Integrated transmission speed synchronization system

Abstract

The present invention relates to a synchronization system comprising a drive gear, a first drive gear, and a second drive gear, wherein the first drive gear and the second drive gear are arranged along an axis, and the synchronization system comprises i) means for synchronizing the drive gear with the first drive gear when the synchronization means is switched to the first drive gear, and ii) means for synchronizing the drive gear with the second drive gear when the synchronization means is switched to the second drive gear, wherein the first drive gear and the second drive gear are formed and arranged such that they form a hollow space relative to each other in a region closer to the axis than the radial outer circumference of the first drive gear and the radial outer circumference of the second drive gear, and the synchronization means is located within the hollow space.

Description

Technical Field

[0001] It relates to an integrated transmission speed synchronization device system.

Background Art

[0002] In modern transport vehicles where the propulsion means is generally an internal combustion engine (ICE), and for the general control of the engine RPM range, a transmission (MT, DCT or AMT) is required that allows the driver to adjust the speed with respect to the driving wheels during operation. MT is the abbreviation for manual transmission, DCT is the abbreviation for dual clutch transmission, and AMT is the abbreviation for automated manual transmission. In this document, only synchronized MT type, DCT type, and AMT type transmissions are referred to.

[0003] This speed adjustment is achieved through various gear ratios for either deceleration or acceleration of the vehicle. The change in gear ratio is obtained by a mechanical "synchronizer system". Various subsequent product designs are available, but the most common is the "BorgWarner" type synchronizer.

[0004] A synchronizer is essentially a conical clutch used to generate friction between two separate aspects (input - output) of a transmission that rotate at different angular velocities. The friction generates a conical torque that accelerates or decelerates the speed difference until an equivalence called "synchronization" is achieved. After this, a mechanical coupling across each side (input - output) of the transmission is obtained and torque transmission is achieved. This is a rather simplistic explanation of gear changing, as a number of additional shift events are required to successfully select a gear.

[0005] These synchronous devices are applied to manual transmissions (MT), dual-clutch transmissions (DCT), and automated manual transmissions (AMT), but the function and configuration are generally the same across each type of transmission. Design variations can be applied by adding "multi-cone" designs, such as triple-cone and dual-cone configurations, to increase the operational capacity of single-cone synchronous devices. "Multi-cone" designs, such as triple-cone and dual-cone configurations, can increase cost and complexity.

[0006] Depending on the transmission layout, the synchronous device can be located on either the input shaft or the output shaft. In manual transmission (MT) applications, it is positioned between gear sets such as 1st, 2nd, 3rd, and 4th gear, while in DCT / AMT applications, it can form pairs such as odd and even gears, like 1st-3rd and 2nd-4th gear.

[0007] Figure 1 shows a typical configuration of a dual-cone setup, comprising a gear wheel 1, an engagement ring 2, a needle bearing 3, an inner reaction cone 4, an intermediate cone 5, an outer cone 6 (which constitutes a blocker ring), a drive hub 7, a sliding sleeve 8, and a spare synchronization module 9.

[0008] Figure 2 schematically shows a typical packaging of a gear-to-gear synchronous device. A typical synchronous device system requires axial space somewhere between 38 mm and 42 mm, indicated by the arrows. This axial space is necessary for the sliding sleeve and opposing shift fork (not shown) to select the opposing gear. Figure 3 shows a photograph of such an example with added arrows indicating the required spacing of 38 mm to 42 mm. Figure 4 schematically shows the location of the synchronous device in an FWD transaxle (bold rectangle in the figure). A typical width is >300 mm, i.e., between 300 mm and 350 mm.

[0009] As the importance of e-mobility increases, there is a shift from conventional internal combustion engines (ICEs) to electric power sources. Replacing conventional ICEs with electric power sources means that multi-stage transmissions are no longer necessary. The multi-stage gear ratios of ICEs require a relatively narrow RPM range, but this is not the case for electric vehicles (EVs). This is because electric motors have a considerably wider range, typically up to 20,000 RPM, and generally, a single gear ratio is applied to cover the entire operating speed.

[0010] However, as the EV market matures, there is a demand for further improvements in the efficiency and performance of these vehicles. While a single gear ratio may suffice for driving on low-speed public roads, it is not optimal for driving on high-speed highways and can lead to premature battery drain.

