RU2618661C1 - Flutter-free muffling friction coupling for drive shaft connection with the possibility of different rotation - Google Patents

Abstract

FIELD: machine engineering.

SUBSTANCE: non-fluent multi-plate friction clutch (5) for connecting the shafts (1, 3) of the actuator with the possibility of their opposite rotation includes a drum-type casing (6) with internal splines (8). The first (9) and second (12) packs of friction discs (11, 10 and 14, 13) are alternately arranged along the longitudinal axis of the sleeve (5) with alternating internal and external engagement, respectively, to communicate with the splined portions (4, 2) of the shafts to be joined (3, 1), mounted on the fixed part of the actuator (22) and with the slots (8) of the housing (6). The housing (6) contains integrated control cylinder. There is a piston return mechanism (16). There are Limit Stops of axial travel of listed components. The spring (25) piston return mechanism (16) is withdrawn outside the housing (6). The intermediate disc (15) is provided with a return mechanism. The second spring (28) includes along its length a second finger (29) mounted in blind and through (30) holes in crackers (24) of the intermediate disk (15) and the housing (6) of the coupling (5). The brakes (7) provide a kinematic certainty body (6) on its transients on-off.

EFFECT: reliability increase.

4 cl, 3 dwg

Description

The invention relates to the field of engineering, specifically to disk friction clutches (friction clutches) for connecting (clutch) drive shafts, in particular, in transmissions of land high-speed vehicles and road vehicles, marine power plants (propeller drives).

At present, the main type of multi-plate friction clutches for connecting drive shafts (hereinafter referred to as the “classical” clutch) are two-link devices (external and internal drums coaxially mounted on bearings) with splines on which a package of friction disks with alternating external and internal gears is installed with the mentioned splines of the drums and with some freedom of axial movement, in the presence of a hydraulic cylinder on-off clutch with a piston (often with a sequentially located pressure disk m) compressing the plate pack when you turn on the one hand, and the hard drive on the other side of the package [Calculation and design of tracked vehicles: Textbook for Universities / NA Nosov, V.D. Galyshev, Yu.P. Volkov, A.P. Kharchenko / Ed. ON. Nosova. - P .: Mechanical Engineering, 1972. - 560 p. - S. 74-76, fig. II.2, II.3; S. 316, fig. VII.10; S. 361, fig. IX.6; S. 382-386, fig. IX.14-IX.16a].

Having proved itself well in drives in which the shafts connected by them do not possess the counter-rotation property, the “classic” couplings have proved to be insufficiently suitable as controls for reverse gears and other drives where the alternating rotation speed of the drive shaft takes place (i.e., counter-rotation takes place connected shafts). The reason is the appearance of the so-called flutter in mechanical engineering in friction pairs within the package of friction discs, as a sharply negative resonance-dynamic phenomenon (similar to flutter in aviation).

Flutter arises precisely at high relative velocities of diluted friction pairs, which occurs during counter-rotation (and hence doubling of the relative velocity) of a pair of adjacent disks of external and internal engagement with splines of the external and internal drums, respectively. Against the background of flutter, the disadvantages, such as unloading losses, wear and warping of friction disks and their overheating, are initially somewhat less significant when counter-rotating, with a more pronounced counter-rotation.

A number of branches of modern engineering (transport engineering, shipbuilding, etc.), increasing the tactical, technical and technical and operational characteristics of products - speed and maneuverability, came up against this phenomenon, which determines the relevance of the topic. The fight against flutter is the fight against lossless losses, loadless wear and overheating of disks, and a reduction in the life of friction controls.

A close analogue of the claimed invention is a reversing gear switching device as part of the hydromechanical transmission of the German tank "Leopard 2A6" [Brilev ON Tanks. - M .: Planet Publishing House LLC. - ISBN 978-5-903162-70-3. - 564 p., Ill. - S. 332, Fig. 4.3.2.9]. It contains a three-link planetary gear mechanism (row) with a “classic” multi-disc epicyclic brake, with a two-position control cylinder integrated in its stationary part (body) and mounting of internal engagement disks on the splined part (drum) of the epicycle of the said planetary gear set. The carrier of the row is connected to the gear part of the drive drive shaft, and the sun gear to the gear part of the drive shaft. In a three-link bevel gearbox, there are two such “row + brake” devices with a mirror-symmetrical arrangement to the right and left of the driven bevel gears of the reverse gearbox, the latter being rigidly fixed to drive shafts connected to nearby carriers.

Despite the improvement of the operating conditions of the friction discs of the controls, including a fundamental solution to the flutter problem in the friction disc packs during counter-rotation, the well-known analogue has acquired new drawbacks: replacing the “classic” multi-plate friction clutch prone to flutter with a three-link planetary gear mechanism (row) with a forcefully braked epicycle Moreover, due to the “classic” multi-disc hydraulic brake, it sharply increases the cost and weight and size characteristics. device tics, which does not meet the high requirements for compactness, which directly affects one of the three most important indicators - protection, and tactical and technical characteristics in general.

