WO2007028986A1 - Boîte à engrenage - Google Patents

Boîte à engrenage Download PDF

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Publication number
WO2007028986A1
WO2007028986A1 PCT/GB2006/003298 GB2006003298W WO2007028986A1 WO 2007028986 A1 WO2007028986 A1 WO 2007028986A1 GB 2006003298 W GB2006003298 W GB 2006003298W WO 2007028986 A1 WO2007028986 A1 WO 2007028986A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
gearbox
input shaft
cylinder
shaft
Prior art date
Application number
PCT/GB2006/003298
Other languages
English (en)
Inventor
Anthony R. Fitch
Original Assignee
Fitch Anthony R
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 Fitch Anthony R filed Critical Fitch Anthony R
Publication of WO2007028986A1 publication Critical patent/WO2007028986A1/fr

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Classifications

    • 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
    • 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
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/04—Combinations of toothed gearings only
    • F16H37/042—Combinations of toothed gearings only change gear transmissions in group arrangement
    • F16H37/043—Combinations of toothed gearings only change gear transmissions in group arrangement without gears having orbital motion
    • 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
    • F16H63/04—Final output mechanisms therefor; Actuating means for the final output mechanisms a single final output mechanism being moved by a single final actuating mechanism
    • 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

Definitions

  • This invention relates to a gearbox which can be used as a stand-alone unit, for example in marine applications , or which may be used as supplementary gearbox, and in particular to a gearbox which can be used in conjunction with an existing gearbox to provide a cruising gear, sometimes referred to as an overdrive.
  • the existing gearbox can be either a manual gearbox or an automatic gearbox, typically providing four or five discrete gear ratios determining the rate of rotation of the driving wheels for a given engine speed.
  • a cruising gear will reduce the engine speed at a given road speed, and so will reduce the fuel consumption and engine wear of the vehicle, both of which can give long term cost savings to the vehicle owner or user.
  • overdrive unit which could be fitted to the ouiput of a conventional gearbox and provide a higher ratio gear for reduced engine speed when cruising.
  • overdrive units Whilst many overdrive units have been made and fitted to vehicles they are relatively mechanically complex, inefficient and expensive. Because of their relative complexity the retro fitment of an overdrive unit to an existing vehicle is rare, and most overdrive units have been fitted as original equipment.
  • overdrive units are typically used only on smaller vehicles such as passenger cars and light vans. Larger, e.g. commercial, vehicles have not been able to benefit from the fitment of an overdrive unit
  • a gearbox having a power input shaft and an output shaft aligned with the input shaft, connection means for directly interconnecting adjacent end portions of the two shafts, a plurality of gears arranged in a gear train and also capable of interconnecting the input and output shafts, and synchromesh self shifting clutch operable between the input shaft and one of said plurality of gears to connect the input shaft to said one gear, and control means for selectively connecting the input shaft to the output shaft either directly through the connection means or indirectly through the gear train.
  • the gearbox may be used as a supplementary gearbox for fitment into the drive train of a vehicle utilizing a propeller shaft between the power source and the final drive, the supplementary gearbox.
  • vehicle includes boats as well as land motor vehicles.
  • the input shaft may be connected to a supplementary input shaft to which it may be connected and disconnected by means of an integral clutch.
  • a gearbox provides at least two different gear ratios.
  • the gearbox can be made to transmit a large torque and so can be made suitable for commercial vehicles. Use of the gearbox as a supplementary gearbox will not require the replacement of the existing gearbox so that its initial cost should not outweigh the long-term cost saving it offers.
  • the gear box When used as a supplementary gearbox, the gear box is located downstream of the main drive line clutch unit of the vehicle but activation of the main clutch may not be required when gear ratios in the supplementary gearbox are changed as the latter employs a synchro self shifting clutch (SSS) principle and ratchet and pawl gear alignment,
  • SSS synchro self shifting clutch
  • the first gear in the gear train is in the form of a hollow cylinder having gear teeth on its outer surface and which is coaxial with the input and output shafts and free to rotate relative to said shafts, said cylinder housing the SSS clutch mechanisms and the connection means.
  • the gear teeth on the cylinder mesh with a second gear being axially slideable on a third shaft parallel to the input and output shafts and being the second gear in said gear train.
  • the cylinder has internal gear teeth at its input shaft end and a piston coaxial with and slideable on the output shaft, the piston being movable axially relative to the cylinder.