[0011] Range concerns (limited distance per charge) are a worry for new potential customers. In addition, manufacturers must take into account the weight of the battery capacity when designing vehicles to test and improve range capabilities on a single charge.

[0012] The circumstances described above, given that a "two-speed transmission" can improve efficiency and vehicle range, have inspired the inventors to research the possibility of new solutions.

[0013] To date, there are very few "high-performance vehicles" equipped with a two-speed transmission.

[0014] Figure 5 schematically shows a type of two-speed transmission with an E-axle, and Figure 6 shows a cross-section of Figure 5.

[0015] While the electric motor operates at a very high RPM, the gear ratio of the EV transmission reduces the speed. Figure 5 shows that the drive gear (input) is considerably smaller than the drive gear, i.e., the drive gear has a larger diameter, which reduces the RPM. The synchronous device shown in Figure 6 requires an axial width of approximately 40 mm. The system is mounted on the input shaft between pinion gears with the first gear reduction ratio on the left side and the second gear reduction ratio on the right side. [Overview of the Initiative] [Problems that the invention aims to solve]

[0016] As explained, the space required by the synchronization device needs to be significantly reduced.

[0017] Therefore, reducing the space required by the synchronization device is one of the objectives of the present invention.

[0018] As already mentioned, an axial space of between 38mm and 42mm is required to allow the sliding sleeve and the opposing shift fork positioned on the outside to select the opposing gear. [Means for solving the problem]

[0019] According to one aspect of the present invention, the speed synchronous device is placed inside the space between the gears. This allows the gears to be positioned closer together axially, significantly reducing the width of the system and, in many cases, the overall size.

[0020] According to a preferred embodiment of the present invention, the operating shaft is located internally, near the axis.

[0021] According to a more preferred embodiment of the present invention, at least one actuator is predicted to be located near the axis.

[0022] According to another preferred embodiment, the synchronization device does not anticipate the coupling sleeve.

[0023] As described above, the diameter of the driven gear is relatively large. Considering the large diameter of the driven gear, the size of the driven gear can be utilized to integrate the synchronizer into the gear wheel body. This enables the gear wheels to be brought closer together. This is because when the synchronizer is inside the gear, there is no longer a "space between" the gears. As a result, the required axial space can be reduced by approximately 40 mm. The axial space required for the synchronizer is reliably less than 40 mm.

[0024] There may be a need to adjust the output of the "drive to the final drive gear", for example, when there is a need for new means to initiate a shift through the countershaft from below the gear. However, these changes can be applied at an early design stage.

[0025] Next, the present invention will be described using the drawings as an example. However, the examples and the drawings are not intended to limit the scope of the present invention.

