WO2017160220A1 - Agencement de commande de changement de vitesse dans une boîte de vitesses - Google Patents

Agencement de commande de changement de vitesse dans une boîte de vitesses Download PDF

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Publication number
WO2017160220A1
WO2017160220A1 PCT/SE2017/050258 SE2017050258W WO2017160220A1 WO 2017160220 A1 WO2017160220 A1 WO 2017160220A1 SE 2017050258 W SE2017050258 W SE 2017050258W WO 2017160220 A1 WO2017160220 A1 WO 2017160220A1
Authority
WO
WIPO (PCT)
Prior art keywords
shift
gearbox
gear
shift rod
grooves
Prior art date
Application number
PCT/SE2017/050258
Other languages
English (en)
Inventor
Peer Norberg
Per ARNELÖF
Original Assignee
Scania Cv Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Scania Cv Ab filed Critical Scania Cv Ab
Priority to BR112018017215A priority Critical patent/BR112018017215A2/pt
Priority to DE112017000650.3T priority patent/DE112017000650T5/de
Publication of WO2017160220A1 publication Critical patent/WO2017160220A1/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
    • 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
    • F16H63/34—Locking or disabling mechanisms
    • F16H63/36—Interlocking devices
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • 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
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/18—Preventing unintentional or unsafe shift, e.g. preventing manual shift from highest gear to reverse gear
    • 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