  • the piston may be axially moved by an actuator, preferably an electrical actuator.
  • connection means is an axially slideable collar which is coaxial to said shafts and is connected to the piston, the piston also being connected to the sliding gear meshed with the cylinder, so that movement of both sliding collar and sliding gear is simultaneous.
  • the sliding collar has internal splines that co-operate with like splines on 1he input and output shafts and is free to axially slide along the input and output shafts. Alignment of the teeth and the grooves on engagement is achieved by a ratchet and pawl device which aligns the internal and external splines.
  • the SSS clutch comprises an annular slider with internal helical splines mounted on the secondary section of the input shaft which has co-operating external helical splines.
  • the annular slider is engaged and disengaged dependant on the relative rotational speed of the input shaft and the cylinder, with accurate enmeshing of the respective gear teeth being achieved by a ratchet and pawl mechanism.
  • the collar When the input shafts is engaged and connected directly to the output shaft, the collar interconnects both the input and output shafts providing direct in-line connection.
  • the sliding gear is in constant mesh with me external gear teem on the cylinder, and has a friction brake thereon which in use holds the cylinder stationary,
  • the sliding gear has dog teeth at its output end which are engageable with reciprocal dog teeth on a cruising gear only when the piston has disconnected the collar from the input shaft,
  • the cruising gear meshes with a output gear fixed to the output shaft and preferably has a diameter less man the cruising gear, thus ensuring that for one revolution of the cruising gear the output gear rotates faster providing a rotational speed of the output shaft greater than that of the input shaft.
  • the synchromesh slide being permanently engaged on the input shaft is always rotating at the same speed as the input shaft and when the cylinder is stationary, the pawl on the synchromesh slide is not engaged with the ratchet on the inside of the cylinder and the gear teeth on the slider are not enmeshed with the internal teeth on the cylinder.
  • drive is communicated from the input shaft to the output shaft solely by enmeshing gear train, and does not rely upon a friction component as do conventional overdrive units.
  • the torque which can be transmitted by the supplementary gearbox is therefore dependant upon the size and strength of the gears, which can be manufactured to transmit desired torque, for example those loads associated with commercial vehicles.
  • One cruising gear should be suitable for the vast majority of applications.
  • the use of only two gear ratios makes controlling the gearbox easier for the driver of the vehicle since it can be controlled by a simple two-position switch or the like-
  • the supplementary gearbox is controlled by electrical control means so that the operation of an on/off switch by the driver/operator causes the supplementary gearbox to engage direct mode or cruising mode respectively without any interface with the vehicle's existing gearbox or clutch.
  • the supplementary gearbox may have control means which receive a signal from the existing gearbox; the control means for example being adapted to prevent operation of the cruising gear unless the existing gearbox is already in either of the two highest gears in the gear range. Since the torque required to be transmitted by the supplementary gearbox will be lower when the existing gearbox is in top gear, such an embodiment may enable the gears of the supplementary gearbox to be made smaller and lighter for a given vehicle since they would never be required to transmit the torque available with the lower gears of the existing gearbox.
  • the supplementary gearbox can of course contain more gears so as to provide more than two different gear trains and ratios between the input shaft and the output shaft.
  • the mechanical complexity will increase as more gears are added.
  • the gearbox may be further provided with a supplementary power input shaft which may be rot ⁇ tably connected to the input shaft through a further clutch device.
  • Fig. 1 to a schematic drawing of a gearbox in accordance witfi the present invention
  • Fig. 2 is a longitudinal section through a second gearbox also according to the present invention
  • Fig 3 is a section on the line TIT-TTT of Fig.2,
  • Fig. 4 is a second longitudinal section through the second gearbox showing the actuation means
  • Fig 5 is a section taken on the line TIT-TTT of a third gearbox including a reverse gear.
  • a gear box according to the present invention in direct drive mode and which is preferably a supplementary gear box providing an overdrive for the main gearbox of a vehicle
  • the unit comprises a casing 1 having an input shaft 3 with an input flange 2 for connection to an output flange of a motor vehicle gearbox and which is axially aligned with an output shaft 6 having an output flange 5 for connection to a drive shaft to vehicle drive wheels, in the case of a motor vehicle.
  • the casing 1 has inwardly projecting annular flanges 41 and 42 arranged co-axially of the shafts 3 & 6.
  • the inner end portions of the shafts 3 & 6 are located within a cylinder 8 which is axially fast and rotatable about the shafts.
