SE1350121A1 - Gearbox for vehicles and vehicles which include such a gearbox - Google Patents

Abstract

The invention relates to a gearbox for vehicles, comprising a planetary gear (14) with a ring gear (22), which is provided on an inner surface with teeth (27); two coupling rings (34, 35) located on opposite sides of the planetary gear (14); at least two synchronizing rings (36), of which there is at least one synchronizing ring (36) between each coupling ring (34, 35) and the planetary gear (14); an axially displaceable sleeve (31) arranged on the ring wheel (22), which sleeve (31) can alternatively be connected to the coupling rings (34, 35) for different gear positions, and which sleeve (31) on an inner surface is provided with booms (33), which cooperate with corresponding booms (37) arranged on an outer periphery of the ring wheel (22) to form an axially displaceable spline joint. The teeth (27) extend at an oblique angle relative to the axes of rotation of the sleeve (31) and the ring gear (22). The invention also relates to a vehicle (1), which comprises such a gearbox (2). (Fig. 2)

Description

The low and high gears of the gearbox are obtained by displacing the ring gear axially between the low range position, in which the ring gear is rotationally locked relative to the gearbox housing, and the high gear position, in which the ring gear is rotatable relative to the gearbox housing. The planetary gear comprises two clutch rings arranged on each side of the ring gear, a high clutch ring and a low clutch ring, respectively, and two synchronizing rings, which are arranged on each side of the ring wheel. The task of the synchronizing rings is to achieve a synchronous change.

In order to obtain a good synchronizing function in this type of gearbox, the surface of the teeth of the synchronizing ring, which faces the ring gear and which is intended to receive the teeth of the ring wheel during synchronization, must be provided with an angle, so-called locking angle, in relation to the axis of rotation of the synchronizing ring, which locking angle must be balanced against the braking torque which the synchronizing ring transmits on the ring gear in order to achieve synchronous speed. This means that said locking angle must be designed so that the teeth of the synchronizing ring abut on the part of the ring gear teeth which is provided with the locking angle and has a sufficient effect on the ring wheel so that synchronous speed can be obtained and then detached from the part of the ring wheel teeth provided with the locking angle and when the ring gear is to engage in the current clutch ring when synchronous speed has been obtained. To ensure that synchronous speed is reached before the ring gear passes the synchronizing ring in the axial direction, the teeth of the synchronizing ring must not release the ring gear teeth too easily.

When the teeth of the synchronizing ring are detached from the teeth of the ring gear when synchronous speed is obtained between ring gear and clutch ring, the ring wheel will be displaced axially, so that the synchronizing ring is moved inwardly in the ring wheel and remains in an axial position relative to the ring wheel. abuts the planet gears of the planetary gear.

The freedom of movement of the ring wheel in the axial direction is limited by the geometric design of the teeth of the ring wheel and the clutch ring. At the axial end positions of the ring wheel, end surfaces at the tooth tips of the ring wheel meet and abut a circumferential end surface of the respective coupling ring, which means that the ring wheel can no longer be displaced in the axial direction.

Document WO0155620 discloses a synchronizing device at a planetary gear where the planetary gear comprises a sun gear, a planet gear holder and a ring gear. The sun gear is rotatably connected to the input shaft and a number of planet gears engage with the sun gear, which planet wheels are rotatably mounted on a planet wheel holder rotatably connected to an output shaft. An axially displaceable ring gear encloses and engages the planet gears. The low and high gears of the gearbox are obtained by displacing the ring gear axially between the low-range position and the high-range position.

In order to reduce forces and energy required when shifting, an axially displaceable coupling sleeve can be arranged around the ring wheel. The coupling sleeve can be designed with a lower weight than the ring wheel, which means that it becomes easier to displace the sleeve compared to displacing the ring wheel.

