CZ2016761A3 - A dental connector - Google Patents

Abstract

The toothed clutch, for connecting the input shaft to one of the two gears (1, 2) rotatably mounted on the input shaft, includes a ring (11, 21) fixedly coupled to the gear (1, 2) and provided with external teeth ( 12, 22) and a shifting sleeve (31) disposed axially slidably and coaxially with the rim (11, 21) and provided on the outside with a radial circumferential groove (34) for engagement with the shift fork and internal teeth (32) for axial insertion and engaging the outer teeth (12, 22) of the rim (11, 21). Between the shifting sleeve (31) and the ring (11, 21) there is a guide ring (41) arranged non-rotatably on the input shaft and provided on its outer circumference with external open axial grooves (44) for guiding the inner teeth (32) of the shifting sleeve (31) ). The guide ring (41) is mounted on the input shaft axially slidably and is provided on the front side with a face toothing (42, 43) for insertion and engagement with the spur gear (14, 24) formed on the face of the collar (11, 21) facing the guide ring (41). The inclination of the engaging flanks (46, 47) of the teeth of the spur gear (42, 43) of the guide ring (41) and the inclination of the engaging flanks (16, 26) of the teeth of the spur gear (14, 24) to the tooth heel of teeth diminishes. The inclination of the opposing inverted flanks (48, 49) of the teeth of the spur gear (42, 43) of the guide ring (41) and the inclination of the opposed inverted flanks (17, 27) of the spur gear (14, 24) of the ring gear (11, 21) direction to the base of the teeth increases. The center angle of the tooth clearance between the inverted flanks (48, 49) of the leading ring gear (42, 43) of the guide ring (41) and the inverted flanks (17, 27) of the ring gear (14, 24) in the retracted toothing ( 42, 43) of the guide ring (41) in engagement with the ring gear (14, 24) of the ring (11, 21) is greater than the center angle of the tooth clearance between the outer teeth (12, 22) of the ring (11, 21) ) and internal teeth (32) of the shifting sleeve (31).

Description

^ Gz-VynáJ relates tooth clutch for connecting τΜ ^ ·· ΙΜΙ hnacíhbldh ^ deíje optionally with either of two gears disposed rotatably on the input shaft which includes a ring connected rigidly with teeth separated by an axially displaceable ₄ 6 * EvodovouTra 'gears and bearing circumferentially through the outer gaps and the shifting sleeve extending between the rim and provided with an external groove on the outside for engaging the shifting fork inside the inner teeth for axially engaging the gaps and for engaging the sleeve and the rim on the input shaft and the shifting outside outer ring teeth, with a guide ring disposed between and provided on its outer circumference

W ... axial open grooves for guiding the internal teeth of the shifting sleeves.

non-rotatably outward

BACKGROUND OF THE INVENTION

For connecting free-wheel castors to the shaft without prior tooth synchronization. Joining increases the likelihood and rebounding of both parts of spontaneous disengagement are used toothed narrower tooth and wide gear toothing and elimination of the clutch with large tooth gaps with the contact faces of the teeth transmitted torque are the tooth means such a shape of the clutch apart. To secure the clutch in both senses undercut the sides of the teeth. By cutting the flank of the tooth, which in the direction of the tooth base reduces the tooth width. This undercut along with the large tooth gaps results in a large circumferential clearance of the coupling after coupling.

Toothed clutches with minimal circumferential clearance are usually complemented by a friction synchronizing clutch, which compensates for mutual rotation of both parts of the clutch before its insertion. Correct coupling with this toothed clutch occurs only after the speed has been completely equaled, which «

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friction couplings considerably

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Even more than a direct gear shift, the contour dimensions of the entire synchronization is the strength condition of the size of the gear coupling to the couplings by special mechanisms, moving independently to zero. In one, however, they are greater than the transmitted torque.

The clutch category also includes the clutching of the clutches, which on top of each other and allowing to reduce the shifting time almost instantly, the clutches for two gears are inserted at the same time and wait for the clutch teeth to contact

At all times, however, the wheels of the gear clutch is still a gear with a spring mounted between the shift forks discarding the lightened teeth of the original gear. The disadvantage is the interconnection of the toothed stones of the desired gear, the vehicles powered, since the original included. After the teeth contact new tooth moment through thin rings, which at the same time transmit the torque arising during insertion. Therefore, this type does not have sufficient load-bearing capacity compared to conventional tooth clutches and clutch impact clutches with the same contour dimensions.

