Synchronous clutch assembly, transmission and vehicle

Abstract

Synchronous coupling arrangement (1) for a transmission (2), wherein the arrangement (1) comprises: - a drive hub (3) and a - Blocking ring (5), wherein the drive hub (3) has an axial opening (7) and the locking ring (5) has a lug (9) configured to project axially into the axial opening (7) during operation of the arrangement (1), wherein the nose (9) is configured to bear against a contact surface (11) of the axial opening (7) from a first side (s1) of a contact plane (pa) in order to transmit a torque between the drive hub (3) and the locking ring (5), and wherein the axial opening (7) has a section (7') which extends into a second side (s2) of the mounting plane (pa), characterized by the fact that the nose (9) has a reinforcing section (19) which extends into the section (7') on the second side (s2) of the mounting plane (pa) when the nose (9) is in contact with the mounting surface (11).

Description

Technical area

[0001] The present disclosure relates to a synchronous clutch arrangement for a transmission. The present disclosure further relates to a transmission with a synchronous clutch arrangement and a vehicle with a transmission. background

[0002] Synchronous clutch assemblies are used to synchronize rotational speeds in transmissions during gear changes, facilitating the engagement of different gears and reducing wear on transmission components. A synchronous clutch assembly typically includes a conical clutch and a locking ring. The locking ring usually has teeth configured to prevent engagement between a shift sleeve and a clutch disc when there is a speed difference between the input hub and the clutch disc. The exact design of synchronous clutch assemblies varies from manufacturer to manufacturer. In some cases, however, the locking ring includes part of the conical clutch and a set of lugs that protrude into openings in the input hub. Another part of the conical clutch is connected to the clutch disc.During a gear change process, the cone clutch is configured to bring the clutch disc and the drive hub to the same rotational speed using friction.

[0003] If there is a speed difference between a drive hub and the clutch disc, the frictional force between the parts of the conical clutch causes the lugs to contact the mating surfaces of the openings. When the lugs are in these positions, the teeth of the locking ring prevent engagement between the shift sleeve and the clutch disc. When the clutch disc reaches the same speed as the drive hub, the frictional force between the parts of the conical clutch disappears, and the lugs can move into positions where the teeth of the locking ring allow engagement between the shift sleeve and the clutch disc.

[0004] One problem with this type of synchronous clutch arrangement is the formation of cracks around the lugs. That is, the lugs of the locking ring are subjected to high forces during a shifting operation, and due to the limited space available in a gearbox, it is difficult to design the lugs in such a way as to prevent cracking.

[0005] Cracks forming around the lugs can lead to failure of the locking ring, which can cause a collision, and ultimately necessitates replacement of the synchronous clutch assembly. Such a replacement is laborious and costly.

[0006] Document DE 10 2015 113 614 A1 discloses a generic prior art. Summary

[0007] It is an object of the present invention to overcome or at least mitigate some of the problems and disadvantages mentioned above.

[0008] According to a first aspect of the invention, the problem is solved by a synchronous coupling arrangement for a transmission, which comprises the features of claim 1. The arrangement comprises a drive hub and a locking ring. The drive hub and the locking ring are configured to rotate about a common axis of rotation during operation of the arrangement. The drive hub comprises an axial opening, and the locking ring comprises a lug configured to project axially into the axial opening during operation of the arrangement. The lug is configured to bear against a contact surface of the axial opening from a first side of a contact plane in order to transmit a torque between the drive hub and the locking ring. The axial opening comprises a section extending into a second side of the contact plane.

[0009] The nose features a reinforcement section that extends into the section on the second side of the mating plane when the nose is in contact with the mating surface. This provides a stronger and stiffer nose with increased resistance to cracking. As a further result, a synchronous coupling assembly is provided with characteristics that contribute to an extended service life.

[0010] Since the axial opening includes a section extending into the second side of the mounting plane, a space is provided into which a reinforcing section of the nose can extend. This allows for a stronger and stiffer nose and prevents the formation of cracks around the nose.

[0011] Accordingly, a synchronous coupling arrangement is provided that overcomes or at least mitigates some of the aforementioned problems and disadvantages. As a result, the aforementioned task is solved.

[0012] Optionally, the section extends into the second side of the mounting plane on a radially outer portion of the axial opening. This provides a space on a radially outer portion of the axial opening into which a reinforcing section of the nose can extend. This results in a stronger and stiffer nose, further preventing the formation of cracks around the nose. As a further consequence, a synchronous coupling assembly is provided with characteristics that contribute to an even longer service life.

[0013] Optionally, a boundary surface of the section on the second side of the mounting plane is curved in a plane of rotation of the drive hub. This allows for a stronger and stiffer drive hub.

[0014] Optionally, the reinforcement section connects the nose to the locking ring. This provides a stronger and stiffer nose with greater resistance to cracking. As a further result, a synchronous coupling assembly is provided with characteristics that further extend its service life.