Document SE-C2-504063 discloses a planetary gearbox and an auxiliary gearbox provided with coupling rings and synchronizing rings, which are arranged on each side of the ring gear and a coupling sleeve, which is arranged outside the coupling rings, the synchronizing rings and the ring wheel, which coupling coupling sleeve is for the ring gear with either of the clutch rings, the planetary gear's gears are provided with a straight tooth, which means that the ring gear and the clutch sleeve are designed to have a function adapted to the straight teeth of the gears. The known auxiliary gearbox has only two gear positions where the ring wheel assumes either a high-range or low-range position.

SUMMARY OF THE INVENTION Despite known solutions, there is a need to further develop a gearbox which requires low energy when switching between the low range mode and the high range mode. The ring wheel has a considerable mass that requires energy when moving in the axial direction. In order to achieve the axial displacement of the ring gear, the actuators and the equipment intended therefor must be dimensioned to withstand the forces generated, which increases the weight of the gearbox. The diameters of the coupling and synchronizing rings are limited by the diameter of the ring wheel, which means that the synchronizing function of the coupling and synchronizing rings is adversely affected. The traditional gearbox has a few fixed locked positions between the synchronizing rings and the ring gears, which means that facets are formed in the surface of the gear's gear anchor. The number of facets formed corresponds to the number of locked positions between synchronizing rings and ring wheels. These facets cause uneven running and noise in the gearbox and contribute to a shorter service life of the gears, which leads to a deterioration of the gearbox's reliability and reliability. There is also an effort to reduce noise from the gearbox and increase possible torque transmission in the gearbox. Under certain operating conditions, it is desirable to remove power from the vehicle's internal combustion engine via a main gearbox when the vehicle is stationary. Since the known auxiliary gearbox can only assume a high-range or low-range position, the known auxiliary gearbox will transmit a torque in all operating conditions.

The object of the present invention is to provide a gearbox which requires low energy when shifting. A further object of the invention is to provide a gearbox which exhibits high reliability and reliability. A further object of the invention is to provide a gearbox which allows increased torque transmission. A further object of the invention is to provide a gearbox which has a low noise level. A further object of the invention is to provide a gearbox which allows extreme power from a stationary vehicle. A further object of the invention is to provide a gearbox, with low axial forces, which acts on the axial bearing of the gearbox. Yet another object of the invention is to provide a gearbox which exhibits a good synchronizing function.

These objects are achieved with a gearbox of the type mentioned in the introduction, which is characterized by the features stated in claim 1. These objects are also achieved with a vehicle, which comprises a gearbox of the type mentioned in the introduction, which is characterized by the features By limiting the movement of the ring wheel in the axial direction and instead arranging an axially displaceable sleeve on the outside and coaxial with the ring wheel, shifting can be performed by moving the sleeve to a first axial end position where the sleeve is fixedly connected to the gearbox housing. set and to a second axial end position where the sleeve is connected to the sun gear. The sleeve can be made with less material thickness than the ring wheel, which means that the mass of the sleeve is lower than the mass of the ring wheel.

The sleeve and the ring wheel are rotatably arranged with each other by means of splines. The sleeve cooperates with the synchronizing rings when shifting, and since the sleeve is arranged on the outside of the ring gear and thus has a larger diameter than the ring wheel, the synchronizing rings can be made with a larger diameter compared to the diameters of the synchronizing rings in a traditional range gearbox.

By making the teeth at an oblique angle in relation to the rotation axes of the sleeve and ring gear, the sound level of the gearbox can be reduced and the torque transmitted through the gearbox can be increased.

Since the mass of the sleeve becomes lower than the mass of the ring wheel, less force and energy is required when changing. The increased diameter of the synchronizing rings means that a good synchronization when switching is obtained. Since a large number of splines can be selected on the sleeve and ring gear, a large number of determined locked positions are obtained between the synchronizing rings and the sleeve, which means that a large number of facets are formed on the gear fl anchor of the gear. However, the facets will lie close together, so that together they will be perceived as a substantially even surface of the tooth flanks. The facets therefore do not affect the range of the gearbox and have no significant effect on the service life of the gears.