Non-traditional coupling systems include shaft coupling Principle of the analogy of coupling hub with shaft by means of hollow shaft and freewheel wheels, for example in the form of a hollow shaft ball mechanism or shifting inside the hollow shaft to freewheeling and freewheel wheels using a hollow shaft mechanism. . Shaped joints can be formed using ball extrusions through hollow shaft wall holes in gear grooves by means of a smaller movable shaft slidably mounted within the cross that slidably fits into grooves in successive gears positioned in series or pivoted latches operated by adjusters rods that move inside the hollow shaft. The disadvantage of these mechanisms is the low stiffness and load-bearing capacity of the gearbox shaft, which is simultaneously bent and torsional, and therefore has to be hollow and include holes for ejecting the bodies. In order not to weaken the shaft too much, a small number of elements are used, which are then considerably overloaded by contact pressures, because

-3transfer torque, compared to toothed couplings, at a smaller radius. Since the coupling mechanism is located inside the shaft, the diameter of the shaft is larger than that of the toothed couplings.

BACKGROUND OF THE INVENTION The prior art toothed clutches can be seen, for example, in the documents KR20120001427 (US, US 757 418S).

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417S, US2016059861 and from US5036719 and GB3346479.

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From US5036719 a synchronizing clutch is known for coupling or uncoupling the drive shaft with one of two gears arranged coaxially on the input shaft. The synchronizing clutch has two rims fixed to the gears and provided with outer teeth separated by external gaps on the circumference and a shifting sleeve mounted axially displaceable between the rims and provided with a circumferential radial groove for engagement with the shifting fork and inner teeth for axial insertion outer gaps and for engagement with outer ring teeth. The shift sleeve is mounted axially displaceably on the guide ring

mounted non - rotatably on the input shaft between the rims and provided on the

guiding the internal teeth of the shifting sleeve during axial movement of the shifting sleeve. The shift sleeve is slidable between the middle position of the disengaged drive shaft and optionally one of the two extreme positions in which the inner teeth of the shift sleeve engage both the engagement flanks of the outer ring gear and the engagement flanks of the outer teeth of the respective ring. gear wheel. Between the inverted flanks of the outer ring gear and the inverted flanks of the shift sleeve's internal toothing in its extreme position, there is a play which, when changing the sense of the transmitted torque from drive to braking, causes undesired shock when overcoming the play. gear rims on the inverted sides of the internal toothing of the shift sleeve. To eliminate this impact, the circumferential gap between the engaging teeth would have to be as small as possible. However, the small circumferential gap is an obstacle to the easy engagement of the teeth.

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two-directional power to prevent strokes that occur in the free-running impact of the tooth flanks when the power transmission direction changes from one main direction where one tooth engagement sides are engaged to the other opposite direction when the other engages. r inverted sides of teeth. The first clutch member is provided with front tooth projections whose one engagement flanks for engagement in the main direction are undercut and the other inverted flanks for engagement in the opposite direction are either stepped or also undercut. The second coaxially arranged clutch member is provided with front slots with undercut engagement flanks for engagement in the main direction and stepped or also undercut inverted flanks in the opposite direction of power transmission. Upon the entry of the front tooth projections of the first clutch part into the front slots of the second clutch part, the tooth projections of the first clutch part, with their undercut engagement flanks, engage the undercut engagement sides of the front slots of the second clutch part and under the axial force component of the undercut teeth with the second clutch part. Upon reaching a complete engagement between the first and second clutch members, the toothed protrusions of the first clutch member engage the front cleats of the second clutch member to the maximum extent in the fully engaged position, and the first and second clutch members are closest to each other. In the sliding contact between the engaging flanks of the front teeth of the first clutch part and the engaging flanks of the front slots of the second clutch part, the angular rotation between the first and second clutch parts is relative to one another. The first clutch part is provided with axial slide-out pins which extend through the front tooth projections and, after reaching the extreme retracted position, are retractable into an axial bore formed in the second clutch part.

