Scania Cv Ab

Peer Norberg

Per Arnelöf

Daniel Häggström

Daniel Petersen

Tomas Selling

Nichlas Florén

Per ARNELÖF

Gustav GÖRANSSON

Paolo Fornaseri

A retarder arrangement () is configured to brake rotation of a shaft () of a vehicle (). The arrangement () includes a retarder rotor (), a retarder transmission (), a lubricant feed conduit () arranged to conduct lubricant to the retarder transmission (), a coupling device (), and an actuator element (). The actuator element () is moveable between an actuated position and an unactuated position to move the coupling device () between an engaged state and a disengaged state. The coupling device () is configured, in the engaged state, to connect the retarder rotor () to the shaft () via the retarder transmission (), and in the disengaged state, to disconnect the retarder rotor () from the shaft (). The lubricant teed conduit () includes a valve () mechanically connected to the actuator element (). The present disclosure further relates to a transmission arrangement (), a power train (), and a vehicle ().

Retarder arrangement and related devices

A power take-off arrangement () for a vehicle () that includes an input shaft (), a main transmission member (), a main coupling device (), a first power take-off unit (), a second power take-off unit (), a first coupling device (), and a second coupling device (). The first coupling device () and the second coupling device () are configured to connect, in an engaged state, a respective power take-off unit () to the main transmission member (). The first and second coupling devices () are connected to the main coupling device () such that the main coupling device () is controlled to be in the engaged state when any one of the first and second coupling devices () is in the engaged state.

Power take-off arrangement, powertrain, and vehicle

A shift control arrangement in a gearbox comprising a first shift rod having a first end connectable to a first power means and second end connected to a first shift fork; a second shift rod having a first end connectable to a second power means and a second end connected to a second shift fork; a first set of grooves arranged in the first shift rod, a second set of grooves arranged in the second shift rod; and first and second lock pins arranged between the first and second shift rods, which together with the first and second set of grooves restricts or allows axial movement of the respective first and second shift rod.

Shift control arrangement in a gearbox

A gearbox for a vehicle that includes a planetary gear with a ring gear, a sun gear and a planet gear carrier, on which at least one planet gear is rotatably mounted, which ring gear and sun gear are configured to engage with the at least one planet gear; a gearbox housing surrounding the planetary gear; an input shaft and an output shaft for the transfer of torque to and from the gearbox; a first axially movable coupling sleeve for selectively engaging and disengaging the planetary gear with/from the gearbox housing and for selectively engaging and disengaging the ring gear, the sun gear and the planet gear carrier with/from each other; and a second axially movable coupling sleeve for selectively engaging and disengaging the output shaft with/from the ring gear and with/from the planet gear carrier.

Gearbox for vehicles and vehicles comprising such a gearbox

Provided is a shift control arrangement in a gearbox, comprising a first shift rod with a first end part connectable to a first power means and second end part connected to a first shift fork; a second shift rod with first end part connectable to a second power means and second end part connected to a second shift fork; a first set of grooves in the first shift rod, a second groove in the second shift rod; and a lock pin between the first and second shift rods, which lock pin, with the first set of grooves and the second groove restrict and/or allow axial movement of the respective first and second shift rods. The first end part of the first shift rod is provided with an axial directed cut out for non-conflicting with the lock pin, and the first end part of the second shift rod is provided with a control surface for axial movement of the lock pin.

A brake arrangement for a gearbox is provided, where the gearbox comprises an input shaft, a counter shaft, a main shaft and a plurality of gear wheels pairs which each comprises a primary gear wheel arranged on the counter shaft and a secondary gear wheel arranged on the main shaft. The brake arrangement further comprises at least two brake units each configured to act with a braking torque on the counter shaft or a component connected to the counter shaft, and a control unit configured to control the activation of the brake units. The control unit is configured to activate the at least two brake units one at a time or both simultaneously during an upshift process in the gear box when a secondary gear wheel of a gear wheel pair to be engaged in the gear box is retarded to a synchronous speed with the main shaft.

Brake arrangement for an upshift process in a gearbox

The present invention relates to a device for a gearbox which comprises a main shaft, a counter shaft, a plurality of gearwheel pairs each comprises a primary gearwheel arranged on the counter shaft and a secondary gearwheel arranged on the main shaft and a PTO shaft. The device comprises a switch mechanism movably arranged to a first position in which the PTO shaft is disconnected from the counter shaft in a non-rotatable state, to a second position in which the PTO shaft is rotationally fixedly connected to the counter shaft, and to a neutral position in which the PTO shaft is in a rotatable state and disconnected from the counter shaft. The device comprises further a clutch mechanism able to provide a clutching connection between the counter shaft and the PTO shaft when the switch mechanism is in the first position and in the neutral position.

Growing community of inventors

Södertälje, Sweden

Peer Norberg