[0015] Optionally, the locking ring features an axial recess adjacent to the reinforcement section. This allows for a larger radius of curvature of the reinforcement section. In this way, a stronger and stiffer nose can be provided, exhibiting higher resistance to cracking. As a further result, a synchronous coupling assembly is provided with characteristics that contribute to a further extended service life.

[0016] Optionally, an outer surface of the reinforcement section forms a boundary surface of the axial recess.

[0017] Optionally, an outer surface of the reinforcement section is curved in a secant plane of the locking ring. This provides a stronger and stiffer nose with increased resistance to cracking. As a further result, a synchronous coupling assembly is provided with characteristics that further extend its service life.

[0018] Optionally, the nose features a nose bearing surface configured to abut the bearing surface of the axial opening, with the radius of curvature of the outer surface of the reinforcement section, measured in the secant plane, being at least 70% of a minimum axial distance between an axial bottom section of the axial recess and the nose bearing surface. This provides a strong and rigid nose with high resistance to cracking. This is because the large radius of curvature of the outer surface of the reinforcement section ensures high resistance to cracking. As a further result, a synchronous coupling assembly is provided with characteristics that contribute to a further increased service life.

[0019] Optionally, the radius of curvature of the outer surface of the reinforcement section along its extent, measured in the secant plane, is greater than 2 mm. This provides a strong and rigid nose with high resistance to cracking. Studies have shown that small radii of curvature in this area increase the risk of cracking around the noses. However, since the radius of curvature of the outer surface of the reinforcement section along its extent, measured in the secant plane, is greater than 2 mm, a strong and rigid nose is provided that exhibits high resistance to cracking. As a further result, a synchronous coupling assembly is provided that has characteristics for a further increased service life.

[0020] Optionally, the drive hub has teeth configured to engage with teeth of a shift sleeve, and the locking ring has teeth configured to prevent axial displacement of the shift sleeve toward the locking ring when the nose rests against the bearing surface of the axial opening. This provides a synchronous coupling arrangement capable of efficiently preventing the engagement of gears in a transmission while incorporating features to prevent cracking around the nose.

[0021] Optionally, the axial opening has a second contact surface at a circumferential distance from the contact surface, wherein the nose is configured to bear against the second contact surface of the axial opening from a first side of a second contact plane to transmit torque between the drive hub and the locking ring, and wherein the axial opening has a section extending into a second side of the second contact plane. This provides a space into which a reinforcing section of the nose also extends into a region of the second contact surface. In this way, a stronger and stiffer nose is achieved, and the formation of cracks around the nose can be avoided. As a further result, a synchronous coupling assembly is provided that exhibits characteristics for increased service life.

[0022] Optionally, the teeth of the locking ring are configured to prevent axial displacement of the shift sleeve towards the locking ring when the nose rests against the second contact surface of the axial opening. This provides a synchronous coupling arrangement capable of efficiently preventing gear engagement in a transmission while also possessing characteristics to prevent the formation of cracks around the nose.

[0023] Optionally, the teeth of the locking ring are configured to allow axial displacement of the shift sleeve towards the locking ring, enabling engagement between the teeth of the shift sleeve and the teeth of the locking ring when the nose is positioned between the primary and secondary contact surfaces. This provides a synchronous coupling arrangement capable of engaging gears in a transmission efficiently and reliably, while also featuring characteristics to prevent cracking around the nose.

[0024] According to a second aspect of the invention, the problem is solved by a transmission that has a synchronous clutch arrangement according to some embodiments of the present disclosure. This provides a transmission that has characteristics that reduce the occurrence of crack formation in the transmission components. As a further result, a transmission is provided that has characteristics that increase its service life.

[0025] Accordingly, a transmission is provided that overcomes or at least mitigates some of the aforementioned problems and disadvantages. As a result, the aforementioned task is solved.

[0026] According to a third aspect of the invention, the problem is solved by a vehicle that has a transmission according to some embodiments of the present disclosure. This provides a vehicle that has characteristics that reduce the occurrence of crack formation in components of the vehicle's transmission. As a further result, a vehicle is provided that has characteristics that increase its service life.

[0027] Accordingly, a vehicle will be provided that overcomes or at least mitigates some of the aforementioned problems and disadvantages. As a result, the aforementioned task will be accomplished.

[0028] Further features and advantages of the present invention will become apparent from the attached claims and the following detailed description. Short description of the drawings