The axial extension pins of the first clutch part, when inserted into the axial bores in the second clutch part, may transmit power in one direction or the other without causing undesirable shocks when the direction of power transmission is changed.

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The disadvantage of the gear coupling

- does not allow optional document shifting from one of the two default neutral positions,

- does not allow the coupling of the drive shaft to one of the two coaxially arranged output wheels,

- the means for engaging and disengaging are bulky and difficult to use in modern automobile transmissions,

- Solves are eliminated when changing from drive to braking mode by a very complicated design.

The aim is to overcome the disadvantages of the prior art toothed clutches and to provide a simple and

a reliable gear coupling for coupling or uncoupling the drive and driven shafts or coupling and uncoupling the drive shafts of rotatably mounted machine parts to transmit torque optionally in one of two opposite directions without causing shocks.

Disadvantages of the prior art are substantially eliminated and the invention is met by a gear coupling for coupling an input drive shaft with a gear arranged rotatably on the input shaft, comprising a ring fixedly connected to the gear and provided with outer teeth separated by external gaps and a shift sleeve mounted axially sliding and coaxial with the rim and provided with a circumferential / radial / groove on the outside for engaging the shift fork and inner teeth for axial insertion into the outer gaps and for engaging the outer teeth of the rim, with a guide ring arranged between the shift sleeve and the rim , connected non-rotatably to the input shaft and having external axial open grooves on its outer periphery for guiding the internal teeth of the shifting sleeve, according to the invention, characterized in that the guide ring is relative to the of the input shaft is axially displaceable and is provided on the face side with a face formed on the front side of the inlet shaft.

by toothing for engaging and engaging the spur face of the rim facing the guide ring, the flank of the spur of the spur guide reduces the toothing of the spur gear towards the foot of the tooth, the width of the teeth and the opposed toothing of the spur ring and the opposed toothing. the tooth pitch increases to the width of the teeth, and the center clearance angle between the inverted bevels of the leading ring and the inverted sides of the end face in the engaged ring gear engagement state is greater than the center ring and the internal teeth angle of the tooth clearance between the external teeth of the sleeve.

According to preferred embodiments, the center clearance angle between the outer ring rim and the inner sleeve of the shift sleeve may be less than 50, the circumferential guide ring may be provided with radially spring-loaded balls extending into the recesses on the inner periphery of the shift sleeve. and the outer axial closed grooves for guiding the radial guide circumferences of the shift sleeve, engagement ring and engagement flanks facing the perpendicular to the tooth gap by the shift pins extending from the inner flank of the flank guiding gear can be angled α = 0-10 the ring gear teeth and the ring gear teeth can widen in the direction of the foot.

Wreath

The M ' toothing on the spur gear is arranged to engage the front one side of the guide ring and the spur gear arranged to engage the spur gear on the opposite toothing is the guide ring side and the shift sleeve is axially displaceable between the middle position and the two opposite extreme positions. in one extreme position, the internal teeth of the shifting sleeve engage with the outer teeth of one rim, and in the other extreme position, the internal teeth of the shifting sleeve engage with the outer teeth of the other, rim.

The gear clutch according to Wynalez allows optional shifting

One of the two gears from the initial neutral position allows coupling of the drive shaft to one of the two coaxial

It has a means for engaging engagement and is useful in automobile transmissions, switching from drive mode to braking mode, and has a simple and efficient design. Furthermore, the dll gear clutch avoids spontaneous disengagement that may be caused by the forces on the sloping sides of the gear clutch teeth at torque, while limiting the peripheral play that would otherwise cause shocks in the drive train when the torque is changed. Further features and advantages of the present invention will be further apparent from the following description, which will be made with reference to non-limiting examples and also with reference to the accompanying drawing.

The toothed clutch of the invention substantially eliminates the disadvantages of the prior art and makes it easier to slip one of the two wheels into engagement in which the circumferential clearance is reduced to almost zero. This avoids the impact of shifting from the spring drive to the braking mode. The advantage of the tooth clutch according to TV; Optionally, with the transition from the ease of wheel ejection mode, the design simplicity of the gear coupling is secured against inadvertent disengagement of the speed.