Definitions

  • the invention relates to a shift control arrangement in a gearbox for vehicles, a gearbox comprising such a shift control arrangement and a vehicle comprising such a gearbox, according to the appended claims.
  • a range gearbox device In vehicles, and especially for heavier vehicles such as trucks, a range gearbox device is often connected a main gearbox device to double the number of gears.
  • Such an auxiliary gearbox device usually includes a planetary gear, which has a low gear and a high gear, wherein the shift facilities of the main gearbox device can be divided into a low range gear position and a high range gear position.
  • a downshift takes place through the planetary gear
  • the gear ratio is 1 : 1 in the planetary gear.
  • the range gearbox device is usually provided between the main gearbox device and a propeller shaft coupled to the drive wheels of the vehicle.
  • the main gearbox device is accommodated in a main gearbox housing and the range gearbox device is ac- commodated in a range gearbox housing.
  • the range gearbox device comprises an input shaft coupled to the main gearbox device, an output shaft and between the input shaft and the output shaft the planetary gear is disposed.
  • the planetary gear usually comprises three components, which are rotatable arranged relative to each other namely a sun gear wheel, a planet carrier with planet gear wheels and a ring gear wheel. With knowledge of the number of teeth of the sun gear wheel and the ring gear wheel the relative speed of the three components can be determined during operation.
  • the sun gear wheel can be rotatable connected to the input shaft, a number of planet gear wheels which engage said sun gear wheel, which planet gear wheels are rotatable mounted on the planet carrier which is fixedly connected to the output shaft, and the ring gear wheel which surrounds and engages the planet gear wheels.
  • the low range gear position and high range gear position are obtained by displacing an axially displaceable sleeve between the low range gear position, in which the ring gear is rotationally locked relative to the range gearbox housing, and high range gear position in which the ring gear wheel is rotata- ble relative to the range gearbox housing and where the ring gear wheel, the planet gear wheels and the sun gear wheel rotate as a common unity.
  • the axially displaceable coupling sleeve is provided with splines and by controlling the transmission to synchronous speed between the two components to be connected an axial displacement of the coupling sleeve along the two components is made possible in order to connect them.
  • the transmission is controlled so that torque balance occurs between the components so that the coupling sleeve is not transmitting torque. It then becomes possible to move the coupling sleeve along the components in order to disengage them from each other.
  • the document US6196944 shows a planetary gear comprising a sun gear, a planet carrier with planet gears and a ring gear.
  • the sun gear may be connected to the input shaft by means of a coupling sleeve in a low range gear position and disengaged from the input shaft in a high range gear position.
  • the input shaft In the high range gear position the input shaft is connected to of the planet carrier by means of the same coupling sleeve.
  • the ring gear is firmly connected to a gearbox housing.
  • the known planetary gear is arranged in an auxiliary gearbox, having only two gear positions.
  • the reverse gear in a transmission in a vehicle is often arranged in the main gearbox, which then comprises a gear which is engaged when the vehicle is to be driven in the reversed direction.
  • the gear wheel, which is intended for the reverse gear causes an elongation of the main gearbox device, and an undesired increase in weight of the vehicle.
  • the reverse gear wheel rotates in the opposite direction to the other gears in the main gearbox device, which causes losses.
  • Said gear wheel which is intended for the reverse gear has a tendency to produce undesirable noise in the transmission, which is a result of an intermediate gear wheel disposed between a lay shaft and a main shaft in the main gearbox device.
  • the reverse gear in the main gearbox device by means of a reverse gear arranged in the range gearbox device.
  • the reverse gear arranged in the range gearbox device is shifted by means a second axially displacea- ble sleeve.
  • the second axially displaceable sleeve connects the ring gear wheel with the propeller shaft at the same time as the first axially displaceable sleeve connects the planet carrier with the range gearbox housing.
  • the document US6196944 shows a gearbox for motor vehicles comprising a planetary gear comprising a first and a second sleeve acting on the planet carrier, the ring gear, the gearbox housing and the output shaft.
  • the first and second sleeves are controlled as one connected unit.
  • the axial displacement of the first and second coupling sleeves are provided with a first and second shift fork arranged in an outside circumferential groove in the respective coupling sleeve.
  • the shift forks are influenced by a first and second power means, which may be a pneumatic or hydraulic cylinder. Shift rods connected to the power means and the shift forks transfer the axial movement from the power means to the shift forks.
  • the shift rods are preferably connected to and disconnected from the power means.
  • the shift control arrangement for the range gearbox device is provided with a shift interlock.
  • Such an impropriate selection of gears may be the selection of the low range gear when the range gearbox device is shifted into the reverse gear. In this case both gear wheels and the coupling sleeves could be damaged.
  • a known shift interlock for a transmission is disclosed in document US4120212.
  • the shift interlock comprises a pair of lock pins, which are disposed in lock pin bores arranged in a housing.
  • the lock pins are designed to engage annular grooves in a pair of shift rods, which are restricted to move axially when the lock pin engages the an- nular groove.
  • the known shift interlock is only appropriate for transmissions in which only one shift rod is controlled when shifting between a forward and reverse mode.
  • the object of the present invention is therefore to develop a shift control arrangement in a gearbox in which an inadvert selection of a forward or reverse mode is prevented.
  • Another object of the present invention is to develop a shift control arrangement in a gearbox in which two shift rods are controlled when shifting between a forward and rearward mode, and in which an inadvert selection of a forward or reverse mode is prevented.
