the electromagnetic. Since the armature plate is arranged closer to the electromagnet in this state, it is also sufficient to keep the armature plate in this position with the electric current of the second current strength in the coil of the electromagnet since when the distance between the armature plate and the electromagnet is small (i.e.
  • a voltage of at least 90 V can be applied to an electromagnet.
  • a short shifting time can advantageously be achieved, this also requiring an appropriate embodiment of the clutch teeth and correspondingly fast interaction between the shifting sleeve and the two gearwheels.
  • the energy which is necessary for a gearshifting process could be obtained from an energy accumulator.
  • an energy accumulator could, for example, have an electric capacitor or a battery and make available a high electric current flow per time unit.
  • FIG. 1 shows a first exemplary embodiment of a gearbox shifting point according to the invention
  • FIG. 2 shows a second exemplary embodiment of a gearbox shifting point according to the invention which is of a hydraulically activated design
  • FIG. 3 shows a third exemplary embodiment of a gearbox shifting point according to the invention which is of an electromagnetically activated design
  • FIG. 4 shows a fourth exemplary embodiment of a gearbox shifting point according to the invention which is of an electromagnetically activated design
  • FIG. 5 shows a fifth exemplary embodiment of a gearbox shifting point according to the invention which is of an electromagnetically activated design.
  • FIG. 1 shows a gearbox shifting point 10 according to the invention in a schematic illustration.
  • the gearbox shifting point 10 comprises a shaft 12 which is used, for example, as an output shaft of a drive train in a tractor (not shown in FIG. 1 ), and thus drives the wheels of an axle of the tractor, possibly via a differential gearbox.
  • the gearbox shifting point 10 comprises a shifting sleeve 14 which is arranged in a rotationally secured fashion on the shaft 12 . The shifting sleeve 14 can be moved relative to the shaft 12 , in the longitudinal direction of the shaft 12 .
  • a first gearwheel 16 is rotatably mounted on the shaft 12 .
  • a second gearwheel 18 is rotatably mounted on the shaft 12 .
  • the shifting sleeve 14 is thus arranged between the two gearwheels 16 , 18 on the shaft 12 .
  • the shifting sleeve 14 has, on the left hand side, clutching teeth 20 which have axial claws (not shown).
  • the left-hand gearwheel 16 itself has clutch teeth 22 , the clutch teeth 22 also having axial claws (not shown) and being of essentially complementary design to the clutch teeth 20 of the shifting sleeve 14 .
  • the shifting sleeve 14 is in engagement with the gearwheel 16 .
  • a rotationaly fixed connection is present between the first gearwheel 16 and the shaft 12 .
  • the shifting sleeve 14 has, on the right-hand side, clutch teeth 24 which has axial claws (not shown).
  • the right-hand gearwheel 18 itself has clutch teeth 26 , the clutch teeth 26 also having axial claws (not shown) and being of essentially complementary design to the clutch teeth 24 of the shifting sleeve 14 .
  • the gearbox shifting point 10 is embodied in such a way that the shifting sleeve 14 interacts with the two gearwheels 16 , 18 in such a way that a positively locking, rotationally fixed connection is always produced between the shifting sleeve 14 and one of the two gearwheels 16 , 18 .
  • This is achieved, according to the exemplary embodiment from FIG. 1 , by virtue of the fact that, in the longitudinal direction of the shaft 12 , the distance between the left-hand, outer end of the clutch toothing 20 and the right-hand, outer end of the clutch toothing 24 of the shifting sleeve 14 —designated by D FIG.
  • the shifting sleeve 14 has a greater spatial extent with its two clutch toothings 20 , 24 in the longitudinal direction of the shaft 12 than would be available between the inner ends of the two clutch toothings 22 , 26 of the two gearwheels 16 , 18 if the clutch toothings 20 to 26 were not to permit any claw-shaped engagement.
  • FIG. 2 shows a further exemplary embodiment of a gearbox shifting point 10 according to the invention.
  • Both the shifting sleeve 14 and the shaft 12 or the two gearwheels 16 , 18 are embodied or arranged in relation to one another in a way which is comparable to the gearbox shifting point 10 from FIG. 1 .
  • the shifting sleeve 14 from FIG. 2 has a shifting fork or armature plate 28 which is embodied in a disc shape and is arranged concentrically both to the shifting sleeve 14 and to the shaft 12 .
  • the armature plate 28 is mounted in a rotatable fashion in relation to the shifting sleeve 14 in the groove 30 provided in the shifting sleeve 14 . Since the groove 30 has essentially the same width as the armature plate 28 , it is virtually impossible to move the armature plate 28 in the axial direction in relation to the shifting sleeve 14 .
  • An annular piston arrangement 32 with which the armature plate 28 can be moved to the right out of the position shown in FIG. 2 counter to the prestressing force generated by the spring 34 is provided on the left-hand side of the armature plate 28 .
  • the spring 34 is supported on the right-hand side of the armature plate 28 on a housing component 35 and comes to rest with its left-hand end on the armature plate 28 .
  • the annular piston arrangement 32 comprises an annular piston housing 36 and an annular piston 38 which is arranged so as to be moveable therein in the longitudinal direction of the shaft 12 .
  • the annular piston housing 36 can be connected via the hydraulic line 40 to a 2-position 3-way valve 42 with a hydraulic tank 44 or a hydraulic pump 46 , depending on the position in which the valve 42 is located.
