SE423134B - Blocked change gear transmission - Google Patents

Abstract

An improved, blocked, change gear transmission 11 having an input shaft 16 driven by a prime mover E through a normally engaged, selectively disengageable, master friction clutch C, is provided with means 100 for braking and positively reverse rotating the transmission input shaft 16. The means for braking and positively reverse rotating the transmission input shaft may be optionally operator actuated and/or automatically actuated. The means for braking and positively reverse rotating the transmission input shaft is preferably only actuatable upon disengagement of the master clutch and may be selectively or automatically actuated by the master clutch manoeuvring means. <IMAGE>

Description

7808401-9i chronization means, of which many types are known, to bring the speed of the claw or gear coupling parts to be substantially synchronized, before their interference is allowed during a shift sequence from a speed ratio to a different speed ratio. Although the use of synchronization_ bodies allow the changeover to take place, provided that their as is already known, certain requirements with regard to weight, space and - effects which it is desirable to reduce or, if possible, to avoid altogether, These and other problems with prior art transmissions are apparent from them U.S. Patents 3799002, 39101§l, 5921469, 5924484 and 3983979, to which everyone here is referred. The apparatus shown in said patent dissolves efficiently problems while achieving a reliable, efficient and effective transport Mission, especially for heavy loads. While both forms of inventions, as described in said patent, namely those who use blocking means and those who do not use blocking bodies, are active in achieving the intended purposes, it has been observed that for the usual reasons both noise and clutch shadow wear can be_ minimized by using blocking means according to said patent and after the said ones Since the date of the patents, considerable research has been conducted both to simplify the blocking structure and improve the operation of the blocking means and in transmissions which utilize such. Blocking means of various types are well known and examples of such are apparent from the above-mentioned patents and from it U.S. Patent 3505280- Blocking means of the thin shown in the above-mentioned patent are generally " non-deformable devices designed to prevent or block interventions of axially engageable claw coupling parts of a claw coupling, then said parts rotates at significantly different speeds; i.e. is not substantially synchronized rade. Transmissions which utilize such blocking means are referred to therein following ~ "blocked transmissions". Blocked transmissions are transf. missions, which use blocking devices to prevent claw coupling grip, if the parts of the claw coupling are not substantially synchronized. This 7 applies in contrast to "synchronized transmissions", which use synchronized synchronization couplings to bring the coupling parts into synchronization. The relatively undeformable blocking means used in many of the known ones blocked transmissions, are generally held on a coupling member for rotation together with this in limited relative rotation (5 - 150). Blocking the member and the coupling part will define a series of protrusions or similar which allow one coupling member to move relatively axially toward the other coupling part, when they are in alignment but block such relative of akial movement, when the blocking means is rotated counterclockwise or clockwise relative to it one coupling part. The blocking means is designed to be in forced release. 7808401-9 contact with the other coupling part during an engagement maneuver and will thus striving to rotate together with the second coupling part. Coincidence- frictional contact will usually cause the blocking means to rotate together with the other coupling parts at times when a coupling engagement not sought.

As an example and assuming that a relatively ode- malleable blocking means as described in the above-mentioned patent and that the coupling parts rotate in a clockwise direction and about the first coupling part rotates faster than the other coupling part, when initiating an input gripping maneuver blocking means to be turned counterclockwise relative to the first coupling the locking member and the blocking means will prevent axial movement thereof the first coupling part to the second coupling part. About the other coupling part rotates faster than the first coupling part, the blocking means will is turned clockwise relative to the first coupling part and the blocking means comes to prevent axial movement of the first coupling part towards the second coupling parts. If the first coupling part from the beginning rotates faster and then slower than the other coupling part, the blocking means would be relatively the first coupling part rotates in a clockwise direction from an original counterclockwise direction rotated position relative to the first coupling part towards a relatively clockwise rotation location. During the relative rotation, for at least a limited period of time, the blocking means would be aligned with the first coupling part and cease to block axial movement of this towards the other coupling part. Such movement of the coupling parts and the blocking means are generally referred to as "passage through the The clutch will undergo the synchronous state or cross synchronous position, when the two coupling parts achieve a substantially synchronous rotation and the clutch engagement maneuver or clutch shift shall be performed At this time. When the blocking means is designed to be in forced frictional contact with the second coupling part only during a coupling engagement maneuver to prevent inappropriate frictional wear, it is under certain conditions possible that the blocking means can be set on the wrong side of the synchronous nism when initiating a clutch engagement maneuver, i.e. with reference to the above example is rotated clockwise relative to the first coupling part, when it first coupling part rotates faster than the second coupling part and vice versa.