The closest analogue (prototype) of the claimed invention, that is, coinciding in purpose and in general significant structural features, is a flatterless multi-plate clutch for drive shafts with the possibility of their multidirectional rotation, comprising a drum-type housing with internal splines, sequentially located along the longitudinal axis of the coupling the first and second packages of friction discs with alternating internal and external meshing, respectively, for communication with splined sections connected in fishing installed on the fixed part of the drive, and with the splines of the housing, separating these packages, an intermediate friction disk of the external meshing with the splines of the housing, the hydraulic cylinder for turning the clutch on and off by reversible compression of all the listed friction disks, with an annular sealed piston and the possibility of administrative feeding in hydraulic oil cylinder under pressure both with a stationary and a rotating case, a piston return mechanism as a part of a spacer spring and its guide devices a, parallel to the longitudinal axis of the coupling, and stops restricting the axial stroke of the listed constituent elements and means for providing the possibility of alternating resting or rotating states of the coupling housing together with the shafts connected by it in its switched off and on states, respectively, as well as alignment of shaft speeds in the mode of their counter-rotation without occurrence of flutter in a disk package [Hilpert, CR Gyroscopically Induced Failure in Multiple Disc Clutches, Its Causes, Its Characteristics and Its Cures // SAE Technical Paper 690066, 1969. - s. 362-363, Fig. 13].

The indicated “means” are formally assigned: mainly, a sequential two-package multi-disk circuit with a closure to the clutch housing, as well as a hydraulic brake for engaging the clutch with a piston return mechanism.

According to the text explanation to Fig. 13, “Flutter <flutter> occurs in couplings only when counter-rotating. Thus, flutter prevention measures in most multi-plate clutches in transmissions are not required. Counter-rotation and flutter can be avoided by using planetary gears with brakes, cam clutches or "triple" reversible couplings instead of multi-plate clutches to reverse. In them, the middle or third set of disks is stationary when the clutch is open, otherwise [with a “classical” device with two movable sets of disks - ed.] It would be in counter-rotation. This is shown in FIG. 13".

The phrase "the third set of disks is stationary" is indefinite, because it is ambiguous in the understanding of specialists in this field of technology. According to one version, we can talk about the immobility of the housing in the steady state operation of the included valuable coupling in connection with the natural presence of variables (during operation) of the resistance values to the rotation of the moving parts, including primarily the housing itself, especially in transitional modes of switching the coupling on and off, and possible heterogeneity warpage of disks and asymmetry of inter-disk gaps (the main feature of the "three-link" coupling in transient conditions!) and the influence of wear products, hydrodynamic processes, which the aggregate inevitably leads to kinematic uncertainty, the presence of the torque caused by this, which rotates the housing, and therefore the random nature, the episodic "immobility" of the coupling housing. According to another version, we can talk about the presence of some material (technical) means of ensuring forced immobility (fixation) of the body. In case of uncertainty, the more so the description of the drawing (drawing, diagram) should, as you know, refer to the graphic image itself as a tool to complement and refine the text material. However, in FIG. 13 of the prototype, the housing (drum type) of the coupling is shown without any external connections to the environment. There are also no links (notes) to the conventionality of such an image.

Thus, from the point of view of the claimed invention (in the order of formation of a comparative assessment of the known and claimed technical solutions) in the prototype, the flutter problem is solved, but with “technical costs”, new shortcomings (see further criticism of the prototype).

In the prototype clutch, the hydraulic cylinder is made in the form of a booster with an elastic seal mounted on one of the connected shafts with the possibility of synchronous rotation with it, and must be hydraulically connected to its external hydraulic control system. The spring of the piston return mechanism is located under the clutch housing and, moreover, in a niche formed by this shaft and its spline part of the drum type, contrary to the side wall of the latter and the piston base provided for this, and covered by guides along its length. The intermediate disk is permanently connected only with the splines of the coupling housing. The coupling body must, in any case, be fixed from displacements in the radial directions and along the longitudinal axis of the coupling relative to the stationary part of the drive by means of bearings (fixing means not shown, presumably conditionally). The thrust disk of the total package of clutch friction disks located at the end of this package is mirror-symmetrical to the piston, made in the form of a spline flange (drum type) of the other connected shaft, being simultaneously the last internal friction disk in the total package.

With the undoubted advantages of the prototype as an alternative successful solution to the flutter problem in friction clutches, the well-known technical solution has, however, the following disadvantages.

Firstly, the clutch is not equipped (see the comments given earlier on this occasion) with a brake (as a specialized means of braking and temporary holding at rest), which provides at least the kinematic certainty of the clutch housing, especially in transitional modes on-off, and even more so in the conditions of counter-rotation, characteristic, for example, for reverse gears. This kinematic uncertainty is a consequence of the discrepancy between the inter-disk gaps in the total package (and this is the “flip side of victory over flutter”), the asymmetry of gas-hydrodynamic processes and erosion products in the inter-disk gaps, increased load-free losses and warping of friction disks.