[0029] Various aspects of the invention, including its special features and advantages, will be easily understood from the embodiments discussed in the following detailed description and accompanying drawings, in which: Fig. 1 shows an exploded view of a gear engagement assembly according to some embodiments of the present disclosure, Fig. 2 a locking ring of the gear engagement assembly according to the in Fig. The embodiments shown in Figure 1 demonstrate that Fig. 3 a drive hub of the gear engagement assembly according to the in Fig. The embodiments shown in Figure 1 are illustrated. Fig. 4 An enlarged view of a drive hub and a locking ring according to the in Fig. 1 - Fig. The 3 illustrated embodiments show, Fig. 5 a perspective view of a nose of a blocking ring according to the in Fig. 1, Fig. 2 and Fig. The 4 illustrated embodiments show, Fig. 6 a blocking ring according to the in Fig. 1, Fig. 2, Fig. 4 and Fig. 5 illustrated embodiments show the embodiment which is shown in a viewing direction perpendicular to an axis of rotation of the locking ring from an inside of the locking ring, Fig. 7 an enlarged view of the in Fig. The blocking ring shown in section 6 indicates Fig. 8 a perspective view of part of a synchronous coupling arrangement according to the in Fig. 1 and Fig. The 4 illustrated embodiments show, Fig. 9 An enlarged view of a drive hub and a locking ring according to the in Fig. 1, Fig. 4 and Fig. 8 illustrated embodiments show that a second contact surface of a nose rests against a second contact surface of an axial opening, Fig. Figure 10 schematically shows a gearbox according to some embodiments, and Fig. 11 shows a vehicle according to some embodiments. Detailed description

[0030] Aspects of the present invention will now be described in more detail. Identical numbers refer to the same elements throughout. Known functions or constructions are not necessarily described in detail for the sake of brevity and / or clarity.

[0031] Fig. Figure 1 shows an exploded view of a gear engagement assembly 10 according to some embodiments of the present disclosure. The in Fig. The components of the gear engagement assembly 10 shown in Figure 1 are configured to rotate about a common axis of rotation during operation of the gear engagement assembly 10. The gear engagement assembly 10 is configured to engage a gear of a transmission with a shaft of a transmission, as further explained herein. The gear and the shaft are in Fig. Figure 1 not shown. The gear engagement assembly 10 comprises a clutch disc 31. The clutch disc 31 includes an internal toothing 32 configured to engage with an external toothing connected to the gear to be engaged. The clutch disc 31 is thus rotationally fixed to the gear to be engaged during use of the gear engagement assembly 10. The gear engagement assembly 10 further comprises an internal cone 33. The internal cone 33 comprises a number of projections 35 configured to extend into openings 37 of the clutch disc 31 to rotationally fix the internal cone 33 to the clutch disc 31 when the gear engagement assembly 10 is in an assembled state. According to further embodiments, the clutch disc 31 and the internal cone 33 can be provided in one part. According to such embodiments, such a part can be called a coupling cone.Furthermore, according to some embodiments, the clutch disc 31 and the inner cone 33 can be integrated into the gear to be engaged. The inner cone 33 comprises a frustoconical outer clutch surface 38.

[0032] The gear engagement assembly 10 also includes a locking ring 5. The locking ring 5 comprises a frustoconical inner engagement surface 39. The frustoconical inner engagement surface 39 of the locking ring 5 is configured to engage with the frustoconical outer engagement surface 38 of the inner cone 33 during a gear engagement operation, as will be explained further here. The frustoconical outer engagement surface 38 of the inner cone 33 and the frustoconical inner engagement surface 39 of the locking ring 5 can together be referred to as a conical coupling 38, 39. The locking ring 5 includes teeth 25 on a radially outer section thereof. A locking ring 5 is sometimes also referred to as a "detent cone" or "synchronization detent cone". Therefore, in this revelation, the term “blocking ring” can be replaced by the term “detent cone” or “synchronization detent cone”.

[0033] The gear engagement assembly 10 further comprises a drive hub 3. The drive hub 3 comprises an internal toothing 41 configured to engage with the external toothing of a shaft of a transmission comprising the gear engagement assembly 10, such as an output shaft of a transmission comprising the gear engagement assembly 10. The drive hub 3 is thus rotationally fixed to the shaft of a transmission comprising the gear engagement assembly 10 via the internal toothing 41 during use of the gear engagement assembly 10. The drive hub 3 comprises a set of axial openings 7. As shown in Fig. As shown in Figure 1, the locking ring 5 comprises a set of lugs 9, each configured to project axially into an axial opening 7 of the drive hub 3 when the gear engagement assembly 10 is in an assembled state. Each lug 9 is configured to bear against a contact surface of an axial opening 7 of the drive hub 3 to transmit a torque between the drive hub 3 and the locking ring 5, as further explained below.

[0034] The gear engagement assembly 10 also includes a shift sleeve 6. The shift sleeve 6 comprises inner teeth 26 configured to engage with outer teeth 23 of the drive hub 3. The shift sleeve 6 is arranged to be axially displaceable relative to the drive hub 3. The shift sleeve 6 includes an outer groove 43 configured to receive a shift fork of a gear-shifting assembly, such as a linkage connected to a gearshift lever or an actuator, such as a hydraulic, pneumatic, or electric actuator. The gear engagement assembly 10 further includes a wire spring 45. The wire spring 45 is positioned between the shift sleeve 6 and the locking ring 5 when the gear engagement assembly 10 is in an assembled state. As shown in Fig. As can be seen in Figure 1, the inner teeth 26 of the shift sleeve 6 are provided with a corresponding recess 47. The wire spring 45 is positioned in the recesses 47 of the inner teeth 26 of the shift sleeve 6 when the gear engagement assembly 10 is in an assembled state.