Under such conditions and especially if the driven device is stopped is it is difficult or impossible to cause the blocking means to undergo synchronous the condition and transmission cannot be switched to without inappropriate manipulation the desired gear ratio.

In the case of a blocked transmission, the blocked coupling parts have one inherent problems in achieving intervention under certain static conditions, i.e. when the driven device is stationary. Then a blocked transmission of 4 the twin counter-shaft type, as shown in U.S. Patents 3799002 or 5924484, is in the neutral position with the main clutch engaging; comes the gear for at least one period of time to rotate, while the input or main the shaft is stationary. This tends to bring the blocking means into the upshift 'the state, i.e. the situation associated with a dynamic upshift, in which the coupling part, which rotates together with the main shaft, must be rotated faster 1 than the coupling part, which rotates together with the gear to bring the coupling to go through synchronism. When the gear is stopped, the locking 'the means in the upshift position and since it is difficult to turn the main shaft together with the transmission in the neutral position a reversal of the gear or In an auxiliary direction of the blocking means to achieve coupling engagement. ' 9 In a composite, blocked transmission of the type shown therein "U.S. Patent 5,799,002 and / or 5,924,484 can relatively overheat the auxiliary transmission through the main axle is achieved by the driver momentarily i shifts transmissioneh from the neutral position fi ll- baek position; This method is possible, because reverse is not normally a blocked gear. But this is obvious an inconvenience as well as a highly undesirable technology and can damage the 7808401-9 : the success of otherwise highly suitable transmissions.

Different types of self-aligning blocking means, when used together with an input shaft brake, an effective auxiliary method to obtain coupling intervention in the event of a static condition. Due to manufacturing, space, However, cost and functional considerations are an improved means of achieve static clutch engagement desirable._ ' _ 'Another_claim for a blocked transmission of the type shown in U.S. Patents 3799002 and / or 5924484 are a means of braking 'input of the transmission¿ especially to achieve upshifts to lower _exchange ratios in a slope. In such situations and when huyudkopp- the release is released. the braking means must brake the input shaft to a degree that is sufficient to bring the output shaft, which when tilted will also be quickly braked, to rotate faster than the input shaft. 9 ' Input brakes have previously been used to brake the input shaft of the transducer. missions and has been highly effective. Input brakes will, however not to constitute a solution to the problem of claw coupling interventions during tiska-relationship. i i _ A blocked fluid flywheel transmission utilizing an axle brake for stated purpose to counteract the fluid coupling effect by stopping and throwing a shaft is described in U.S. Patent 2304,375. This transmission however, does not appear to use any selectively releasable head coupling and means to in fact forcibly reverse a shaft is not described or shown.

It may also be desirable to provide a means for circulating transmission oil through an oil cooler to lower the operating temperature of the transmission peraturer. Different types of oil pumps and oil coolers are of course well known 7808401-9 In accordance with the present invention, a blocked gearbox is transmission, which has an input shaft, driven by a one-way motor through a normal engaged, selectively releasable main friction clutch, provided with a mechanism, which is operative to selectively ooh / or automatically brake the trans- the transmission input shaft and momentarily in the opposite direction turn the transmission the aisle shaft. The mechanism can also be used as an oil pump to circulate the trans- mission oil to a radiator and / or to apply forced lubrication.

The mechanism, which may preferably be assembled or free from a standard one blocked transmission as a single subassembly, includes a friction disc package, in which a series of discs is driven by a member, preferably a toothed wheels, in constant engagement with the input gear of the transmission. The second series of disks in the disk pack is supported by a reactant. The reaction part is affected by an axial force member, e.g. an air piston. The power of the piston is transferred to the reaction through an actuating shaft which carries the reaction part through a generally shaft screw-wedged keyway device. The actuating shaft and the piston are connected to the the housing through a straight keyway device to prevent rotation of the shaft and piston relative to the housing. A return spring, which acts on the axis of action, maintains room for movement in the disc era when the device is not affected. The number of discs and the spiral angle of the keyway of the actuating shaft are selected, so that the torque from the disc pack is greater than the counteracting torque from the screw device.