Simple standard ejection, prevents impact when

axial transmission

for connecting the input drive shaft of two gears is thus eliminating the shock of the drive to the braking mode, reliability and

BRIEF DESCRIPTION OF THE DRAWINGS

The tooth clutch of FIG. 1 is illustrated by the drawings, the state, the tooth clutch in the disassembled individual phase of the coupling and the longitudinal and cross section of the tooth clutch, a view of the tooth clutch in three positions for disengaging the tooth clutch. conditions of contact of clutch tooth faces, reduction of tooth play when tooth is inserted,

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FIG. 7 shows the engagement of the inner teeth of the outer ring shifting teeth of the ring; FIG. 8 a coupling member for limiting relative axial displacement formed by the guide pin and the outer axial groove.

According to FIG. 1, the torque is supplied by an input shaft (not shown) and a toothed clutch core formed by a toothed ring 3 with internal and external teeth. The internal toothing of the shaft tooth ring 3 is mounted non-rotatably and axially non-movably on the input shaft. On the external toothing of the shaft tooth ring 3, the guide ring 41 is rotatably and axially displaceably mounted and torque is transmitted from the drive shaft not shown through the shaft ring 3 to the guide ring 41. According to FIG. 1, the cut-out clutch is configured to couple (not shown) the input drive shaft (s) selectively to one of two gears 1, 2 rotatably mounted on the input shaft by the gears 1, 2 having fixed rims 11, 21 having outer teeth circumferentially. 12, 22 by separate outer gaps 13, 23. The guide ring 41 is supported axially f by its inner axial grooves 45.

slidably on the external toothing of the toothed ring 3, it has outer / axially open grooves 44 on its outer periphery for guiding the inner teeth 32 of the shifting sleeve 31. Guide ring

4M | 41, a shifting means between the rims 11, 21 and the shifting sleeve 31 is received between the rims 11, 21 of the axially outer toothed axial grooves 44 and is provided on the outside (three-point three-sided) for engagement with the shifting fork and inside teeth 32 for axial insertion into the outer gaps 13, 23 and for engagement with the outer teeth 12, 22 of the rims 11, 21. The guide ring 41 is mounted non-rotatably on the input shaft 4 and is provided with opposite end faces 42, 43 for optional insertion and engaging one of the spur gears 14, 24 formed on the end faces of the rims 11, 21 facing the

Rotating toothed gear

31. Shift Sliding Shift Ring to • ·

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The sliding ring 41 has the sliding flanges 46, 47 of the sliding ring. The sliding flanges 46, 47 of the sliding sliding ring 41, 43 of the sliding ring 41 and the sliding flanks 16, 26 of the spur 14, 24 of the ring rims 11, 21. in the direction of the tooth base ——— '- reduce the width of the teeth. The gear clutch of FIG. 1 allows a selective connection of a not shown drive shaft and one of two rotatably mounted wheels 1, 2. Selection of a particular connection or disengagement of the individual wheels 1, 2 is made by moving the shift sleeve 31 to the left or right. The shifting sleeve 31 is movable by its internal grooving on the outer grooving of the displacement guide ring 41. The spur gears 42, 43 have opposite inverted flanks.

48, 49. Opposite inverted flanks 48, 49 of spur gear 42, 43 of sliding guide ring 41 and opposed inverted flanks 17, 27 of spur gears 14, 24 of ring gears 11, 21 increase tooth widths. Tooth clearance between the inverted flanks 48, 49 of the front ring 43 and the inverted flanges 17, the front flange 24, of the ring gears 11, 21 in the engaged state of the toothing.

42, 43 of the slip ring 41 * into engagement with one of the spur gears 14, 24 of the rims 11, 21 is greater than the clearance between the outer teeth 12, 22 of the rims 11, 21 and the inner teeth 32 of the shift sleeve 31. 43 of the slide guide ring 41 engages one of the spur gears 14, 24 after the clutch has been joined

AND..

. Between the shift sleeve 31 and the spur gear 42, 43 of the displaceable guide ring 41 are interposed members comprising locking balls 54 with springs 53 and guide pins 39. The guide ring 41 is provided with radially spring-loaded balls 54 extending into the recesses 52 on the circumference. The guide ring 41 is further provided with outer axially closed grooves 51 for guiding radial guide pins 39 extending from the inner periphery of the shift sleeve 31.

