WO2008105728A1 - Brake device for synchronizing gearwheels in a gearbox and a gearbox provided therewith - Google Patents

Brake device for synchronizing gearwheels in a gearbox and a gearbox provided therewith Download PDF

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Publication number
WO2008105728A1
WO2008105728A1 PCT/SE2008/050207 SE2008050207W WO2008105728A1 WO 2008105728 A1 WO2008105728 A1 WO 2008105728A1 SE 2008050207 W SE2008050207 W SE 2008050207W WO 2008105728 A1 WO2008105728 A1 WO 2008105728A1
Authority
WO
WIPO (PCT)
Prior art keywords
gearbox
brake
brake device
gearwheel
component
Prior art date
Application number
PCT/SE2008/050207
Other languages
French (fr)
Inventor
Erik GÖRAS
Magnus Hagberg
Original Assignee
Scania Cv Ab (Publ)
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 (Publ) filed Critical Scania Cv Ab (Publ)
Publication of WO2008105728A1 publication Critical patent/WO2008105728A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • 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
    • 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
    • F16H3/12—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 with means for synchronisation not incorporated in the clutches

Definitions

  • the present invention relates to a brake device for a stepped gearbox and intended to brake in a controlled manner the rotation speed of a countershaft .
  • the brake device is particularly intended for vehicles with manual gearboxes such as trucks, passenger cars, buses etc.
  • the invention also relates to a brake device which occupies little space in the gearbox and comprises at least one lever which applies friction to a component in the gearbox.
  • the invention also comprises a gearbox provided with said brake device.
  • Stepped gearboxes for vehicles may have up to 15-16 gears and 5-6 synchronisation devices and usually comprise a mainshaft with a number of freely supported shift gearwheels which are in engagement with a corresponding number of fixed gearwheels arranged on a countershaft.
  • the rotation speed of the shift gearwheel is adjusted to (synchronised with) the rotation speed of the mainshaft by means of a mechanical synchronisation device which serves as a brake for the shift gearwheel.
  • Shaft brakes are previously known but comprise relatively complicated units with a plurality of parts, which makes them expensive and time-consuming to manufacture and fit. They also occupy a relatively large amount of space in the gearbox and entail encroachment upon and modifications to the configuration of the gearbox.
  • Volvo patent application SE524354 refers to a shaft brake in which a brake element is integrated with and forms part of the shaft which is to be braked.
  • the brake acts upon a conically shaped surface at the end of the respective shaft.
  • That brake has a number of disadvantages. It involves substantial modifications to the internal configuration of the gearbox.
  • the brake is difficult to change and maintain, e.g. if the linings need changing because of wear.
  • the braking effect is reduced in that the lever from the centre of the shaft to the action point of the brake linings is short and it may be difficult to lead away quickly enough the friction heat arising from frequent or closely spaced gearchanges .
  • Scania patent application SE527267 refers to a synchronisation brake with an annular brake element, with the braking force directed axially towards the gearbox component .
  • Other examples of shaft brakes are referred to in US-A- 4211313, US-A-4727764 and DE-A-19652916.
  • An object of the invention is to solve said problems and provide a synchronisation brake which is inexpensive to manufacture and fit and occupies minimum space in the gearbox.
  • the synchronisation brake has also to be easy to maintain and be fittable to existing gearboxes.
  • the invention eliminates the need for synchronisation rings in the gearbox.
  • the invention also relates to a brake device which by electromechanical, hydraulic or pneumatic means, e.g. via vehicle's own existing compressed air system, can act upon a layshaft in a gearbox in such a way that it is braked in a controlled manner during gearchanges .
  • the brake device may take the form of a unit fittable on existing gearboxes close to an outside of the gearbox where it is readily accessible for fitting and maintenance work and situated in such a way that the brake does not encroach upon spaces intended for other vehicle components within or outside the gearbox and does not entail modifications to the configuration of the gearbox.
  • a control system not further described here, activates the brake by allowing a flow, e.g.
  • Figure 1 depicts a perspective view of a known type of stepped gearbox, in this case a manual stepped gearbox intended for a truck, with the reverse gearwheel partly visible.
  • Figure 2 depicts the housing of the gearbox as seen from in front, with only the reverse gearwheel and the brake device fitted.
  • Figure 3 depicts a side view of the service aperture of the gearbox at the region of the location of the reverse gearwheel, with the brake device fitted.
  • Figure 4 depicts in more detail, in a view as seen from in front, the brake device fitted to the reverse gearwheel.
  • Figure 5 depicts in a view as seen from in front the brake device in Figure 4 with a protective and guide plate fitted.
  • Figure 6 depicts a perspective view of the brake device in Figure 5.
  • Figure 1 depicts a side view of a stepped gearbox 1.
  • a service aperture 2 which is normally covered by a hatch fitted over it makes it possible for a gearbox component such as a reverse gearwheel 3 to be accessible, e.g. for replacement, inspection or maintenance.
  • the function of the reverse gearwheel 3 in the gearbox 1 is to change the direction of rotation.