The air piston is preferably actuated by complete depression of the main clutch pedal in a manner similar to the effect of prior art input brakes and thus little or no practice is required at all by the driver.

When the main coupling is disconnected, air, which is directed to the air the piston, to cause the actuating shaft to move the reaction part towards the disc pack.

Since the torque capacity of the disc pack is greater than the opposing torque torque for the keyways, axial movement of the actuating shaft will result in additional axial force being applied to the disk pack instead of in tion of the reaction moiety. Such an application of torque will bring one series of clutch discs to be braked, while braking the transmission sion input shaft for uphills in a hill and / or fast upshifts.

Assuming that a gear intervention preselection has been made, it will then selected claw coupling undergoes the synchronous state, the shift to be performed.

If shifting is attempted under static conditions, the disc pack will locked and the full stroke of the piston and the shaft of action acting through screw wedge grooves, will cause forced reverse rotation of the transducer mission input axis. If a gear ratio preselection has been made, will reversing the input shaft to cause the selected claw coupling parts to undergo the synchronous state and the default changeover will be performed. If a pre- shift has not been made, reverse rotation of the input shaft will occur due to 780840149 random braking force between the blocking means and the second coupling part to cause the blocking means to be set in the downshift state, so that switching can be easily performed from a static state. The strike movement of the air piston 'should be sufficient to provide a relative overspeed of all auxiliary and main transmission gears through the huwm shaft, if necessary vändigt. 'I The mechanism is preferably designed to be mounted on. the underside of transmission and will thus be immersed in oil. A suitable pump chambers and adapted 'gear pump freewheel gears can be provided to achieve a gear pump oil pumping function. _ '' The mechanism is preferably independent and designed to be attached one of the power take-off openings of the transmission housing. A tidal organ circuit is be used to limit the action cycle of the air piston in order to prevent proper use of the mechanism such as a vehicle brake or the like, Accordingly, it is an object of the invention to provide a new device And improved blocked transmission of the type having an input shaft driven of a one-way drive motor through a normally engaging, selectively releasable main friction clutch, the transmission having a selectively actuated and / or automatic mechanism for braking and momentarily in the opposite direction of the mission input axis. . _ ' A further object of the invention is to provide a new and improved improved elastically shifted blocked transmission with a mechanism for simple gearing during upshifts in an uphill bow and to simplify gear engagement in static conditions. "_ These and other objects and advantages of the invention will become apparent from it the following detailed description in connection with the attached drawing showed preferred embodiments.

Fig. 1 is a cross-sectional view of the block of the improved division type »- the composite transmission according to the invention, the main transmission the part thereof is sectioned along the line I-I in Fig. 5 and the auxiliary transmission the section »thereof is sectioned along the line I-IA in Fig. 5. Figs. 2 is one enlarged cross-sectional view of the braking mechanism and momentarily forced reverse the direction of rotation of the input shaft in the improved transmission the mission according to the invention. Fig. 5 is a sectional view taken along the line III-III in fig. Fig. 4 is an enlarged partial view of the claw coupling structure, which 'was used in conjunction with the blocking means in the improved transmission according to the present invention. Fig. 5 is a sectional view of a claw coupling and blockchain construction. Fig. 6 partially shows the components of the blocking device. the device in the synchronous state allowing switching. Fig. 7 is an enlarged view partial detail view of the locking ring teeth in the same direction as shown in fig. Fig. A is a view in the direction of the arrows vin-VIII in Fig. 7. rig; 9 is a view irikiningen fai- piiai-na Ix-Ix i rig. e. 7 7808401-9 With reference to the apparatus in detail, it will be appreciated that a detailed description of both the design and mode of action of blocking means and blocked transmissions which utilize such are apparent from the above-mentioned patents, to which reference is therefore made for the description of such details.