Figures 2a, 2b, 2c, 2d show the individual phases of coupling and uncoupling of the toothed coupling, with changes in the relative positions of the mechanism parts and the respective positions of the couplers.

Fig. 2a shows a neutral position in which the position of the shift sleeve 31 and the front teeth 43 of the slide guide ring 41 defined by the retaining balls 54 with springs 53. The engagement of the toothed clutch engages, the toothed clutch engaging, by axially shifting the fork which shifts the shift sleeve 31.

As shown in Fig. 2b, the ball 54 moves the frontal end of the ring 41, which is inserted into the frontal end of the ring.

that they cause. a gear sleeve 31 of the rim shifting teeth over the locking guide

11, 21. As shown in FIG. 2b, if the end guide teeth 41, 24, of the slide guide ring 41 do not slide smoothly into the tooth gaps 15, the end guide rings 11, 12, 11, 12, 11, 12, 11, 12, 11, 12, because they are frontal

Even the sliding guide ring 41 touched the tooth faces of the front 5zub4ifM /

14, 24 of the rim 11, 12, the locking balls 54 jump out of the holes on the inner surface of the shifting sleeve 31 and only the shifting sleeve 31 continues to move axially. This movement is, however, bound by a second coupler. 31 and extending into the longitudinal holes in the front teeth of the slide guide ring 41. After the guide pins 3 contact the end of the longitudinal holes with the shift sleeves 31 of the ring 41.

42, 43 movable

However, due to the different angular i, the displacement force is transmitted from the front to the front. the driven part of the clutch, represented by the front ring gear 41 and the front ring gear teeth 11, rotates the front ring gear teeth 43 opposite the tooth gaps of the front ring gear teeth 12, 12 and allows the front ring gear teeth 41 to be inserted into the tooth gaps 15, 25 of the front end 11 of the ring 11, 12. The engagement sides of the teeth of the front guide ring 41, and the front teeth 41 of the ring 11, 12 are undercut so that the toothing force generated causes the axial pulling of the guide ring 41 into engagement with one of the rings 11. ,

12, thereby facilitating the engagement of the toothed clutch and secures the toothed clutch against spontaneous disengagement during transmission of the driving torque. The inverted flanks 48, 49 of the front end 43 of the movable

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The guide ring 41 and the front teeth 24, 24 are undercut and are inclined at a greater angle than the undercut of the engaging flanks 16, 26 of the teeth. These tooth shapes are wedges which cause the teeth of the clutch teeth to have a greater clearance at the beginning of the insertion of the guide ring 41 into the tooth gaps 15, 25 of the front teeth of the rim 11, 12. than after inserting it. Sufficient toothing clearance for insertion increases the likelihood of engaging the coupling and bouncing both coupling parts before engaging. After the guide ring 41 has been moved to the bottom of the tooth gaps of the front (gzub P1A, 24 of the ring 11, 12, the coupler guide pins 39 allow for further axial shifting of the shift sleeve 31 laterally. an outer groove of the same type as the outer groove of the front grooves 43 of the slide guide ring 41.

the toothed start reduces the abutment of the tooth faces of the front teeth wreaths are not sou

According to Fig. 2c, the shifting sleeve 31 is inserted by its internal grooving directly into the external grooving of the front teeth, 24 of the ring 11, 12, or by chamfered recesses on the faces of the external teeth 12, 22; 22 of the outer spline of the rim 11, 12 against the tooth gaps 33 of the inner spline of the shift sleeve 31. The spline flanks are undercut so that the force in the slots causes axial pulling of both parts, thereby facilitating insertion of the shift sleeve 31 and securing it against spontaneous ejection. This phase, shown in FIG. 2c, already fully circumscribes the peripheral clearance of the mechanism and provides torque transmission by the main sense through the faces 43 of the transfer guide ring 41 and the front end rings 12, 12 and the opposite sense by the external teeth 12, 22 of the rim 11, 12 and the internal teeth 32 of the shift sleeve 31.

According to FIG. 2d, the toothed clutch is disengaged to disengage it by axially shifting the shifting sleeve 31 * back to a central position, whereby the shifting sleeve 31 and the front teeth 43 of the slide guide ring 41 are reconnected.