Secondly, the axial freedom of movement of the intermediate disk causes a delay in the formation (“naturally”, due to gas-hydrodynamic and centrifugal phenomena in the medium of interdisk micro-gaps) of macro-gaps, primarily between the intermediate disk and the adjacent disk from the “second” package, which is remote from the booster. And that means - prolonged slipping, fuzziness of operation, instability and unpredictability (random nature) of functioning in transient modes.

Thirdly, with such an organization of the hydraulic mechanism for engaging the clutch, a sufficiently developed (volumetric, dimensional) booster, all the more so, filled with oil and the moment of inertia of which makes up a considerable share in the total moment of inertia of the clutch relative to its longitudinal axis, in all operating modes, as in on and off, it rotates, which is undesirable for reasons of energy efficiency of the drive, dynamics and strength, reliability and durability of seals, and also requires the introduction of a compensator into the booster design Pressure Pa (centrifugal origin) in the piston oil.

Fourth, the compression force of the total package of friction disks at the operating oil pressure in the booster does not form a closed loop (i.e., it does not close to the booster itself), but is perceived by bearing bearings (not shown in the figure) with further transmission to the shafts uncontested and further , already through other bearings, to the fixed part of the drive (also not shown, obviously conditional). This significantly worsens the operating conditions of the bearing bearings, increases the overall dimensions of the entire drive, reduces the service life and reliability.

Based on the totality of the criticism noted, the well-known clutch (prototype) is still far from perfect and determines, in turn, insufficient tactical and technical (as applied to military and special transport vehicles) or technical and operational (as applied to civilian transport vehicles and ships) characteristics of the transport vehicle and ship, respectively.

The problem to which the claimed invention is directed is to prevent flutter while eliminating the indicated disadvantages of the prototype and, accordingly, to improve technical and operational or tactical and technical characteristics in relation to drives with counter-rotation of shafts (in particular, with reverse gears), the main transmissions of land vehicles and propellers of ship propellers.

The solution to this problem is achieved by the fact that in a flatterless multi-plate friction clutch for connecting drive shafts with the possibility of their multidirectional rotation, comprising a drum-type housing with internal splines, the first and second packages of friction discs with alternating internal and external gears, respectively, are alternately arranged for the coupling communication with splined sections of the connected shafts mounted on the fixed part of the drive, and with splines of the housing that separates the specified pa chum salmon intermediate friction disk of external engagement with the splines of the body, the hydraulic cylinder for turning the clutch on and off by reversibly compressing all the listed friction disks, with an annular sealed piston and the possibility of the control supply of pressurized oil to the hydraulic cylinder both when the housing is stationary and when rotating, mechanism the return of the piston in the composition of the spacer spring and its guide device parallel to the longitudinal axis of the clutch, and stops-limiters of the axial stroke of the above components x elements and means of providing the possibility of alternating states of rest or rotation of the clutch housing together with the shafts connected by it in the switched off and on states, respectively, as well as balancing the speeds of the shafts in the mode of their rotation without flutter of friction disks, the hydraulic cylinder is built into the clutch housing and is hydraulically connected to the its hydraulic control system by means of a sealed radial clearance between the housing and the fixed part of the drive, water, the spring of the piston return mechanism is moved outside the housing m ft, it is installed in opposition between the piston cracker provided for this and the flange part of the clutch housing and covers along its entire length the first finger installed in the blind and through holes in the cracker and the housing, the intermediate disk is equipped with a return mechanism similar to the piston return mechanism, a second spring taken out of the clutch casing, mounted in a row between the intermediate disk provided for this with a cracker and said flange part of the clutch casing and covering the second finger along its entire length, mounted in the blind and through holes in the biscuit of the intermediate disk and the housing, and the coupling housing is fixed in the axial direction relative to the stationary part of the drive by means of a bearing and is equipped with a brake that provides kinematic certainty of the coupling housing in transition modes on-off.

The solution to this problem is also achieved due to additional structural features (with the basic set of features formulated above) of the coupling:

- the clutch housing brake can be mechanical and automatic, comprising at least one spring-loaded third spacer spring having a stiffness greater than the stiffness of the first piston return spring, a friction disk heel mounted on the free end of the third finger, fixed in the said piston cracker and covered by the third spring, with the possibility of the heel coming out of power contact with the vertical plane of the fixed part of the drive with the clutch for compressing the friction discs, and return to the initial state when the oil pressure in the hydraulic cylinder is released (this allows relatively simple and cheap mechanical means to realize one of the most important modern requirements for machines - minimizing human participation in their management and maintenance, as well as improving reliability);