  • the shift control arrangement in a gearbox comprises a first shift rod, provided with a first and second end part, which first end part is con- nectable to a first power means and the second end part is connected to a first shift fork; a second shift rod, provided with a first and second end part, which first end part is connectable to a second power means and the second end part is connected to a second shift fork; a first set of grooves arranged in the first shift rod, a second set of grooves arranged in the second shift rod; and a first and a second lock pin arranged between the first and second shift rods, which first and a second lock pins together with the first and second set of grooves are arranged to restrict or allow axial movement of the respective first and second shift rod.
  • the second set of grooves com- prises a first and second groove, each extending in an axial direction of the second shift rod, so that each of the first and second grooves is common for two shift gears in the gearbox.
  • Such a shift control arrangement effectively prevents an inadvert selection of a for- ward or reverse mode in the gearbox.
  • the gearbox cannot be shifted to the forward or reverse mode in situations where the gearbox could be damaged.
  • a situation where the gearbox would be damaged is for example when the gearbox is shifted into a low range gear and the re- verse gear mode is selected.
  • Another example is when the gearbox is shifted into the reverse mode and where the forward mode is selected.
  • Such impropriate selection may be made by a driver of a vehicle in which the gearbox is arranged or when a component that controls the gearbox fails.
  • the first set of grooves comprises a third, fourth, fifth and sixth groove, each related to a shift gear in the gearbox.
  • the grooves in the first shift rod preferably relates to the different possibilities of shift gears in the gearbox. Their function is to receive the lock pins in different gear shift modes.
  • the first groove is arranged to cooperate with the third and fourth grooves by means of the first lock pin and the second groove is arranged cooperate with the fifth and sixth grooves by means of the second lock pin. When the first lock pin is received in the first groove it will not restrict the movement of the first shift rod. When the first lock pin is received in the third and fourth grooves it will not restrict the movement of the second shift rod.
  • the first groove relates to a neutral and a reverse shift gear in the gearbox and the second groove relates to a neutral and a reverse shift gear in the gearbox.
  • the third and fourth grooves relate to a low range gear and a high range gear, respective, and in that the fifth and sixth grooves relate to a reverse gear and a high range gear, respective.
  • the reverse gear mode may not be selected.
  • an inadvert selection of a reverse mode is prevented which would otherwise damage the gearbox.
  • the forward mode may not be selected.
  • an inadvert selection of a forward mode is prevented which would otherwise damage the gearbox.
  • first end part of the first shift rod is connectable to the first power means by means of a first coupling element; and in that the first end part of the second shift rod is connectable to the second power means by means of a second coupling element.
  • first and second coupling elements make it possible to connect and remove the shifting rods from the power means when assembling and disassembling the gearbox in the vehicle.
  • the first and a second lock pins are arranged at a main gearbox housing, which at least partly surrounds the main gearbox device.
  • the axial extension of a range gearbox device arranged on the main gearbox device can be re-luded.
  • the range gearbox device can therefore be designed with a short axial extension which reduces the weight of the range gearbox device.
  • the first and second shift forks are arranged in a range gearbox device, which is connectable to the main gearbox de- vice.
  • the shift control arrangement is arranged to control the gear shifting in the range gearbox device.
  • the first set of grooves together with the first and a second lock pins are arranged to prevent the first shift rod to move axially and to allow the second shift rod to move axially; and in that the second set of grooves together with the first and a second lock pins are arranged to prevent the second shift rod to move axially and to allow the first shift rod to move axially.
  • the grooves are arranged to receive the first and a second lock pins for different shift gears and thereby restrict either the first or second shift rod to move axially in order to prevent an inadvert selection of a forward or reverse shift gear mode which would otherwise damage the gearbox.
  • a reverse gear in the power train is achieved when a first axially movable coupling sleeve is arranged to engage a planet carrier with the range gearbox housing and a second axially movable coupling sleeve is arranged to engage a ring gear with an output shaft.
  • the reverse gear can be easily shifted to by controlling the first and second axially displaceable coupling sleeves.
  • a malfunction in a control sys- tern of the gearbox may unintentional be activating the power means and move one of the first and second axially displaceable coupling sleeves.
  • the gearbox is unintentional shifted into the reverse gear when the vehicle is moving forward it may cause damage to the gearbox.
  • the shift control arrangement in a gearbox is arranged to avoid such an incident.
  • Fig. 1 shows schematically a vehicle in a side view with a gearbox having a shift control arrangement according to the invention
  • Fig. 2 shows schematically a cross section of the gearbox in a low range position provided with a shift control arrangement according to the invention
  • Fig. 3 shows schematically a cross section of the gearbox in a reverse mode provided with a shift control arrangement according to the invention
  • Fig. 4 shows schematically a cross section of the gearbox in a high range position provided with a shift control arrangement according to the invention
  • Figures 5a - 5f show schematically a shift control arrangement according to the invention in different shift gear positions
  • Figures 6a - 6b show schematically two different embodiments of a cross section through line I - I of the second shift rod in fig. 5a.
  • Fig. 1 shows schematically a vehicle 1 in a side view with a gearbox 2 provided with a shift control arrangement 3 according to the invention.
  • the vehicle 1 is also provided with an internal combustion engine 4, a clutch 5, a propeller shaft 10 and drive wheels 8.
  • the combustion engine 4 is coupled to the gearbox 2 via the clutch 5.
  • the gearbox 2 comprises a main gearbox device 1 1 and a range gearbox device 6.
  • the main gearbox device 1 1 is surrounded by a main gearbox housing 12 and the range gearbox device 6 is surrounded by a range gearbox housing 13.
  • the main gearbox device 1 1 and the range gearbox device 6 may be surrounded by a common housing.