• ·

-12aretačních beads 54 with a spring 53, as shown in Fig. 2d, and ^{- -} as well as the two components which constitute the shift sleeve 31 and the front ůEubg <| V

42, 43 of the slide guide ring 41 extend as a whole to the neutral position as shown in FIG. 2a.

Fig. 3a shows a longitudinal section of the gear coupling. The toothed ring 3 is mounted firmly on the input shaft 6 and on the outer toothing of the toothed ring 3, the sliding guide ring 41 is axially slidably mounted. The sliding guide ring 41 is provided with a spur 42 on the front side for engaging the spur 14 of the ring 11. front side of the guide ring is provided with spur toothing 43 for engagement with a spur gear rim 24 on the 21st of the shift sleeve 31 with a guiding peripheral groove 34 is axially movable from the intermediate position shown in Fig. _3? -to one extreme position for engagement with external fzub 12 to the ring 11 or to the second extreme position for engagement with the outer? tooth 22

wreaths 21.

FIG. 3b is a cross-sectional view of the clutch showing the location of the coupling members between the shift sleeve 31 and the slide guide ring 41. The coupling members are formed by locking balls 54 housed in cylindrical recesses 52 formed in the slide guide ring 41. springs 53 are arranged with the locking balls 54. Holes 38 are formed against the locking balls 54 in the shifting sleeve 31, into which the locking balls 54 engage the shifting sleeve 31 in the initial middle position. The coupling members are also guide pins 39 which are supported by their heads. in the shoulder radial holes 40 of the displacement guide ring 41, the apertures 40 extend, extend from the inner periphery of the shift sleeve 31, and engage the enclosed peripheral grooves 51 formed on the outer periphery of the displacement guide ring 41.

Referring to Fig. 4, the shifting sleeve 31 is movable between the middle position of Fig. 4c to one of the extreme positions of Figs. 4a, 4c. Along with the shifting sleeve, the shifting guide ring 41 is moved, whose 4¾ 43 spur gears optionally engage one of the spur gears 14, 24 and thus transfer the twist.

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The torque from the input shaft (not shown) through the ring 41 to one of the wheels 12, which are rigidly connected to the rims provided with the outer flanges MB 12,

Referring to FIG. 5, the undercut face of the slide guide ring 41 and the undercut face relative to the relative speed increase the likelihood of engagement with minimized tooth face contact even in the case of a tooth clutch with little tooth play.

axial guide

correspondingly friction fronts

If the displacement speed of the guide ring 41 is appropriately selected and the relative speed of the two coupling parts determined for this purpose can be completely avoided. However, with rapid shifting in combination with a small speed difference between the two coupling parts, friction of the tooth faces can occur.

According to FIG. 6, they have the widest dimension at the point of the tapering engagement.

43; 14, 24 tooth to teeth do?

trapezoidal front / tooth tooth base and towards the head thereby reducing tooth play during insertion

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The more customs are "zubfFqz, 43;

lowered into engagement, the less will they have. The front tooth is formed by some wedges which are inserted into the gaps / the initial phase of the insertion is relatively large, is smaller after insertion, thereby pre-limiting the clearance and subsequently delimiting the circumferential toothing> 4 **. 21. | ,

Referring now to FIG. 7, when the front teeth are displaced by the belt

V 'are not continuously inserted into the front gaps 15, 25 of the ring 11, 21 when the tooth faces have contacted and the resistance of the locking balls 54 is overcome, then the shifting sleeve 31 slides into the outer guide ring 41 relative to the positioning coupler. It is formed by a guide pin 39 and an outer closed by an axial / groove 51. At this time, the inner teeth 32 of the shifting sleeve 31 must not come into contact with the thicker tines 12 of the rim 11. before the end contact of the fronts ceases, and the front end of the displaceable guide strip 41 is directed into the tooth gaps 15, 25 of the front lips 24, 24 of the rim 11, 21. Previous contact of the front peripheral teeth of the rim and the inner teeth of the sleeve would these teeth into the wrong tooth gap and thus prevented the axial axle.