[0035] The following describes a gear engagement process of the in Fig. The gear engagement assembly 10 shown in Figure 1 is explained. As described above, the clutch disc 31 is connected to the gear to be engaged in a rotationally fixed manner, and the drive hub 3 is connected to the shaft of the transmission that comprises the gear engagement assembly 10 in a rotationally fixed manner. Before the gear engagement process is initiated, it can be assumed that the gear and the transmission shaft have different rotational speeds. If this is the case, the inner cone 33 will have a different rotational speed than the drive hub 3 and the locking ring 5. When the gear engagement process is initiated, the shift sleeve 6 is displaced axially in the direction of the locking ring 5. As a result, the shift sleeve 6 exerts a force on the locking ring 5 via the wire spring 45 in an axial direction towards the inner cone 33.This causes the frustoconical inner coupling surface 39 of the locking ring 5 to engage with the frustoconical outer coupling surface 38 of the inner cone 33, generating a frictional torque between them. The wire spring 45 ensures that the frustoconical inner coupling surface 39 of the locking ring 5 engages with the frustoconical outer coupling surface 38 of the inner cone 33 at an early stage of the gear engagement process. Such early engagement is sometimes referred to as pre-synchronization.

[0036] The frictional torque between the frustoconical inner coupling surface 39 of the locking ring 5 and the frustoconical outer coupling surface 38 of the inner cone 33 rotates the locking ring 5 relative to the drive hub 3 into a rotational position in which the lugs 9 each bear against a corresponding contact surface of the axial openings 7 of the drive hub 3. In this rotational position of the locking ring 5 relative to the drive hub 3, the teeth 25 of the locking ring 5 prevent further axial displacement of the shift sleeve 6 in the direction of the locking ring 5.

[0037] During this process, the frictional torque acts between the frustoconical inner clutch surface 39 of the locking ring 5 and the frustoconical outer clutch surface 38 of the inner cone 33 to bring the inner cone 33 and the locking ring 5 to the same rotational speed. When the inner cone 33 and the locking ring 5 reach the same rotational speed, the frictional torque between them disappears. As a result, the locking ring 5 can be rotated relative to the drive hub 3 into a position that allows engagement between the teeth 26 of the shift sleeve 6 and the teeth 25 of the locking ring 5. Subsequently, the shift sleeve 6 can be further displaced axially so that the teeth 26 of the shift sleeve 6 engage with the teeth 49 of the clutch disc 31.In this position of the shift sleeve 6, the gear which is non-rotatably connected to the clutch disc 31 is non-rotatably connected to the drive hub 3 and thus also to the shaft of the transmission which includes the gear engagement assembly 10.

[0038] Fig. Figure 2 shows a blocking ring 5 according to the one in Fig. 1. The blocking ring 5 is configured to rotate about an axis of rotation ra during its operation. Fig. Figure 2 shows the locking ring 5 in a viewing direction that coincides with the axis of rotation ra. The locking ring 5 comprises a set of lugs 9. According to the illustrated embodiments, the locking ring 5 comprises five lugs 9. According to further embodiments, the locking ring 5 can comprise a different number of lugs 9, such as one, two, three, four, six, seven, eight, or the like. As shown in Fig. As indicated in Figure 2, each nose 9 has a circumferential width w, i.e., a width w measured in a circumferential direction of the locking ring 5. A nose 9 is an axial projection that extends in an axial direction of the locking ring 5. The axial direction of the locking ring 5 coincides with the axis of rotation ra of the locking ring 5. Since a nose 9 is an axial projection that extends in an axial direction of the locking ring 5, the term "nose" in this disclosure can be replaced by the term "axial projection".

[0039] Fig. Figure 3 shows a drive hub 3 according to the in Fig. The embodiments shown in 1. The drive hub 3 is configured such that it rotates about a rotational axis ra during its operation, which is the same rotational axis ra as for the one shown in Fig. 2 shown blocking ring 5, when the gear engagement assembly 10 is in an assembled state. In Fig. Figure 3 shows the drive hub 3 in a viewing direction that coincides with the axis of rotation ra. The drive hub 3 has a set of axial openings 7, i.e., openings that extend in an axial direction along the drive hub 3. The axial direction of the drive hub 3 coincides with the axial direction of the locking ring 5 when the gear engagement assembly 10 is in an assembled state, as described herein. Furthermore, as explained herein, each lug 9 of the Fig. The blocking ring 5 shown in Figure 2 is configured so that it projects axially into an axial opening 7 of the drive hub 3, i.e., it is configured so that it projects in the axial direction of the blocking ring 5 into an axial opening 7 of the drive hub 3.