Brief Description of the Drawings

[0026] [Figure 1] FIG. 1 shows typical components of a dual-cone configuration according to the prior art. [Figure 2] FIG. 2 schematically shows a typical packaging of a synchronizer between gears according to the prior art. [Figure 3] FIG. 3 shows a photograph of the typical packaging according to FIG. 2. [Figure 4] FIG. 4 schematically shows the location of the synchronizer in a FWD transaxle. [Figure 5] FIG. 5 schematically shows such a two-speed transmission according to the prior art. [Figure 6] FIG. 6 shows a perspective model section of the transmission of FIG. 5. [Figure 7] FIG. 7 schematically shows a gear according to a first embodiment of the present invention. [Figure 8]Figure 8 shows a cross-sectional view of a gear module according to one embodiment of the present invention. [Figure 9] Figure 9 shows a cross-sectional view of the triple-cone synchronous gear with an integrated two-speed gear, according to the first option. [Figure 10] Figure 10 shows an exploded view of the synchronization device according to Figure 9. [Figure 11] Figure 11 shows a cross-sectional view of a dual-cone synchronous gear with an integrated two-speed gear, as per the second option. [Figure 12] Figure 12 shows an exploded view of the synchronization device according to Figure 11. [Figure 13] Figure 13 shows a cross-sectional view of a triple-cone synchronous gear with an integrated two-speed gear, as per the third option. [Figure 14] Figure 14 schematically shows the module assembly of the synchronization device according to Figure 13. [Figure 15] Figure 15 shows an exploded view of the synchronization device according to Figure 14. [Figure 16] Figure 16 again shows a schematic cross-sectional view of Option 1. [Figure 17] Figure 17 schematically shows the position of the spring clip in Figure 16. [Figure 17.1] Figure 17.1 shows a schematic cross-sectional view of Option 1 in a further developed configuration. [Figure 17.2] Figure 17.2 schematically shows the position of the spring clip in Figure 17.1 in a further deployed configuration. [Figure 18] Figure 18 shows the assembly of the blocker ring to the drive hub. [Figure 19] Figure 19 shows the assembly of the outer cone to the blocker ring. [Figure 20] Figure 20 shows a cross-sectional view of the clutch teeth at the chamfered portion of the drive hub to the blocker ring. [Figure 21] Figure 21 shows a cross-sectional view illustrating the connection from the drive hub to the blocker ring on the opposite side. [Figure 22] Figure 22 shows an overall cross-sectional view of the system with the second option. [Figure 23] Figure 23 shows a diagram of a positioning pocket for positioning the spring clip according to the second option. [Figure 24] Figure 24 shows the assembly of the blocker ring to the sleeve lock using the second option. [Figure 25] Figure 25 shows the assembly of the outer cone to the blocker ring using the second option. [Figure 26] Figure 26 shows a cross-sectional view of the clutch teeth in the chamfered portion of the sleeve lock to the blocker ring according to the second option. [Figure 27] Figure 27 shows an overall cross-sectional view of the system with the third option. [Figure 28] Figure 28 shows a detailed diagram of the spring clip and drive lock according to the third option. [Figure 29] Figure 29 shows the assembly of the blocker ring to the drive hub using the third option. [Figure 30] Figure 30 shows a cross-sectional view of the clutch teeth in the chamfered portion of the drive lock to the blocker ring according to the third option. [Figure 31] Figure 31 shows a plan view of the clutch teeth in the chamfered portion of the drive lock to the blocker ring. [Modes for carrying out the invention]

[0027] As mentioned above, Figures 9 and 10 show the first optional synchronization device. This first optional synchronization device is also shown in Figure 16. The first optional synchronization device is located with the sliding drive hub and clutch external teeth.

[0028] The following explanation is intended to describe how high or low gear ratios are obtained via an integrated synchronous device system, which is used to select the desired gear ratio by gear selection.

[0029] The system's operation is achieved by a linear movement in which one drive hub 1 receives an axial force parallel to the countershaft 3, biasing a spring clip 2.

[0030] The movement of the drive hub is achieved through a connection to a shift guide element 4 located in a keyway 5 constructed within a countershaft 3 situated beneath the speed gear 6, the shift guide element 4 being connected to the countershaft 3, indicated by 7, via a spline. Whenever a keyway is used within the framework of the present invention, the keyway may, for example, typically be a 3 × 120° keyway.

[0031] The shift guide element is mounted on an external starting unit (not shown) that applies the required force. The low-speed ratio speed gear 8 and the high-speed ratio speed gear 6 rotate on the countershaft 3, e.g., the NRB, and on the bearing support 10, which are on bearings 9.

[0032] The spring clip 2 is installed in the positioning pocket 11 of the drive hub 1. This is shown in detail in Figure 17. Figure 17 is a diagram of the pocket space for positioning the spring clip.

[0033] The positioning pocket is intended to prevent the spring clip 2 from "separating" at a high speed [1 / min] due to centrifugal force.

[0034] Figure 17.1 shows a schematic cross-sectional view of option 1 in a further unfolded configuration, and Figure 17.2 schematically shows the position of the spring clip in Figure 17.1 in a further unfolded configuration.

[0035] As can be seen in Figures 17.1 and 17.2, further development forms show different designs of the spring clip 2 that result in simplified and improved assembly and manufacturing.

[0036] In particular, further developments would lead to simplification of spring design, simplification of sleeve drive pocket design, strengthening of cross-sectional strength to the internal splines in the pocket, and easier assembly of the spring to the sleeve drive.

[0037] The spring clip 2 can be made from a metal material, particularly steel, or a polymer-based material.

[0038] At high rotational speeds (RPM), the spring clip, especially in its further deployed configuration, is confined within the pocket to prevent radial lift due to centrifugal force.

[0039] As shown in detail in Figure 18, the blocker ring 12 is radially connected to the drive hub 1 by a projection 13 located within an indexing groove 14 provided in the drive hub 1.