Some terminology will be used in the following description of the for reasons of equality but not for the purpose of limitation. The words "up", "down", "right" and "to the left" indicate the directions of the drawing figures. The words "forward" and "backwards" refers to resp. the front and rear ends of the transmission such the same is conventionally mounted in the vehicle, which are the left resp. right the sides of the transmission in Fig. 1. The words "inward" and "outward" refer to the directions against resp. from the geometric center of the device and the part shown this. Said terminology includes the above-mentioned words and derivatives. words and similar words. _ The term "single transmission" is used to denote a speed shift transmission, where the driver can select one of a plurality of simple downshifts lingar. The term "composite transmission" is used to denote a trans- mission, which has a main transmission part and an auxiliary transmission part, through selected downshifting in the main transmission part can be composed of external more selected gearshift in the auxiliary transmission section. Expressed "division type composite transmission "as used herein refers to a composite transmission, where the auxiliary transmission is used to provide various selectable gear ratio steps, which are selected in the main transmission part. The term "upbringing", as used herein means shifting from a lower gear to a higher gear. Out- the term "downshift" as used herein means shifting from a higher gear to a lower gear. The terms "low speed gear1", "1 speed gear" and / or "first gear", as used herein, means all the gear ratio which was used for operation at the lowest forward speed in a transmission, i.e. the series of gears which has the highest gear ratio relative the input shaft of the transmission. _ The term "blocked transmission" means a gear transmission, where a selected gear is rotatably coupled to a shaft by means of a forced coupling and a blocking means are used to prevent such intervention, until the parts of the forced coupling are synchronous, this synchronous being is achieved by manual and / or automatic actuation of the transmission input and / or output axes to cause said axes to pass through the crown condition but is not achieved by frictional contact of the selected clutch parts which are sufficient to bring one of the coupling parts and the with the cooperating apparatus to rotate together with the second coupling part.

The term "synchronized transmission" refers to a gear transmission, where a selected gear is rotatably coupled to a shaft by means of a forced coupling and attempts to engage the coupling are prevented, until the parts .o7sos4o1-9_o 8 of the coupling are synchronous and the friction parts, which cooperate with the coupling, : are at the initiation of a clutch engagement sufficient to bring the clutch the parts and all the parts, which rotate together with them, to rotate with a u substantially synchronous rotational speed.

The mechanism for deceleration and momentary forced reverse rotation of a rotary shaft, for example an input transmission shaft, according to the invention is connected in connection with a resiliently variable gear transmission of the type which has a floating_or free main shaft and a plurality of substantially identical ones m fi taxlary as disclosed in more detail in the above-mentioned U.S. patent 3799002. Although the improved transmission, which utilizes the mechanism_according to invention, is illustrated in connection with such a resiliently displaceable gear mission, it will be appreciated that the improved mechanism of the invention may be used in each type of blocked, axially zingable claw coupling structure used relatively odeformerhara blocking means. l As regards the introduction of the relatively undeformable blocking means in The improved gear transmission system according to the invention is placed in the block. between the two relatively slidable portions or parts in at least one and preferably most or all of the transmission forced couplings and the usual friction means were used to bring the blocking means tend to rotate together with one of said parts, when the respective coupling parts move towards each other during a coupling process.

, One of the coupling parts is often designed continuous with a main shaft tooth ~ wheels.as internal coupling teeth of this. When the coupling process takes place, s the blocking means such relative axial movement, until substantially synchronism between the coupling parts, which are included in a given gear, are sensed The blocking means of the present invention and the other coupling means The coupling elements of a given connectable pair of coupling parts are typically fitted with slightly inclined front spaces on the blocking teeth to achieve a lighter unblocking, as the main shaft is otherwise connected to any other main axle clutch wheel and thus at a minimum inertia. Avsnedd- however, the blocking of said blocking teeth is insufficient to provide unblocking during a normal shift and will thus not interfere with the same required function during a normal shift. As shown in the above said U.S. Patents 5921469 and 5924484 may further have means by means of which a significant axial braking force with a minimal rotational braking force is produced constantly between the blocking ring and the coupling part, which is blocked by this, Narrowed blocking rings are thus forced axially by axially movement of the latter coupling element into engagement with the drive cone of the other the coupling element and will thereby be kept in the correct position against the action ' of its own inertia in relation to the cooperating gear. This 9 7808401-9 ensures that in most functional situations the blocking rings come to be in the desired position before contact with the coupling blocking surface.