According to an embodiment of the invention, the booms on the sleeve and on the ring wheel extend at an oblique angle relative to the axis of rotation of the sleeve and on the ring wheel.

Thus, the sleeve will absorb some of the axial forces that arise through the oblique teeth. According to a further embodiment of the invention, an axial stop mounted on the sun wheel is connected to the ring wheel, which axial stop prevents the ring wheel from being displaced axially.

The axial stop absorbs axial forces from the ring gear. Thus, the booms on the sleeve and on the ring wheel can extend parallel to the axes of rotation of the sleeve and the ring wheel.

According to yet another embodiment of the invention, the clutch sleeve can be displaced to a neutral position between the two clutch rings, which means that in the case of a stationary vehicle it is possible to extract power from the vehicle's internal combustion engine via a main gearbox.

Additional advantages of the invention will become apparent from the following detailed description.

BRIEF DESCRIPTION OF THE DRAWINGS In the following, by way of example, preferred embodiments of the invention are described with reference to the accompanying drawings, in which: Fig. 1 shows a side view of a vehicle with a gearbox according to the present invention, Fig. 2 shows a Fig. 3 shows a sectional view of the gearbox according to a second embodiment of the present invention in a low-range position, Fig. 4 shows a sectional view of the gearbox according to the second embodiment in a low-range position, Fig. 4 shows a sectional view of the gearbox according to a first embodiment of the present invention. of the present invention in a low range position, and Fig. 5 shows a sectional view of the gearbox according to the second embodiment of the present invention in a neutral position.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION Fig. 1 shows a side view of a vehicle 1, for example a truck, which comprises a gearbox 2. An internal combustion engine 4 is connected to a main gearbox 6, which in turn is connected to the gearbox 2. The gearbox 2 is further connected to the drive wheel 8 of the vehicle 1 via a transmission comprising, among other things, a propeller shaft 10. The gearbox 2 is also called a range gearbox, and has the purpose of doubling the number of gear options. The gearbox 2 is surrounded by a gearbox housing 12.

Fig. 2 shows a sectional view of a gearbox 2 according to a first embodiment in a low-rank position. The gearbox 2 comprises a planetary gear 14, which has a low and high gear, respectively, with which the shifting possibilities of the main gearbox 6 can be divided into a low-rank position and a high-rank position. In the low-range mode a downshift occurs through the planetary gear 14, and in the high-range mode the gear ratio is 1: 1.

The gearbox 2 is housed in a gearbox housing 12 and comprises an input shaft 16, which can be constituted by an output shaft of the main gearbox 6. The planetary gearbox 14 comprises three main components which are rotatably arranged relative to each other, namely a sun gear 18, a planet gear holder 20 and a ring gear 22. On the planet gear holder 20 a number of stored planet wheels 24 are arranged. Arranged on the planetary gear holder 20 is also the output shaft 26 of the gearbox 2, which is connected to the propeller shaft 10 of the vehicle 1. With knowledge of the number of teeth 27 of the sun gear 18 and the ring gear 22, the mutual speeds of the three components can be determined during operation. The sun gear 18 is rotatably connected to the input shaft 16 and the planet gears 24 engage in said sun gear 18. The ring gear 22 encloses and engages the planet gears 24. The teeth 27 of the sun gear 18, the planet gear 24 and the ring gear 22 are according to the first embodiment slanted, the that is, they have an angle with respect to the axis of rotation 30 common to the sun gear 18, the planet gear holder 20 and the ring gear 22. By cutting the teeth 27 obliquely, a reaction force arises from the gears included in the planet gear 14 in the direction of the axis of rotation. . The direction of the reaction force depends on the direction in which the teeth 27 in the planetary gear 14 are inclined. Thus, the reaction forces can act backwards or forwards in the extension of the axis of rotation 30. An axially displaceable sleeve 31 is arranged on the ring wheel, which sleeve 31 can alternatively be connected to coupling rings 34, 35 for different gear positions. The sleeve 31 is on an inner surface is provided with booms 33, which cooperate with corresponding booms 37 arranged on an outer periphery of the ring wheel 22 to form an axially displaceable spline joint.