  • the gearbox 2 is connected to the drive wheels 8 of the vehicle 1 via the propeller shaft 10.
  • the vehicle may be provided with an electric engine as part of a powertrain 15 in the vehicle 1 .
  • Fig. 2 shows a schematic sectional view of a gearbox 2 having a shift control arrangement 3 according to the invention.
  • the range gearbox device 6 comprises a planetary gear 14 which has a low and a high gear, so that the shifting capability of the gearbox 2 can be divided into a low range gear position and a high range gear position.
  • a downshift takes place in the planetary gear 14.
  • the gear ratio is 1 : 1 in the planetary gear 14.
  • Fig. 2 shows the range gearbox device 6 in the first gear position, corresponding to the low range gear position.
  • the gearbox 2 also comprises a split gearbox device 7 and a lay shaft 9.
  • the main gearbox device 1 1 is provided with a main shaft 26, which is connected to the planetary gear 14 of the range gearbox device 6.
  • the planetary gear 14 comprises three main components which are rotatable arranged in relation to each other, namely a sun gear 18, a planet carrier 20 and a ring gear 22.
  • a number of planet gears 24 are rotatable arranged with bearings on the planet carrier 20. With knowledge of the number of teeth 32 of sun gear 18 and the ring gear 22, the relative gear ratio of the three components can be determined.
  • the sun gear 18 is connected to the main shaft 26 of the main gearbox device 1 1 and the planet gears 24 engage the sun gear 18.
  • the ring gear 22 surrounds and engages the planet gears 24.
  • the main shaft 26 is preferably connected to a shaft 38 of the sun gear 18 by means of a splines connection 34, which has an axial extent and which allows an axial displacement between the main shaft 26 and the shaft 38 of the sun gear 18 when assembling and disassembling the range gearbox device 6 to and from the gearbox 2.
  • the input shaft 16 is at its end provided with a sleeve 36, which internally cooperates with the circumference of a portion of the shaft 38 of the sun gear 18 by mean of the splines connection 34.
  • the splines connection 34 is preferably designed such that the range gearbox device 6 can be assembled and disassembled in one piece to and from the rest of the gearbox 2. Thus, the maintenance costs are reduced, since the time required for the repair decreases.
  • a first axially displaceable coupling sleeve 42 is in a first gear position arranged to connect the range gearbox housing 13 with the ring gear 22 and in a second gear po- sition arranged to disconnect the range gearbox housing 13 from the ring gear 22.
  • the first axially displaceable coupling sleeve 42 is in the first gear position arranged to disconnect the shaft 38 of the sun gear 18 from the planet carrier 20.
  • the first axially displaceable coupling sleeve 42 connects the shaft 38 of the sun gear 18 with the planet carrier 20.
  • a second axially displaceable coupling sleeve 43 is in the first and second gear positions arranged to interconnect the planet carrier 20 with the output shaft 28.
  • the second axially displaceable coupling sleeve 43 is in a third gear position arranged to couple the ring gear 22 with an output shaft 28 of the gearbox 2.
  • the output shaft 28 is coupled to the propeller shaft 10 of the vehicle 1 .
  • the first axially displaceable coupling sleeve 42 is arranged to disconnect the shaft 38 of the sun gear 18 from the planet carrier 20 and instead is arranged to interconnect the planet carrier 20 with the range gearbox hous- ing 13.
  • the first axially displaceable coupling sleeve 42 is on an inner and outer surface provided with first splines 50, which on the inner surface is arranged to interact with the corresponding first splines 50 arranged on the ring gear 22.
  • the first splines 50 on the outer surface is arranged to interact on the inner periphery of a projection 52 which is fixedly connected to the range gearbox housing 13.
  • the first splines 50 on the inner surface of the first axially displaceable coupling sleeve 42 are also arranged to cooperate with corresponding first splines 50 arranged on the input shaft 16.
  • Corresponding first splines 50 disposed on the input shaft 16 are made on the periphery of a first sprocket 46 which is mounted on the shaft 38 of the sun gear 18. However, it is also possible to arrange the first sprocket 46 on the input shaft 16 instead of on the shaft 38 of the sun gear 18. Thus, the first sprocket 46 may be arranged on either side of the splines connection 34.
  • the first splines 50 on the inner surface of the first axially displaceable coupling sleeve 42 are also arranged to cooperate with corre- sponding first splines 50 arranged on the planet carrier 20.
  • Corresponding first splines 50 disposed on the planet carrier 20 are made on the periphery of a second sprocket 44 which is mounted on the planet carrier 20.
  • the second axially displaceable coupling sleeve 43 is on an inner surface provided with second splines 51 which are arranged to cooperate with corresponding second splines 51 arranged on the ring gear 22, the planet carrier 20 and the output shaft 28.
  • the corresponding second splines 51 arranged on the planet carrier 20 are formed on the periphery of a third sprocket 49 which is mounted on the planet carrier 20.
  • the corresponding second splines 51 provided on the output shaft 28 are formed on the periphery of a fourth sprocket 53 which is mounted on the output shaft 28.
  • An axial stop 54 arranged on the planet carrier 20 is adapted to abut against the ring gear 22, which axial stop 54 prevents the ring gear 22 to be moved axially.
  • the axial stop 54 may consist of a disc-shaped plate, which by a first thrust bearing 56 is mounted on the planet carrier 20.
  • the axial stop 54 is rotatable relative to the planet carrier 20 and the input shaft 16, and follows the rotation of the ring gear 22.
  • the axial stop 54 fixates the ring gear 22 axially, and leads to that the axial bearing of the input shaft 16 in the gearbox 2 is subjected to less stress when the gears 18, 22, 24 5 are provided with helical teeth.
  • a pair of thrust bearings 55 may be arranged on both distal surfaces of the ring gear 22.
  • the thrust bearings 55 are arranged between the ring gear and the planet carrier 20.
  • a second thrust bearing 57 may be disposed between the shaft 38 of the sun gear 18 and the planet carrier 20 to accommodate axial forces generic) ated in the sun gear 18.
  • the low gear in the gearbox 2 is obtained by displacing the first coupling sleeve 42 axially, so that the ring gear 22 is connected to the range gearbox housing 13.
  • the range gearbox device 6 functions as follows when shifting from the first to the second gear position, that is, from the low range gear position to the high range gear position.