[0040] The linear contact between the drive hub 1 and the spring clip 2 creates an axial load on the blocker ring 12 by the spring clip 2, thereby generating frictional forces between the cone surface 15, the intermediate cone 16, and the outer cone 17 of the blocker ring 12.

[0041] The resulting frictional force causes the blocker ring 12 to rotate until it makes contact with the drive hub 1.

[0042] Contact between the blocker ring 12 and the drive hub 1 is achieved at the indexing projection 13 of the blocker ring and the pocket 14 of the drive hub.

[0043] The continuous linear movement of the drive hub 1 by the spring clip 2 increases the axial load on the blocker ring 12, thereby increasing the frictional force on the cone surface 15.

[0044] The outer cone 17 is connected to the blocker ring 12 by housing its protrusion 18 into a pocket 19. The intermediate cone 16 is connected to either the speed gear 6 or 8, depending on the required gear ratio change. Figure 19 shows details of the assembly of the outer cone to the blocker ring.

[0045] This connection is achieved by inserting the locking projection 20 of the intermediate cone 16 into the pocket 21 of either the speed gear 6 or 8.

[0046] The continuous axial movement of the drive hub 1 by the shift guide element 4 compresses the spring clip 2 radially, causing the spring clip 2 to move axially past the blocker ring and the drive hub 1, allowing the spring clip 2 to come into contact with the blocker ring 12 at the chamfered portion 22 of the blocker ring 12 and the chamfered portion 23 of the drive hub.

[0047] Contact at this chamfered portion further increases the frictional force on the cone surface 15. This increased frictional force initiates synchronization of the speed difference between the speed gear 6 or 8, the intermediate cone 16, the drive hub 1, the blocker ring 12, the outer cone 17, and the countershaft 3.

[0048] The rotational drag of either the speed gear 6 or 8 causes opposing frictional contact between the chamfered portion 22 of the blocker ring 12 and the chamfered portion 23 of the drive lock 1, preventing the drive lock 1 from advancing axially until speed synchronization is achieved.

[0049] When the speed difference reaches zero, the opposing resistance forces in the chamfered portions 22 and 23 are eliminated, and the axial load of the drive hub 1 causes the blocker ring 12 to re-index, allowing the drive hub 1 to move freely through the teeth 24 of the blocker ring.

[0050] When contact occurs between the chamfered portion 23 of the drive hub 1 and either the speed gear 6 or 8 at the chamfered portion 25 of the speed gear, the axial load rotates the speed gear 6 or 8, allowing the drive hub 1 to proceed to full engagement. At this stage of gear selection, torque transmission is achieved, and a new output RPM is obtained.

[0051] The separation of the opposing blocker ring 12 from the drive hub 1 is defined by the shoulder-shaped stop extension 26 provided on the outer circumference of the drive hub 1, ensuring that the overlap with the blocker ring 12 is maintained.

[0052] To select either the opposing low gear ratio 6 or high gear ratio 8, the shift element 4 is actuated in the direction of the selected gear ratio. This action exerts an axial force on the drive hub 1, disengaging it from either the selected gear wheel 6 or 8.

[0053] Next, the sequence of events described above is repeated in the opposite direction in order to engage the selected gear ratio.

[0054] The system does not restrict the use of materials for the synchronization device and can be applied to pressed steel, powder metal, forged brass, or forged steel.

[0055] The drive hub can be made from, for example, machined steel, forged steel, and / or powdered metal, or a combination thereof.

[0056] The shift element can be made, for example, from machined steel and / or forged steel and / or machined steel.

[0057] Spring clips can be made, for example, from spring steel sheets.

[0058] In a preferred embodiment, the friction material for the synchronous device comprises and / or EF(registered trademark) 5010 / EF(registered trademark) 8000.

[0059] According to the second option, a design with a sliding sleeve lock and internal clutch teeth is realized.

[0060] A cross-section of this second option is shown in Figure 22.

[0061] The following explanation is intended to describe how high or low gear ratios are obtained via an integrated synchronous device system, which is used to select the desired gear ratio by gear selection.

[0062] As shown in Figure 22, the operation of the system is achieved by one sleeve lock 1 receiving a force in the axial direction parallel to the countershaft 3 that biases the spring clip 2, and moving linearly.

