JP2001512811A - Mesh clutch - Google Patents

Abstract

(57) Abstract: The present invention relates to a sleeve holder (8) which is non-rotatably connected to a component (1) to be connected, and is connected to each other via a slip clutch (14). And a moving sleeve (9) consisting of a driven ring (10) and a shift hub (12). The drive ring (10) cooperates with one driver (15), which is non-rotatably connected to the second connected component (2, 3). The shift hub (12) is non-rotatably and axially movably connected to the sleeve holder (8) and cooperates with one clutch body (5), the clutch body (5) being in a second connected state. The components (2, 3) are arranged so that they cannot rotate relative to each other. In order to minimize the sudden moments of the slip clutch and to easily adapt the synchronizing moment to the operating conditions, the slip clutch (14) consists of one fluid clutch transmitting torque via a viscous medium.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001] The present invention relates to a meshing clutch having a configuration described in the general concept in claim 1.

In the case of transmissions which are switched under traction force disconnection, that is, transmissions in which the input shaft is disconnected from the prime mover by a clutch during the switching process, the respective gear is switched via a clutch of the type mentioned at the outset. . In this case, the shift teeth of the moving sleeve are pushed into the connecting teeth of one clutch body which is fixed to a transmission member, for example a gear or a transmission casing. In the shifting state, torque is transmitted from one transmission member to another transmission member, for example, a gear or a rotating shaft, through a clutch body, a coupling tooth, a shift tooth, a moving sleeve and a sleeve holder, or is received by a transmission casing. Can be The sleeve holder is one synchronous body located in the moving sleeve or one guide ring arranged outside the moving sleeve, and the guide ring is fixed to another transmission member and moves to this guide ring. A sleeve is axially slidably connected via the drive teeth. The drive teeth can simultaneously fulfill other functions, and are preferably designed as shift teeth or rotating teeth.

[0003] The shifted gear stage determines the gear ratio and, consequently, the rotational speed ratio between the input shaft and the output shaft of the transmission. The uncoupled transmission member, for example, a free-running, always-meshing gear, or other gear, rotates at a speed difference corresponding to the specific gear ratio for the shifted transmission member. When switching from one shift speed to another shift speed, it is necessary for the connecting parts to reach approximately the same rotational speed before the shifting teeth of the moving sleeve engage with the connecting teeth of the clutch body to be shifted.

For this purpose, a synchronization device is used. The synchronizer generally consists of a friction surface, for example a friction cone surface or a lining disk, which is non-rotatably connected to the shifted transmission member via a disk holder to form a slip clutch. . When the transfer sleeve is moved in the axial direction, the slip clutch is active until the associated transmission members have reached at least approximately synchronization.

[0005] According to European Patent Publication EP-0184077B1, clutches are known, in particular for transmissions of the reduction gear type. One moving sleeve is movably arranged on the inner synchronization body. One friction surface is provided on the clutch body in the form of a friction cone and another is provided on the synchronization ring which rotates with the moving sleeve in the form of a corresponding cone. The synchronization ring can be pivoted between the two stops by a certain rotational angle relative to the moving sleeve, so that one locking mechanism, for example the locking teeth of the synchronization ring, occupies the locking position. .

When the moving sleeve is moved in the direction toward the clutch body to be shifted, the corresponding conical surface of the synchronization ring is pressed against the friction conical surface of the clutch body via a flexible engagement member.
In this case, the synchronizing ring pivots relative to the moving sleeve, and the bevel at the end of the shift tooth rests on the corresponding locking surface of the locking tooth. This exerts a thrust force on the synchronization ring and the friction surface. At the same time, the shifting force exerts a returning force on the synchronization ring via the slope. This return force exceeds the circumferential force acting on the friction surface with the synchronous rotation of the connecting portion, and moves the synchronous ring to an intermediate position, that is, a position where the moving sleeve can be moved by jumping halfway. As soon as the locking surface releases the shift path, the thrust no longer acts on the synchronization ring and the slip clutch is released. As the moving sleeve moves further, the shift teeth are aligned with the connecting teeth by their slopes and the corresponding slopes of the connecting teeth,
In this case, the inertia of the rotating component and the kinetic moment of the lubrication and cooling medium overcome the resistance force that reacts to the shift force.