- in the piston return mechanism, the finger (the “first” finger) can be embedded in a blind hole in the piston crack and passed into the through hole in the flange part of the clutch housing with the possibility of sliding in it, and the finger (the “second finger” in the return mechanism of the intermediate disk) ) is sealed in a blind hole in the biscuit of the intermediate friction disk and passed into the through hole in the flange part of the coupling body with the possibility of sliding in it (this is rational from the point of view of mounting and dismounting of the device and visual preventive control, regulation and fault detection, but with a general layout, “external” possibility of such a technical solution);

- in the piston return mechanism, the finger can be embedded in a blind hole in the flange part of the clutch housing and passed into the through hole in the piston cracker, with the possibility of sliding in it, and in the intermediate disk return mechanism the finger is embedded in the blind hole in the flange part of the coupling body and skipped into the through hole in the biscuit of the intermediate friction disk with the possibility of sliding in it (this is a constructive option alternative to the previous one and allowing in certain "intra-layout" conditions, ie, if To do this, the free space for the clutch housing, use the "void" for the stroke of fingers, which corresponds to the principle of optimization of the layout in order to reduce overall performance drives and other machines in mechanical engineering).

Among the known friction clutches, no such combination of essential features would coincide with the declared one. At the same time, it is due to the latter that a new technical result is achieved in accordance with the task.

The inventive coupling device (for example, a coupling for transport engineering and shipbuilding) is illustrated in the drawings:

in FIG. 1 shows a block diagram of a drive with the inventive clutch, side view in the off state, where:

1 - the first shaft of the power transmission; 2 - splined part of the shaft 1; 3 - the second shaft of the power transmission; 4 - splined part of the shaft 3; 5 - flatterless multi-plate friction clutch for connecting shafts 1 and 2 to each other by means of their spline parts 2 and 4, respectively; 6 - housing (drum) of the coupling 5; 7 - brake housing (drum) 6; ± ω is the angular speed of the shafts in the steady state (without slipping in the coupling) with the possibility of multidirectional rotation of the first shaft (and, as a consequence, the second);

in FIG. 2 schematically shows the device (design) of the drive with the inventive clutch, a side view in section, in the off state, where:

8 - splined part of the housing (drum) 6; 9 - the first package of friction disks comprising at least one external engagement disk 10 with splines 8 and at least two internal engagement disks 11 with splines 2; 12 - the second package of friction discs comprising at least one external engagement disk 13 with splines 8 and at least two internal engagement disks 14 with splines 4; 15 - intermediate friction disk of the external meshing with slots 8 located between the packages 9 and 12; 16 - annular piston of the control hydraulic cylinder (at least “on-off”) with a clutch 5; 17 - the annular seal of the piston 16; 18 - oil channel in the housing 6 to the control cylinder; 19 - seal the oil supply to the channel 18 (either double ring at a pressure of up to 8-10 atm., Or face at a pressure of up to 12-14 atm.); 20 - persistent disk external gearing with slots 8; 21 - emphasis (limiter) thrust disk 20; 22 - a stationary body in the adopted coordinate system, for example, the housing (housing) of the power transmission; 23 - cracker piston 16; 24 - cracker intermediate disk 15; 25 - spacer spring ("first") between the cracker 23 and the flange part of the housing 6 as part of the return mechanism of the piston 16 (its removal into the hydraulic cylinder); 26 - a guide element ("first" finger) for the spring 25, parallel to the longitudinal axis of the coupling 5, as part of the piston return mechanism 16; 27 - a guide hole in the flange part of the housing 6 for the element (finger) 26; 28 - spacer spring ("second") between the cracker 24 and the flange part of the housing 6 as part of the return (retraction) mechanism of the intermediate disk 15 towards the first packet of disks 9 and the hydraulic cylinder; 29 - a guide element ("second" finger) for the "second" spring 28, parallel to the longitudinal axis of the clutch 5, as part of the return (exhaust) mechanism of the intermediate disk 15; 30 - a guide hole in the flange part of the housing 6 for the element ("second" finger) 29; 31 - friction disk heel in the mechanical automatic brake 7; 32 -spring ("third") preloading the disk 31 to the body 22; 33 - a guide element ("third" finger) for the "third" spring 32, parallel to the longitudinal axis of the clutch 5;

in FIG. 3 shows a block diagram of a reverse gear, as a special case of a power drive (transmission) with pronounced counter-rotation of the first and second shafts, with the inventive clutch, side view in the off state, where:

1 - the output shaft of the gear part (gear) of the power drive (transmission), as a special case of the aforementioned first shaft; 3 - the right output shaft of the reverse gear, as a special case of the said second shaft; 34 - the right driven bevel gear of the reverse gear, rigidly mounted on the shaft 3; 35 - a leading bevel gear of a power drive (transmission); 36 - the left output shaft of the reverse gear, as an analog of the second shaft, but with counter-rotation, and a special case of the said second shaft; 37 - the right driven bevel gear of the reverse gear, rigidly mounted on the shaft 36; 38 - flatterless multi-plate friction clutch for connecting shafts 1 and 36 to each other (mirror-symmetric clutch 5) in its on state when the clutch 5 is off); 39 - drum-type housing of the clutch 38; 40 - brake housing (drum) 39.