[0063] As shown in Figure 7, the movement of the sleeve lock is achieved through a connection to a shift guide element 4 located in a keyway 5 constructed within the countershaft 3, which is situated beneath the speed gear assembly 6. The sleeve lock is then connected to the countershaft 3 via a spline.

[0064] The shift guide element is attached to an external actuation unit (not shown) that applies the required force.

[0065] The low-speed ratio speed gear assembly 8 and the high-speed ratio speed gear assembly 6 rotate on a bearing 9, on a countershaft 3, for example, an NRB, and on a bearing support 10.

[0066] As shown in Figure 23, the spring clip 2 is installed in the positioning pocket 11 of the sleeve lock 1.

[0067] As shown in Figure 24, the blocker ring 12 is connected radially to the sleeve block 1, using the pocket 13 located on the indexing projection 14 provided on the sleeve block 1 as a guide.

[0068] The linear contact between the sleeve lock 1 and the spring clip 2 creates an axial load on the blocker ring 12 by the spring clip 2, thereby generating a frictional force between the cone surface 15, the intermediate cone 16, and the outer cone 17 of the blocker ring 12.

[0069] The resulting frictional force causes the blocker ring 12 to rotate until it makes contact with the sleeve block 1.

[0070] Contact between the blocker ring 12 and the sleeve block 1 is achieved at the indexing projection 13 of the blocker ring and the drive hub pocket 14.

[0071] The continuous linear movement of the sleeve lock 1 by the spring clip 2 increases the axial load on the blocker ring 12. This increases the frictional force on the cone surface 15.

[0072] The outer cone 17 is connected to the blocker ring 12 by inserting the connecting portion 18 into the pocket 19. As shown in Figure 25, the intermediate cone 16 is connected to either the speed gear 6 or 8, depending on the required gear ratio change.

[0073] This connection is achieved by inserting the locking projection 20 of the intermediate cone 16 into the pocket 21 of either the speed gear assembly 6 or 8.

[0074] As shown in Figure 26, the continuous axial movement of the sleeve lock 1 by the shift guide element 4 compresses the spring clip 2 radially, causing the spring clip 2 to move axially past the blocker ring and sleeve lock 1, allowing the spring clip 2 to come into contact with the chamfered portion 22 of the blocker ring 12 and the chamfered portion 23 of the sleeve lock.

[0075] Contact with this chamfered portion further increases the frictional force on the cone surface 15. This increase in frictional force initiates synchronization of the speed difference between the speed gear assembly 6 or 8, the intermediate cone 16, the sleeve block 1, the blocker ring 12, the outer cone 17, and the countershaft 3.

[0076] The rotational drag of either the speed gear assembly 6 or 8 causes opposing frictional contact between the chamfered portion 22 of the blocker ring 12 and the chamfered portion 23 of the sleeve lock 1, preventing the sleeve lock 1 from moving axially until speed synchronization is achieved.

[0077] When the speed difference reaches zero, the opposing resistance forces in the chamfered portions 22 and 23 are eliminated, and the axial load of the sleeve block 1 causes the blocker ring 12 to re-index, allowing the sleeve block 1 to move freely through the blocker ring teeth 24.

[0078] When contact is made between the chamfered portion 23 of the sleeve lock 1 and either the speed gear assembly 6 or 8 at the chamfered portion 25 of the speed gear assembly, the axial load rotates the speed gear assembly 6 or 8, allowing the sleeve lock 1 to advance to full engagement. At this stage of gear selection, torque transmission is achieved, and a new output RPM is obtained.

[0079] This design is intended to demonstrate an integrated synchronous device system with a dual-cone ring configuration. However, the operating principle can also be applied to triple-cone and single-cone synchronous devices.

[0080] The system does not restrict the use of materials for the synchronization device and can be applied to pressed steel, powder metal, forged brass, or forged steel.

[0081] The drive hub can be made from, for example, machined steel, forged steel, and / or powdered metal, or a combination thereof.

[0082] The shift element can be made, for example, from machined steel and / or forged steel and / or machined steel.

[0083] Spring clips can be made, for example, from spring steel sheets.

[0084] In a preferred embodiment, the friction material for the synchronous device comprises and / or EF(registered trademark) 5010 / EF(registered trademark) 8000.

[0085] According to the third option, a design with individual shift locks and clutch external teeth is realized. Figure 27 shows a cross-section of the overall diagram.