-14Turning the front teeth and the clutch would lock. The remaining displacement of the front teeth into the tooth gap b _max corresponds to the displacement of the sleeve to the limit position. The length of the outer ring teeth must not exceed this dimension b _max .

According to FIG. 8, the displacement of the shift sleeve 31 relative to the slip ring 41 is limited by the length of the outer closed / axial groove 51 in which the guide pin 39 extends from the inner circumference of the body of the shift sleeve 31. the sleeve directly to the gear. To calculate the length of the outer closed axial groove, it is first necessary to determine the necessary shifting of the shift sleeve against the shift ring in the engaged position.

The length of the outer whole mechanism groove ~ ( ^and grooves 2), with reference

1 to 8, it is further disclosed that the shapes of the front guide ring 43, the guide ring 41, the front teeth 24, the rims 11, 21, the sides are more flawless. 12, 22 of the rims 11, 21 and the flanks of the inner tooth of the gear shifter 31 prevent the automatic ejection and at the same time limit the circumferential clearance of the engagement of the sliding and locking ball 54 with the springs 53 lock the relative position of the gear shifter 31 and the front teeth. prevents spontaneous insertion of the front teeth into the front teeth of the counterpart when the toothed clutch is in the neutral position. The front teeth of the sliding guide ring the front teeth of the counterpart of the rim 11, 21 have undercut engagement teeth, and

flanks used to transmit drive torque ^ V to prevent self-disengagement. The front teeth of the counter-rim of the rims 11, 21 and the shifting sleeve 31 have undercut engaging sides of the tooth flanks for transmitting the opposite sense of torque. Angular position of the front teeth of the rims 11, 21 and the front teeth

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The displacement shift ring 41 must be such that when the front teeth of the displaceable guide ring 41 are fully inserted into the tooth gaps of the front teeth of the rim of the rim 11, 21 and the engagement sides of the front teeth of the displacement guide ring 41 and 11, 21, the teeth of the outer teeth of the counter-ring gear 11, 21 are opposite the tooth gaps of the internal grooving of the gearshift sleeve 31. The axial distance between the front teeth of the counter teeth of the gear ring counterpart 11, 21 and the end teeth of the counterpart gear ring 11, 21 is such that of the guide ring ring 41 and the front teeth of the counter ring of the collar 11, 21, and there is no contact if the locking balls 54 with the springs 53 are overcome and the shift sleeve 31 is moved to the limit position defined by the guide pins 39 in the closed grooves. The teeth of the external grooving of the front teeth of the rim of the rim 11, 21 and the faces of the internal teeth 32 of the shifting sleeve 21 must be inserted into the tooth gaps 15, 25 of the front flutes 14,24 of the rim of the rim 11, 21 | the axial spacing of the front teeth of the rim counterpart 11, 21 and the front teeth of the rim counterpart 11, 21 allow the external grooving teeth of the front rim counterpart 11, 21 to be inserted into the tooth gaps 33 of the inner sleeve 32 of the shift sleeve 31.

The arrestment formed by the locking balls 54 with the springs 53 enables their disengagement relative to the axial displacement of the shifting sleeve 31 relative to the front teeth of the displacement guide ring 41 when the tooth faces of the displacement ring 41 and the front teeth of the rim counterpart 11, 21 contact. of the guide ring 41 and the bottom of the tooth gaps of the front teeth of the rim of the rim 11, 21.

3, the retaining balls 54 'with the springs 53 must further enable the shifting sleeve 31 and the front teeth of the shifting guide ring 41 to be joined together as the shifting sleeve 31 is axially moved during the sliding clutch sliding process to the neutral position as shown in FIG. so that the front teeth of the guide ring 41 are also moved into the neutral position and • · ·

At the same time, these shifting sleeves 31 have the front teeth of the slide guide ring 41 fixed to the neutral position.