[0007] An interlocking clutch of the type initially mentioned in German Patent Publication DE-195 06 987 A1 is known, in which the moving sleeve of the clutch comprises one outer drive ring with which a shift fork is engaged, and And one shift hub disposed on the synchronous body so as to be relatively non-rotatable and movable in the axial direction. The shift hub has shift teeth, which have end faces located in one plane of rotation and cooperate with coupling teeth of the clutch body, the end faces also being located in one plane of rotation. The clutch body is non-rotatably connected to one gear rotatably supported on the transmission shaft, and is elastically and flexibly connected in the axial direction.

A sliding clutch in the form of a spring-loaded lining disc clutch is arranged between the drive ring and a synchronous body that is non-rotatably coupled to the transmission shaft.
The drive ring serves as the outer disk holder and the shift hub serves as the outer disk holder. On both end faces of the shift hub, covers are arranged with slight radial play against the drive ring, between which the lining discs are supported under the pressure of a wave spring.

The drive ring has engagement teeth on the outer periphery, the engagement teeth cooperate with the drive teeth of one of the driving bodies, and the driving bodies themselves cannot rotate relative to the gears and are elastic in the axial direction. Are flexibly connected. The individual teeth of the drive teeth are narrower than the tooth gaps, thus providing sufficient play in the circumferential direction to facilitate engagement of the engaging teeth during shifting. The end faces of the drive teeth and the engagement teeth lie in a conical plane of rotation and are therefore axially angled with respect to the circumferential and end faces.

When the moving sleeve is moved in the direction from the neutral position to the shift position, first, the engaging teeth of the driving ring come into contact with and engage with the driving teeth of the driving body, whereby torque is generated via the lining disk. It is transmitted from the gear to the transmission shaft. This torque is related to the force of the wave spring. This is important for the time required to provide synchronous rotation between the gear and the transmission shaft. The locking surfaces of the drive teeth prevent the shift teeth of the shift hub from coming into contact with the coupling teeth before the gears and the transmission shaft have reached substantially synchronous rotation.

Due to the fact that the end faces of the drive teeth, the engagement teeth, the coupling teeth and the shift teeth are located in the plane of rotation, the torque generated by the transmission member to be coupled exerts a reaction force on the shift force. Absent. Furthermore, the contact impact at the drive teeth and the coupling teeth is softly received, resulting in a relatively uniform shift force over the entire shift stroke, which improves shift comfort.

[0012] Because the lining disks of the sliding clutch are in contact with each other before the shift, an adhesive friction is generated between them, and this adhesive friction transmits a significantly larger moment than that caused by the sliding friction. When the drive teeth are shifted, a large moment corresponding to the sticking friction is first transmitted, which drops with the relative movement of the lining disks to a significantly smaller sliding friction moment. Such peak moments are undesirable due to high component loads, component wear, noise generation and heating.

It is an object of the invention to provide a clutch of the type mentioned at the outset in which a synchronous moment is generated slowly and is controlled and adjusted by operating parameters.

This problem has been solved by the present invention by a configuration described in the characterizing matter of claim 1. The individual embodiments are as described in claim 2 and subsequent claims.

According to the present invention, as a slip clutch, a torque transmitting device via a viscous medium 1
Two fluid clutches are used. As the fluid clutch, a positive displacement pump, a spiral pump, or a viscous coupling can be used. Such a fluid clutch initially requires a small starting moment, which is largely determined by the accelerated mass of the fluid clutch. Only when the speed difference increases does the traction moment and the flow resistance occur, which transmit torque from the drive ring to the shift hub.