[0086] As shown in Figure 28, the operation of the system is achieved by the linear movement of a pattern of multiple drive locks 1, which are subjected to an axial force parallel to the countershaft 6 that biases the spring clip 8.

[0087] Movement of the drive lock is achieved via a connection to a guide element 2 located in a keyway constructed within the countershaft 6, which is situated beneath the speed gear 4. The drive lock is assembled radially and axially within the drive hub components 7, each of which is splined and connected to the countershaft 6 and positioned opposite to one another.

[0088] The guide element is attached to an external activation unit (not shown) that applies the necessary force.

[0089] The low-speed ratio speed gear 3 and the high-speed ratio speed gear 4 rotate on the countershaft 6, for example, the NRB, and on the bearing support 13, which are mounted on the bearing 12.

[0090] As shown in Figure 29, contact between the blocker ring 9 and the drive hub 7 is achieved at the indexed projection 12 of the blocker ring and the pocket 13 of the drive hub.

[0091] The contact between the drive lock 1 and the spring clip 8 creates an axial load on the blocker ring 9. This generates a frictional force between the conical surface of the blocker ring 9, the intermediate cone 10, and the conical surface of the outer cone 11. The resulting frictional force causes the blocker ring 9 to rotate until it makes contact with the drive hub 7 and drive pocket 13 at the indexing projection 12.

[0092] As shown in Figure 30, the continuous axial movement of the drive lock 1 allows the spring clip 8 to make contact with the chamfered portion 14 of the teeth of the blocker ring 9 and the chamfered portion 15 of the drive lock.

[0093] Contact with this chamfered portion further increases the frictional force between the conical surface of the blocker ring 9, the intermediate cone 10, and the outer cone 11. This increase in frictional force initiates synchronization of the speed difference between the speed gear 3 or 4, the intermediate cone 10, the drive hub 1, the blocker ring 9, the outer cone 11, and the countershaft 3.

[0094] The rotational drag of either speed gear 3 or 4 causes opposing frictional contact between the chamfered portion 14 of blocker ring 9 and the chamfered portion 15 of drive lock 1, preventing drive lock 1 from advancing axially until speed synchronization is achieved.

[0095] As shown in Figure 31, when the speed difference reaches zero, the opposing resistance forces in the chamfered portions 14 and 15 are eliminated, and the axial load of the drive lock 1 causes the blocker ring 9 to be fed again, allowing the chamfered portion 15 of the clutch teeth of the drive lock 1 to move freely as it passes through the blocker ring teeth 24.

[0096] When contact occurs between the chamfered portion 23 of the drive lock 1 and either the speed gear 6 or 8 at the chamfered portion 25 of the speed gear, the axial load rotates the speed gear 6 or 8, allowing the drive lock 1 to advance to full engagement. At this stage of gear selection, torque transmission is achieved, and a new output RPM is obtained.

[0097] This design is intended to demonstrate a synchronous device system according to the present invention, featuring a triple-cone ring configuration. However, the operating principle can also be applied to dual-cone and single-cone synchronous devices.

[0098] The system does not restrict the use of materials for the synchronous device and can be applied to pressed steel, powder metal, forged brass, and / or forged steel, or a combination thereof.

[0099] Dry blocks can be made from, for example, machined steel and / or forged steel, but are not limited to these.

[0100] The drive hub can be made from, for example, machined steel, forged steel, and / or powdered metal, but is not limited to these.

[0101] Spring clips can be made, for example, from spring steel sheets.

[0102] In a preferred embodiment, the friction material relating to the synchronous device comprises and / or EF(registered trademark) 5010 / EF(registered trademark) 8000.

[0103] The synchronous device according to the present invention offers numerous advantages, most notably the possibility of developing a new, low-weight, high-efficiency transmission.

[0104] As explained, a two-speed gear ratio can be packaged into existing, acceptable space. The availability of a two-speed reduction gear ratio effectively widens the vehicle's efficiency range. This means that the vehicle's top speed can be increased without spinning the electric motor too fast or using too much electricity.

[0105] By reducing battery power consumption and increasing efficiency, the usable driving range between charges is ultimately increased.

[0106] The concept of having an internal synchronization device can also be applied to applications requiring two or more gear ratios, such as "heavy-duty" transmissions for transporting heavy loads.