[0040] Each axial opening 7 of the drive hub 3 comprises a contact surface 11 against which a lug 9 can bear to transmit a torque between the drive hub 3 and the locking ring 5. Furthermore, each axial opening 7 comprises a second contact surface 12 against which a lug 9 can bear to transmit a torque between the drive hub 3 and the locking ring 5. The second contact surface 12 is arranged at a circumferential distance cd from the contact surface 11, i.e., a distance cd measured in a circumferential direction of the drive hub 3. The circumferential distance cd between the contact surface 11 and the second contact surface 12 is greater than that specified in Fig. 2. Circumferential width w of the lugs 9 of the locking ring 5 is shown. The drive hub 3 has teeth 23 configured to engage with the teeth 26 of the shift sleeve 6, as shown with reference to Fig. 1 explained.

[0041] Fig. Figure 4 shows an enlarged view of a drive hub 3 and a locking ring 5 according to the figures in Fig. 1 - Fig. 3 embodiments shown. The drive hub 3 and the locking ring 5 are referred to collectively as the synchronous coupling assembly 1 in several places. For the sake of brevity and clarity, the synchronous coupling assembly 1 is referred to as "the assembly 1" in some places. Fig. Figure 4 shows the synchronous coupling arrangement 1 in an assembled state, in which the nose 9 of the locking ring 5 projects axially into the axial opening 7 of the drive hub 3. Fig. Figure 4 shows the synchronous coupling arrangement 1 in a viewing direction that coincides with an axial direction of the synchronous coupling arrangement 1.

[0042] As in Fig. As indicated in Figure 4, a nose contact surface 11' of the nose 9 abuts a contact surface 11 of the axial opening 7 from a first side s1 of a contact plane pa to transmit a torque between the drive hub 3 and the locking ring 5. According to the illustrated embodiments, the contact plane pa is parallel to the axis of rotation of the drive hub 3 and the locking ring 5. The teeth 25 of the locking ring 5 are configured to allow an axial displacement of the Fig. 1 prevent the switching sleeve 6 shown in the direction of the blocking ring 5 when the nose contact surface 11' of the nose 9 rests against the contact surface 11 of the axial opening 7.

[0043] As in Fig. As can be clearly seen in Figure 4, the axial opening 7 comprises a section 7' ​​extending into a second side s2 of the contact plane pa. That is, the axial opening 7 comprises a section 7' ​​extending into a second side s2 of the contact plane pa, the second side s2 being opposite to the first side s1 of the contact plane pa, with the nose 9 bearing against the contact surface 11 of the axial opening 7 from the first side s1. Due to the section 7' ​​of the axial opening 7 extending into the second side s2 of the contact plane pa, the nose 9 can be provided with a reinforcing section 19 extending into the section 7' ​​on the second side s2 of the contact plane pa when the nose 9 bears against the contact surface 11, which is the case according to the illustrated embodiments.

[0044] In this way, a stiffer nose 9 is provided, which exhibits a higher resistance to crack formation, as will be explained further here. According to the illustrated embodiments, section 7' ​​extends at a radially outer section of the axial opening 7 into the second side s2 of the contact plane pa. Furthermore, according to the illustrated embodiments, a boundary surface 13 of section 7' ​​on the second side s2 of the contact plane pa is curved in a plane of rotation pr of the drive hub 3. The plane of rotation pr of the drive hub 3 is in Fig. 3 indicated.

[0045] Fig. Figure 5 shows a perspective view of a nose 9 of a blocking ring 5 according to the one described in Fig. 1, Fig. 2 and Fig. 4 illustrated embodiments. As in Fig. As can be seen best in section 5, the reinforcing section 19 of nose 9 connects nose 9 to the blocking ring 5. Through the in Fig. In the section 7' ​​of the axial opening 7, projecting into the second side s2 of the mounting plane pa as shown in Figure 4, a more pronounced reinforcement section 19 of the nose 9 is enabled. Furthermore, a larger radius of curvature of an outer surface 21 of the reinforcement section 19 is enabled, as will be explained further here. In addition, according to the illustrated embodiments, the locking ring 5 has an axial recess 20 adjacent to the reinforcement section 19. The outer surface 21 of the reinforcement section 19 forms a boundary surface 21 of the axial recess 20. The axial recess 20 enables an even larger radius of curvature of an outer surface 21 of the reinforcement section 19, as will be explained further herein.

[0046] Fig. Figure 6 shows a blocking ring 5 according to the one in Fig. 1, Fig. 2, Fig. 4 and Fig. 5 embodiments shown, depicted in a view perpendicular to the axis of rotation of the locking ring 5 from the inside of the locking ring 5, i.e., viewed from the axis of rotation of the locking ring 5. As shown in Fig. As can be best seen in Figure 6, the outer surface 21 of the reinforcement section 19 is curved in a secant plane ps of the locking ring 5. A secant plane ps corresponds to a tangent plane that is radially displaced from the axis of rotation of the locking ring 5. A secant plane ps is thus parallel to an axis of rotation of the locking ring 5, parallel to an axial direction ad of the locking ring 5, and parallel to a tangent plane of the locking ring 5, but is closer to the axis of rotation than a tangent plane. Since the outer surface 21 of the reinforcement section 19 is curved in a secant plane ps of the locking ring 5, a rigid nose 9 is provided, which exhibits higher resistance to crack formation.