  • the range gearbox device 6 is shifted into the low range gear position, which means that the first coupling sleeve 42 has been shifted to a position to connect the ring gear 22 with the range gearbox housing
  • 25 ing 13 ends, which is accomplished by disconnecting the internal combustion engine 4 from the main gearbox device 1 1 through disconnection of the clutch 5 and disconnecting the output shaft from the planet gear carrier by displacing the second axially displaceable coupling sleeve 43 to a neutral position.
  • a neutral position may be achieved by displacing the second coupling sleeve 43 to a position where the second
  • the first coupling sleeve 42 is shifted by the first shift fork 60 in the right direction in Fig. 3 for releasing the planet carrier 20 from first sprocket 46 and thus from the input shaft 16. This is made possible when the torque transmission between the input shaft 16 and planet carrier 20 ends, which is accomplished by disconnecting the internal combustion engine 4 from the main gearbox device 1 1 by means of the clutch 5 and disconnect the planetary gear 14 from the output shaft 28 by means of axially displace the second coupling sleeve 43 to a neutral position.
  • Fig. 4 shows the range gearbox device 6 in the third gear position, corresponding to the reverse gear position mode.
  • the second axially displaceable sleeve 43 is in the third gear position, i.e. in the reverse gear position arranged to connect the ring gear 22 with output shaft 28.
  • the second coupling sleeve 43 is shifted by the second shift fork 61 , so that the ring gear 22 is connected to the output shaft 28.
  • the first coupling sleeve 42 is shifted by the first shift fork 60 to couple the planet carrier 20 with the range gearbox housing 13.
  • the displacement of the respective coupling sleeve 42, 43 is performed when the input and the output shaft 16, 28 are stationary, which corresponds to a stationary operating state of the vehicle 1 , or when the vehicle 1 , travels backwards and the planetary gear 14 is disconnected from the output shaft 28 by means of the second coupling sleeve 43.
  • the second coupling sleeve 43 may thereafter be displaced to connect the output shaft 28 with the second coupling sleeve 43 when the speed of the planetary gear 14 is synchronized to the speed of the output shaft 28 by means of the engine 4..
  • the clutch 5 of the vehicle 1 is transferred to a disconnected mode.
  • the shift control arrangement 3 comprises first and second power means 66, 67 which are provided for the axial displacement of the first and second coupling sleeves 42, 43.
  • the first power means 66 is connected to a first shift fork 60, which is arranged in an outside circumferential groove 62 in the first coupling sleeve 42.
  • the first power means 66 is connected to the first shift fork 60 by means of a first shift rod 68, which may be detachable from the first power means 66 by means of a first coupling element 69.
  • the second power means 67 is connected to a second shift fork 61 , which is arranged in an outside circumferential groove 62 in the second coupling sleeve 43.
  • the second power means 67 is connected to the second shift fork 61 by means of a second shift rod 70, which may be detachable from the second power means 67 by means of a second coupling element 71 .
  • the first and second power means 66, 67 may be a pneumatic or hydraulic cylinder, or en electric actuator.
  • the shift rods 68, 70 connected to the power means 66, 67 transfers the axial movement from the power means 66, 67 to the shift forks 60, 61 .
  • the shift rods 68, 70 are connected to and disconnected from the power means 66, 67.
  • the shift rods 68, 70 and power means 66, 67 are schematically shown on top of the main gearbox housing 12 and on the range gearbox housing 13 in Figures 2 - 4.
  • a first end part 72 of the first shift rod 68 is connectable to the first power means 66 by means of the first coupling element 69.
  • a first end part 73 of the second shift rod 70 is connectable to the second power means 67 by means of the second coupling element 71 .
  • Such first and second coupling elements 69, 71 make it possible to connect and remove the shifting rods 68, 70 from the power means 66, 67 when assembling and disassembling the gearbox 2 in the vehicle 1 .
  • the shift control arrangement 3 according to the invention is provided with a shift interlock 74.
  • Such an impropriate selection of gears may be the selection of the low range gear when the range gearbox device 6 is shifted into the reverse gear.
  • a malfunction in a control system of the gearbox 2 may unintentional be activating the power means 66, 67 and move one of the first and second axially displaceable coupling sleeves 42, 43.
  • the gear wheels in the range gearbox device 6 and also the coupling sleeves 42, 43 could be damaged.
  • the shift interlock 74 comprises a first and a second lock pin 75, 79 which are prefer- ably arranged at the main gearbox housing 12, which at least partly surrounds the main gearbox device 1 1 .
  • the axial extension of a range gearbox device 6 arranged on the main gearbox device 1 1 can be reduced.
  • the range gearbox device 6 can therefore be designed with a short axial extension which reduces the weight of the range gearbox device 6.
  • Figures 5a - 5f show schematically a shift control arrangement 3 according to the invention in different shift gear positions.
  • the first shift rod 68 is provided with a first and second end part 72, 82, which sec- ond end part 82 is connected to the first shift fork 60.
  • the second shift rod 70 is provided with a first and second end part 73, 84, which second end part 84 is connected to the second shift fork 61 .
  • a first set of grooves 86 is arranged in the first shift rod 68 and a second set of grooves 88 is arranged in the second shift rod 70.
  • the first and second lock pins 75, 79 are arranged between the first and second shift rods 68, 70.
  • the second set of grooves 88 comprises a first and second groove 94, 95, each ex- tending in an axial direction of the second shift rod 70, so that each of the first and second grooves 94, 95 is common for two shift gears in the gearbox 2.
  • the first set of grooves 86 comprises a third, fourth, fifth and sixth groove 96, 97, 98, 99, each related to a shift gear in the gearbox 2.
  • the first groove 94 is arranged to cooperate with the third and fourth grooves 96, 97 by means of the first lock pin 75 and the sec- ond groove 95 is arranged to cooperate with the fifth and sixth grooves 98, 99 by means of the second lock pin 79.
  • the first groove 94 relates to a neutral and a reverse shift gear in the gearbox 2 and the second groove 95 relates to a neutral and a forward shift gear in the gearbox 2.
  • the third and fourth grooves 96, 97 relate to a low range gear and a high range gear, respective, and the fifth and sixth grooves 98, 99 relate to a reverse gear and a high range gear, respective.
