192 clutches and power-stop control – Clutches – Progressive engagement
Patent
1996-02-26
1997-07-29
Bonck, Rodney H.
192 clutches and power-stop control
Clutches
Progressive engagement
192 534, 192 6982, 192108, 192114T, F16D 2306
Patent
active
056514395
DESCRIPTION:
BRIEF SUMMARY
The invention concerns a transmission shift system with locking synchronization.
Multi-step gear transmissions are used today practically exclusively for transmission of the input power and adaptation of the engine torque to the tractive force required by the vehicle.
The transmission shift can be considerably simplified by means of a synchronizing arrangement. During synchronization, the speed adaptation of the transmission units to be interconnected is carried out automatically or controlled in order to thus avoid double clutching when upshifting or double clutching with actuation of the throttle when downshifting. The security in traveling is clearly increased, even in critical traveling situations, since gearshifting is possible quickly, securely and also noiselessly. The right foot of the driver, for example, can remain upon the brake in a downshift when driving downhill.
A synchronization arrangement has to solve the following problems: and of the parts connected thereto, so that they can be interconnected with positive engagement without grating noise; transmission elements to be connected in order to prevent grating and damage of the positively engaged gearshift elements; gearshift force; case of cold, viscous transmission oil or of extremely quick tearing asunder of the gears.
Taper adapters have been widely propagated in the synchronization. In this system, conical friction cones are used for the non-positive speed adaptation of the transmission elements to be connected. This type of synchronizing arrangement is used in transmissions of both passenger and commercial vehicles.
Such locking synchronization has been disclosed, for example, in "ZF-B-Sperr-synchronisierung"--publication 42290/R 2964-367 of March 1967.
The locking synchronization there described is designed so that a synchronizer ring provided with an outer gearing, when pressed on the friction cone of the clutch body, effects a rotation motion limited by stops on the synchronizing body. This rotation has the consequence that the chamfered front tooth faces of the synchronizer ring press against those of the sliding sleeve and thus prevent further movement of the sleeve. Only when the friction cone faces have contributed to the synchronous speed of the parts to be coupled does the constant pressure of the sliding sleeve cause a turn down of the synchronizer ring. The lock is thus released and the sliding sleeve is inserted into the gearing of the clutch body.
In the idling speed, the sliding sleeve is in an axial central position. Stop bolts are compressed by springs in detents of the sliding sleeve. The idler wheels can freely rotate on their shaft. The speed difference between the synchronizer ring and the clutch body and the drag torque between the friction faces thereof cause the synchronizer ring to abut on the rotation stop of the sliding sleeve. The chamfered front tooth faces of the sliding sleeve and synchronizer ring are opposite to each other.
In the locking position the sliding sleeve has first pushed the synchronizer ring, via the stop bolts and pressure pieces, to the friction cone of the clutch body. The front tooth faces have thus assumed transmission of the gearshift force from the sliding sleeve directly to the synchronizer ring. As long as a speed difference exists between the synchronizer ring and the clutch body, the friction torque on the friction cone faces of the synchronizer ring and the clutch body is stronger than the restoring torque through the chamfered front tooth faces. The sliding sleeve is therefore locked against engagement with the clutch body.
Only when the speed difference between the synchronizer ring and clutch body has been compensated and the friction torque thus removed, does the sliding sleeve move the synchronizer ring back to the "tooth on tooth gap" position. The sliding sleeve is then inserted into the likewise front-side chamfered gearing of the clutch body over the locking gearing of the synchronizer ring.
Regarding operation and production costs this known synchronizing arrangement nee
REFERENCES:
patent: 2130895 (1938-09-01), Ness
patent: 2152552 (1939-03-01), Lindstrom
patent: 2393398 (1946-01-01), Nabstedt
patent: 3385407 (1968-05-01), Kleinhans et al.
patent: 4131185 (1978-12-01), Schall
patent: 4271943 (1981-06-01), Kuzma
Bonck Rodney H.
ZF Friedrichshafen AG
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