  • the brake device 4 according to the invention is only partly depicted in the figure.
  • Figure 2 depicts the housing of the gearbox 1 as seen from in front, with only the reverse gearwheel 3 and the brake device 4 fitted, for the sake of clarity.
  • the reverse gearwheel 3 is mounted on a reverse shaft 5 supported in the housing of the gearbox 1.
  • An actuating means e.g. a hydraulic or pneumatic cylinder 6 with a piston, is arranged in such a way that when the cylinder 6 is activated a rod 7 coupled mechanically to the piston is caused to move forward/back substantially in its axial direction.
  • the rod 7 itself acts upon one or more levers 8 connected articulatedly to it.
  • a pipe 10 is connected to the cylinder 6 to supply pressurised hydraulic oil or air in a conventional manner.
  • the cylinder 6 may with advantage be fitted to, or be an integral part of, the cover (not depicted) which normally closes the service aperture 2.
  • the rod 7 is suitably supported in the housing of the gearbox 1 in such a way that said axial movement is effected.
  • the brake device 4 occupies so little space and is so configured that it may be situated in or adjacent to an existing gearbox component 3 without entailing any constructional or geometric modifications or adaptations to the existing gearbox 1 or its housing.
  • the brake device 4 For the brake device 4 to function, it requires an electronic control system including sensors, electric cables and, where applicable, pipelines for compressed air or hydraulic fluid. These are not described in more detail, since a suitable control system is already known and is described, inter alia, in patent specification SE527267C2 filed by the same applicant.
  • Figure 3 depicts the service aperture 2 as seen from directly in front.
  • the service aperture 2 is normally covered by a hatch (not depicted) fitted by means of purpose-made threaded holes 11 in the housing of the gearbox 1.
  • the figure shows the reverse gearwheel 3 situated centrally in the service aperture 2.
  • the cylinder 6, which may also be larger than as here depicted, appears on the left side of the reverse gearwheel 3.
  • Figure 4 depicts in more detail the reverse gearwheel 3 with the constituent parts of the brake device 4.
  • the pipe 10 leads to the cylinder 6, and the latter 's internal piston and shaft cause the rod 7 to move in its axial direction.
  • Levers 8a, b are movable relative to the rod 7 via articulations 9a, b.
  • the brake bands 15a, b and 16a, b have curved shapes and are adapted to the curved surfaces 17a, b of the reverse gearwheel 3.
  • a first surface 17a is constituted by the shaft hub 18 of the reverse gearwheel 3, and a second surface 17b by the inside of the toothed rim 19 of the reverse gearwheel 3.
  • the brake bands 15a, b and 16a, b are held in place, inter alia, by spigots 20 which run through holes or along grooves arranged in the brake bands 15a, b and 16a, b.
  • the brake bands 15a, b and 16a, b are adapted to exerting the braking force in the radial direction of the reverse gearwheel 3 in order to minimise mechanical loading sideways.
  • the brake bands 15a, b and 16a, b and the elements 14a, b are in principle fitted within the reverse gearwheel 3.
  • FIG. 5 depicts substantially the same parts as Figure 4 except that a cover plate 21 provided with holes 22 for the spigots 20 and the elements 14a, b is arranged beside the reverse gearwheel 3 and intended to hold the brake bands in place during operation.
  • Figure 6 depicts the reverse gearwheel 3 and its brake device 4 in perspective view, showing the positions of some of the components more clearly. It illustrates, for example, how the spigots 20 extend through the cover plate 21.
  • the toothed rim 19 of the reverse gearwheel 3 engages in a conventional manner by constant tooth engagement both with a toothed rim on a layshaft in the gearbox and with a freely rotatable reverse shift gearwheel on the mainshaft of the gearbox, which can for reverse gear function be engaged with the mainshaft.
  • a freely rotatable shift gearwheel on the mainshaft of the gearbox which can for reverse gear function be engaged with the mainshaft.
  • there are on the mainshaft, for respective gear steps, other freely rotatable shift gearwheels which are capable of being coupled with the mainshaft and are in constant tooth engagement with fixed gearwheels on the countershaft of the gearbox 1.
  • the cylinder of the brake device is operated by means of a suitable pressure fluid.
  • compressed air from a source such as a compressor in the vehicle in which the gearbox is installed may be used.
  • a compressed air source is commonly in standard use in most of the vehicles here referred to.
  • the compressed air is fed via control devices and pipelines connected to the brake device.
  • the pressure level of the compressed air is controlled by a regulating or solenoid valve which is itself controlled by an electronic control unit.
  • the control unit may also be an integral part of the computer's own computer.
  • the control unit also receives, as previously mentioned and in a conventional manner, signals from various sensors, e.g. a speed sensor detecting the speed of the reverse gearwheel, a speed sensor detecting the speed of the mainshaft, a gear selector sensor detecting the chosen gear step etc.
  • the control unit calculates thereafter for the speed of the reverse gearwheel a set-value to which its rotation speed is braked during gearchanging .
  • the brake device may for example be so configured that the direct braking effect is exerted on other components of the gearbox.
  • an electromechanical action upon the lever or levers may be an electric motor or a solenoid.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Braking Arrangements (AREA)
  • Arrangement Of Transmissions (AREA)