  • the first and second shift rod 68, 70 each has a central axis 77, 76, respective.
  • the first and second shift rod 68, 70 each is arranged in a guide bore 90 in the main gearbox housing 12.
  • the first and second lock pin 75, 79 each is arranged in a guide hole 92 in the main gearbox housing 12.
  • the first and second shift rods 68, 70 and first and second lock pins 75, 79 may alternatively be arranged in guide bores and guide holes in the range gearbox housing 13.
  • Fig. 5a shows schematically a shift control arrangement 3 according to the invention in a neutral position, and which is prepared to shift the range gearbox device 6 into a low range position.
  • a second end part 82 of the first shift rod 68 is connected to the first shift fork 60 and a second end part 84 of the second shift rod 70, is connected to the second shift fork 61 .
  • a first set of grooves 86 is arranged in the first shift rod 68 and a second set of grooves 88 is arranged in the second shift rod 70, and the first and second lock pins 75, 79 are arranged between the first and second shift rod 68, 70, which lock pins 75, 79 together with the first set of grooves 86 and the second set of grooves 88 are arranged to restrict or allow axial movement of the respective first and second shift rod 68, 70.
  • the first and second lock pins 75, 79 has a pointed shape in both ends, which will make it possible for the shift rods 68, 70 to move the lock pins 75, 79 axially in the main gearbox housing 12 when shifting gears in the gearbox 2.
  • the first set of grooves 86 together with the lock pins 75, 79 are arranged to prevent the first shift rod 68 to move axially and to allow the second shift rod 70 to move axially.
  • the second set of grooves 88 together with the lock pins 75, 79 are arranged to prevent the second shift rod 70 to move axially and to allow the first shift rod 68 to move axially.
  • the second shift rod 70 has been moved to a neutral position and the first lock pin 75 is free to move into the first groove 88 of the second shift rod 70 when the second shift rod 70 is moved into the neutral position.
  • the first shift rod 68 has been moved into the low range position.
  • the third groove in the first shift rod 68 is positioned in line with the first lock pin 75.
  • the second shift rod 70 will move the first lock pin 75 axially and into the third groove in the first shift rod 68.
  • the second lock pin 79 is prevented to move axially because the second lock pin 79 is not aligned with a groove in the first shift rod 68.
  • the second shift rod 70 is free to move into the forward position mode.
  • the range gear box is shifted into the low range position in the forward position mode.
  • Fig. 5c shows schematically a shift control arrangement 3 according to the invention in a neutral position, and which is prepared to shift the range gearbox device 6 into a reverse position.
  • the first lock pin 75 is restricted to move axially but the second lock pin 79 is allowed to move axially due to the fifth groove 98 in the first shift rod 68. Therefore it is possi- ble to move the second shift rod 70 since the first groove 94 in the second shift rod 70 is extended in the axial direction of the second shift rod 70 and also that it is possible to displace the second lock pin 79 into the fifth grove 98 and allow the second shift rod 70 to move axially.
  • the range gear box device 6 is shifted into the reverse position in the forward position mode. It is evident from fig. 5c that it is not possible to move the second shift rod 70 to the critical forward position.
  • the second shift rod 70 cannot push the first lock pin 75 in the axial direction when trying to move the second shift rod 70 in the right direction in fig. 5c. Therefore, the first groove 94 together with the first lock pin 75 prevents the second shift rod 70 to the critical forward position. This is also evident from fig. 3. If the second coupling sleeve 43 would be axially displaced into the forward position, in which the second coupling sleeve 43 connects the planet wheel carrier 20 with the output shaft 28, the output shaft 28 would be locked to a standstill position, because the planet wheel carrier 20 is locked to the range gearbox housing 13 by means of the first coupling sleeve 42. This would probably damage the gearbox 2 or other components in the powertrain 15.
  • Fig. 5e shows schematically a shift control arrangement 3 according to the invention in a neutral position, and which is prepared to shift the range gearbox device 6 into a high range position.
  • both forward and reverse modes are optional because neither the forward mode nor the reverse mode is critical for the gearbox 2 when the range gearbox device 6 is shifted into the high range mode.
  • the second shift rod 70 is able push the first lock pin 75 in the axial direction when trying to move the second shift rod 70 in the right direction in fig. 5e and thus shift the gearbox 2 into the forward mode.
  • the second shift rod 70 is able push the second lock pin 79 in the axial direction when trying to move the second shift rod 70 in the left direction in fig. 5e and thus shift the gearbox 2 into the reverse mode. Therefore, the first groove together with the first lock pin 75 prevents the second shift rod 70 to the critical forward position. This is also evident from fig. 4.
  • the second coupling sleeve 43 can be axially dis- placed into the forward position and into the reverse position without damage the gearbox 2 or other components in the powertrain 15. The reason for this is that the first coupling sleeve 42 is not connected to the range gearbox housing 13. In fig. 5f the second shift rod 70 has been moved to the forward position mode.
  • Figures 6a - 6b show schematically two different embodiments of a cross section through line I - I of the second shift rod 70 in fig. 5a.
  • the second groove 95 of the second shift rod 70 is essentially flat and the overall cross section of the second shift rod 70 is essentially circular. This makes it possible to move the second shift rod 70 axially when the second lock pin 79 is received in the second groove 95.
  • a cross section through the first groove 94 of the second shift rod 70 shows similar characteristics.
  • the second groove 95 of the second shift rod 70 is essentially flat and the overall cross section of the second shift rod 70 is essentially square. This makes it possible to move the second shift rod 70 axially when the second lock pin 79 is received in the second groove 95.
  • a cross section through the first groove 94 of the second shift rod 70 shows similar characteristics according to this embodiment.
  • the second shift rod 70 may also have another shaped cross section.
  • the first shift rod 68 may have a cross section provided with a shape that is similar to the shape of the second shift rod 70.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