• · ·

List of reference marks

1 Gear 2 Gear 3 Shaft ring 4 input shaft 5 gap 11, 21 Wreath 12, 22nd Outer teeth íí 13, 23 External spaces 14, 24 Face 0zubj | i | r | ^ 15, 25 Front gaps 16, 26 Engaging hips 17, 27 Mar: Reversed hips 31 Shifting sleeve 32 Internal teeth 33 Internal gaps 34 Perimeter groove 35 Drilling 37 Internal recess 38 Opening 39 Guide pin 40 opening 41 sliding guide ring IN 42 Frontal .gzubj ^ n ^ 43 - 9 Customs Substance / 44 External open axial grooves 45 Inner open axial grooves 46 Engaging hips 47 Engaging hips 48 Reversed hips 49 Reversed hips Stu · ** '"*" ’* ·· *. 51 Outer / closed F ...... / 52 Counterbore 53 Springs 54 Locking balls and Angle of inclination β Angle of inclination

Patent claims

Claims (2)

A gear clutch, a gear (1, (4)), comprising a step (4) of a driving spindle (4) 2) rotatably arranged on the input shaft < . a ring (11, 21) connected rigidly to the gear (1, 2) and provided with external teeth (12, 22) circumferentially separated by external gaps (13, 23); a shift sleeve (31) disposed axially displaceably and coaxially with the ring X (11, 21) and provided. . on the outside (11) of the driving slot (34) for engaging the shift fork and on the inner side with inner teeth (32) for axial insertion into the outer gaps (13, 23) and for engagement with the outer teeth (12, 22) of the rim (11, 21), wherein. a guide ring (41) is provided between the shift sleeve (31) and the ring (11, 21), connected non-rotatably to the input shaft (4) and provided with external outer axial openings (44) for guiding the internal teeth (32) of the shift Sleeve (31), characterized in that the guide ring (41) is provided with internal open axial grooves on its inner periphery for axially sliding fit on the input shaft (4) and is provided with a front toothing (42, 43) for engagement and engaging a spur gear (14, 24) formed on the end face of the rim (11, 21) facing the guide ring (41), wherein. by the inclination of the engaging flanks (46, 47) of the spur teeth (42, 43) of the guide ring (41) and by the inclination of the engaging flanks (16, 26) of the spur teeth (14, 24) of the ring (11, 21) tooth heel shrinks, and. by the inclination of the opposite inverted flanks (48, 49) of the spur teeth (42, 43) of the guide ring (41) and the inclination of the opposite inverted flanks (17, 27) of the spur teeth (14, 24) of the ring (11, 21). toward the base of the teeth increases, and • · · · Vo 2% 3 ^ Vo 2% The toothing (42, 43) of the guide ring (41) engaged with the spur gearing (14, 24) of the ring (11, 21) is greater than the center clearance angle between the outer teeth (12, 22) of the ring (11, 21). ) and the internal teeth (32) of the shift sleeve (31). 2. The clutch of claim 1, wherein:. the center angle of the sine clearance between the outer rim (12, 22) of the rims (11, 21) and the inner rim (32) of the shift sleeve (31) is less than 50 '. Gear clutch according to claim 1 or 2, characterized in that the guide ring (41) is provided on the periphery. radially resilient balls (54) extending into the recesses (52) on the inner periphery of the shift sleeve (31). outer axially closed grooves (51) for guiding radial guide pins (39) extending from the inner periphery of the shift sleeve (31). Gear clutch according to one of Claims 1 to 3, characterized in that the engagement flanks (46, 47) of the spur gear (42, 43) of the guide ring (41) and the engagement flanks (16, 26) of the spur gear (14, 24). ) of the rims (11, 21) are inclined with respect to the perpendicular to the tooth gap by an angle (α) = 0 10 °. Gear clutch according to one of Claims 1 to 4, characterized in that the teeth of the spur gear (42, 43) of the guide ring (41) and the teeth of the spur gear (14, 24) of the rims (11, 21) are oriented towards the foot. expanding. Gear clutch according to one of Claims 1 to 5, characterized in that the ring (11) with the spur gear (14) is arranged to engage the spur gear (42) on one side of the guide ring (41) and the ring (21). the spur gear (24) is configured to engage the spur gear (43) on the opposite side of the guide ring (41) and the shift sleeve (31) is axially displaceable between the middle position and the two opposite extreme positions, the inner teeth being in one extreme position (32) a shifting sleeve (31) engaged with the outer teeth (12) of one rim (11), and in a second extreme position, the inner teeth (32) of the shifting sleeve (31) are engaged with the outer teeth (22) of the other rim (21) . · »I 1/6