In all the drawings, firstly, the lower half of the coupling 5, not shown, is performed symmetrically, and secondly, the bearings of the bearings of the shafts 1, 3 and the housing (outer drum) 6 of the coupling 5 are not shown conditionally, as well as their adjustment units.

The inventive flatterless multi-plate friction clutch 5 for connecting the shafts 1 and 3 of the drive (transmission) with the possibility of their multidirectional rotation ± ω (according to any of the possible particular variants of its design) contains (see Fig. 1, 2) a drum-type housing 6 with internal splines 8. Along the longitudinal axis of the coupling 5, the first 9 and second 12 packages of friction discs 11, 10 and 14, 13 with alternating internal and external engagement, respectively, for communication with splined sections 4, 2 of the connected shafts 3, 1, are installed located on the fixed part 22 of the drive, and with the slots 8 of the housing 6. Packages 9, 12 are divided by an intermediate friction disk 15 with external engagement with the slots 8 of the housing 6.

A control hydraulic cylinder (at least by turning it on and off) is built into the housing 6 of the clutch 5 by reversibly compressing all friction discs (including 10, 11, 13-15). An annular piston 16 is inserted into the hydraulic cylinder (which can also be a “friction disk” itself or can be equipped with a “pressure friction disk”) and its seal 17. The cavity of the hydraulic cylinder is hydraulically connected by a channel 18 to the external hydraulic control system of the coupling 5 by means of a sealed one (seal 19 - or double annular at a pressure of up to 8-10 atm., or end-face at a pressure of up to 12-14 atm.) of a radial clearance between the housing 6 and the fixed part 22 of the drive, with the possibility of (principal) management supply of oil to the hydraulic cylinder under the specified yes leniem as in stationary as well as in the rotating body 6.

There is a return mechanism for the piston 16 as a part of the spring 25 and its guide device (pin 26) parallel to the longitudinal axis of the coupling 5.

The spring 25 is brought out of the housing 6 of the clutch 5. It is installed in opposition between the provided for this cracker 23 of the piston 16 and the flange part of the housing 6 and covers along its entire length the first pin 26, which is installed in the blind and through 27 holes in the cracker 23 and the housing 6 ( see below for more details - options for the device of the piston return mechanism 16).

The intermediate disk 15 is equipped with a return mechanism similar to the piston 16 return mechanism described in the previous paragraph, namely, a second spring 28, which is external to the housing 6. It is set in opposition to the intermediate disk 15 and the flange part of the housing 6 provided for this cracker and covers along its entire length, the second finger 29, which is installed in the blind and through 30 holes in the crack 24 of the intermediate disk 15 and the housing 6 (for more details see also further in the text - variants of the device for returning the mechanism between an exact disk 15).

There are axial stop stops for the listed components of the fixed part of the drive (in particular, the front walls of the windows with respect to the piston 16 (the option in other terms is “the ends of the slots”) in the housing 6 for crackers 23 and 24, or restrictive protrusions for crackers 23 24, covering the slot 8), not allowing the latter to shift to the right of the one indicated in FIG. 2 provisions).

At the end of the described series of packages 9, an intermediate disk 15 and package 12, a thrust disk 20 with external stop (stop) is installed on the splines 8 of the housing 6. It can also be considered as a “friction disk” - closing in the entire package of friction disks 10, 11, 13-16, 20 of the coupling 5.

In the static state of the device at zero oil pressure under the piston 16, the latter, by means of a spring 25 and a cracker 23, is withdrawn from the packet 9 to the right to the stop of the cracker 23 in the restrictive front wall of the first window in the housing 6; the intermediate disk 15 by means of a spring 28 is diverted from the package 12 to the right until the cracker 24 stops in the bounding front wall of the second window in the housing 6; under conditions of axial freedom and dynamic processes, disks 10, 11, 13-15, 16, 20 are self-separated.

The device also provides means for providing the possibility of alternating states of rest or rotation of the housing 6 of the coupling 5 together with the shafts 1, 3 connected by it in its switched off and on states, respectively, as well as balancing the speeds of the shafts (1, 3) in the mode of their counter-rotation without flutter in packets drives.

These include, along with inhibitory internal (balance of moments of forces) and external (environmental resistance to rotation of the housing 6 clutch 5) factors, mainly the brake 7 (in Figs. 1 and 3 is shown in a generalized form) the housing 6 of the clutch 5, in when it is turned on, it ensures braking and complete fixation of the case from rotation around the longitudinal axis of the sleeve 5, and in the off state - unobstructed possibility of rotation, i.e., generally speaking, the kinematic certainty of the case (6) of the sleeve (5) at all transitional and steady modes swing her on-off switch.

The following describes the recommended private aggregate of the essential features of the claimed device of the coupling 5, as well as the features of their use.