  • the cylinder 8 has external gear teeth 9 which in use mesh on one side with an idler gear 33 mounted on a shaft 30 extending between the two flanges 43 ,42 and on the oifcer side with a second idler gear 22 rotatable and axially slidable on a further shaft 20 mounted on the casing 1.
  • the idler gear 33 acts as a balance gear to hold the cylinder 8 steady and in some circumstances two or more balance gears may be used additionally to the sliding idler gear 22.
  • An electrical actuator 25 with a worm drive 33 is mounted on the inside of the casing 1 with the worm drive supported between the flange 42 and the actuator 30.
  • a disc 32 is mounted on the worm drive 33 for movement backwards and forwards thereon.
  • the disc 32 engages with a groove 43 in a piston 19 which is slidably mounted on the output shaft 6.
  • the piston 19 is axially slidable on the output shaft 6 and passes through one end of the cylinder 8 to engage with an annular collar 15 slidably mounted on the adjacent inner end portions of the input shaft 3 and output shaft 6. Said inner portions are sp3ined and the collar 35 has co-operating internal splines and is axially moveable along the splined end portions.
  • the collar 15 is shown connecting the input shaft 3 and output shaft 6 in free rotation.
  • the groove 43 on the piston 19 also engages an annular flange or disc 24 fixed to Ae sliding gear 22,
  • the sliding gear 22 is rotatable relative to the shaft 20 and can move axially thereon.
  • the gear 22 has a friction brake 23 at one end which is engagable with friction pads 48 fixed inside the casing 1 and has a coned friction surface 26 mounted at its other end.
  • a cruising gear 27 is mounted on the shaft 20 and is rotatably engaged with an output gear 7 on the output shaft 6.
  • the idler gear 27 has a coned surface 28 thereon which is enagagable with the oppositely coned surface 26 on the sliding gear 22.
  • a spring loaded collar 36 with lugs is mounted in the shaft 20 between the two gears 22 and 27 and is resiliently biased away from the gear 27.
  • the collar 36 is rotationally fast with the shaft 20 and is engagable to align the gears 22 & 27 when the two friction surfaces 26 &. 28 are in contact.
  • the cruising gear 27 is biased by spring
  • the collar 15 in the cylinder 8 has a pawl 38 thereon which is enagable with ratchet gear teeth 4 on the input shaft 2.
  • the arrangement being that on axial movement of the collar 15, the pawl 18 engages the ratchet teeth 4 to ensure alignment before the collar 15 engages the splines on the input shaft .
  • the cylinder 8 also houses a synchro-self-shifting (SSS) clutch 21 the operation of which is well known.
  • the SSS clutch 23 comprises a slide 33 mounted on a threaded portion 34 of the shaft 3.
  • the slide 11 has outwardly projecting ratchet teeth 35 thereon which are engagable with a pawl 12 mounted on the cylinder 8.
  • the other end of the slider 33 has gear teeth 33 which are engagable with gear teeth 30 on an internal flange 45 on the cylinder 8.
  • the arrangement is such that when the pawl 12 engages a ratchet tooth 35, the gear teeth 13 are aligned to mesh with the gear teeth 10.
  • An electromagnet 14, facing towards the synchromesh slider 11, is also provided on the flange 45.
  • the shaft 3 on the other side of the internal flange 45 has a friction ring 16 rotationally fixed on the shaft but axially moveable thereon.
  • the friction ring 16 is resiliently biased away from the flange 45 and is engagable with a like friction ring 46 on the end face of the collar 15.
  • the other end of the collar also has a friction ring 47 thereon which is engagable with a friction ring 17 fixed to the cylinder 8, s shown in Fig.l, the gear box is in direct drive mode in which the collar 15 is connecting the input shaft: 3 directly to the output shaft 6.
  • the cylinder 8 is stationary being indirectly restrained by the brake 23 on the sliding gear 22.
  • the synchromesh slide 11 is rotating freely on the ratchet and paw! 12,35, as the rotational speed of the cylinder (zero) is less than the input shaft
  • the cruise gear 27 is engaged with the output gear 7 in free rotation.
  • the actuator 25 is caused to turn the worm drive 31 in one rotational direction, for example anticlockwise, and the disc 32 is moved towards the actuator.
  • the disc 32 in turn moves the piston 19 away from the cylinder 8 pulling the collar ] 5 back along the output shaft 6.
  • the movement of the piston J 9, via the flange 24, also causes the idler gear 22 to move along its shaft 20 towards the cruise gear 27.
  • the movement of the sliding gear 22 releases the friction brake 23 and the cylinder 8 begins to rotate freely.
  • the rightwards movement as shown, of the collar 15 disengages the friction rings 16 and 46 and friction contact between the rings 16 & 46 ceases when the collar 15 disengages from the input shaft 3.
  • the friction ring 47 on the collar 15 engage the friction pads 17 on the cylinder 8 and the rotational speed of the cylinder comes up to the speed of the output shaft 6 which is still at the same rotational speed as the input shaft 3.
  • the pawl 12 When the cylinder rotational speed equals the rotational speed of the output/input shaft, the pawl 12 will engage with the ratchet gear 35 on the synchromesh slide 11. With the ratchet gear and pawl 35 & 12 engaged, the synchromesh gear teeth 13 will be in alignment with the internal gear teeth 10 on the cylinder 8 and the synchromesh slide 31 will move along the screw threaded portion 34 to engage, with the cylinder 8. The synchromesh slider 13 is then locked in position by an electro magnet 14.