The viscous coupling has the following features. That is, the disk surfaces rotating in a chamber filled with liquid rotate relative to each other with a small play, and the transmittable torque is largely determined by the viscosity of the liquid and the distance between the disk surfaces.

The pump, which may be of various constructions, pumps liquid from the discharge side to the suction side via the flow resistance. The transmittable torque is mainly related to the size of the flow resistance, i.e., its geometric dimensions on one side and the flow resistance on the other side caused by the viscosity of the liquid. Since the viscosity of the liquid changes with the temperature, it is effective to configure the flow resistance portion as a variable throttle point. This makes it possible to compensate for temperature effects and to control or adjust the desired characteristic curve for the transmittable torque for upshifts and downshifts.

The flow resistance can be controlled or adjusted over time in relation to the rotational speed of one component or the rotational speed difference of the two components or the nth derivative of the rotational speed. In this case, n is an arbitrary integer value. The rotational speed of the components of the slip clutch is particularly suitable as the rotational speed. One simple speed control can be implemented by configuring the flow resistance as a centrifugal valve. The centrifugal valve detects the rotational speed of the component and at the same time controls the flow resistance. It should be noted that the number of rotations is separately detected, and 1
It is also possible to control the two controllable valves according to a predetermined characteristic curve or characteristic map.

In addition to adjusting the flow resistance in relation to the rotational speed, a temperature-related adjustment is also effective. This adjustment can be performed alone or in combination with the control relating to the speed. The component temperature, the working medium temperature or the ambient temperature or their temperature gradient can be used for the adjustment. The use of a temperature gradient is suitable for rapid control or regulation, since the heat transfer process always has a significant delay. Simple control can be provided by customary thermostat valves, and more complex adjustments use electronic auxiliary and evaluation means.

A simple adjustment or control method is also possible by controlling or adjusting the flow resistance in relation to a predetermined time period or over a period of time.
The time lapse in this case may be started in connection with a shift stroke or another suitable event.

An internal gear pump can be used as the slip clutch. The internal gear pump is simple in construction and reliable in operation and can be easily arranged in a given construction space. The internal gear pump has a number of planet gears mounted in a planet carrier, which mesh with ring gears arranged on the drive ring and are located in a chamber filled with liquid. Transmission oil is generally used as the liquid. The planetary gear pumps liquid from the suction side to the discharge side, and also through a gap due to the structure, to the discharge side connected to the suction side of the adjacent planetary gear. The gap forms a flow resistance and is dimensioned accordingly to the torque to be transmitted.

According to another embodiment, the suction side of one planetary gear is connected to the discharge side of another planetary gear via a connection passage. In this case, another planetary gear is an adjacent planetary gear, but this is not essential. Either the flow resistance is arranged in the connection passage or the connection passage itself is formed in the flow resistance. Advantageously, the flow resistance in the connection channel is formed by a rotary spool or a linear spool, which is connected via corresponding operating elements to the parameters or characteristic values based on the parameters as described above. Can be controlled or adjusted.

Although the description and the claims show many combinations of features, other advantageous combinations are possible.

Hereinafter, embodiments of the present invention shown in the drawings will be described in detail.

On the transmission shaft 1, two gears 2, 3 are mounted via bearings 4, in particular needle bearings. A clutch is arranged between the gears 2 and 3. This clutch is designed as a double clutch and is therefore substantially symmetrical. For the sake of simplicity of description and the clarity of the drawings, the same components are denoted by the same reference numerals or only one of them.

The clutch has a moving sleeve 9 composed of a drive ring 10 and a shift hub 12. The drive ring and the shift hub are connected to one another via one sliding clutch 14 of the internal gear pump type. The slip clutch 14 is a single ring gear 22 that may be integrally connected to the drive ring 10 or may be a separate component.
, A plurality of planet gears 24 supported by a planet carrier 23, and two covers 27 fixed to the shift hub 12. The shift hub 12 and the drive ring 10
A space which is filled with oil and sealed by the seal member 28 is formed therebetween.