  • valve 42 If the valve 42 is in its right-hand position, the annular piston arrangement 32 is connected to the hydraulic pump 46 so that pressurized hydraulic fluid moves the annular piston 38 to the right. As a result, the armature plate 28 and the shifting sleeve 14 are also moved to the right so that ultimately a rotationally fixed connection can be produced between the shifting sleeve 14 and the second gearwheel 18 .
  • the gearbox shifting point 10 can be activated electromagnetically.
  • an electromagnet 48 is provided which has a core 50 and a coil 52 .
  • the electromagnet 48 is embodied in the form of an annular pot magnet and is mounted on a gearbox housing (not shown in FIG. 3 ).
  • the coil 52 of the electromagnet 48 is connected to the control unit 56 via the electric lines 54 . Electric current can be applied to the coil 52 of the electromagnet 48 using the control unit 56 , in which case, for the sake of simplicity.
  • FIG. 3 does not contain a power source or voltage source or a power electronic assembly for supplying current to the coil 52 of the electromagnet 48 .
  • a spring 34 which comes to rest with its left-hand end against a gearbox housing component 35 and with its right-hand end against the armature plate 28 , is also provided on the gearbox shifting point 10 from FIG. 3 .
  • the shifting sleeve 14 together with the armature plate 28 is thus prestressed into an engaged state between the shifting sleeve 14 and the second gearwheel 18 .
  • the electromagnet 48 is activated so that, on the basis of the magnetic field generated by the electromagnet 48 , the armature plate 28 is attracted to the electromagnet 48 and correspondingly moved into the left-hand, engaged shifted position counter to the prestressing force generated by the spring 34 .
  • the exemplary embodiment of a gearbox shifting point 10 according to the invention which is shown in FIG. 4 does not have a spring 34 , in contrast to the exemplary embodiment from FIG. 3 .
  • a second electromagnet 58 is provided which also has a core 60 and a coil 62 .
  • the coil 62 is also connected to the control unit 56 via electrical lines 54 .
  • the electromagnet 58 is arranged to the right next to the armature plate 28 so that the armature plate 28 is arranged between the two electromagnets 48 , 58 .
  • the shifting sleeve 14 together with the armature plate 28 is moved to the left or to the right so that a rotationally fixed connection can be produced either to the first gearwheel 16 and/or the second gearwheel 18 .
  • the groove 30 of the shifting sleeve 14 which is provided in FIG. 4 is made longer in the longitudinal direction of the shaft 12 than is the case in FIGS. 2 and 3 .
  • the shifting sleeve 14 is correspondingly accelerated by the impulse which is caused as a result of this or by the impulse transmission which occurs as a result of this, and it is moved into the other, engaged position.
  • a possibly present breaking loose force of the shifting sleeve 14 on one of the two gearwheels 16 , 18 can quite particularly advantageously be overcome.
  • the shifting sleeve 14 which generally has a larger mass can be accelerated very effectively by means of the impulse.
  • a short switching over time of the gearbox shifting point 10 which can be less than 5 ms, can be achieved.
  • FIG. 5 shows a gearbox shifting point 10 which is embodied in a comparable way to the gearbox shifting point 10 from FIG. 1 and which can also be activated with two electromagnets 48 , 58 .
  • the two electromagnets 48 , 58 are arranged fixed in terms of rotation to the shifting sleeve 14 , specifically to the sets of clutch teeth 20 , 24 of the shifting sleeve 14 . Therefore, as soon as one of the two electromagnets 48 , 58 is activated, it builds up a corresponding magnetic field and as a result it becomes attracted to the gearwheel 16 or 18 which is opposite this electromagnet so that the shifting sleeve 14 is also moved in the direction of the respective gearwheel 16 or 18 .
  • the electrical supply to the two electromagnets 48 , 58 is also provided via electrical lines 54 from the control unit 56 , but sliding contacts 64 (indicated only schematically) are provided and they can be used to transmit the electric current via the shifting sleeve 14 , rotating with the shaft 12 , together with the two electromagnets 48 , 58 onto the line sections which are arranged fixed to the housing. In the exemplary embodiment from FIG. 5 , there is thus no need for an armature plate or shifting fork.
  • the two gearwheels 16 , 18 are mounted so as to be rotatable with respect to the shaft 12 in FIGS. 1 to 5 by means of roller bearings (not illustrated).
  • the armature plate 28 can be mounted according to FIGS. 2 to 4 by means of roller bearings so as to be capable of rotating relative to the shifting sleeve 14 .
  • a rotational speed sensor 66 or 68 is provided in order to determine the respective rotational speed of the gearwheel 16 or 18 .
  • the rotational speed sensors 66 , 68 generate an electrical signal which is dependent on the currently present rotational speed of the respective gearwheel 16 , 18 .
  • This electrical signal is fed to the control unit 56 via the electrical lines 70 .
  • the control unit 56 can determine the rotational speeds of the respective gearwheels 16 , 18 .
  • two magnetic field sensors 72 , 74 ( FIG. 4 ) are provided with which it is possible to detect the strength of the respectively present magnetic field which is generated by the electromagnet 48 or 58 if this electromagnet 48 , 58 is activated.
  • the magnetic field sensors 72 , 74 also generate electrical signals which are dependent on the magnetic field strength of the respective electromagnet 48 , 58 .
  • the control unit 56 detecting the magnetic field, it is possible to determine the position of the armature plate 28 .
  • the control unit 56 it is possible to detect the current strength of the electric current flowing through the coil 52 and/or 62 with a current measuring device which is not shown in the figures but is incorporated into the control unit 56 .