The brake 7 of the housing 6 of the clutch 5 can be mechanical (not taking into account the mentioned hydraulic cylinder, the movement of the piston of which initiates the application of the brake, but still relates to the control mechanism of the friction clutch 5 itself) and automatic, including at least one spring-loaded third spacer 32 (see Fig. 2) a friction disk heel 31 (as a braking element of the brake 7, mounted on the free end of the third finger 33, mounted in a cracker 23 and covered by a spring 32. The stiffness of the first th spring 25 exceeds the rigidity of the third spring 32 and it is possible for the heel 31 to exit from the power contact (necessary to create a braking friction moment) with the vertical plane 22 of the fixed part of the drive with the compression clutch (piston 16 with emphasis on the thrust disc 20) of the friction disks (10 , 11, 12-15), i.e., taking the cracker 23 to the left, and returning to the initial state when the oil pressure in the hydraulic cylinder is relieved.

According to one (first) of the structural and layout options (this option is shown as an example in FIG. 2), in the piston return mechanism 16, the finger 26 is sealed in a blind hole in the cracker 23 and passed into the through hole 27 in the flange part of the housing 6 of the coupling 5 with the possibility of sliding (i.e., with a sliding fit) in it, and in the return mechanism of the intermediate disk 15, the finger 29 is sealed in a blind hole in the cracker 24 and passed into the through hole 30 in the flange part of the housing 6 of the coupling 5 with the possibility of sliding (i.e. e. with a sliding fit) in it.

According to another (second) structural-layout variant (not shown), on the contrary, finger 26 can be embedded in a blind hole in the flange part of the housing 6 (instead of through 27) and passed into a through hole (instead of a blind hole) in the cracker 23, with the possibility slip in it, and in the return mechanism of the intermediate disk 15, the finger 29 is sealed in a blind hole (instead of the through hole 30) in the flange part of the housing 6 of the coupling 5 and passed into the through hole (instead of the blind) in the cracker 24 of the intermediate friction disk 15 with the possibility of sliding niya in it.

Other kinematic schemes and designs are possible within the framework of the claimed main and additional sets of essential features.

For example, according to FIG. 3, an actual solution to the flutter problem in packages of friction discs of reverse gears (in particular, transport and ship) is possible. The scheme provides for mirror-symmetrical installation of the two claimed couplings - clutch 5 with housing 6 and brake 7 (on the right side of Fig. 3) and clutch 38 with housing 39 and brake 40 (on the left side of Fig. 3). The coupling 5 is still (as in Fig. 1, 2) when it is turned on, connects the shafts 1 and 3, and the coupling 38 when it is turned on, connects the shafts 3 and 36 (the shaft 36 is identical to the shaft 1 and is mounted mirror symmetrical to it). In this case, the shafts 1 and 36 are separately rigidly connected to the mirror-symmetrically installed identical driven bevel gears 34 and 37, respectively. The latter are interconnected by a common bevel gear 35 that provides rotation of the gears 34 and 37 exclusively in different directions, regardless of the direction of rotation of the gear 35 itself. This combination of gear links of the drives is characteristic of reverse gears.

The device operates as follows (functional analysis).

Torque is supplied to the transmission shaft 1 (see Fig. 1, 2).

If the clutch 5 is turned off (the oil pressure in the hydraulic cylinder is almost atmospheric, and according to the description of the device, the piston 16 is removed from the package 9 to the right to the stop of the cracker 23 through the spring 25 and cracker 23 into the restrictive front wall of the first window in the housing 6; the intermediate disk 15 by springs 28 are taken from the package 12 to the right until the cracker 24 stops in the restrictive front wall of the second window in the housing 6; under conditions of axial freedom and dynamic processes, the disks 10, 11, 13-15, 16, 20 are self-apart, then the shaft 1 rotates idle, which analogues The neutral mode in the vehicle gearbox.

The brake 7 is fully engaged, which guarantees the immobility (zero rotation speed) of the housing 6 of the coupling 5 and eliminates the kinematic uncertainty of the housing 6 specified in the review of analogues and criticism of the prototype under gasdynamic (in dry friction clutches) or hydro-gasdynamic (in clutches with friction discs, working in oil) processes, as well as the dominant probability of asymmetry and variability of the gaps between the friction disks installed on the slots 8, 2, 4 independently of each other, plus an aggravating situation with oyatnostyu incomplete uncompressing drive (especially due to their crook), and especially at counterrotating shafts 1 and 3 with the attendant often flutter.

If the brake 7 is controlled in the same way as the clutch 5 on-off device, as well as in the same way as the multi-disc brake ahead of the epicyclic of the planetary gear set in the mentioned close analogue - reverse gearbox of the German tank “Leopard 2A6” transmission [Brilev ON Tanks ...], - with its hydraulic cylinder (it doesn’t matter here, when the pressure is applied, the normally turned brake 7 is turned on or the normally turned brake 7 is turned off), then such control should be synchronized with the control of the clutch on / off cylinder 5 as part of an external hydraulic control system for the entire drive ( the entire transmission).

