Transmission and method of manufacturing a transmission

Abstract

The invention relates to a transmission (1) having a plurality of gear wheels (2) each provided with a synchronizing ring (5), at least one synchronizing body (6) and a movable coupling sleeve (4) for connecting the synchronizing body (6) to the synchronizing ring (5), a meshing angle ([alpha] 1) being provided between a toothing (10) of the coupling sleeve (4) and a toothing (11) of the synchronizing body (6), the engagement angle is smaller than the engagement angle between the tooth structure (10) of the coupling sleeve (4) and the tooth structure (12) of the synchronizing ring (5).

Description

Technical Field

[0001] The present invention relates to a transmission according to claim 1, a vehicle according to claim 6, and a method of manufacturing a transmission according to claim 8. Background Technology

[0002] Transmissions require multiple gear ratios. Different gear ratios are selected by connecting different gears via a shift mechanism. A coupling sleeve connects a synchronizer to a synchronizer ring, which is connected to a shaft, such as a drive shaft, and the synchronizer ring is connected to a gear. The coupling sleeve can sometimes accidentally detach from its engaged position.

[0003] EP 1 460 314 A2 describes a differential device having a differential lock mechanism, the differential lock mechanism comprising: a differential housing, a pair of side gears mounted in the differential housing and connected to a drive shaft, and a pinion meshing with the pair of side gears. One tooth face of each side gear and pinion has a large engagement angle, and the other tooth face has a small engagement angle, thereby increasing the engagement reaction force in driving mode compared to idle mode to achieve different limiting forces.

[0004] DE 10 2012 205 425 A1 describes a coupling sleeve for use in a synchronized vehicle shift transmission, having at least one coupling body anti-rotationally connected to a drive gear, at least one synchronizer ring, and a synchronizer body anti-rotationally connected to a shaft. The coupling sleeve has an internal tooth structure with a tapered end, which is axially movable on a complementary external tooth structure of the synchronizer body until it first engages with the external tooth structure of the synchronizer ring, and then further engages with the external tooth structure of the coupling body, such that the coupling body and the synchronizer body are connected in a form-fit manner. The internal tooth structure of the coupling sleeve has circumferentially evenly spaced tooth sets of different widths. The external tooth structure of the synchronizer body is formed only in the positions where the internal tooth structure of the coupling sleeve has narrow tooth sets. The synchronizer body is toothless in the wide tooth set region of the coupling sleeve, and the wide teeth of the internal tooth structure of the coupling sleeve have a retraction structure. To improve lubrication between the internal tooth structure of the coupling sleeve and the external tooth structure of the synchronizer body, a recessed portion forming an oil groove is specified on the axially parallel side of the narrow teeth of the coupling sleeve. The recesses on these narrow teeth are created by yield milling, which is performed simultaneously with the yield milling of the wide tooth yield structure, thus not increasing the cycle time. Summary of the Invention

[0005] The objective of this invention is to provide a novel solution to prevent the engagement sleeve from accidentally dislodging from the engagement position.

[0006] According to the present invention, this task is accomplished by a transmission having the features of claim 1, a vehicle having the features of claim 6, and a method for manufacturing a transmission having the features of claim 8.

[0007] Advantageous designs of the present invention are the subject of the dependent claims.

[0008] A transmission is proposed having a plurality of gears, each equipped with a synchronizing ring, at least one synchronizing body, and a movable engagement sleeve for connecting the synchronizing body to the synchronizing ring.

[0009] According to the present invention, a meshing angle is provided between the tooth structure of the coupling sleeve and the tooth structure of the synchronizing body, which is smaller than the meshing angle between the tooth structure of the coupling sleeve and the tooth structure of the synchronizing ring.

[0010] For example, the tooth structure of the engagement sleeve may have regions with smaller engagement angles and regions with larger engagement angles at different locations.

[0011] In one embodiment, the smaller engagement angle is 20° and the larger engagement angle is 30°. The engagement angle can be determined based on the strength of the part and the manufacturability.

[0012] A smaller engagement angle results in reduced centering, thus allowing the engagement sleeve to better remain in its shift position.