  • the actuator 25 turns the worm drive 31 in the reverse direction of rotation, in this case clockwise, and the disc 32 begins to move the piston 19 back towards the cylinder 8.
  • the piston 19 engaging the disc 24 moves the sliding gear 22 away from the output gear 7.
  • the spring 29 pushes the cruise gear 27 and slide gear 22 away from the output gear 7 and the cruising gear 27 becomes disengaged from the output gear 7.
  • the friction faces 26 and 28 also disengage and the cylinder 8 is no longer indirectly engaged with the output shaft 6.
  • the movement of the piston 19 is pushing the collar 35 along the output shaft 6 towards the input shaft 3 with the output shaft 3 still rotating at a faster rotational speed than the input shaft.
  • the friction pads 46 on the input shaft end of the collar ] 5 make contact with the resiliently biased friction ring 16 on the input shaft 3 which increases the rotation speed of the input shaft 3.
  • the simultaneous travel of the sliding gear 22 is stopped when the friction brake 23 on the sliding gear 22 engages with the friction brake 48 on the flange 41 of the casing. With the sliding gear 22 stationary, the rotation of the cylinder 8 also ceases.
  • the rotation speed of the input shaft 3 is now faster than the rotation speed of the cylinder 8 so the synchromesh slide 11 rotates along the screw thread 34 out of engagement with the internal gear teeth 10 on the cvlinder 8.
  • the input shaft 3 and the output shaft 6 are now connected in line by the collar 15 with the synchromesh slide disengaged and the cylinder and sliding gear stationary.
  • the second embodiment differs from the first embodiment mainly in that the gearbox input shaft 3 is arranged downstream of a supplementary input shaft 103 having an input flange ]02 for connection to a power source, for exampJe a motor vehicle gearbox output shaft, or a drive flange from a power unit such as an internal combustion engine.
  • the use of the supplementary input enables the gearbox to handJe large torque loads.
  • the supplementary input shaft 103 can be connected and disconnected from the input shaft 3 by means of a second clutch 104 mounted in an extension 105 of the gearbox casing 1.
  • the clutch 104 is similar to that previously decribed in relation to the embodiment shown in Fig,l, and has a slide 111 with internal helical splines 134 mounted on externa!
  • the slide 111 has a ratchet 135 at the input end and gear teeth 113 at the output end,
  • a pawl 112 on a sliding carrier 136 attached to an arm 138 connected to the clutch electrical actuator 139 which can move the pawl carrier 136 a.xially backwards and forwards inside a hollow cylindrical end portion 140 of the second input shaft 3
  • the hollow end portion 140 houses internal gear teeth 132 with a circular recess 141 formed within the teeth 132 for supporing the inner end 103 A of the input shaft 103.
  • the clutch actuator 139 moves the pawl carrier 336 towards the input end of the clutch assembly 304 pulJing the slide 333 away from the input shaft 3 so that the gear teeth 333 on the slide 333 disengage from the internal gear teeth 332 on the second input shaft 3 .
  • the cylinder 8 housing the clutch 21 and the collar 15 is mounted on bearings 144, 145 on the adjacent end portions of the two shafts 3 & 6 and has external gear teeth 9 which in use mesh with the sliding gear 22.
  • An electrical actuator 325 is mounted on the outside of the casing 3 and is connected to a worm drive 124.
  • a disc 123 is mounted on the worm drive 124 for movement backwards and forwards thereon.
  • the disc 123 engages with a flange 143 on a piston 19 which is slideably mounted on the output shaft 6,
  • the piston 19 passes through one end of the cylinder 8 to engage with an annular collar 15 slideably mounted on the adjacent inner end portions of the two shafts 3 & 6.
  • Said inner portions are splined and the collar 15 has co-operating internal splines and is axially moveable over the splined end portions.
  • the collar 15 is shown connecting the input shaft 3 and output shaft 6 in free rotation.
  • the disc 123 also engages an annular flange 128 on the sliding gear 22.
  • the sliding gear 22 has a friction brake 137 at one end which is engagable with friction pads fixed on the inside of the casing 1.
  • the sliding gear 22 has dog teeth 129 at the output end which are reciprocal to dog teeth 333 on the cruising gear 27. When the dog teeth 32.9 are engaged with the dog teeth 133, the sliding gear 22 is rotationally fast with the cruising gear 27.
  • the collar 15 in the cylinder 8 has a pawl 18 thereon which is engagable with ratchet gear teeth 337 on the second input shaft 3.
  • the arrangement being that on axial movement of the collar 35, the pawl 38 engages the ratchet teeth 337 to align the reciprocal splines before the collar 35 engages the splines on the input shaft 3.
  • the cylinder 8 houses the synchro-self-shifting (SSS) clutch, the operation of which was previously described.
  • the SSS clutch comprises the slide 33 having internal helical splines mounted on the external helical splines 34 of the input shaft 3.
  • the slide 33 has outwardly projecting ratchet teeth 35 thereon which are engageable with a pawl 32 mounted on the cylinder 8.