If the brake 7 is made according to the claimed first set of additional features - completely mechanical and automatic (see Fig. 2), then its operation (functioning, action) in the considered mode is characterized by the dominance of the force of the first spring 25 on the cracker 23 over the force of the third springs 32 under conditions of “passivity” of the hydraulic cylinder with the piston 16. As a result, the cracker 23 is a reliable stop for the spring 32 and the latter provides a normal force parallel to the longitudinal axis of the coupling 5 not contact of the disk heel 31 with the vertical wall of the stationary part 22 of the drive (transmission), necessary and sufficient for the braking torque (on the shoulder equal to the distance between the axes of the coupling 5 and the third finger 33) in compensation for the unpredictable (but quantitatively established by calculation or empirical) reactive torque on the housing 6 of the coupling 5. The reasons for the generation of the reactive moment were described above through the paragraph. In any case, in the inventive clutch, the required braking torque is relatively small and can be provided with such a design, which is confirmed by theoretical and theoretical research with elements of experimental data in the field of power drives of land vehicles or ship power plants.

When the clutch 5 is turned on, oil is supplied under pressure from the stationary part 22 of the drive (transmission) through the seal 19, through the oil channel (s) 18 (the oil path is conventionally shown by an arrow) into the hydraulic cylinder cavity. The cavity is sealed with a seal 17. The piston 16 begins to move to the left together with the cracker 23.

At the same time, the brake 7 is turned off (turned off) (hereinafter, we will only talk about the operation of the device with the claimed automatic mechanical brake).

Overcoming the resistance of the spring 25, the cracker 23 loosens the heel clamp 31 to the surface 22, and then, acting on the third finger 33, moves the heel 31 away from the wall 22. With the brake 7 automatically shut off, the clutch housing 5 is able to rotate around its longitudinal axis (axis couplings).

At the same time, moving to the left, the piston 16 selects a gap that ensures that the package 9 of the friction discs 10, 11 is completely turned off, and comes into contact with the first internal engagement disk 11 (in other words, with the internal tooth) “sitting” on the spline parts (drum) 4 of the shaft 3. The force is transmitted through the package 9 to the intermediate disk 15. The joint movement of the package 9 begins with the disk 15 to the left, which causes the cracker 24 to move left (synchronously with the cracker 23) and the compression of the second spring 28. Clutch 5 closes until the disc pack is compressed and axial force will not be transmitted through the stop disk 20 and stop 21 to the housing 6 of the coupling 5. Since the power circuit is closed (hydraulic cylinder with a reaction to the housing 6 - piston 16 - package 9 - disk 15 - package 12 - emphasis 21 - case 6 - hydraulic cylinder), in the on state, the coupling 5 is balanced.

Until the moment of full inclusion, the process of slipping takes place in the coupling 5. The duration of slipping is determined by the response time of the coupling 5 and depends on many factors (pressure in the line, hydraulic resistance of the line, geometric dimensions of the hydraulic cylinder, the gap between the piston 16 and the combined package 9 + 12 + 15 friction disks, efforts return (spring) springs 25, 28, warping disks 10, 11, 13-15). However, the relative speed of the housing 6 (the essence of the outer drum of the clutch 5) and the spline parts 2 and 4 of the shafts 1 and 3 connected by the clutch 5, respectively (the essence of the inner drum in the terminology familiar to the clutch) is two times lower compared to the couplings for which the outer and The inner drums are in counter-rotation mode. This is because the pre-compression of the package 9 brakes the shaft 3, and only then, when the package 12 is compressed, the shaft 3 is accelerated by the shaft 1, and the shafts 1 and 3 can have (and have, considering the purpose of the claimed coupling 5, as well as the prototype with close analogue) multidirectional rotation. This determines the moderate wear of the package during the on-off process.

To turn off the clutch, the control pressure is removed. The return springs divert the intermediate disk 15 and the piston 16 to the off position (to the right in the figure). Then the inertial forces open the discs of the package. At this time, the disk 31 comes to its extreme right position, friction occurs between it and the housing 22, as a result of which the outer drum of the coupling 5 (housing 6) stops. This ensures a quick stop of the outer drum of the clutch 5 (housing 6), thereby minimizing the time it is possible to find the clutch drums (outer - housing 6 and internal - connected shafts 1 and 3 through their splined parts 2, 4 and the friction disc package 9, 12, 15 ) in the counter-rotation mode and prevents flutter and the associated energy loss, wear and overheating of the package discs.

In the example of the predominant use of the inventive clutch (s) 5 in reverse gears (see Fig. 3), the torque is applied to the pinion gear 35. If both clutches (right 5 and left 38) are turned off (brakes 7 on the right and 40 on the left ), gear 35 rotates idle, which is similar to the “neutral” mode in the gearbox.

When both clutches (5 and 38) are engaged, regardless of the position of the brakes 7 and 40, the drive is locked.