The blocking elements also have advantageous characteristics, in that it removal of only a part of a tooth of a coupling part is required and the blocking ring is provided with a pair of teeth or projections, soms dräkker against the coupling element, from which a part of said one tooth has been removed.

Said teeth have sufficient circumferential distribution to ride over the return standing part of said one tooth, when synchronization is achieved, to provide a deblocking state, but at least one of the blocking teeth is itself of a circumferential dimension which is smaller than the space between the teeth of the element to allow circumferential shifting thereof in at least one direction and obtaining a blocking permit.

Referring to the drawing, a resilient switchable is shown blocked gear transmission 11 with both a main transmission section 12 and an auxiliary transmission mission 13, each of which has a number of selectable conditions. It showed transmission is generally referred to in the art as compound transmission and is the composite transmission of a division type. The head and auxiliary sections are both suitably enclosed by a conventional house.

The blocked transmission 11 comprises an input shaft 16 supported next to its rear end of a bearing 17 and is provided with an input gear 18 orotably connected to the same, e.g. by means of wedges. The input gear 18 simultaneously drives a plurality of counter-axles at equal speeds. At the shown In the embodiment, the transmission is provided with two counter shafts 21 and 22 located on diametrically opposite sides of the major axis 25, which major axis is coaxially directed with the input shaft 16 and is provided with an auxiliary part 24 at its front end rotatably received within and supported by the rear end of the input shaft 16.

The input shaft 16 is normally driven in only one direction by a drive motor, for example a diesel engine E, through a normally actuated, normally engaged friction The clutch C can be released by using a pedal P as is known in the art.

Each of the counter-shafts 21 and 22 is provided with an identical group ring of counter-axle gears 25, 26, 27, 28 and 29, which groupings form pairs of gears, e.g. the pair of gears 26, of identical size and equal number of gears located on diametrically opposite sides of the major axis 23.

A plurality of main shaft drive gears 31, 52, 55 and 54 surround the main shaft and are selectively connectable to it one at a time through a resilient coupling. mechanism as described in more detail below and in the above granted patents.

The main shaft gears 31, 52 and 53, which surround the main shaft 25, are in con- continuous intervention with and freely or fluidly supported by diemetrically 7808401-9 10 Ståe fl de Par ßV mötalelkuëähåul 25, 27 rëSP «28, which mounting means and special benefits deriving from these are explained in more detail in the may be patents 3105395 and 3335616, which are incorporated herein by reference. Main shaft tooth. the wheel 34 is the reverse gear and is in continuous engagement with a pair of axle 29 ëšhåul 29 by means of conventional intermediate gears (not shown), The : main counter-axle gears 25 are in continuous engagement and are driven by the gear 18 to cause simultaneous rotation of the motors 21 and 22 always when the input shaft is driven in rotation. As shown in Fig. 1, the input gear 18 connected to a conventional shift fork 39, which gear fork is controlled by the gear lever 37 to allow the input gear 18 shifted axially to selectively allow direct drive engagement between the aisle shaft 16 and the main shaft gear 23. K "_ The main axle gears 31 and 32 are axially interconnected to a pair of gears and are connected to a conventional shift fork 36.