  • the other end of the slider 11 has gear teeth 13 which are engageable with internal gear teeth 10 on the cylinder 8.
  • the arrangement is such that when fee pawl 12 engages a ratchet tooth 35, the gear teeth 13 are aligned to mesh with the gear teeth 10,
  • the collar 15 is connecting the second input shaft 3 directly to the output shaft 6.
  • the cylinder 8 is stationary being indirectly restrained by the brake 137 on the sliding gear 22.
  • the synchromesh slide 11 is rotating freely on the ratchet and pawl 12, 35, as the rotational speed of the cylinder (zero) is less than the input shaft.
  • the cruising gear 27 is engaged with the output gear 7 in free rotation.
  • the actuators 139 and 125 are connected to a control unit 150 operated through a driver operable switch 151.
  • the actuator 125 is caused to turn the worm drive 324 in one rotational direction, for example anti-clockwise, and the disc 123 is moved towards the actuator.
  • the disc 123 in turn moves the piston 19 away from the cylinder 8 pulling the collar 35 back along the output shaft 6.
  • the movement of the piston 39, via the flange 328, also causes the sliding gear 22 to move along its shaft towards the cruising gear 21.
  • the movement of the sliding gear 22 releases the friction brake 137 and the cylinder S begins to rotate freely.
  • the rightwards movement, as shown, of the. collar 35 disengages the collar 15 from the second input shaft 3.
  • the sliding gear 22 is fast with the cruising gear 27 so the rotation speed of the output gear 7 is transmitted to the cylinder 8.
  • the pawl 12 When the cylinder rotational speed equals the rotational speed of the output/input shaft, the pawl 12 will engage with the ratchet gear 35 on the synchromesh slide 11. With the ratchet and pawl 12 & 35 engaged, the synchromesh gear teeth 13 will be in alignment with the internal gear teeth 10 on the cylinder 8 and the synchromesh slide 11 will move along the external helical splines 34 on the second input shaft 11 to engage with the cylinder 8.
  • the rotation speed of the output shaft 6 is now fester than that of the input shaft 3, The relative speeds of the shafts depend upon the number of teeth on the cylinder 8, sliding gear 22, and output gear 7.
  • the supplementary input shaft 103 may be similarly coupled to the second input shaft 3 by means of actuator 139 and movement of the pawl carrier 136.
  • the two input shafts 103 &3 are disengaged by the clutch electrical actuator 139 moving the pawl carrier 136 towards the input end of the clutch assembly 104 and pulling the clutch synchro slide 134 so that the gear teeth 113 on the clutch synchro slide disengage from the internal gear teeth 132 in the end portion 140 of the second input shaft.
  • the actuator 125 turns the worm drive 124 in the reverse direction of rotation, in this case clockwise, and the disc 123 begins to move the piston 19 back towards the cylinder 8.
  • the piston 19 engaging the flange 128 moves the sliding gear 22 away from the cruising gear 27 Simultaneously, the movement of the piston 19 is pushing the collar 15 along the output shaft 6 towards the input shaft 3 with the output shaft 6 still rotating at a faster rotational speed than the disconnected second input shaft 3.
  • the continuing axial travel of the collar 15 brings the pawl 18 on the collar 15 into engagement with the ratchet gear 117 on the secondary input shaft 3
  • the inner splines on the collar 15 and the splines on the input shaft 3 and output shaft 6 are in alignment and the collar 15 moves smoothly onto the input shaft 3, so that the collar 15 re-connects the second input shaft 3 and the output shaft 6.
  • the simultaneous travel of the sliding gear 22 is stopped when the friction brake 137 on the sliding gear 22 engages with the friction brake on the casing 1 With the sliding gear 22 stationary, the rotation of the cylinder 8 also ceases.
  • the rotation speed of the secondary input shaft 3 is now faster than the rotation speed of the cylinder 8 so the ⁇ ynchromesh slide 11 rotates along the helical splines 34 taking the gear teeth 13 out of engagement with the internal gear teeth 10 on the cylinder 8.
  • the input shaft 3 and the output shaft 6 are now connected in line by the collar 35 with the synchromesh slide disengaged and the cylinder 8 and sliding gear 22 stationary.
  • the clutch actuation 139 is energized to push the pawl carrier 136 along the primary input shaft 303 towards the other input shaft 3.
  • the pawl 312 engages with the ratchet 335 to align the gear teeth 333 with the gear teeth 332 and the travel continues until the input shaft 303, clutch synchro slide 333 and second input shaft 3 are fast as one shaft.
  • the supplementary input shaft 3 is now connected to the output shaft 6.
  • gear box which is substantially the same as the gearbox shown in Figs 2-4, excepting that the gear box is NOT intended for use as a supplementary gearbox and may be used in conjunction with marine engines.
  • the cruising gear 27 does not mesh directly with the output gear 7.
  • the gear box is provided with a transfer gear 155 which meshes with both the cruising gear 127 and the output gear 7 so as to reverse the direction of rotation of the output shaft 6 when the actuator 125 is operated, as an alternative to overdrive.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