Abstract

The invention relates to a brake device for synchronisation of a stepped gearbox for a motor vehicle, comprising brake means which act upon at least one gearbox component whose rotation speed has to be braked. The invention is effected by the brake means being adapted to being moved in the radial direction of the gearbox component and thereby exerting a braking effect. The invention also relates to a gearbox for a motor vehicle which comprises a brake device as above.

Description

BRAKE DEVICE FOR SYNCHRONIZING GEARWHEELS IN A GEARBOX AND A GEARBOX PROVIDED THEREWITH
TECHNICAL FIELD
The present invention relates to a brake device for a stepped gearbox and intended to brake in a controlled manner the rotation speed of a countershaft . The brake device is particularly intended for vehicles with manual gearboxes such as trucks, passenger cars, buses etc. The invention also relates to a brake device which occupies little space in the gearbox and comprises at least one lever which applies friction to a component in the gearbox. The invention also comprises a gearbox provided with said brake device.
BACKGROUND
Stepped gearboxes for vehicles may have up to 15-16 gears and 5-6 synchronisation devices and usually comprise a mainshaft with a number of freely supported shift gearwheels which are in engagement with a corresponding number of fixed gearwheels arranged on a countershaft. During a gearchange operation, before one of the freely supported shift gearwheels can be engaged with the mainshaft, the rotation speed of the shift gearwheel is adjusted to (synchronised with) the rotation speed of the mainshaft by means of a mechanical synchronisation device which serves as a brake for the shift gearwheel. These synchronisation devices, one for each shift gearwheel, are expensive and occupy space and are now increasingly being replaced by a single shaft brake controlled, for example, electronically which brakes the speed of the layshaft so that the rotation speed of the shift gearwheel which is to be engaged is synchronised with the rotation speed of the mainshaft. Eliminating the synchronisation package makes it possible for the gearbox to be shorter and less expensive to manufacture.
Shaft brakes are previously known but comprise relatively complicated units with a plurality of parts, which makes them expensive and time-consuming to manufacture and fit. They also occupy a relatively large amount of space in the gearbox and entail encroachment upon and modifications to the configuration of the gearbox.
Volvo patent application SE524354 refers to a shaft brake in which a brake element is integrated with and forms part of the shaft which is to be braked. The brake acts upon a conically shaped surface at the end of the respective shaft. That brake has a number of disadvantages. It involves substantial modifications to the internal configuration of the gearbox. The brake is difficult to change and maintain, e.g. if the linings need changing because of wear. The braking effect is reduced in that the lever from the centre of the shaft to the action point of the brake linings is short and it may be difficult to lead away quickly enough the friction heat arising from frequent or closely spaced gearchanges .
Scania patent application SE527267 refers to a synchronisation brake with an annular brake element, with the braking force directed axially towards the gearbox component . Other examples of shaft brakes are referred to in US-A- 4211313, US-A-4727764 and DE-A-19652916.
SUMMARY OF THE INVENTION
An object of the invention is to solve said problems and provide a synchronisation brake which is inexpensive to manufacture and fit and occupies minimum space in the gearbox. The synchronisation brake has also to be easy to maintain and be fittable to existing gearboxes. The invention eliminates the need for synchronisation rings in the gearbox.
The abovementioned and further objects are achieved according to the invention by a device according to the features indicated in the characterising part of claim 1.