[0013] There is a gap between the toothed structure of the engaging sleeve and the toothed structure of the synchronizing ring. Otherwise, the engaging sleeve cannot move onto the synchronizing ring. Similarly, there is a gap between the toothed structure of the engaging sleeve and the toothed structure of the synchronizing body; otherwise, they also cannot move.

[0014] For example, the tooth structure of the engagement sleeve may have a tapered / yielding structure in the region configured to mesh with the tooth structure of the synchronizing ring. In particular, the tapered / yielding structure is also present in the synchronizing ring, and in the tooth structure region of the region that contacts the engagement sleeve.

[0015] According to one aspect of the invention, a vehicle, such as a commercial vehicle, bus, or sedan / passenger car, is provided, which is equipped with a transmission configured as described above.

[0016] According to one aspect of the invention, a method for manufacturing a transmission is provided, the transmission having a plurality of gears each equipped with a synchronizing ring, at least one synchronizing body, and a movable engagement sleeve for connecting the synchronizing body to the synchronizing ring.

[0017] According to the present invention, the geometry of an existing component is modified, thereby avoiding the costs incurred by additional parts, as well as the wear and damage of such additional parts.

[0018] According to the present invention, a meshing angle is generated between the tooth structure of the engaging sleeve and the tooth structure of the synchronizing body, which is smaller than the meshing angle between the tooth structure of the engaging sleeve and the tooth structure of the synchronizing ring. Therefore, the tooth structure of the engaging sleeve has two different meshing angles at different positions.

[0019] In addition, a tooth gap is generated between the tooth structure of the coupling sleeve and the tooth structure of the synchronizing ring. Attached Figure Description

[0020] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings, wherein:

[0021] Figure 1 A schematic diagram of a transmission with a coupling sleeve, synchronizer, gears, and synchronizer ring is shown.

[0022] Figure 2 This diagram shows the synchronization ring, synchronization body, and coupling sleeve as viewed from the axis of rotation of the coupling sleeve.

[0023] Figure 3 A schematic diagram of the tooth structure of the engagement sleeve is shown.

[0024] Corresponding components have the same reference numerals in all the accompanying drawings. Detailed Implementation

[0025] Figure 1 This is a schematic diagram of a transmission 1, which has multiple gears 2 running on a drive shaft 3, particularly driven / undriven gears. The drive shaft 3 is driven by an electric motor 15. Each gear 2 is equipped with a synchronizing ring 5. Furthermore, at least one synchronizing element 6 is provided, located between two gears 2, arranged on the drive shaft 3, and rotating with the drive shaft 3. The synchronizing element 6 can be selectively engaged with one of the synchronizing rings 5 ​​of the two gears 2, or disengaged from both synchronizing rings 5, by means of a movable engagement sleeve 4. Each gear 2, configured as a driven gear, meshes with its corresponding other gear 7, which is arranged on a shaft 8 parallel to the drive shaft 3 and capable of coupling with an output unit 9.

[0026] The transmission 1 has different gears 2 to achieve multiple gear ratios, and these gears can be connected by shifting elements, especially by engaging sleeves 4. Here, engaging sleeves 4 connect synchronizer 6 to synchronizer ring 5, which is connected to gear 2.

[0027] The engagement sleeve 4 has a toothed structure 10 that engages with the toothed structure 11 of the synchronizing body 6 and selectively engages with the toothed structure 12 of one of the synchronizing rings 5, or does not engage with the toothed structure of any synchronizing ring.

[0028] According to the present invention, a pressure angle / meshing angle α1 is provided between the tooth structure 10 of the engaging sleeve 4 and the tooth structure 11 of the synchronizing body 6, which is different from, and particularly smaller than, the pressure angle / meshing angle α2 between the tooth structure 10 of the engaging sleeve 4 and the tooth structure 12 of the synchronizing ring 5. Therefore, the tooth structure 10 of the engaging sleeve 4 has two different meshing angles α1 and α2 at different positions. The meshing angle of the involute tooth structure is a concept defined by specifications, such as see DIN 3960 standard. This standard references the basic tooth profile corresponding to each involute. For example, the meshing angle α1 for meshing with the tooth structure 11 of the synchronizing body 6 can be 20°, and the meshing angle α2 for meshing with the tooth structure 12 of the synchronizing ring 5 can be 30°. For example, the meshing angles α1 and α2 can be the normal meshing angles of the involute tooth structure.