According to the first embodiment, the booms 33, 37 on the sleeve 31 and on the ring wheel 22 are arranged at an oblique angle relative to the sleeve 31 and on the axes of rotation of the ring wheel 22. Thus, axially acting forces on the ring gear 22 from the inclined tooth will cause the ring wheel 22 to be fixed axially by the sleeve 31.

The low and high gears of the gearbox 2, respectively, are obtained by displacing the sleeve 31 axially between the low-rank position, in which the sleeve 31 is rotationally locked relative to the gearbox housing 12, and the high-rank position, in which the sleeve 31 is rotatable relative to the gearbox housing 12.

The axial displacement of the sleeve 31 is effected by a shift fork 29 schematically shown in Fig. 2, which is arranged in a groove 32 circumferential on the outside of the sleeve 31.

Preferably, the sleeve 31 has a lower mass than the mass of the ring wheel, which means that low energy and force are required to move the sleeve 31 when changing. Thus, a rapid changeover for a short period of time can be performed between the different gear positions in the gearbox.

The planetary gear 14 comprises two coupling rings 34, 35 arranged on each side of the ring wheel 22 and the sleeve 31, a high-coupling ring 34 and a low-coupling ring 35, respectively, and two synchronizing rings 36, which are arranged on each side of the sleeve 31.

The task of the synchronizing rings 36 is to provide a synchronized shift.

The high clutch ring 34 is rotatably connected to the input shaft 16 and the sun gear 18, the low clutch ring 35 being rotatably connected to the gearbox housing 12. The clutch rings 34, 35 and the synchronizing rings 36 are provided with cooperating friction surfaces 38, 39, which are preferably concise. In the embodiment shown, the two synchronizing rings 36 have the same design, but are mirror-mounted mounted on either side of the sleeve 31. The coupling rings 34, 35 are externally provided with teeth 44, which are designed to engage with the bars 33 of the sleeve 31. Substantially annular locking means 50 are arranged in each groove 52 in the sleeve 31. A respective synchronizing ring 36 is also provided, a circumferential outer groove 54 intended for the locking means 50.

Preferably, the number of booms on the sleeve 31 and on the ring gear 22 exceeds the number of teeth 27 on the ring gear 22. This provides a large number of fixed locked positions between the synchronizing rings 36 and the sleeve 31, which means that a large number of facets will be formed on the gear ugg anchor gear . However, the facets will lie close together, so that together they will be perceived as a substantially even surface of the cog ankles. The facets therefore do not affect the range of the gearbox 2 and have no significant effect on the service life of the gears.

The two synchronizing rings 36 are provided with external locking teeth 40 which during the synchronizing process block the shifting movement until synchronous rotation is achieved between the sleeve 31 rotatably locked with the ring wheel 22 and the respective coupling ring 34, 35. To obtain a good synchronizing function 2, the gearbox surface 40 of the teeth 40 of the synchronizing ring 36, which faces the sleeve 31 and which is intended to receive the bars 33 of the sleeve 31 during synchronization, provided with an angle, so-called locking angle, relative to the axis of rotation 30 of the synchronizing ring 36, which locking angle must be balanced against the braking torque which the synchronizing ring 36 transmits on the sleeve 31 in order to achieve synchronous speed.