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Mechanical Operated Clutches (AREA)
  • Structure Of Transmissions (AREA)
US11/680,157 2006-03-07 2007-02-28 Gearbox Shifting Point For Producing A Rotationally Fixed Connection Between At Least One Gearwheel And One Shaft Abandoned US20070227851A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US13/212,781 US8276726B2 (en) 2006-03-07 2011-08-18 Gearbox shifting point for producing a rotationally fixed connection between at least one gearwheel and one shaft

Applications Claiming Priority (4)

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DE102006010356 2006-03-07
DE102006010356.4 2006-03-07
DE102006028479.8 2006-06-21
DE102006028479A DE102006028479B4 (de) 2006-03-07 2006-06-21 Getriebeschaltstelle zum Herstellen einer drehfesten Verbindung zwischen mindestens einem Zahnrad und einer Welle

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US13/212,781 Division US8276726B2 (en) 2006-03-07 2011-08-18 Gearbox shifting point for producing a rotationally fixed connection between at least one gearwheel and one shaft

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US20070227851A1 true US20070227851A1 (en) 2007-10-04

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US11/680,157 Abandoned US20070227851A1 (en) 2006-03-07 2007-02-28 Gearbox Shifting Point For Producing A Rotationally Fixed Connection Between At Least One Gearwheel And One Shaft
US13/212,781 Active US8276726B2 (en) 2006-03-07 2011-08-18 Gearbox shifting point for producing a rotationally fixed connection between at least one gearwheel and one shaft

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US13/212,781 Active US8276726B2 (en) 2006-03-07 2011-08-18 Gearbox shifting point for producing a rotationally fixed connection between at least one gearwheel and one shaft

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US (2) US20070227851A1 (de)
EP (1) EP1832773B1 (de)
BR (1) BRPI0700638B1 (de)
DE (1) DE102006028479B4 (de)

Cited By (1)

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US10107340B1 (en) * 2017-04-05 2018-10-23 GM Global Technology Operations LLC Device for activating a low-friction clutch

Families Citing this family (3)

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Publication number Priority date Publication date Assignee Title
DE102014209809B4 (de) 2013-11-25 2021-09-02 Magna powertrain gmbh & co kg Kupplung
JP6696811B2 (ja) * 2016-03-30 2020-05-20 Ntn株式会社 センサターゲットとこのターゲットを備えた可動部ユニット、並びに電動アクチュエータ
DE112018006061T5 (de) 2017-11-28 2020-08-06 Dana Graziano S.R.L. Elektromagnetisch betätigte kupplungsvorrichtung

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Also Published As

Publication number Publication date
EP1832773B1 (de) 2014-05-07
EP1832773A2 (de) 2007-09-12
US20120036953A1 (en) 2012-02-16
DE102006028479A1 (de) 2007-09-13
DE102006028479B4 (de) 2012-06-06
BRPI0700638B1 (pt) 2020-07-14
BRPI0700638A (pt) 2007-11-06
EP1832773A3 (de) 2010-12-22
US8276726B2 (en) 2012-10-02

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