The planetary gear 24, including its teeth, is directly supported in the concave portion 26 of the planetary carrier 23 and meshes with the ring gear 22. The planetary gears 24 have holes 2 to save weight.
Five. The planet carrier 23 is non-rotatably connected to the shift hub 12. Thereby, each planet gear 24 together with the ring gear 22 forms a small gear pump. The discharge side 30 of this gear pump is connected to the suction side 29 of the adjacent planetary gear by a correspondingly set gap 33. Instead of the gap 33 (FIG. 2), a connection passage 31 in the form of a hole is formed in the example of FIG.
2 are arranged.

The shift hub 12 is connected to one synchronous body 8 via shift teeth 13 so as to be relatively non-rotatable and axially movable, and the synchronous body 8 itself is arranged on the transmission shaft 1 so as to be relatively non-rotatable. When a rotational speed difference occurs between the shift hub 12 and the drive ring 10,
The planetary gear 24 pumps the liquid through a gap 33, which is set as a throttle resistance, or via a connecting passage 31 with an optional additional flow resistance 32, so that the liquid flows between the drive ring 10 and the shift hub 12. Transfer moment until the part reaches synchronous rotation. This so-called synchronous moment is related to the viscosity of the liquid and the rotational speed difference, and thus the volume flow of the gear pump and the magnitude of the throttling resistance. Since the viscosity of the liquid changes with the operating temperature and the speed difference changes with the course of the shift, by changing the flow resistance 32 in relation to such parameters, the synchronous moment takes into account the shifting function and the shifting comfort. It is desirable to follow an effective course. It is therefore advantageous that the flow resistance 32 can be changed by means of a parameter-controlled linear or rotary spool or a combination of both.

The clutch is operated by a shift fork (not shown). The shift fork fits into the groove 11 of the drive ring 10 and moves the moving sleeve 9 axially towards the gears 2,3. The shift fork itself can be operated by hand or by an automatic operating mechanism.

After a short shift stroke, the engagement teeth 20 of the drive ring 10
5 drive teeth 17. The driving body 15 is non-rotatably connected to the gears 2 and 3 via driving teeth 16 and is pressed against a stopper disk 19 by a wave spring 18 supported by the gears 2 and 3. When the engaging teeth 20 come into contact with the driving teeth 17, the driving body 15 is elastically displaced in the axial direction, and the engaging teeth 20 are driven by the driven transmission shaft 1 or the gear 2,
The engagement with the tooth gap of the drive tooth 17 is performed based on the circumferential force of No. 3. Driver 15
Due to the connection between the transmission ring and the drive ring 10, a synchronous moment is generated in the slip clutch 14, which acts until the gears 2, 3 and the transmission shaft 1 reach synchronous rotation. By means of a locking device, not shown in detail, or corresponding software in the automatic shifting mechanism, it is possible to prevent the travel sleeve 9 from continuing its stroke before substantially synchronous rotation is obtained.

With the synchronous rotation, the moving sleeve 9 continues the stroke and the shift teeth 13
It contacts the connecting teeth 6 of the two clutch bodies 5. The clutch body 5 is coupled to the gears 2 and 3 via the drive teeth 7 so as to be relatively non-rotatable, and is elastically and flexibly supported by the gears 2 and 3 in the axial direction via a wave spring 21. If the shift teeth 13 match the gap between the connecting teeth 6, the shift teeth are engaged with the connecting teeth 6 to complete the shift. The shift position is, for example, a back taper,
The position is stopped by conventional stopping means such as an elastic stopping member. When the shift teeth 13 hit the connecting teeth 6, the clutch body 5 itself is first displaced in the axial direction, and the circumferential force causes the shift teeth 13 to rotate relatively to the connecting teeth 6 within a corresponding rotation angle range. Connecting teeth 6
To be engaged.