This meant that said locking angle must be designed so that the teeth of the synchronizing ring 36 abut on the part of the sleeve 31 booms 33 which is provided with the locking angle and act sufficiently on the sleeve 31 for synchronous speed to be obtained and then detached from that part of the sleeve. 31 bars 33, which are provided with the locking angle and when the sleeve 31 is to engage in the current coupling ring 34, 35 when synchronous speed has been obtained. To ensure that synchronous speed is reached before the sleeve 31 passes the synchronizing ring 36 in the axial direction, the locking teeth 40 of the synchronizing ring 36 must not release the barrel 33 of the sleeve 31 too easily.

The sleeve 31 is provided with two internal, circumferential grooves 52, one at each end 48 of the sleeve 31. As mentioned above, the locking means 50 are substantially annular and arranged in each groove 52 in the sleeve 31. The locking means 50 are compressible in radial 10. 10 led. In each synchronizing ring 36 there is also arranged a circumferential outer groove 54 intended for the locking means 50, in which the locking member 50 can be moved when the sleeve 31 is displaced. The locking member 50 is designed as an open, resilient ring between the free ends of which it is mounted. position of the locking member 50 in the sleeve 31 there is a hatch.

The locking means 50 are arranged to be resiliently fixed in their groove 52 in the sleeve 31 in the groove 52. The locking means 50 are arranged so that by means of the bars 33 on the sleeve 31 they can be compressed radially to a position inside the bars 33 when the sleeve 31 is displaced axially to bring the current synchronizing ring 36 into engagement with its coupling ring 34, 35. Preferably, the circumferential grooves 52, 54 have a depth which is adapted to the wall thickness of the locking member in the radial direction. The locking means 50 transmits axial force from the sleeve 31 to the current synchronizing ring 36 in order to establish contact between the friction surfaces 38, 39 on the current synchronizing ring 36 and the coupling ring 34, 35. When this, an oil film formed between the friction surfaces 38, 39 will be displaced. and an initial torque between synchronizing ring 36 and coupling ring 34, 35 to be built up, which forces the synchronizing ring with its locking teeth 40 to assume a locking position in front of the barrel 33 of the sleeve 31.

Of the embodiment shown, two synchronizing rings 36 are arranged in the gearbox 2. However, it is possible to arrange med your cooperating synchronizing rings 36 on each side of the ring wheel 22.

The synchronizing rings 36 are partly rotatable relative to the sleeve 31, partly provided with the external locking teeth 40, which in gear movement block the axial displacement and coupling of the sleeve 31 with the current coupling ring 34, 35 before synchronous rotation has been achieved.

The sleeve 31 is provided at its ends 48 with internal coupling teeth 70, which are intended to co-operate with the teeth 44 on the coupling rings 34, 35. The coupling teeth 70 and the bars on the sleeve 31 are advantageously integrated with each other. The coupling teeth 70 of the sleeve 31 engage and co-operate with the teeth 44 on the coupling rings 34, 35 so that axial forces from the inclined tooth are absorbed by the coupling teeth 70 and the teeth 44 on the coupling rings 34, 35. As shown in Fig. 2, the synchronizing rings 36 an inner diameter which coincides with or exceeds the inner diameter of the ring gear 22. This can be achieved when the sleeve 31 is arranged on the outside of the ring wheel 22, which has a larger diameter than the ring wheel 22. An increased diameter of the synchronizing rings 36 means that a good synchronization when shifting is obtained.

Preferably, the number of booms 33 on the sleeve 31 and on the ring gear exceeds the number of teeth 27 on the ring wheel 22. Thus a large number of fixed locked positions are obtained between the synchronizing rings 36 and the sleeve 31, which means that a large number of facets will be formed on the gear gear . However, the facets will lie close together, so that together they will be perceived as a substantially even surface of the cog ankles. The facets therefore do not affect the range of the gearbox 2 and have no significant effect on the service life of the gears.

As mentioned above, the booms 33, 37 on the sleeve 31 and on the ring wheel 22 according to the first embodiment extend at an oblique angle relative to the axes of rotation of the sleeve 31 and the ring wheel 22. Thus, axially acting forces on the ring wheel 22 will cause the ring wheel 22 to be fixed axially by the sleeve 31, the synchronizing rings 36 and the locking means 50.

