192 clutches and power-stop control – Clutches – Plural clutch-assemblage
Patent
1993-06-03
1994-08-09
Bonck, Rodney H.
192 clutches and power-stop control
Clutches
Plural clutch-assemblage
74339, 192 53F, 192108, F16D 2308, F16D 1100, F16D 2306
Patent
active
053357620
DESCRIPTION:
BRIEF SUMMARY
The invention concerns a clutch with a synchronizing device which has a clutch body non-rotatably connected with a gear rotatably supported on a shaft, clutch teeth and a friction cone. It also has a synchronizing ring with a countercone and locking teeth and a sleeve which has shift teeth of which at least one part interacts via oblique end-face surfaces with locking surfaces on the locking teeth. The sleeve is axially movably passed on a sleeve guide which is non-rotatably connected with the shaft.
In transmissions which are operated under traction interruption, that is, an input shaft is separated from a drive engine by means of a clutch during a change of speed, the respective speed can be introduced with a clutch of the above described kind by coupling the shaft with the gear that rotates on the shaft and belongs to the speed. Thereby, the torque in the connected condition is transmitted to the shaft by the gear via the clutch body, the clutch teeth, the shift teeth, the shift sleeve and the sleeve guide. The speed engaged determines the reduction ratio and thus the speed ratio between the input shaft and the output shaft of the transmission. The gears of the remaining speeds, which rotate freely and are constantly engaged, run at a speed corresponding to their reduction ratio and, specifically, the gears of a lower reduction stage which correspond to a higher speed run quicker than those of the higher reduction stage.
In order that the shift teeth of the sleeve can engage in the clutch gearing of the clutch body, the parts to be coupled previously must be brought to an equal speed. The synchronizing device serves this purpose. It consists essentially of a friction cone on the clutch body and a synchronizing ring with its countercone and the locking teeth. The synchronizing ring rotates with the sleeve, but it can rotate opposite thereto about a limited angle.
If the sleeve is moved in a direction of the gear to be engaged, the synchronizing ring will reach with its countercone against the cone of the clutch body. Here it rotates relative to the sleeve so that the oblique surfaces of the selector teeth strike on the locking surfaces of the locking teeth. An axial force is thereby exerted upon the synchronizing ring. The shifting force simultaneously produces, via the oblique surfaces, a restoring force on the synchronizing ring. When the parts rotate synchronously, the restoring force outbalances the peripheral force acting on the friction surfaces and brings the synchronizing ring to a neutral position in which the sleeve can be passed through.
Under normal conditions, that is, at temperatures for which the viscosity of the transmission oil has been fixed, the synchronous speed of the parts to be coupled is retained after the synchronization as result of the inertia until engagement has been completed. At low temperatures, where the transmission oil has a higher viscosity, the transmission oil strongly brakes the parts disengaged from the drive during the change of speed. Now, if a change over is to be effected from a higher reduction stage, from a lower speed, to a lower reduction stage, the gear that next rotates quicker is braked both by the synchronizing device and by the higher oil viscosity. Therefore, it passes already after a short time through the synchronization point in which the synchronizing ring rotates in an opposite direction relative to the sleeve. In the neutral position, the shifting stroke is briefly released and the shift teeth engage the locking teeth through interspaces. Since now the axial force is no longer exerted upon the synchronizing ring, the gear decreases in speed even more so that the shift teeth of the sleeve scratch on the coupling teeth prior to engaging. The resulting noises, the "cold scratching" are found annoying.
It is known (DE-C1 34 44 670) that the front oblique surface in a direction of rotation has on the shift sleeve a greater axial expansion than the rear oblique surface in the direction of rotation. It is obtained thereby that when going through the sy
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patent: 4830158 (1989-05-01), Uno et al.
patent: 4905806 (1990-03-01), Hillenbrand et al.
Bonck Rodney H.
Zahnradfabrik Friedrichshafen AG
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