La présente invention concerne une boîte à engrenage qui comporte un arbre d’entrée (3) et un arbre de sortie (6) de transmission alignés avec celle-ci, un moyen de liaison (15) destiné à relier mutuellement et directement des parties d’extrémité adjacentes des deux arbres (3 & 6), une pluralité d’engrenages (8, 22, 27, 7) agencés dans un train d’engrenages et également capables de relier mutuellement les arbres d’entrée et de sortie (3 & 6), et un embrayage synchronisé autorégulateur (21) qui peut fonctionner entre l’arbre d’entrée (3) et un engrenage (8) de ladite pluralité d’engrenages pour relier l’arbre d’entrée audit engrenage (8), et des moyens de commande (25, 325, 350), pour relier de façon sélective l’arbre d’entrée (3) à l’arbre de sortie (6) soit directement par l’intermédiaire du moyen de liaison (35) soit indirectement par l’intermédiaire du train d’engrenages (8, 22, 27, 7). Ledit engrenage (8) présente la forme d’un cylindre creux coaxial qui possède des dents d’engrenage (9) sur sa surface extérieure et qui peut tourner par rapport auxdits arbres (3 & 6), ledit cylindre contenant l’embrayage (23) et le moyen de liaison (35).
PCT/GB2006/003298 2005-09-08 2006-09-07 Boîte à engrenage WO2007028986A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB0518285A GB0518285D0 (en) 2005-09-08 2005-09-08 A supplementary gearbox
GB0518285.2 2005-09-08