[0107] The design idea is scalable and can be applied to various configurations of gear clusters that supply power.

[0108] In particular, in contrast to the known concept of synchronous devices in which the sleeve lock and drive hub are arranged separately, it has been proposed to integrate the sleeve lock and drive hub, which are separate components, into a single dual-function component, namely the sleeve drive, thereby integrating the system into the gear wheel itself and significantly reducing the axial length.

[0109] A synchronization system is disclosed, comprising a drive gear, a first drive gear, and a second drive gear, wherein the first and second drive gears are arranged along an axis, and the synchronization system comprises i) means for synchronizing the drive gear with the first drive gear when the synchronization means is switched to the first drive gear, and ii) means for synchronizing the drive gear with the second drive gear when the synchronization means is switched to the second drive gear, wherein the first and second drive gears are formed and arranged such that they form a hollow space with each other in a region closer to the axis than the radial outer circumference of the first drive gear and the radial outer circumference of the second drive gear, and the synchronization means is located within the hollow space.

[0110] The synchronization means may include a switching means that allows the synchronization to be switched from one drive gear to the other and back from the other to the first.

[0111] The synchronization system may comprise at least one actuator, the actuator enabling the synchronization of one drive gear to the other and back to the other, the actuator being integrated with the synchronization means, or the actuator being coupled to the synchronization means via an actuator shaft.

[0112] The operating shaft may comprise a drive hub and a spring clip, and the drive hub and spring clip are configured such that the linear axial movement of the drive hub biases the spring clip.

[0113] The spring clip may be made from a metallic material, particularly steel, or it may be made from a polymer-based material.

[0114] The spring clip may be positioned within the pocket so as to restrict it within the pocket and prevent it from being lifted by centrifugal force at rotations of >1000 RPM, preferably >5000 RPM.

[0115] The drive hub may include a pocket and a spring clip, the spring clip may be installed within the pocket.

[0116] The blocker ring can be connected radially to the drive hub by positioning its indexing projection within the indexing groove provided by the drive hub.

[0117] The system may include a single-cone system, a dual-cone system, or a triple-cone system.

Claims

1. A synchronous system comprising a drive gear, a first drive gear, and a second drive gear, The first drive gear and the second drive gear are arranged along the axis, and the synchronization system is, i) Means for synchronizing the drive gear with the first drive gear when the synchronization means is switched to the first drive gear, ii) When the synchronization means is switched to the second drive gear, means for synchronizing the drive gear with the second drive gear, Equipped with, In the synchronization system, the first drive gear and the second drive gear are formed and arranged such that they form a hollow space relative to each other in a region closer to the axis than the radial outer circumference of the first drive gear and the radial outer circumference of the second drive gear, and the synchronization means is located within the hollow space. Synchronization system.

2. The synchronization means is characterized by comprising a switching means that enables switching the synchronization from one of the drive gears to the other and from the other back to the one. The synchronization system according to claim 1.

3. The synchronization system comprises at least one actuator, The at least one actuator enables the synchronization of one of the driven gears to the other and back to the other, The actuator is characterized in that it is integrated with the synchronization means, or the actuator is coupled to the synchronization means via an actuator shaft. The synchronization system according to claim 1 or 2.

4. The aforementioned operating shaft comprises a drive hub and a spring clip, The drive hub and the spring clip are characterized in that the linear axial movement of the drive hub biases the spring clip. The synchronization system according to claim 3.

5. The aforementioned drive hub is equipped with a pocket, The spring clip is characterized by being installed inside the pocket. The synchronization system according to claim 4.

6. The spring clip is characterized in that it is made from a metal material, particularly steel, or that it is made from a polymer-based material. The synchronization system according to claim 4 or 5.

7. The spring clip is characterized in that it is installed within the pocket so that it is confined within the pocket and prevents it from lifting off due to centrifugal force at rotations of >1000 RPM, preferably >5000 RPM. The synchronization system according to claim 5.

8. The blocker ring is characterized by being radially connected to the drive hub by positioning its indexing projection within an indexing groove provided in the drive hub. The synchronization system according to any one of claims 4 to 7.

9. The system is characterized by comprising a single cone ring system, a double cone ring system, or a triple cone ring system. The synchronization system according to any one of claims 1 to 8.

Images