The invention also relates to a brake device which by electromechanical, hydraulic or pneumatic means, e.g. via vehicle's own existing compressed air system, can act upon a layshaft in a gearbox in such a way that it is braked in a controlled manner during gearchanges . The brake device may take the form of a unit fittable on existing gearboxes close to an outside of the gearbox where it is readily accessible for fitting and maintenance work and situated in such a way that the brake does not encroach upon spaces intended for other vehicle components within or outside the gearbox and does not entail modifications to the configuration of the gearbox. A control system, not further described here, activates the brake by allowing a flow, e.g. via solenoid valves, of a pressure fluid such as compressed air into ducts to cause a piston to move in such a way that the two levers articulated on a common spindle are used to rotate at least one oval element which, as a result of such rotation, expands sideways and presses on brake linings situated in the immediate vicinity. The brake linings are moved somewhat and press themselves against surfaces arranged on the reverse gearwheel and, by friction, brake the reverse gearwheel and lower the speed of the layshaft to a desired rotation speed.
Further features and advantages of the invention are indicated by the more detailed description set out below and the attached drawings and claims .
BRIEF DESCRIPTION OF THE DRAWINGS
The invention is described below in a preferred embodiment example with reference to the attached drawings.
Figure 1 depicts a perspective view of a known type of stepped gearbox, in this case a manual stepped gearbox intended for a truck, with the reverse gearwheel partly visible.
Figure 2 depicts the housing of the gearbox as seen from in front, with only the reverse gearwheel and the brake device fitted. Figure 3 depicts a side view of the service aperture of the gearbox at the region of the location of the reverse gearwheel, with the brake device fitted. Figure 4 depicts in more detail, in a view as seen from in front, the brake device fitted to the reverse gearwheel. Figure 5 depicts in a view as seen from in front the brake device in Figure 4 with a protective and guide plate fitted.
Figure 6 depicts a perspective view of the brake device in Figure 5.
DESCRIPTION OF PREFERRED EMBODIMENTS
Figure 1 depicts a side view of a stepped gearbox 1. A service aperture 2 which is normally covered by a hatch fitted over it makes it possible for a gearbox component such as a reverse gearwheel 3 to be accessible, e.g. for replacement, inspection or maintenance. The function of the reverse gearwheel 3 in the gearbox 1 is to change the direction of rotation. The brake device 4 according to the invention is only partly depicted in the figure.
Figure 2 depicts the housing of the gearbox 1 as seen from in front, with only the reverse gearwheel 3 and the brake device 4 fitted, for the sake of clarity. The reverse gearwheel 3 is mounted on a reverse shaft 5 supported in the housing of the gearbox 1. An actuating means, e.g. a hydraulic or pneumatic cylinder 6 with a piston, is arranged in such a way that when the cylinder 6 is activated a rod 7 coupled mechanically to the piston is caused to move forward/back substantially in its axial direction. The rod 7 itself acts upon one or more levers 8 connected articulatedly to it. A pipe 10 is connected to the cylinder 6 to supply pressurised hydraulic oil or air in a conventional manner. The cylinder 6 may with advantage be fitted to, or be an integral part of, the cover (not depicted) which normally closes the service aperture 2. The rod 7 is suitably supported in the housing of the gearbox 1 in such a way that said axial movement is effected. The brake device 4 occupies so little space and is so configured that it may be situated in or adjacent to an existing gearbox component 3 without entailing any constructional or geometric modifications or adaptations to the existing gearbox 1 or its housing.
For the brake device 4 to function, it requires an electronic control system including sensors, electric cables and, where applicable, pipelines for compressed air or hydraulic fluid. These are not described in more detail, since a suitable control system is already known and is described, inter alia, in patent specification SE527267C2 filed by the same applicant.
Figure 3 depicts the service aperture 2 as seen from directly in front. As previously mentioned, the service aperture 2 is normally covered by a hatch (not depicted) fitted by means of purpose-made threaded holes 11 in the housing of the gearbox 1. The figure shows the reverse gearwheel 3 situated centrally in the service aperture 2. The cylinder 6, which may also be larger than as here depicted, appears on the left side of the reverse gearwheel 3.