Fig. 3 shows a sectional view of the gearbox 2 according to a second embodiment in a low-rank position.

What distinguishes the second embodiment from the first embodiment is that the booms 33, 37 on the sleeve 31 and on the ring wheel 22 extend parallel to the axes of rotation of the sleeve 31 and the ring wheel 22, which means that an axial stop 56 mounted on the sun wheel 18 is connected to the ring wheel. 22, which axial stop 56 prevents the ring gear 22 from being displaced axially and thereby absorbs axial forces from the ring wheel 22. Corresponding features of the second embodiment are indicated by corresponding reference numerals which occur in the first embodiment. The axial stop 56 can be constituted by a disc-shaped plate, which is mounted on the sun gear 18 by means of axial bearings.

Since the axial stop 56 absorbs axial forces from the ring gear, the booms 33, 37 on the sleeve 31 and on the ring wheel 22 can extend parallel to the axes of rotation of the sleeve 31 and the ring wheel 22. Thus, the sleeve 31 and the ring wheel 22 do not have to be provided with oblique booms 33, 37 in the spline joint, which allows a lower manufacturing cost. The axial stop 56 is rotatable relative to the sun gear 18 and the input shaft 16, and follows the rotation of the ring gear 22. The axial stop 56 means that the axial bearing of the input shaft 16 of the input shaft 16 is subjected to less stress. The combination of oblique teeth 27 of the gears 18, 22, 24 and straight booms 33, 37 in the spline joint means that the spline joint can be made with fl your bars 33, 37 compared to oblique bars, which means that the load can be spread on fl your bars. The sleeve 31 can also be made lighter with straight bars 33, 37.

Fig. 4 shows a sectional view of the gearbox 2 according to the second embodiment in a low-range position. The sleeve 31 has been displaced by means of the shift fork 29 from the low-rank position to the high-rank position where a synchronization has been carried out in the same way as described above in connection with the first embodiment.

The gearbox 2 operates as follows and will be described in connection with Figures 3 and 4. The sleeve 31, the ring wheel 22 and the synchronizing ring 36 are stationary in Fig. 3 while the clutch ring 34, which is connected to the input shaft 16, rotates. Thus, the gearbox 2 operates in the low-range position, at which a downshift in the gearbox 2 takes place. To shift to the high-range position, the sleeve 31 must be displaced by the shift fork 29 to the left in Figure 3 in order to be connected to the rotating coupling ring 34.

Since the sleeve 31 and the ring wheel 22 are stationary and the clutch ring 34 rotates, the sleeve 31 and the ring wheel 22 must be caused to rotate at substantially the same speed as the clutch ring 34 before the coupling takes place between the ring wheel 22 and the clutch ring 34.

When the sleeve 31 is displaced to the left in Fig. 4, the locking member 50 will cooperate with the synchronizing ring 36 so that the synchronizing ring 36 is displaced in the direction of the coupling ring 34. Upon further displacement of the sleeve 31, the conical friction surface 39 of the synchronizing ring 36 will be pressed against the conical friction surface 38 of the coupling ring 34, which causes the rotating coupling ring 34 to slowly begin to pull with it the synchronizing ring 36, which thereby begins to rotate, which in turn causes the sleeve 31 and the ring wheel 22 to also begin to rotate. Further displacement of the sleeve 31 means that the locking member 50 will be compressed radially so that the gap between its ends is reduced so that the diameter of the locking member 50 decreases. Thereby, the locking member 50 will be pressed down into the circumferential groove 54 of the synchronizing ring 36, as can be seen from Fig. 4. The compression of the locking member 50 is effected by the groove 52 running in the ring wheel 22.

When the sleeve 31 is displaced axially to the left in Fig. 4, the ring wheel 22 is prevented from being displaced axially by means of the axial stop 56 arranged according to the second embodiment.