The position of the shift fork 36 can be adjusted in the usual way by means of suitable . shift rods similar to rod 37. The main axle gear pair 31-32 is shiftable axially relative to the main shaft 23 in dependence on axial shift of the fork 36 with partly said rod. The gears 31 and 32, however, are independently rotatable. relative to each other. In a similar manner are the main axle gears 33 and 34 axially interconnected so that they are axially displaceable as a pair with using the shift fork 38, which fork is also operated by suitable shifts ~ The main axle gear pair D33-34 is similarly and axially similar * movable relative to the main shaft 23 and independently rotatable. 7 To now consider the dividing auxiliary section 13, the main axis extends 23 into it and is coaxially arranged relative and guided into an output shaft 58, which in turn is supported within the housing 13 by suitable bearings, generally indicated at 59. Said auxiliary section further comprises a plurality of counter-axes 66 and 57 (Fig. 3) each with an identical array of counter-axle gears of which two are shown at 68 and 69 (Fig. 1). The first pair of counter-axle gears 68 is located diametrically opposite and in continuous engagement with the main shaft tooth wheel 71, which main axle gear is floating or freely supported by it the front pair of counter-axle gears, one being the gear 68, for substantially sequential enclosing of the main shaft 23. An additional main sprocket 72 is also freely and substantially consecutively supported relative to the major axis 23 through 'the rear pair of counter-axle gears, one of which is the gear 69. and 73 resp. 74 are arranged to effect grinding of the gears 71 and 72 and said shift forks can function by means of suitable shift rods, one of which is shown at 76, for operation by any desired means, e.g. the pressure cylinder 77. Suitable guide means 78 of known type are provided for - to achieve in an appropriate manner and to relate to each other the control of H 7808401-9 the means for the front gears 18 and 31-34 and the dividing gears 71 and 72.

A mechanism 100 is provided to selectively and / or automatically slowly and momentarily reverse rotation of the input shaft 16 and those driven by it gears. The mechanism 100 may also be provided with means for pumping oil and / or coolant for the purpose of providing forced lubrication and / or cooling of the transmission.

The mechanism 100 is preferably enclosed in a housing 102, which allows the mechanism to be mounted on and / or removed from the transmission 11 as a fully assembled subassembly. Preferably, the mechanism 100 can be in the transmission 11 at one of the standard PTO openings or similar.

The detailed design of the mechanism 100 is shown in Fig. 2 and will be described in more detail. described below with respect to construction and function.

The resilient coupling structures are arranged between the only the main axle gears in both the main transmission and the auxiliary section and are provided with resilient means for effecting engagement with the same as appears in detail from the aforementioned U.S. Patents 3799002 and 3983979- Medan coupling means utilizing relatively undeformable blocking means according to the prior art, are not identical to each other, they are generally similar and thus, to the extent that the present invention relates, it is sufficient that describe only one of them in detail, realizing that the same thing without difficulty can be applied to the other coupling units by a faokman. To this end, cases are therefore referred to the forced clutch coupling located between the housing the main shaft gear 72 and the main shaft 23 of the auxiliary transmission section, which claw coupling unit is generally designated 41 and includes an annular coupling The coupling collar 42 is provided with internal wedges. grooves 45, which are located within the corresponding outer keyway 44 arranged on the housing. the main shaft 23 for interconnecting the coupling collar 42 with the main shaft 23 for rotation therebetween. However, the cooperating keyways 43 and 44 allow time that the coupling collar 42 slides freely axially relative to the shaft 23. A stop ring 46 is located inside a suitable groove formed on the outer periphery of shaft 23, and is positioned to contact the coupling collar 42 and be limit axial movement to the left of it. The collar 42 is normally elastic forced, by means of a spring 47, into contact with the stop ring 46.

The coupling collar 42 is provided with outer teeth 48, which are arranged to engage gripping with inner teeth 50 arranged on one of the main shaft gears, e.g. cog- the wheel 72, the inner teeth 50 forming the second part of the clutch 41.

The teeth 48 of the coupling collar 42 are bevelled as at 51 and the leading edge of the teeth 50 on the main shaft gear 72 are similarly spaced at 52. 7 8 0 8 4 0 'l - 9 i c '1 i 12 » The bevelled conical surfaces 51 and 52 each extend at an angle preferably between ao the 40 ° relative to the males, The exact degree of inclination or abrasion and its benefits are explained in detail in U.S. Patent 5,265,175, The other end of the spring 47 acts elastically against a further coupling collar 55 (Fig. 1), which collar is identical to the collar 42 but is positioned so that it has the bevelled front ends. the teeth of the teeth turn in the opposite direction. _ Additional elastic, substantially identical coupling units are provided. on the other shiftable gears series but the same are shown in detail in above and therefore need not be further described herein.