Publications (1)

Publication Number Publication Date
WO2007028986A1 true WO2007028986A1 (fr) 2007-03-15

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GB (1) GB0518285D0 (fr)
WO (1) WO2007028986A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2473340A (en) * 2009-09-05 2011-03-09 Anthony Richard Fitch Gearbox having aligned input and output shafts
WO2014167314A1 (fr) 2013-04-08 2014-10-16 Paratus Developments Limited Boîte de vitesses
CN111765179A (zh) * 2019-03-31 2020-10-13 潮州市彩达包装机械有限公司 一种用于凹印机上传动轴数字控制离合的空心活塞杆气缸

Families Citing this family (1)

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Publication number Priority date Publication date Assignee Title
CN111779802A (zh) * 2020-07-24 2020-10-16 昌信（青岛）传动系统有限公司 一种同轴独立输出变速箱

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FR1063209A (fr) * 1951-06-25 1954-04-30 Zahnraderfabrik Augsburg Vorm Mécanisme de changement de marche à engrenages, utilisable notamment sur les bateaux
GB879436A (en) * 1959-02-10 1961-10-11 Melvin Harry Woodward Improvements in and relating to clutches adapted for use in gear-change mechanisms
FR1463262A (fr) * 1965-06-08 1966-12-23 Eaton Mfg Co Changement de vitesse
US5590563A (en) * 1993-09-27 1997-01-07 Mazda Motor Corporation Electronically controlled transmission
JP2003004107A (ja) * 2001-06-25 2003-01-08 Kazutoshi Matsuzaki 無段階、自動変速装置。

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US2624211A (en) * 1953-01-06 Transiviission control system
GB339694A (en) * 1929-09-21 1930-12-18 Bernard Thomson Improvements in and relating to variable transmission gears
US2306543A (en) * 1937-03-01 1942-12-29 Burr Gustav Change-speed gear
US2202271A (en) * 1938-04-25 1940-05-28 Hydraulic Coupling Patents Ltd Transmission mechanism
US2505449A (en) * 1945-06-23 1950-04-25 Eleanor May Wemp Transmission
US2599214A (en) * 1948-04-09 1952-06-03 Ernest E Wemp Mechanism for transmitting torque
FR1063209A (fr) * 1951-06-25 1954-04-30 Zahnraderfabrik Augsburg Vorm Mécanisme de changement de marche à engrenages, utilisable notamment sur les bateaux
GB879436A (en) * 1959-02-10 1961-10-11 Melvin Harry Woodward Improvements in and relating to clutches adapted for use in gear-change mechanisms
FR1463262A (fr) * 1965-06-08 1966-12-23 Eaton Mfg Co Changement de vitesse
US5590563A (en) * 1993-09-27 1997-01-07 Mazda Motor Corporation Electronically controlled transmission
JP2003004107A (ja) * 2001-06-25 2003-01-08 Kazutoshi Matsuzaki 無段階、自動変速装置。

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2473340A (en) * 2009-09-05 2011-03-09 Anthony Richard Fitch Gearbox having aligned input and output shafts
GB2473340B (en) * 2009-09-05 2013-02-27 Paratus Developments Ltd A gearbox
WO2014167314A1 (fr) 2013-04-08 2014-10-16 Paratus Developments Limited Boîte de vitesses
CN111765179A (zh) * 2019-03-31 2020-10-13 潮州市彩达包装机械有限公司 一种用于凹印机上传动轴数字控制离合的空心活塞杆气缸

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