In the case where the booms 33, 37 on the sleeve 31 and on the ring wheel 22 extend at an angle relative to the axis of rotation, as in the first embodiment, an axial reaction force will act on the ring wheel 22, which axial reaction force prevents the ring wheel 22 from displacing axially when the sleeve 31 displaced axially towards the high-ranking position.

The locking teeth 40 external to the synchronizing rings 36 block the shifting movement until synchronous rotation is achieved between the sleeve 31 and the coupling ring 34, after which the connecting teeth 70 on the sleeve 31 can be inserted between the teeth 44 on the coupling ring 34, so that the synchronizing ring 36 and the coupling ring 34 is in the position shown in Fig. 4.

In the engagement of the high ranking position described above, the sleeve 31, the ring wheel 22, the synchronizing ring 36 and the coupling ring 34 will rotate as an interconnected unit and the axial force from the sleeve 31 will be transmitted via the conical friction surfaces 38, 39 between the synchronizing and coupling rings 36 , 34.

The changeover process on the low-range side takes place in a corresponding manner, but differs in that the sleeve 31 and the ring gear 22 are to be braked by means of the synchronizing ring 36 from a rotating to a stationary state.

The torques which, during a shifting process, actuate the two synchronizing rings 36 are directed in the same direction at a certain direction of rotation on the input shaft 30, e.g. when driving forward when the input shaft 30 has a certain direction of rotation. When chopping the vehicle 1, the direction of rotation of the input shaft 30 will be reversed, with the consequence that the torque acting on the synchronizing rings 36 also changes direction. In order to facilitate synchronized shifting when driving both forwards and backwards, it is desirable that the locking teeth 40 on the synchronizing rings 36 have an appropriate shape, i.e. has such a shape that the synchronizing rings 36, when synchronization is achieved, can be rotated to a position which allows shifting by completed axial movement of the sleeve 31. This design can be selected according to needs and wishes.

Fig. 5 shows a sectional view of the gearbox 2 according to the second embodiment in a neutral position. The sleeve 31 can be displaced by means of the shift fork 29 to a neutral position between the two coupling rings 34, 35, which means that it is possible to take power from the internal combustion engine 4 of the vehicle 1 via the main gearbox 6 in the stationary position. In the neutral position the sleeve 31 does not engage with one of the clutch rings 34, 35, which means that no torque is transmitted through the gearbox 2. This means that the vehicle 1 becomes stationary even though torque is transmitted from the internal combustion engine 4 to the main gearbox 6.

By arranging a power take-off not shown on the main gearbox 6, a component independent of the vehicle 1, such as a compressor, can be driven. The corresponding neutral position can be set in the gearbox 2 according to the first embodiment shown above.

The gearbox 2 described above is advantageous from a manufacturing and assembly point of view, as the required machining of the components is simple and also the number of components is small. The design is further such that the need for space in both axial and radial joints is small. The described gearbox 2 can also be used in other contexts than those described above. Thus it is e.g. it is possible to use it with hydraulic automatic gearboxes where a number of gearboxes with planetary gears are connected to each other. The invention can furthermore be used with the type of synchronizing devices in which a number of synchronizing rings are arranged on either side of the planetary gear.

The stated components and features stated above can be combined within the scope of the invention between different specified embodiments.