[0029] Figure 2 The schematic diagram shows the synchronizing ring 5, synchronizing body 6 and synchronizing sleeve 4 as viewed from the rotation axis direction of the synchronizing sleeve 4, including the tooth structure 10 of the synchronizing sleeve 4 and the tooth structure 12 of the synchronizing ring 5.

[0030] Figure 3 The tooth structure 10 of the engagement sleeve 4 is shown in the schematic diagram, including an intermediate region 13 having a smaller engagement angle α1 for engaging with the tooth structure 11 of the synchronizing body 6, and an outer region 14 having a larger engagement angle α2 for engaging with the tooth structure 12 of one of the synchronizing rings 5.

[0031] Furthermore, tooth clearance can be provided at the engaging sleeve 4 and the synchronizing ring 5. For this purpose, the tooth structure 10 of the engaging sleeve 4 can also have a tapered / recessed structure in the outer region 14 with a large meshing angle α2, that is, the teeth of the tooth structure 10 narrow in the width direction.

[0032] The smaller engagement angle α1 results in a reduced self-centering function as defined in DIN5466, thereby allowing the engagement sleeve 4 to be better held in its shift position.

Claims

1. A transmission (1) having a plurality of gears (2) each equipped with a synchronizing ring (5), at least one synchronizing body (6), and a movable engagement sleeve (4) for connecting the synchronizing body (6) to the synchronizing ring (5). Its features are, A meshing angle (α1) is provided between the tooth structure (10) of the coupling sleeve (4) and the tooth structure (11) of the synchronizing body (6), which is smaller than the meshing angle between the tooth structure (10) of the coupling sleeve (4) and the tooth structure (12) of the synchronizing ring (5).

2. The transmission (1) according to claim 1, characterized in that, The tooth structure (10) of the engagement sleeve (4) has a region (13) with a smaller engagement angle (α1) and a region (14) with a larger engagement angle (α2) at different positions.

3. The transmission (1) according to claim 1 or 2, characterized in that, The smaller engagement angle (α1) is 20°, and the larger engagement angle (α2) is 30°.

4. The transmission (1) according to any one of the preceding claims, characterized in that, A tooth gap is provided between the tooth structure (10) of the coupling sleeve (4) and the tooth structure (12) of the synchronization ring (5).

5. The transmission (1) according to claim 4, characterized in that, The tooth structure (10) of the engagement sleeve (4) has a retraction structure in the region (14) configured to mesh with the tooth structure (12) of the synchronization ring (5).

6. A vehicle having a transmission (1), characterized in that, The transmission (1) is constructed according to claim 1 or 2.

7. The vehicle according to claim 3, characterized in that, The vehicle is a commercial vehicle.

8. A method of manufacturing a transmission (1) having a plurality of gears (2) each equipped with a synchronizing ring (5), at least one synchronizing body (6) and a movable engagement sleeve (4) for connecting the synchronizing body (6) to the synchronizing ring (5). Its features are, A meshing angle (α1) is formed between the tooth structure (10) of the coupling sleeve (4) and the tooth structure (11) of the synchronizing body (6), which is smaller than the meshing angle between the tooth structure (10) of the coupling sleeve (4) and the tooth structure (12) of the synchronizing ring (5).

9. The method according to claim 8, characterized in that, On the tooth structure (10) of the engagement sleeve (4), a region (13) with a smaller engagement angle (α1) and a region (14) with a larger engagement angle (α2) are formed at different positions.

10. The method according to claim 8 or 9, characterized in that, A tooth gap is generated between the tooth structure (10) of the coupling sleeve (4) and the tooth structure (12) of the synchronization ring (5).

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