A In Fig. 4, a selected number, here 3, of the teeth 48 are partially removed to allow the presence of a blocking ring as described below. One however, such partial removal leaves a truncated tooth 49 for coagulation. _ effect with the blocking ring.

With reference to the relatively undeformable blocking means, which shown in Figs. 5 - 8, one of these is shown generally at 81 and includes a ring surrounding coupling part 42 and has a suitable number, here three pairs, of radial inward projections 82 and 83, which, when properly positioned, will fit the above-mentioned outer teeth. The inner projections or teeth 82 and then have such an outline on their sides that they lie close to the adjacent of teeth 48 and are positioned to slide into the gaps between a detached tooth 49 and the teeth 48 on each side thereof. Every pair of cogs 82 and 83 have a circumferentially smaller dimension than the corresponding circumferential hatches, which defined by the partially removed teeth 49, and thus the blocking The ring 81 is rotated to a limited extent either clockwise or counterclockwise relative to the coupling ring. the part 42 from the position shown in Fig. 5, in which the gap between the teeth 82 bch.85 is aligned with the partially removed knggen 49. Contact of either the blocking tooth 82 or 83 with a clutch tooth 48 will limit such relative rotation and cause the blocking means 81 to rotate together with coupling part 42. This space or space between the inwardly directed teeth 82 and 85, however, have a clearance distance which is wider than the corresponding circumferential dimension of the rack 49, so that when properly aligned in synchronism (or more precisely when the relative velocities of the clutch coil components intersect synchronous state), the teeth 82 and 85 will ride over the tooth 49 and the cup The locking part 42 can move axially through but not past the blocking ring 81 to provide engagement with its corresponding coupling part, which is designed continuous in a corresponding gear. As can be seen from Fig. 8, the blocking teeth 82 and 85 are inclined.

As described in more detail in U.S. Patents 5921469 and 5924484, the radially inner side of the ring 131 'may be provided with a: matrix 'tat track 54; Receiving an elastic ring S5; which normally has slightly less 7808401-9 13 inner diameter than the outer diameter of the teeth 48, so that, when the parts are in it assembled condition, the ring 55 is slightly outwardly deformed to thereby exert a small but definite pressure on the outer surface of said teeth 48, as the ring 55 fits loosely and only in light frictional contact with the walls of the groove 48, this provides a considerable resistance to axial movement between the blocking ring 81 and the coupling ring 48 but only an insignificant resistance against relative rotation between them.

A suitable conical surface 56 projects radially outwards from the blocking ring 81 and is positioned for engagement with a similar conical surface 57 on a radial interior wall of the gear 72. The axial drive, as mentioned above, is sufficient to the rotational driving effect of the surface 57 of the blocking member 41 should be large greater than any torsional resistance that may exist between the blocking means 81 and the coupling part 42. A stop ring 60 restricts movement of the blocking device. away 81 from the conical surface 57 when the coupling ring 42 moves out of it intervention (left in Fig. 4) - The other two partially removed teeth, which correspond to the tooth 49, indicated at 49A and 49B and inside teeth provided on the locking ring corresponding to teeth 82 and 85 are indicated at 82A and SBA for co-operation with the partial tooth 49A and at 823 and 833 for co-operation with the partial tooth 493.

The action of the blocking means 41 is generally similar to what is common known for undeformable blocking means and is especially identical to what described for the non-deformable blocking means according to the US patent 3924484. It is assumed, for example, that the gear 72 rotates faster than the coupling part 47, which of course rotates at the same speed as the main shaft 25, whereby the blocking means 81 will be normal (if one for the moment neglects the action of the ring 55) to tend to rotate together with the gear 72 and thus guide the coupling part 42 and place the teeth 83, 85A and 853 in a position for engaging the partial teeth 49, 49A and 493 to prevent axial clutch movement of the clutch component to the right. As however, the axis 23 accelerates and synchronous states approach, the intermediate the space between the inwardly facing blocking teeth to become substantially centered with the partial teeth on the periphery of the coupling part 42 and at the reversal of the relative speeds, the blocking means will no longer be block and the coupling part 42 will move to the coupling engagement on regular way.