L'invention concerne un agencement de commande (3) de changement de vitesse dans une boîte de vitesses (2), comprenant une première tige (68) de passage de vitesse, pourvue d'une première et d'une seconde partie extrémité (72, 82), ladite première partie extrémité (72) pouvant être reliée à un premier moyen d'alimentation (66) et la seconde partie extrémité (82) est reliée à une première fourchette de passage de vitesse (60) ; une seconde tige de passage de vitesse (70), pourvue d'une première et d'une seconde partie extrémité (73, 84), ladite première partie extrémité (73) pouvant être reliée à un second moyen d'alimentation (67) et la seconde partie extrémité (84) est reliée à une seconde fourchette de passage de vitesse (61) ; un premier ensemble de rainures (86) agencées dans la première tige (68) de passage de vitesse, un second ensemble de rainures (88) agencées dans la seconde tige (70) de passage de vitesse ; et une première et une seconde broche de verrouillage (75, 79) disposées entre les première et seconde tiges (68, 70) de passage de vitesse, lesdites première et seconde broches de verrouillage (75) conjointement avec les premier et second ensembles de rainures (86, 88) sont agencés pour limiter ou permettre un mouvement axial des première et seconde tiges de passage de vitesse (68, 70) respectives. Le second ensemble de rainures (88), comprend une première et une seconde rainure (94, 95), chacune s'étendant dans une direction axiale de la seconde tige de passage de vitesse (70), de telle sorte que chacune des première et seconde rainures (94, 95) est commune à deux engrenages de changement de vitesse dans la boîte de vitesses (2). L'invention concerne également une boîte de vitesses (2) et un véhicule (1), lequel comprend une telle boîte de vitesses (2).
PCT/SE2017/050258 2016-03-17 2017-03-16 Agencement de commande de changement de vitesse dans une boîte de vitesses WO2017160220A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
BR112018017215A BR112018017215A2 (pt) 2016-03-17 2017-03-16 arranjo de controle de mudanças em uma caixa de câmbio
DE112017000650.3T DE112017000650T5 (de) 2016-03-17 2017-03-16 Gangschaltsteueranordnung in einem Getriebe

