EP0152590B1 - Schaltkupplung - Google Patents

Schaltkupplung Download PDF

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Publication number
EP0152590B1
EP0152590B1 EP84115333A EP84115333A EP0152590B1 EP 0152590 B1 EP0152590 B1 EP 0152590B1 EP 84115333 A EP84115333 A EP 84115333A EP 84115333 A EP84115333 A EP 84115333A EP 0152590 B1 EP0152590 B1 EP 0152590B1
Authority
EP
European Patent Office
Prior art keywords
sleeve
coupling
sleeves
balls
coupling flange
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
EP84115333A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP0152590A3 (en
EP0152590A2 (de
Inventor
Heinrich Ing. Sassen
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Zahnradfabrik Altona Elbe Hans Meyer GmbH and Co KG
Original Assignee
Zahnradfabrik Altona Elbe Hans Meyer GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zahnradfabrik Altona Elbe Hans Meyer GmbH and Co KG filed Critical Zahnradfabrik Altona Elbe Hans Meyer GmbH and Co KG
Priority to AT84115333T priority Critical patent/ATE41758T1/de
Publication of EP0152590A2 publication Critical patent/EP0152590A2/de
Publication of EP0152590A3 publication Critical patent/EP0152590A3/de
Application granted granted Critical
Publication of EP0152590B1 publication Critical patent/EP0152590B1/de
Expired legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles

Definitions

  • the invention relates to a positive clutch, in particular for the reduction gear of electromotive monorail trolleys, which has at least one substantially axially parallel recess for engaging at least one axially parallel coupling projection of an axially displaceable and non-rotatably mounted on the output shaft and by means of a spring disengageable coupling flange , as well as a cylindrical thrust sleeve sliding on the output shaft, to which a counter sleeve is axially immovably connected to the output shaft, the end of the counter sleeve facing the coupling flange being provided with an oblique end face, between which and the end face of the coupling flange switching balls lie, the two sleeves are surrounded by a shift sleeve which is axially displaceably mounted on the thrust sleeve and which has an enlarged inner diameter in the area of the sleeve ends meeting one another Chmesser and has a surface applied to the shift balls, and on the shift sleeve a switching actu
  • a clutch of a similar type is known (DE-B-1 178 262).
  • This clutch works with two spur-toothed clutch disks, an axially displaceable, spring-loaded clutch sleeve and one or more balls on inclined surfaces to lock the clutch in the engaged position.
  • the known clutch is thus used for backlash-free locking in a clutch with spur-toothed clutch disks, with which, after switching a shift fork into a position that indicates the engaged position of the clutch, the engagement and locking of the clutch takes place automatically, even when the clutch disks are switched in one Standing tooth-on-tooth.
  • the balls provided for this purpose which bear against the inclined surface of the shift sleeve, serve to lock the clutch in the engaged position, so that the spur-toothed clutch disks cannot separate from one another as a result of a torque acting on the clutch from the outside, and the clutch is released becomes.
  • the transmission output gear is freely rotatably mounted on the output shaft, that the coupling flange is held in the disengaged position with the spring, the coupling flange being connected to the thrust sleeve, that both facing sleeve ends diverging in opposite directions to the outside Conical surfaces are provided, between which the switching balls are located, the diameter of which is selected so that they do not protrude the sleeve diameter when the sleeves are maximally moved apart, but protrude radially in the disengaged state when the sleeves are close together so that the inner diameter of the shift sleeve corresponds to the radial dimension Movement play of the switching balls is increased accordingly and with the diameter-bridging surface, which is designed as a conical surface, acts on the switching balls, the ring being axially movably supported against a spring acting in the disengaging direction he can prestress the shift sleeve and thus the shift balls, the thrust sleeve and the coupling flange in the engagement direction
  • the advantage of the clutch is essentially that it has a particularly robust mechanical structure, so that the clutch is particularly suitable for installation in trolleys of monorails, which are known to be extremely heavily loaded and exposed to high wear.
  • the clutch is not only suitable for use in reduction gears of electromotive driven vehicles, it can also be used advantageously if the two components to be coupled do not have a very different speed during the coupling process.
  • the engaged clutch according to the invention shown in Fig. 1 in the engaged and in Fig. 2 in the disengaged state is part of a transmission for monorails.
  • the gearbox flanged to an electric motor 1 shown broken off consists of a gearbox housing 2, which is closed with a housing cover 3.
  • the output shaft 4 coming from the electric motor 1 carries a worm 5 which meshes with a worm wheel 6.
  • the worm wheel 6 is supported by a shaft 7, which is mounted transversely to the axis of the electric motor 1 in the gear housing 2.
  • This shaft 7 also carries a pinion 8, which is in engagement with a large spur gear 9, which is to be referred to below as the transmission output gear.
  • the transmission output gear 9 is rotatably arranged on a transmission output shaft 10.
  • the shaft 10 is mounted in the gear housing 2 just like the shaft 7.
  • a vehicle wheel of the monorail trolley can be placed on the end of the output shaft 10.
  • the positive clutch according to the invention is arranged, which will be described in more detail below with reference to FIG. 2.
  • the output gear 9 is provided with one or more axially parallel coupling recesses 11, which serve for the engagement of essentially axially parallel coupling projections 12.
  • the coupling recesses and projections are cylindrical bores and cylindrical pins or pins.
  • Other coupling elements are also conceivable. It can also be considered that to facilitate the running-in of the coupling projections into the coupling recesses, helically extending tracks can be provided on the output gear 9, which then open into the actual coupling recess of maximum depth.
  • the coupling projection 12 which is designed as a bolt, is firmly inserted into a coupling flange 13, which is firmly connected to a cylindrical thrust sleeve 14, which is axially displaceable but non-rotatably (not shown) by the output shaft 10.
  • a snap ring 16 arranged in an annular groove 15 of the output shaft 10 defines the axial position of the freely rotatable output gear 9 and also serves as a stop for an annular spring abutment 17, on which a helical compression spring 18 is supported, with which the thrust sleeve 14 in the in Fig. 2nd shown disengagement position is printed.
  • the end of the helical compression spring 18 remote from the abutment ring 17 is supported on the bottom of an axial recess 19 of the thrust sleeve 14.
  • the recess 19 also ensures that in the coupled state (Fig. 1) the end face of the coupling flange 13 can come to rest directly on the facing side surface of the output gear 9.
  • a counter-holding sleeve 21 on the output shaft 10 which has the same inner diameter as the thrust sleeve 14 and can also have the same outer diameter.
  • the counter-holding sleeve 21 is supported on the one ring disk 22 on a further snap ring 23 which is inserted into a further annular groove 24 in the output shaft 10.
  • Conical surfaces 25 and 26 are formed on the two opposite end faces of the sleeves 14 and 21, which run in opposite directions and diverge outwards.
  • the conical surfaces 25 and 26 are preferably not brought down to the inner circumference of the sleeves 14 and 21; rather, the conical surfaces 25 and 26 are bordered by annular disk-shaped abutting surfaces 27 and 28, respectively.
  • the half cone tip angle of the conical surfaces 25 and 26 is preferably approximately 45 °, so that the conical surfaces 25 and 26 are approximately at right angles to one another.
  • the diameter of the switching balls 29 is selected so that with sleeves 14 and 21 lying close together according to FIG. 2, the balls 29 protrude beyond the outer diameter of the sleeves 14 and 21.
  • the switching balls 29 can assume a position in which their outer surfaces are aligned with the outer diameters of the sleeves 14 and 21. It is obvious that it is necessary for the clutch to move the switching balls 29 from the position shown in FIG. 2 to the broken line in FIG. 2 and in FIG. 1 in solid lines.
  • a switching sleeve 30 is provided, which over a large part of its length has an inside diameter d which corresponds to the outside diameter of the thrust sleeve 14.
  • the shift sleeve 30 is provided with an enlarged diameter D.
  • the switching sleeve 30 surrounds the counter-holding sleeve 21 with play. The diameter D is selected so that the switching balls 29 can assume the disengaging position shown in FIG. 2.
  • the on the inner surface of the switching sleeve 30th formed conical surface 31 between the large diameter section D and the small diameter section d gives the possibility of pushing the switching balls 29 inwards and driving the two sleeves 14 and 21 apart so that the coupling projections 12 can engage in the coupling recesses 11. This is understandably only possible if the coupling elements 11 and 12 are aligned.
  • a switching ring 35 is arranged between a one-piece molded ring flange 32 and an abutment 34 held with a snap ring 33, which is biased towards the disengaging position by means of the helical compression spring 36 arranged between the switching ring 35 and the abutment 34.
  • the selector shaft 37 shown in FIG. 1 mounted in the gearbox housing 2 is rotated with a radial handle 38 or the like. Inside the housing 2, the selector shaft 37 carries an eccentric 39 with a thrust bearing 40 which engages in the U-shaped circumferential profile of the switching ring 35.
  • the selector shaft 37 is rotated in such a way that, according to FIG. 2, the selector ring 35 is moved to the left, the helical compression spring 36 contracts. This tensioned state of the helical compression spring 36 remains until the engagement process is complete. First of all, the force of the spring 36 results in a radially inward action on the switching balls 29, which endeavor to drive the two sleeves 14 and 21 apart.
  • the selector shaft 37 is moved in the opposite direction during a disengaging process, the selector sleeve moves in the direction of the coupling flange 13, so that the selector balls 29 are no longer acted upon by the sleeve section with the small diameter d.
  • the switching balls 29 can then move outwards as shown in FIG. 2, so that the push-off spring 18 brings the two sleeve parts 14 and 21 together again and the clutch is released.
  • the helical compression spring acting on the switching ring is preferably stronger than the spring 18 pushing off the coupling flange from the output gear.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)
  • Gears, Cams (AREA)
  • Valve Device For Special Equipments (AREA)
  • Orthopedics, Nursing, And Contraception (AREA)
  • Confectionery (AREA)
  • Structure Of Transmissions (AREA)
EP84115333A 1984-02-13 1984-12-13 Schaltkupplung Expired EP0152590B1 (de)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AT84115333T ATE41758T1 (de) 1984-02-13 1984-12-13 Schaltkupplung.