Since the circumferential forces which cause the above-mentioned engagement of the engagement teeth 20 and the shift teeth 13 do not produce an axial reaction force, the shift force is merely reduced by the stop means and the wave springs 18, 21 over the entire shifting process. Determined by slight resistance. Thus, there is a slight and uniform shifting force over the entire shifting stroke.

[Brief description of the drawings]

FIG. 1 is a longitudinal sectional view of a clutch according to the present invention.

FIG. 2 is a transverse sectional view taken along line II-II in FIG.

FIG. 3 is a cross-sectional view of a variation of the example of FIG. 2;

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Transmission shaft 2 Gear 3 Gear 4 Bearing 5 Clutch body 6 Connecting tooth 7 Drive tooth 8 Synchronous body 9 Moving sleeve 10 Drive ring 11 Groove 12 Shift hub 13 Shift tooth 14 Slip clutch 15 Driver 16 Drive tooth 17 Drive tooth 18 Groove 19 Waveform Spring 20 Engaging tooth 21 Wave spring 22 Ring gear 23 Planet carrier 24 Planet gear 25 Hole 26 Concave 27 Cover 28 Seal member 29 Discharge side 30 Suction side 31 Connection passage 32 Flow resistance part 33 Gap

──────────────────────────────────────────────────続 き Continued on the front page (72) Inventor Detlef, Bersch Friedrichshafen, Germany, Pfawenweg, 8F term (reference) 3J056 AA03 AA12 AA31 AA62 BA01 BB50 CA03 EA02 GA05 GA12

Claims (15)

[Claims] 1. A sleeve holder (8), which is non-rotatably connected to a component (1) to be connected, and a drive ring (1) connected to each other via a sliding clutch (14).
0) and one transfer sleeve (9) consisting of a shift hub (12), wherein the drive ring (10) cooperates with one drive (15),
The driver (15) is non-rotatably connected to the second connected component (2, 3), and the shift hub (12) is relatively non-rotatable and axially movable in the sleeve holder (8). ) And cooperates with one clutch body (5), wherein the clutch body (5) is arranged so as to be relatively non-rotatable on the second connected component (2, 3). The meshing clutch (14), wherein the sliding clutch (14) is a fluid clutch and transmits torque via a viscous medium. 2. The sliding clutch according to claim 1, wherein the sliding clutch is a positive displacement pump.
The clutch according to 1. 3. The clutch according to claim 1, wherein the sliding clutch is a spiral pump. 4. The clutch according to claim 1, wherein the slip clutch is a viscous coupling. 5. The clutch according to claim 2, wherein the sliding clutch (14) pumps the liquid through the flow resistance part (32). 6. The method according to claim 1, wherein the flow resistance section is a single variable throttle section. The clutch according to claim 5. 7. The flow resistance (32) is controlled or adjusted with time in relation to the rotational speed of one component, the rotational speed difference of the two components or the nth derivative of the rotational speed. The clutch according to claim 6, wherein: 8. The clutch according to claim 7, wherein the flow resistance part is a single centrifugal valve. 9. The clutch according to claim 6, wherein the flow resistance is controlled or regulated in relation to a component temperature, a working medium temperature or an ambient temperature or a temperature gradient. 10. The clutch according to claim 5, wherein the flow resistance (32) is controlled or adjusted in relation to a predetermined time period or over time. 11. The clutch according to claim 5, wherein the at least one sliding clutch is a single internal gear pump. 12. The sliding clutch (14) has a number of planet gears (24) mounted in a planet carrier (23), the planet gears (24) being arranged on a drive ring (10). 12. The clutch according to claim 11, wherein the clutch engages the gear and is located in a chamber filled with liquid. 13. The suction side (29) of one planetary gear (24) is connected to another one via a connecting passage (31).
13. The clutch according to claim 12, characterized in that it is connected to the discharge side (30) of two planetary gears (24). 14. The clutch according to claim 13, wherein the flow resistance part (32) is arranged in the connection passage (31). 15. The clutch according to claim 14, wherein the flow resistance part (32) comprises one rotary spool or a linear spool.