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE1650361-7 2016-03-17
SE1650361A SE539727C2 (en) 2016-03-17 2016-03-17 Shift control arrangement with interlock in a vehicle gearbox

Publications (1)

Publication Number Publication Date
WO2017160220A1 true WO2017160220A1 (fr) 2017-09-21

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DE (1) DE112017000650T5 (fr)
SE (1) SE539727C2 (fr)
WO (1) WO2017160220A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020076206A1 (fr) 2018-10-09 2020-04-16 Scania Cv Ab Boîte de vitesses de véhicule et véhicule comprenant une telle boîte de vitesses

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN109488748A (zh) * 2018-12-27 2019-03-19 上海索达传动机械有限公司 一种汽车及其变速箱

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2118090A (en) * 1938-05-24 Gear shifting and locking device
CH247583A (de) * 1945-06-04 1947-03-15 Hanvag Ges Fuer Tech Vervollko Geschwindigkeitswechselgetriebe.
US3301079A (en) * 1964-09-15 1967-01-31 Deere & Co Vehicle transmission
US3354741A (en) * 1965-06-14 1967-11-28 Int Harvester Co Single lever control for dual rail transmission
US3552227A (en) * 1968-10-07 1971-01-05 Int Harvester Co Shift control mechanism for dual rail transmission
US3747425A (en) * 1971-09-13 1973-07-24 Gen Motors Corp Transfer case with straight line shifter
JPS58110328A (ja) * 1981-12-22 1983-06-30 Suzuki Motor Co Ltd ４輪駆動車用副変速装置のシフト機構
US6196944B1 (en) * 1998-11-11 2001-03-06 Zf Friedrichshafen Ag Multiple-speed transmission for motor vehicles

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4120212A (en) 1977-10-25 1978-10-17 Caterpillar Tractor Co. Forward-reverse interlock for a transmission

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2118090A (en) * 1938-05-24 Gear shifting and locking device
CH247583A (de) * 1945-06-04 1947-03-15 Hanvag Ges Fuer Tech Vervollko Geschwindigkeitswechselgetriebe.
US3301079A (en) * 1964-09-15 1967-01-31 Deere & Co Vehicle transmission
US3354741A (en) * 1965-06-14 1967-11-28 Int Harvester Co Single lever control for dual rail transmission
US3552227A (en) * 1968-10-07 1971-01-05 Int Harvester Co Shift control mechanism for dual rail transmission
US3747425A (en) * 1971-09-13 1973-07-24 Gen Motors Corp Transfer case with straight line shifter
JPS58110328A (ja) * 1981-12-22 1983-06-30 Suzuki Motor Co Ltd ４輪駆動車用副変速装置のシフト機構
US6196944B1 (en) * 1998-11-11 2001-03-06 Zf Friedrichshafen Ag Multiple-speed transmission for motor vehicles

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2020076206A1 (fr) 2018-10-09 2020-04-16 Scania Cv Ab Boîte de vitesses de véhicule et véhicule comprenant une telle boîte de vitesses
EP3864321A4 (fr) * 2018-10-09 2022-06-22 Scania CV AB Boîte de vitesses de véhicule et véhicule comprenant une telle boîte de vitesses

Also Published As

Publication number Publication date
DE112017000650T5 (de) 2018-10-31
SE1650361A1 (en) 2017-09-18
SE539727C2 (en) 2017-11-14
BR112018017215A2 (pt) 2019-01-15

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