[0047] As in Fig. As indicated in Figure 6, the locking ring comprises an annular contact surface 31. The annular contact surface 31 is configured such that it rests against an annular contact surface of the drive hub in a third contact plane pa3. As shown in Fig. As can be seen in Figure 6, the axial depression 20 extends below the third mounting level pa3.

[0048] Fig. Figure 7 shows an enlarged view of the in Fig. 6 shown blocking ring 5. In Fig. 7 is the blocking ring 5 in the same viewing direction as in Fig. 6 shown. As in Fig. As indicated in Figure 7, according to the illustrated embodiments, the radius of curvature rc of the outer surface 21 of the reinforcement section 19, measured in the secant plane ps, is approximately 93% of a minimum axial distance dis1 between an axial bottom section 20' of the axial recess 20 and the nose bearing surface 11'. According to further embodiments, the radius of curvature rc of the outer surface 21 of the reinforcement section 19, measured in the secant plane ps, can be at least 70% or at least 80% of a minimum axial distance dis1 between an axial bottom section 20' of the axial recess 20 and the nose bearing surface 11'. In this way, a stiff nose 9 is provided that exhibits a higher resistance to crack formation.

[0049] The axial bottom section 20' of the axial recess 20 is defined here as the section 20' of the axial recess 20 that is furthest from the third contact plane pa3 or furthest from an extension of the annular contact surface 31 of the locking ring 5, measured in the axial direction ad of the locking ring 5. The smallest axial distance dis1 between the axial bottom section 20' of the axial recess 20 and the nose contact surface 11' thus corresponds to the distance dis1 between the axial bottom section 20' of the axial recess 20 and the section of the nose contact surface 11' that is closest to the third contact plane pa3 or closest to an extension of the annular contact surface 31 of the locking ring 5, measured in the axial direction ad of the locking ring 5.

[0050] According to the illustrated embodiments, the radius of curvature rc of the outer surface 21 of the reinforcement section 19 along the extent of the reinforcement section 19, measured in the secant plane ps, is approximately 3.5 mm. According to further embodiments, the radius of curvature rc of the outer surface 21 of the reinforcement section 19 along the extent of the reinforcement section 19, measured in the secant plane ps, can be greater than 2 mm, or greater than 2.5 mm along the extent of the reinforcement section 19, measured in the secant plane ps. In this way, a rigid nose 9 is provided that exhibits higher resistance to crack formation.

[0051] Fig. Figure 8 shows a perspective view of a section of a synchronous coupling arrangement 1 according to the [reference to be added]. Fig. 1 and Fig. 4 illustrated embodiments. As in Fig. 8 is clearly recognizable by the axial recess 20 of the blocking ring 5 and the section 7' ​​projecting into the second side of the mounting plane, as described with reference to Fig. 4 and Fig. 5 explains that the large radius of curvature of the outer surface 21 of the reinforcement section 19 makes it possible to avoid an impact between the surfaces of the locking ring 5 and the surfaces of the drive hub 3 in this area.

[0052] As mentioned with reference to Fig. 2 and Fig. As explained in section 3, the circumferential distance cd between the contact surface 11 and the second contact surface 12 is greater than the circumferential width w of the lugs 9 of the locking ring. This means that the locking ring 5 can be rotated relative to the drive hub 3 from a rotational position in which the lug 9 rests against the contact surface 11 to a rotational position in which the lug 9 rests against the second contact surface 12.

[0053] Fig. Figure 9 shows an enlarged view of a drive hub 3 and a locking ring 5 according to the figures in Fig. 1, Fig. 4 and Fig. 8 illustrated embodiments, in which a second nose contact surface 12' of the nose 9 abuts the second contact surface 12 of the axial opening 7. In Fig. Figure 9 shows the synchronous coupling arrangement 1 in a viewing direction that corresponds to an axial direction of the synchronous coupling arrangement 1. The teeth 25 of the locking ring 5 are configured to prevent axial displacement of the Fig. 1 prevent the switching sleeve 6 shown in the direction of the blocking ring 5 when the second nose contact surface 12' of the nose 9 rests against the second contact surface 12 of the axial opening 7.

[0054] The teeth 25 of the locking ring 5 are configured to prevent axial displacement of the in Fig. The shift sleeve 6 shown in Figure 1 is positioned in the direction of the locking ring 5, allowing engagement between the teeth 26 of the shift sleeve 6 and the teeth 25 of the locking ring 5 when the lug 9 is in a position between the contact surface 11 and the second contact surface 12. The lug 9 rests against the contact surface 11 or the second contact surface 12, depending on the direction of rotation of the torque in the Fig. The conical clutch 38, 39 shown in Figure 1 is typically used depending on whether upshifting or downshifting is taking place in a transmission comprising the synchronous clutch assembly 1. Since the axial opening 7 has two contact surfaces 11, 12, contact surface 11 can be referred to as the "first contact surface 11". Since the nose 9 has two nose contact surfaces 11', 12', nose contact surface 11' can be referred to as the "first nose contact surface 11".