Figure 4 depicts in more detail the reverse gearwheel 3 with the constituent parts of the brake device 4. The pipe 10 leads to the cylinder 6, and the latter 's internal piston and shaft cause the rod 7 to move in its axial direction. Levers 8a, b are movable relative to the rod 7 via articulations 9a, b. At the end regions of the levers 8a, b there are oval or ellipsoid elements 14a, b respectively situated between a pair of brake bands 15a, b and 16a, b which are adapted to pressing against brake surfaces or inside surfaces 17a, b of the reverse gearwheel 3. The brake bands 15a, b and 16a, b have curved shapes and are adapted to the curved surfaces 17a, b of the reverse gearwheel 3. A first surface 17a is constituted by the shaft hub 18 of the reverse gearwheel 3, and a second surface 17b by the inside of the toothed rim 19 of the reverse gearwheel 3. The brake bands 15a, b and 16a, b are held in place, inter alia, by spigots 20 which run through holes or along grooves arranged in the brake bands 15a, b and 16a, b. The brake bands 15a, b and 16a, b are adapted to exerting the braking force in the radial direction of the reverse gearwheel 3 in order to minimise mechanical loading sideways. The brake bands 15a, b and 16a, b and the elements 14a, b are in principle fitted within the reverse gearwheel 3.
When the rod 7 is pressed inwards by the cylinder 6, i.e. towards the left in Figure 4, the elements 14a, b rotate somewhat under the action of the levers 8a, b and, owing to their oval shape, they expand in the transverse or horizontal direction and press the respective brake bands 15a, b and 16a, b outwards, to the sides, so that they come into engagement with the inside surfaces 17a, b of the reverse gearwheel 3. The reverse gearwheel 3 is thus subjected to a selectable braking force. Figure 5 depicts substantially the same parts as Figure 4 except that a cover plate 21 provided with holes 22 for the spigots 20 and the elements 14a, b is arranged beside the reverse gearwheel 3 and intended to hold the brake bands in place during operation.
Figure 6 depicts the reverse gearwheel 3 and its brake device 4 in perspective view, showing the positions of some of the components more clearly. It illustrates, for example, how the spigots 20 extend through the cover plate 21.
In the embodiment described, the toothed rim 19 of the reverse gearwheel 3 engages in a conventional manner by constant tooth engagement both with a toothed rim on a layshaft in the gearbox and with a freely rotatable reverse shift gearwheel on the mainshaft of the gearbox, which can for reverse gear function be engaged with the mainshaft. In a conventional manner, there are on the mainshaft, for respective gear steps, other freely rotatable shift gearwheels which are capable of being coupled with the mainshaft and are in constant tooth engagement with fixed gearwheels on the countershaft of the gearbox 1.
As previously mentioned, the cylinder of the brake device is operated by means of a suitable pressure fluid. In the example described, compressed air from a source such as a compressor in the vehicle in which the gearbox is installed may be used. Such a compressed air source is commonly in standard use in most of the vehicles here referred to. The compressed air is fed via control devices and pipelines connected to the brake device. The pressure level of the compressed air is controlled by a regulating or solenoid valve which is itself controlled by an electronic control unit. The control unit may also be an integral part of the computer's own computer.
The control unit also receives, as previously mentioned and in a conventional manner, signals from various sensors, e.g. a speed sensor detecting the speed of the reverse gearwheel, a speed sensor detecting the speed of the mainshaft, a gear selector sensor detecting the chosen gear step etc. The control unit calculates thereafter for the speed of the reverse gearwheel a set-value to which its rotation speed is braked during gearchanging .
The invention is described above with reference to a preferred embodiment. The invention is of course is not limited thereto, since other variants of the invention are also possible within the protective scope of the claims.
The brake device may for example be so configured that the direct braking effect is exerted on other components of the gearbox. Instead of the pneumatic or hydraulic means mentioned, it is also possible to use an electromechanical action upon the lever or levers . This may be an electric motor or a solenoid.