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE3405038A DE3405038A1 (de) 1984-02-13 1984-02-13 Schaltkupplung
DE3405038 1984-02-13

Publications (3)

Publication Number Publication Date
EP0152590A2 EP0152590A2 (de) 1985-08-28
EP0152590A3 EP0152590A3 (en) 1987-10-21
EP0152590B1 true EP0152590B1 (de) 1989-03-29

Family

ID=6227555

Family Applications (1)

Application Number Title Priority Date Filing Date
EP84115333A Expired EP0152590B1 (de) 1984-02-13 1984-12-13 Schaltkupplung

Country Status (7)

Country Link
US (1) US4618046A (da)
EP (1) EP0152590B1 (da)
JP (1) JPS60249730A (da)
AT (1) ATE41758T1 (da)
DE (2) DE3405038A1 (da)
DK (1) DK55285A (da)
FI (1) FI77726C (da)

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPH01144552U (da) * 1988-03-29 1989-10-04
JP2545791Y2 (ja) * 1991-01-18 1997-08-27 日本ケーブル株式会社 自動循環式索道の加速、減速移送装置
DE10230184A1 (de) * 2002-07-05 2004-01-22 Zf Friedrichshafen Ag Getriebeschaltung
US7121395B2 (en) * 2002-08-12 2006-10-17 Deere & Company Torque disconnect mechanism
JP2012026461A (ja) * 2010-07-20 2012-02-09 Banno Seiki Co Ltd 噛合クラッチ
DE102014207804B3 (de) * 2014-04-25 2015-08-13 Magna Powertrain Ag & Co. Kg Elektromagnetisch betätigbare Kupplungsanordnung
CN111152652A (zh) * 2020-01-03 2020-05-15 浙江春风动力股份有限公司 全地形车及其桥用电机
US11525500B2 (en) * 2020-01-03 2022-12-13 Zhejiang Cfmoto Power Co. Ltd. Internal structure of actuator for differential mode shift
DE102021210676A1 (de) 2021-09-24 2023-03-30 Zf Friedrichshafen Ag Kopplungsvorrichtung für ein Kraftfahrzeug

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE481458C (de) * 1925-04-02 1929-08-22 Grau Hermann Ein- und ausrueckbare Kupplung mit Mitnehmerbolzen
US2846859A (en) * 1957-03-28 1958-08-12 Jean Walterscheid Maschinenfab Freewheeling safety clutch
DE1178262B (de) * 1960-03-31 1964-09-17 Siemens Reiniger Werke Ag Ein- und ausrueckbare Wellenkupplung
US3979925A (en) * 1972-09-25 1976-09-14 Taizo Kato Shaft-coupling device preventable from over-torque transmission

Also Published As

Publication number Publication date
DE3477482D1 (en) 1989-05-03
US4618046A (en) 1986-10-21
FI77726B (fi) 1988-12-30
DE3405038A1 (de) 1985-08-14
FI850479A0 (fi) 1985-02-06
ATE41758T1 (de) 1989-04-15
DK55285A (da) 1985-08-14
FI850479L (fi) 1985-08-14
DK55285D0 (da) 1985-02-07
FI77726C (fi) 1989-04-10
EP0152590A3 (en) 1987-10-21
EP0152590A2 (de) 1985-08-28
JPS60249730A (ja) 1985-12-10

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