[0055] As in Fig. As indicated in Figure 9, the second nose contact surface 12' of the nose 9 rests against the second contact surface 12 of the axial opening 7 from a first side s1 of a second contact plane pa2 in order to transmit a torque between the drive hub 3 and the locking ring 5. According to the illustrated embodiments, the second contact plane pa2 is parallel to the axis of rotation of the drive hub 3 and the locking ring 5. As shown in Fig. As can be clearly seen in Figure 9, the axial opening 7 comprises a section 7" which extends into a second side s2 of the second contact plane pa2. That is, the axial opening 7 has a section 7" which extends into a second side s2 of the second contact plane pa2, wherein the second side s2 is opposite to the first side s1 of the second contact plane pa2, with the nose 9 of the first side s1 bearing against the second contact surface 12 of the axial opening 7.

[0056] Due to the section 7" of the axial opening 7 extending into the second side s2 of the second contact plane pa2, the nose 9 can be provided with a reinforcing section 19 extending into the section 7" on the second side s2 of the second contact plane pa2 when the nose 9 rests against the second contact surface 11, which is the case according to the embodiments shown.

[0057] In this way, a stiffer nose 9 is provided, which exhibits a higher resistance to crack formation, as will be explained further here. According to the illustrated embodiments, the section 7" extends at a radially outer section of the axial opening 7 into the second side s2 of the second contact plane pa2. Furthermore, according to the illustrated embodiments, a boundary surface 13 of the section 7" on the second side s2 of the second contact plane pa is curved in a plane of rotation pr of the drive hub 3.

[0058] The reinforcement section 19 in the area of ​​the second nose attachment surface 12' of the nose 9 is identical, but mirror-image, to that with reference to Fig. 5 - Fig. The reinforcement section 19 described in section 8 is formed. Therefore, the reinforcement section 19 in the area of ​​the second nose attachment surface 12' of the nose 9 is not explained further here. As in Fig. As can be seen in Figure 2, the blocking ring 5, according to the illustrated embodiments, comprises five lugs 9. The lugs 9 and their reinforcing sections are identical. As shown in Figure 2, the blocking ring 5 comprises five lugs 9. The lugs 9 and their reinforcing sections are identical. Fig. As can be seen in Figure 3, the drive hub 3, according to the illustrated embodiments, also has eleven axial openings 7. The axial openings 7 of the drive hub 3 are identical. According to the illustrated embodiments, some of the axial openings 7 of the drive hub 3 do not accommodate a lug 9. Rather, they serve to reduce the weight of the drive hub 3.

[0059] Fig. Figure 10 schematically shows a transmission 2 according to several embodiments. According to the illustrated embodiments, the transmission 2 is a simple transmission type with two gear stages. The transmission 2 comprises two gear stages. In Fig. Figure 10 shows the transmission in a neutral position, with none of the gears engaged. The transmission 2 comprises an input shaft 51, an output shaft 53, and a countershaft 55. The input shaft 51 can be connected, for example, to a vehicle's engine via a clutch. The output shaft 53 can be connected, for example, to the wheels of a vehicle. The transmission 2 comprises a first gear pair 61, 61', wherein a first gear 61 of the first gear pair 61, 61' is connected to the input shaft 51 and a second gear 61' of the first gear pair 61, 61' is connected to the countershaft 55. The first gear pair 61, 61' is configured to connect the input shaft 51 and the countershaft 55.

[0060] The transmission 2 further comprises a second gear pair 62, 62' and a third gear pair 63, 63', each comprising a first gear 62, 63 arranged on the output shaft 53 and a second gear 62', 63' connected to the countershaft 55. All gears 61', 62', 63' of the countershaft 55 are rotationally fixed to the countershaft 55. The transmission includes two gear engagement assemblies 10, 10' according to the figures in Fig. The embodiments shown in Figure 1 share the same shift sleeve 6. A clutch disc of a first gear engagement assembly 10 is connected to the first gear 62 of the second gear pair 62, 62', and a clutch disc of a second gear engagement assembly 10' is connected to the first gear 63 of the third gear pair 63, 63'. Each of the first and second gear engagement assemblies 10, 10' comprises a synchronous clutch assembly 1, 1' as shown in Figure 1. Fig. 1, Fig. 4, Fig. 8 and Fig. 9 illustrated embodiments.

[0061] The transmission 2 comprises a linkage 65 with a shift fork 67. The shift fork 67 is arranged in the outer groove 43 of the shift sleeve 6. By moving the shift sleeve 6 in one direction towards the first gear 62 of the second gear pair 62, 62', i.e. in Fig. Moving the shift sleeve 6 10 to the left, the first gear 62 of the second gear pair 62, 62' is connected to the output shaft 53. By moving the shift sleeve 6 in one direction towards the first gear 63 of the third gear pair 63, 63', i.e. in Fig. Moving the shift sleeve 6 10 to the right, the first gear 63 of the third gear pair 63, 63' is connected to the output shaft 53. In this way, the gear ratio between the input shaft 51 and the output shaft 53 of the transmission can be changed by moving the shift sleeve 6.