Claims (16)

10 15 20 25 30 15 PATENT REQUIREMENTS A gearbox for vehicles, comprising a planetary gear (14) with a ring gear (22) provided on an inner surface with teeth (27); two coupling rings (34, 35) located on opposite sides of the planetary gear (14); at least two synchronizing rings (36), of which there is at least one synchronizing ring (36) between each coupling ring (34, 35) and the planetary gear (14); an axially displaceable sleeve (31) arranged on the ring wheel (22), which sleeve (31) can alternatively be connected to the coupling rings (34, 35) for different gear positions, and which sleeve (31) on an inner surface is provided with booms (33), which cooperate with corresponding booms (37) arranged on an outer periphery of the ring wheel (22) to form an axially displaceable spline joint, characterized in that the teeth (27) extend at an oblique angle relative to the sleeve (31) and the ring wheel. (22) axes of rotation. Gearbox according to Claim 1, characterized in that the booms (33, 37) on the sleeve (31) and on the ring wheel (22) extend at an oblique angle relative to the axes of rotation of the sleeve (31) and the ring wheel (22). Gearbox according to Claim 1, characterized in that an axial stop (56) mounted on the sun gear (18) is connected to the ring wheel (22), which axial stop (56) prevents the ring wheel (22) from being displaced axially. Gearbox according to Claim 3, characterized in that the booms (33, 37) on the sleeve (31) and on the ring wheel (22) extend parallel to the axes of rotation of the sleeve (31) and the ring wheel (22). Gearbox according to one of the preceding claims, characterized in that the synchronizing rings (36) are partly limited to rotate relative to the sleeve (31), and partly have external locking teeth (40) which, during shifting movement, block the axial displacement and interconnection of the sleeve (31). with the current clutch ring (34, 35) before synchronous rotation has been achieved. 10 15 20 25 30 16 Gearbox according to claim 5, characterized in that the sleeve (31) has at its ends (48) internally arranged locking means (50) for transmitting axial force from the sleeve (31) to the current synchronizing ring (36) for effecting contact between friction surfaces (38, 39) on the current synchronizing ring (36) and coupling ring (34, 35). Gearbox according to one of the preceding claims, characterized in that the sleeve (31) is arranged to be displaceable to a neutral position between the coupling rings (34, 35) in which neutral position the sleeve (31) is disengaged from both coupling rings (34, 35). Gearbox according to one of the preceding claims, characterized in that the number of bars (33, 37) on the sleeve (31) and on the ring gear (22) exceeds the number of teeth (27) on the ring wheel (22). Gearbox according to one of the preceding claims, characterized in that the sleeve (31) has a lower mass than the mass of the ring wheel (22). Gearbox according to one of the preceding claims, characterized in that the synchronizing rings (36) have an inner diameter which coincides with or exceeds the inner diameter of the ring wheel (22). Gearbox according to one of the preceding claims, characterized in that the sleeve (31) has two internal, circumferential grooves (52), one at each end (48) of the sleeve (31); and that in each groove (52) there is arranged a substantially annular locking member (50), which is compressible in radial direction, and that in each synchronizing ring (36) there is arranged a circumferential groove (50) intended for such a locking member (50). 54), wherein the locking member (50) can be moved in the grooves (52) circulating in the sleeve 31 when the sleeve (31) is displaced. Gearbox according to claim 11, characterized in that each locking member (50) is formed as an open, resilient ring (50) between the free ends of which in the mounted position of the locking member (50) in the sleeve (31) there is a door, and that the resilient rings (50) are arranged to be resiliently fixed in the groove (31) in the recess position in their groove (52) in the sleeve (31). Gearbox according to claims 12 and 4, characterized in that the resilient rings (50) are arranged so that by means of the bars (33) on the sleeve (31) it can be compressed in radial direction when the sleeve (31) is displaced axially to bring the current synchronizing ring ( 36) in contact with its coupling ring (34, 36). Gearbox according to one of the preceding claims, characterized in that the planetary gear (14) comprises a sun gear (18) connected to an input shaft (16), a planet gear holder (20) connected to an output shaft (26); and at least one planet gear (24) mounted on the planet gear holder (20). Gearbox according to claim 14, characterized in that one clutch ring (34) is connected to the sun gear (18) and the other clutch ring (35) is connected to a gearbox housing (12) arranged around the gearbox (2). Vehicle, characterized in that it comprises a gearbox (2) according to any one of claims 1-15.