Claims

1. A brake device (4) for synchronisation of a stepped gearbox (1) for a motor vehicle, comprising brake means (15a, b and 16a, b) acting upon at least one gearbox component (3) whose rotation speed is to be braked, which brake means (15a,b and 16a, b) are adapted to being moved in the radial direction of the gearbox component (3) and thereby exerting a braking effect, characterised in that the brake means (15a,b and 16a, b) are adapted to applying friction to inside surfaces (17a,b) of the gearbox component ( 3 ) .
2. A brake device (4) according to claim 1, characterised in that the brake device (4) is adapted to being fitted in an existing gearbox (1) .
3. A brake device (4) according to claim 1 or 2 , characterised in that the gearbox component (3) is the reverse gearwheel (3) of the gearbox (1) .
4. A brake device (4) according to any one of the above claims, characterised in that the brake means (15a,b and 16a, b) are at least partly arranged within the reverse gearwheel (3) .
5. A brake device (4) according to any one of the above claims, characterised in that the brake device (4) is controlled pneumatically, hydraulically or electromechanically, e.g. by an electric motor or a solenoid.
6. A brake device (4) according to any one of the above claims, characterised in that elements (14a, b) are adapted to causing, by rotation, brake means (15a,b and 16a, b) to move towards inside surfaces (17a, b) of the gearbox component ( 3 ) .
7. A brake device (4) according to claim 6, characterised in that at least one element (14a,b) is oval or ellipsoid and adapted to expanding sideways by rotation so that it presses on brake means (15a, b and 16a, b) situated in the near vicinity which are thereby moved somewhat and press themselves against surfaces arranged on the gearbox component (3) and, by friction, brake the gearbox component (3) and lower its speed to a desired rotation speed.
8. A brake device (4) according to any one of claims 6-7, characterised in that a cylinder (6) with a piston is so arranged that when the cylinder (6) is activated a rod (7) supported in the housing of the gearbox (1) and coupled mechanically to the piston is adapted to being caused to move forward/back substantially in its axial direction and to acting upon one or more levers (8a,b) which are articulatedly coupled to it and are themselves adapted to rotating the elements (14a, b) .
9. A brake device (4) according to any one of the above claims, characterised in that the gearbox component is the reverse gearwheel (3) of the gearbox (1) and that the brake means are brake bands or brake linings (15a,b and 16a, b) of a curved shape adapted to the curved surfaces (17a, b) of the reverse gearwheel (3), a first surface (17a) being constituted by the shaft hub (18) of the gearwheel (3) and a second surface (17b) by the inside of the toothed rim (19) of the gearwheel (3) .
10. A gearbox (1) for a motor vehicle, characterised in that the gearbox (1) comprises a brake device (4) according to any one of the foregoing claims .
PCT/SE2008/050207 2007-02-28 2008-02-25 Brake device for synchronizing gearwheels in a gearbox and a gearbox provided therewith WO2008105728A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0700489A SE530891C2 (en) 2007-02-28 2007-02-28 Braking device for synchronization of gears in a gearbox and gearbox provided therewith
SE0700489-8 2007-02-28

Publications (1)

Publication Number Publication Date
WO2008105728A1 true WO2008105728A1 (en) 2008-09-04

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PCT/SE2008/050207 WO2008105728A1 (en) 2007-02-28 2008-02-25 Brake device for synchronizing gearwheels in a gearbox and a gearbox provided therewith

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WO (1) WO2008105728A1 (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011069530A1 (en) 2009-12-11 2011-06-16 Volvo Lastvagnar Ab A multi-clutch transmission for a motor vehicle

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2335010A (en) * 1998-03-05 1999-09-08 Hans Juergen Schmitz Gear synchronizing unit

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2335010A (en) * 1998-03-05 1999-09-08 Hans Juergen Schmitz Gear synchronizing unit

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011069530A1 (en) 2009-12-11 2011-06-16 Volvo Lastvagnar Ab A multi-clutch transmission for a motor vehicle
US8752442B2 (en) 2009-12-11 2014-06-17 Volvo Lastvagner Ab Multi-clutch transmission for a motor vehicle
EP2918870A1 (en) 2009-12-11 2015-09-16 AB Volvo Lastvagnar A multi-clutch transmission for a motor vehicle

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SE530891C2 (en) 2008-10-07
SE0700489L (en) 2008-08-29

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