[0062] As indicated above, this is in Fig. Gearbox 2, depicted in 10, is a simple gearbox type with two gear stages. However, gearbox 2, which is referenced here, can also have more than two gear stages.

[0063] Fig. Figure 11 illustrates a vehicle 4 according to some embodiments. The vehicle 4 comprises a transmission 2 according to the specifications referenced in Fig. The 10 embodiments described herein. The transmission 2 is configured to transmit power between a power source 70 of the vehicle 4 and wheels 72 of the vehicle 4. According to the embodiments shown, the vehicle 4 is a truck. However, according to other embodiments, the vehicle 4 as described herein can be another type of manned or unmanned vehicle for land- or water-based propulsion, such as a truck, a bus, a construction vehicle, a tractor, a car, a ship, a boat, or the like.

Claims

[1] Synchronous clutch arrangement (1) for a transmission (2), the arrangement (1) comprising: - a drive hub (3) and a - blocking ring (5), wherein the drive hub (3) has an axial opening (7) and the blocking ring (5) has a nose (9) configured to project axially into the axial opening (7) during operation of the assembly (1), wherein the nose (9) is configured to bear from a first side (s1) of a contact plane (pa) against a contact surface (11) of the axial opening (7) in order to transmit a torque between the drive hub (3) and the blocking ring (5), and wherein the axial opening (7) has a portion (7') extending into a second side (s2) of the contact plane (pa), characterized by , that the nose (9) has a reinforcing section (19) which extends into the section (7') on the second side (s2) of the contact plane (pa) when the nose (9) rests against the contact surface (11). [2] Arrangement (1) according to claim 1, wherein the portion (7') extends at a radially outer portion of the axial opening (7) into the second side (s2) of the contact plane (pa). [3] Arrangement (1) according to claim 1 or 2, wherein a boundary surface (13) of the section (7') on the second side (s2) of the contact plane (pa) is curved in a rotation plane (pr) of the drive hub (3). [4] Arrangement (1) according to one of claims 1 to 3, wherein the reinforcing portion (19) connects the nose (9) to the blocking ring (5). [5] Arrangement (1) according to one of claims 1 to 3 or 4, wherein the blocking ring (5) has an axial recess (20) adjacent to the reinforcing section (19). [6] Arrangement (1) according to claim 5, wherein an outer surface (21) of the reinforcing section (19) forms a boundary surface (21) of the axial recess (20). [7] Arrangement (1) according to one of claims 1 to 6, wherein an outer surface (21) of the reinforcing portion (19) is curved in a secant plane (ps) of the blocking ring (5). [8] Arrangement (1) according to claim 7, wherein the nose (9) has a nose abutment surface (11') configured to bear against the abutment surface (11) of the axial opening (7), and wherein the radius of curvature (rc) of the outer surface (21) of the reinforcing portion (19), measured in the secant plane (ps), is at least 70% of a smallest axial distance (dis1) between an axial bottom portion (20') of the axial recess (20) and the nose abutment surface (11'). [9] Arrangement (1) according to claim 7 or 8, wherein the radius of curvature (rc) of the outer surface (21) of the reinforcing section (19) along the extension of the reinforcing section (19), measured in the secant plane (ps), is greater than 2 mm. [10] Arrangement (1) according to one of the preceding claims, wherein the drive hub (3) has teeth (23) configured to engage with teeth (26) of a shift sleeve (6), and wherein the blocking ring (5) has teeth (25) configured to prevent axial displacement of the shift sleeve (6) in the direction of the blocking ring (5) when the nose (9) bears against the bearing surface (11) of the axial opening (7). [11] Arrangement (1) according to one of the preceding claims, wherein the axial opening (7) has a second abutment surface (12) at a circumferential distance (cd) from the abutment surface (11), wherein the nose (9) is configured to bear against the second abutment surface (12) of the axial opening (7) from a first side (s1) of a second abutment plane (pa2) to transmit torque between the drive hub (3) and the blocking ring (5), and wherein the axial opening (7) has a portion (7") extending into a second side (s2) of the second abutment plane (pa2). [12] Arrangement (1) according to claims 10 and 11, wherein the teeth (25) of the blocking ring (5) are configured to prevent axial displacement of the shift sleeve (6) in the direction of the blocking ring (5) when the nose (9) bears against the second bearing surface (12) of the axial opening (7). [13] Arrangement (1) according to claim 10, wherein the teeth (25) of the blocking ring (5) are configured to allow axial displacement of the shift sleeve (6) in the direction of the blocking ring (5) to enable engagement between the teeth (26) of the shift sleeve (6) and the teeth (25) of the blocking ring (5) when the nose (9) is positioned between the abutment surface (11) and the second abutment surface (12). [14] Transmission (2) comprising a synchronous clutch arrangement (1) according to one of the preceding claims. [15] Vehicle (4) having a transmission (2) according to claim 14.

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