Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
  • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
  • F16H63/30—Constructional features of the final output mechanisms
  • F16H63/302—Final output mechanisms for reversing
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
  • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
  • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
  • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
  • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
  • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
  • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
  • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
  • F16D2023/0681—Double cone synchromesh clutches
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
  • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
  • F16H63/30—Constructional features of the final output mechanisms
  • F16H2063/3093—Final output elements, i.e. the final elements to establish gear ratio, e.g. coupling sleeves or other means establishing coupling to shaft

Definitions

• the invention relates to manual gearboxes, namely to their synchromeshing gear. It deals with modifications to the synchromeshing gear, which are designed to engage one forward gear, where by shifting the synchromeshing sleeve assembly in the direction opposite to the forward gear engaging the rotation of the shaft and gear, to which the reverse idler is to be meshed, most often by an axial shifting, is stopped.
• synchromeshed engaging of forward gears in manual gearboxes there are many designs of so-called synchromeshed engaging of forward gears in manual gearboxes.
• these are primarily designs based on synchromeshing sleeves, which, when moved, first produce pressure on a conical friction brake, which in turn, because of the friction between the freely rotating gear and the carrier of the synchronizing sleeve, together with the harbouring shaft of the device described, equalizes the angular velocity of them and makes it possible, because of no or minimum peripheral forces between the two bodies to be joined, to complete the gear changing movement so that the internal teeth of the synchronizing sleeve get over the outside teeth of the friction plate of the clutch, which is joined by grooves to the carrier of the synchronizing sleeve, to the additional outside teeth, that are permanently joined to the freely rotating gear originally installed there.
• the first one the so called "reverse gear brake” is achieved by a friction clutch starting to work at the beginning of the engaging reverse gear shift by braking the rotating shaft against a member joined to the gearbox case, which is the case of patents US 4225024 and/or US 5381878, or against the member, represented by an additional pair of joined wheels of which each one is firmly joined to one of the gearbox shafts as can be seen in patent US 5381878.
• Another solution is based on braking the rotating shaft, which carries the forward gear wheel that cannot be disengaged, which means that the shaft of this wheel on which it is freely rotating-if this forward gear is not engaged is, during the course of changing gear, braked.
• the synchromesh device in manual gearboxes which has been modified to improve shifting into reverse gear, comprising one of the forward gears locked synchromesh device and a device used as a temporary friction joint of the same shaft with the gear of the same forward gear, installed on this shaft, where the present invention is based on combination, wherein the friction clutch control, modified in the synchromeshing clutch, originally designed just to engage the forward gear, is achieved via a pulling casing, joined to the side of the synchromeshing clutch to a part of it that is rotating because of the freely rotating gear, but which can be shifted to friction contact with a part of the carrier of the synchromeshing sleeve, which is carried away -together with the carrier- by this gear's shaft, and on the opposite side of the carrier of the synchromeshing sleeve the pulling casing is joined for one-way control that depends on the movement of the synchromeshing sleeve in the direction indicated by the direction of the shifting movement, which correspond
• the synchromeshing device so that the axially shifted synchromeshing sleeve of the forward gear is joined within the framework of the gear changing control mechanism via an engaging gear using a shifting fork, or a reverse gear lever, and the synchromeshing sleeve has inward-pointing face-tapered sleeve teeth, but it is the outside oriented, axially tapered locking teeth, made on the axial shift-limited connecting locking casing, which goes through the axial openings via the synchromeshing sleeve ' s carrier up to the synchromeshing ring, that goes up to the path of the sleeve's teeth axial shifting, and is propped against the first radial centrifugal border of the pulling casing, which goes through the synchromeshing sleeve's carrier a place close to the shaft concerned, and on the other side of this carrier it meshes via its second centripetal border, which has detents, made on the cone-like friction casing, installed
• a synchromesh device with the minimum of additional elements compared with the original design can be produced. It can also provide braking of the freely rotating gear on the gearbox shaft, by which its meshing gear, joined firmly through its housing shaft with another gear to which the idle reverse gear is to be shifted to, or engaged in some other way, to achieve engagement of reverse gear, is stopped as well. Therefore basically the reverse gear sychromeshing is achieved by a modification that is simple, cheap, reliable in operation and takes up almost no additional room in the gearbox.
• Fig.1 is a longitudinal section through the synchromeshing device assembly
• Fig.2 is a detailed longitudinal section of the synchromeshing clutch modified to improve engaging reverse gear.
• the shifting gear 5 a part of the gearbox control device, is first modified to make an engaging step of one of the forward gears, in this particular case the fifth gear, by shifting the control mechanism 5 in one direction and, second, to make the shifting step to engage reverse gear by shifting the control gear 5_in the opposite direction.
• the shifting fork 5 is on the shifting gear, which is placed in the synchromeshing sleeve 4 of the shifting clutch to engage the fifth forward gear.
• This shifting clutch is of a normal design, and consists of a synchromeshing ring H-carried -together with the synchromeshing sleeve 4 - by the carrier 161_ of the shifting clutch assembly.
• the friction casing 9 is fitted onto the synchromeshing ring H -through its internal conical surface - by its conical friction surface 10.
• the friction casing 9 is installed, so that it can be shifted, outside on the neck 12 of the gear 13 in such way that the detents 14 of the friction casing 9, made on its narrower end and shaped as a radial centripetal border, go between the axial detents of the neck XL This border goes - after going through the axial detents of the neck 12_ - even closer to the driven shaft 1_6's axis.
• the device works as follows:
• the device works in a completely conventional manner when engaging forward gear.
• the shifting gear shifts the synchromeshing sleeve towards the forward gear dog clutch ' s teeth where, initially, the synchromeshing clutch ' s internal teeth touch crossways the outside teeth of the synchromeshing ring which generates a force, pressing -via the friction casing- the neck of the forward gear, which induces friction of these members and therefore their speeds become unified.
• the shifting gear moves the synchromeshing sieve towards the outside teeth, or to the locking teeth of the connecting locking casing, where - because of the transfer of forces through the internal pulling casing up to the conical surface of the friction casing, which presses onto the synchromeshing ring, a peripheral force between the internal teeth of the synchromeshing sleeve and the outside teeth, or locking teeth of the connecting locking casing appears.
• This in turn after these teeth mesh to one another over the crossways face of the surfaces, induces the axial force, which prevents the synchromeshing sleeve proceeding further and this continues as long as the shifting force trying to engage reverse gear exists, i.e.
• Engaging reverse gear can take place without the collision of their teeth, because the respective gears on the driven and driving shafts have been stopped.
• This stoppage is of an absolute nature with regard to the gearbox case, because the driving shaft is stopped, because of the connection to the car wheels, which are as a rule also stopped when reverse gear is engaged.
• a device based on the invention can be used in manual gearboxes of cars and trucks, or of other moving machinery. Such a device could also be used with other kinds of gearboxes, provided a solution of a similar kinematic task is developed.

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• Engineering & Computer Science (AREA)
• General Engineering & Computer Science (AREA)
• Mechanical Engineering (AREA)
• Structure Of Transmissions (AREA)
• Mechanical Operated Clutches (AREA)

Applications Claiming Priority (3)

Publications (1)

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Family Cites Families (7)

• 2001
  • 2001-06-22 CZ CZ20012313A patent/CZ292694B6/cs not_active IP Right Cessation
  • 2001-09-17 WO PCT/CZ2001/000050 patent/WO2003001089A1/en not_active Application Discontinuation
  • 2001-09-17 EP EP01962542A patent/EP1402207A1/en not_active Withdrawn

Non-Patent Citations (1)

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