Floating Gear Transmission with Friction and Locking Activators
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Solution Overview
Problem
Current transmission systems lack efficient methods for shifting gear ratios without interrupting torque transmission, particularly in vehicles, where seamless powershifting between gear ratios is necessary for optimal performance and efficiency.
Innovation Solution
The implementation of a transmission system with floating gears and dual activators, featuring friction and locking interfaces that allow for simultaneous engagement and disengagement of gears, enabling uninterrupted torque transfer during gear shifts by using friction interfaces to synchronize and lock gears without requiring continuous energy for clutch engagement.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If a conventional synchroniser with cone clutch and dog clutch is used for gear selection, then gear engagement is achieved, but torque transmission is interrupted during the shifting process
Solution Approach 1:
The gear selection process is divided into two independent stages: friction engagement stage and locking engagement stage. The friction interface (cone clutch) and locking interface (dog clutch) operate sequentially but independently, allowing torque to be maintained through the friction interface while the locking interface engages. This segmentation enables continuous torque transmission without interruption during shifting.
Solution Approach 2:
The friction interface engages in preliminary action before the locking interface. The cone clutch first synchronizes the speeds of the gear and shaft through frictional engagement, preparing the conditions for subsequent locking engagement. This preliminary frictional engagement ensures that when the dog clutch engages, the speeds are already synchronized, enabling smooth locking without shock loads and maintaining continuous torque transmission.
2Ease of operation
If the activator returns to neutral position after friction phase, then the gear is released, but no control of torque or speed is available during the release stage
Solution Approach 1:
The activator mechanism is designed to be dynamically controllable during the release stage. By applying controlled forces to the activator during its return to neutral position, the friction interface can be maintained in engagement temporarily, providing active control over torque and speed during gear release. This dynamic control capability allows optimization of the release process without significantly increasing mechanical complexity.
3Measurement precision
If a blocking ring is used to synchronize gear speed, then speed matching is achieved, but the synchroniser cannot generate friction unless the activator is returned to neutral
Solution Approach 1:
The synchronizer is segmented into a blocking ring for speed matching and a friction interface for torque transmission. The blocking ring performs the speed synchronization function independently, while the friction interface generates friction continuously when engaged, without requiring return to neutral. This segmentation allows both functions to operate independently and simultaneously, improving overall efficiency.
4Reliability
If conventional dog clutch locking is used, then gear locking is achieved, but wear occurs during the engagement process
Solution Approach 1:
The friction interface performs preliminary speed synchronization before the dog clutch locking engagement. By the time the dog clutch teeth engage, the speeds of the gear and shaft are already matched through frictional action, eliminating impact loads and shock during locking. This preliminary speed matching significantly reduces wear on the dog clutch components while ensuring reliable gear locking.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This solution allows for smooth and efficient gear shifting, maintaining torque transmission without energy interruption, reducing wear and enhancing vehicle performance by enabling full or partial torque transfer and adaptive torque control.
Implementation Method 1
a first device having a friction interface for frictional engagement with a friction interface disposed on a first side of the first floating gear
Data Source
Figure 1
Figure 2
Figure 3~4
AI summary
A transmission system (8) comprising at least one floating gear (14a, 16a, 18a) rotationally mounted upon a first shaft (10), the system comprising a floating gear activation system for controlling torque transfer between the at least one floating gear (14a, 16a, 18a) and the first shaft (10), the gear activation system comprising a first device (28, 30) having a friction interface (28) for frictional engagement with a friction interface (30) disposed on a first side of the at least one floating gear (18a), and a second device (25, 26) having a locking interface (25) for an interpositional engagement with a locking interface (26) disposed on a second side, opposing the first side, of the at least one floating gear (18a), whereby the floating gear (18a) is rotationally coupleable to the first shaft (10) by the friction interface (28/30) and/or the locking interface (25/26).