When only the right clutch 5 is turned on (with its brake 7 turned off), shaft 3 (“load” for the drive) is accelerated to rpm + ω.

When only the left clutch 38 is engaged (with the brake 40 turned off), shaft 3 accelerates to revolutions -ω.

The four modes of operation of the reverse gear are not of interest from the standpoint of the claimed invention.

The fifth mode is interesting, when the inclusion of one of the couplings (suppose the left clutch 38) was preceded by the operation of the drive with the other clutch engaged (respectively, put the clutch 5). Since it is this regime that is unfavorable for pronounced counter-rotation in friction pairs. The sequential inclusion of the first package 9, the intermediate disk 15 and the second package 12 (of course, taking into account the piston 16 and the thrust disk 20 as additional “friction disks”) causes the positive speed + ω of the shaft 3 in package 9 with the disk 15 to decrease to zero then acceleration of the shaft 3 from the achieved zero speed to a negative speed -ω. That is, a two-fold decrease in relative velocities is provided in any friction pairs of the generalized package of friction disks 10, 11, 13-16, 20 in general. Accordingly, wear and warpage of the discs are reduced, and flutter is prevented.

The technical result from the use of the claimed invention is to eliminate these disadvantages of the prototype and, accordingly, to improve technical and operational or tactical and technical characteristics, as applied to drives with counter-rotation of shafts (in particular, with reverse gears).

Areas of predominant use:

- reverse gearboxes in the transmission of tracked and wheeled vehicles (for example, as part of a parallel branch for a transmission with a two-threaded rotation mechanism);

- reverse gears and summing gearboxes of ship power plants;

- construction and road equipment, handling equipment.

Claims (4)

1. Flatterless multi-plate friction clutch for connecting the drive shafts with the possibility of multidirectional rotation, comprising a drum-type housing with internal splines, sequentially located along the longitudinal axis of the clutch, the first and second packages of friction discs with alternating internal and external engagement, respectively, for communication with splined sections of the connected shafts mounted on the fixed part of the drive, and with splines of the housing separating these packages intermediate friction disk external heating with splines of the body, the hydraulic cylinder for turning the clutch on and off by reversibly compressing all of the listed friction disks together, with an annular sealed piston and the possibility of controlling supply of pressurized oil to the hydraulic cylinder both with a stationary and a rotating housing, the piston return mechanism as a part of the spacer a spring and its guiding device parallel to the longitudinal axis of the clutch, stop-limiters of the axial stroke of the listed components and means of providing the possibility of Alternating states of rest or rotation of the clutch housing together with the shafts connected by it in the switched off and on states, respectively, as well as balancing the speeds of the shafts in the mode of their counter-rotation without flutter of friction disks, characterized in that the hydraulic cylinder is built into the clutch housing and is hydraulically connected to its external hydraulic system control by means of a sealed radial clearance between the housing and the fixed part of the drive, the spring of the piston return mechanism is brought out of the clutch housing, and it is installed in an awkward way provided for this by the piston cracker and the flange part of the clutch housing and covers along its entire length the first finger installed in the blind and through holes in the cracker and the housing, the intermediate disk is equipped with a return mechanism similar to the piston return mechanism, a second spring external to the clutch housing installed contrary to that between the intermediate disk provided for this with a cracker and the aforementioned flange part of the coupling body and covering a second finger along its entire length, installed in a blind and through from versts in the biscuit of the intermediate disk and the housing, and the coupling housing is fixed in the axial direction relative to the stationary part of the drive by means of a bearing and is equipped with a brake that provides kinematic certainty of the coupling housing in transition modes of its on-off. 2. The clutch according to claim 1, characterized in that the brake of its housing is mechanical and automatic, including at least one spring-loaded third spacer spring having a stiffness greater than the stiffness of the first spring of the piston return mechanism, a friction disk heel mounted on the free end of the third finger fixed in the said cracker of the piston and covered by a third spacer spring, with the possibility of the heel coming out of force contact with the vertical plane of the fixed part of the drive with the compression clutch iktsionnyh drives, and return to its original state when you reset the oil pressure in the hydraulic cylinder. 3. The clutch according to claim 1, characterized in that the first finger in the piston return mechanism is sealed in a blind hole in the piston crack and passed into the through hole in the flange part of the coupling body with the possibility of sliding in it, and the second finger is embedded in the intermediate disk return mechanism into a blind hole in a cracker of an intermediate friction disk and passed into a through hole in the flange part of the coupling body with the possibility of sliding in it. 4. The clutch according to claim 1, characterized in that the first finger in the piston return mechanism is sealed in a blind hole in the flange part of the coupling housing and passed into the through hole in the piston cracker, with the possibility of sliding in it, and in the intermediate disk return mechanism the second finger sealed in a blind hole in the flange part of the coupling housing and passed into the through hole in the cracker of the intermediate friction disk with the possibility of sliding in it.

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