192 clutches and power-stop control – Clutches – Progressive engagement
Patent
1997-08-19
1999-07-13
Marmor, Charles A.
192 clutches and power-stop control
Clutches
Progressive engagement
192 533, 74339, F16D 2306
Patent
active
059213620
DESCRIPTION:
BRIEF SUMMARY
BACKGROUND OF THE INVENTION
For transmitting the input power and adapting the engine torque to the traction a vehicle needs, there are practically only used today multi-stage gearwheel transmissions.
The transmission control can be considerably simplified by means of a synchronizing device. In the synchronization, the speed adaptation of the transmission elements to be interconnected is carried out automatically or controlled in order to prevent the double clutch when upshifting or the double clutch with intermediate blipping of the throttle when downshifting. The security in traveling is clearly improved, since even in critical traveling situations, it is possible to change gears quickly, reliably and also noiselessly, the driver's right foot, for example, can remain on the brake while downshifting when traveling downhill.
A synchronizer device has to perform the following tasks: therewith rotating at different speeds so that they can be form-fittingly interconnected without grating noise; transmission elements to be connected in order to prevent grating noises and damages of the form-fitting gearshift elements; gearshift forces; transmission oil is cold, viscous or under extremely quick breaking of the gears.
The synchronized vehicle transmissions existing today, mostly use synchronizer devices for each individual gear.
The locking synchronization with conical adapter has become widespread. In this system are used conical friction cones for the force-locking speed adaptation of the transmission elements to be connected. This kind of synchronization is used both in passenger cars and in commercial vehicles.
Gearwheel and accessory clutch bodies are firmly interconnected. The clutch body has one friction cone and carries outside the selector teeth. The synchronizer sleeve is non-rotatably, but axially movably situated upon the synchronizer body, which sits firmly on the main shaft of the transmission. Each recess of the synchronizing body has a compression spring, a ball pin and a pressure piece. In the central position of the synchronizer sleeve, the springs press the ball pins through a bore in the pressure piece into a V-shaped recess of the synchronizer sleeve. Between the clutch and synchronizing bodies is situated the synchronizing ring which can perform relative to the synchronizing body a rotary motion limited by stops. The synchronizing ring likewise has a friction cone and carries on the external diameter the so-called locking teeth.
In idle, the synchronizer sleeve is in an axial central position. The gearwheels can freely rotate upon the transmission main shaft. Due to axial movement of the synchronizer sleeve, the synchronizing ring is pressed by means of ball pins and pressure pieces against the friction cone of the clutch body. Due to the speed difference of the parts to be coupled, the synchronizing ring is turned around the synchronizer sleeve as far as the stop. In this position, the locking teeth prevent the further axial movement of the synchronizer sleeve.
The axial gearshift force exerted on the synchronizer sleeve is transmitted, via the beveled teeth, to the friction cones of the synchronizing ring and the clutch body, reinforced on the friction cone, transformed to a torque and thus effects a reduction of the speed difference which becomes quicker as the gearshift force becomes stronger and thus synchronizing the torque. The chamfering angle of the locking teeth is designed so that the torque produced on the synchronizing ring, by means of the gearshift force of the synchronizer sleeve, is less than the friction torque acting opposite thereto on the cone. After achieving the synchronous speed, the synchronizing ring is turned back by the restraining gearshift pressure of the synchronizer sleeve until the teeth of the synchronizer sleeve stand before the tooth gaps of the synchronizing ring and a passage through the locking teeth for noiseless engagement of the gear is possible.
Such a locking synchronizing device has been disclosed, for example, in "ZF-B-Sperrsynchronisierung"/pub
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"ZF-B-Sperrsynchronisierung", Pub. No. R 2964-367, Mar. 1967, No translation provided ap Sep. 25, 1998.
Baasch Detlef
Bailly Gerhard
Bieber Gerold
Gazyakan Unal
Marmor Charles A.
Parekh Ankur
ZF Friedrichshafen AG
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