Down the gear 72 from the beginning going slower than the shaft 25 will function to be generally similar to that described above, with the exception that the ring means 81 will drag after the coupling part 42 until it arises P0á “\ HUALIITIV A 7808401-9 .i 7 14 a reversal of the relative velocities, i.e. »a passage through the synchronous the position, at which time the blocking will cease and the connection will again be completed in a manner well known in the case of blocking devices. nings. IN To consider the effect of the compression or brake ring 55, the _pekas att; when there is no appreciable axial pressure to the right, as in 'fig. 4 »On the blocking ring 81, there will be no appreciable value friction between the conical surfaces 56 and 57 and thus no tendency for .the locking ring 81 to rotate together with the gear 72. When the clutch 42, however, begins to move axially to the right, forcing the axial Braking force provided by the brake ring 55, the locking ring 81 as well axially to provide mutual engagement between the friction surfaces 56 and 57.

Since the rotational driving force of the surfaces 57 of the blocking ring is greater than the rotational resistance between the blocking ring and the coupling ring, the blocking ring ring 81 to rotate together with the gear 72 and do so before contact between the teeth of the blocking means 81 and the teeth of the coupling part 42.

Blocked transmissions, such as transmission 11, as described above white, utilizing substantially non-deformable blocking means which can be brought to work to block or allow a coupling intervention depending on the rotational position of the blocking means relative to one of the claw coupling parts, constitutes a considerable improvement over the devices of the prior art. Such block- However, line transmissions have by nature required auxiliary mechanisms and / or operating procedures to achieve satisfactory cog grip during certain conditions disruptions, e.g. rapid upshift, when maximum acceleration of the vehicle is required, upshift when the vehicle goes up a hill and / or when the vehicle is shifted off neutral position to a drive gear, when the vehicle is at rest.

Difficult operating conditions and / or the use of noise envelopes may necessitate a means for circulating lubricant and / or coolant underneath pressure for forced lubrication and / or cooling of the transmission.o Fast upshift of the transmission and upshift of the transmission, then the vehicle moving up a hill requires the input shaft 16 and the gears, which driven by it, decelerates faster than the output or main shaft to allow that the selected coupling parts pass through the synchronous state. Under the above- K conditions, the bodies will normally be sufficient to reduce the the aisle axis, namely the engine braking and the rotational friction of the axles and gears, not to slow down the gear as fast as the output or main shaft braked. A selectively and / or automatically operated auxiliary means for f braking the input shaft and the gears driven by it are thus required.

Since a blocked transmission is placed in the neutral position with the device has stopped, movement of the gears and slip friction contact will occur between 7808401-9 15 the gears and blocking means to tend to place the blocking the organs in the upshift position. Thus, for example, the gear 72 and the main shaft Thus, in the clockwise direction of Fig. 5, the locking ring 42 would be rotated clockwise relative to the coupling part 81. In order to achieve a review of the synchronous the condition must be the gear 72, which the locking ring 42 will tend to rotate together with, is caused to rotate counterclockwise relative to the major axis 25.

Such relative rotation will occur only if the main shaft rotates rapidly. only than the gear or if the main shaft and the gear are rotated in the opposite direction (counterclockwise), because in the neutral position it is difficult or impossible to turn the output_ shaft faster than the input shaft and gear, especially in the main shaft transmission section 12, a means is required for selectively and / or automatically coercive reverse the rotation of the input shaft 16 and the gears driven by it this.

The above claim with selectively and / or automatically affected bodies to slow down and forcibly reverse the rotation of the transmission input the shaft 16 and the gears driven by it are satisfied by the mechanism 100, which shown in Figures 1 and 2.

The mechanism 100 includes a housing 102, which may be configured to bolt attached to the transmission housing 12 or may be formed contiguously with this house. Preferably, the mechanism 100 is attached to the transmission housing 12 below the sump level of the transmission and will thus be filled with the transmission lubricants and / or coolants.

The mechanism 100 includes a friction disc package 104, in which a series of discs 106 is driven by a part 108, preferably a gear, in engagement with the input gear of the transmission, here the counter-axle gear 25. The second series of interleaved sheets 110 is supported by a reaction part 112, the reaction part 112 is restricted in its movement away from the disc pack 104 to the right by an kit 114, formed in the housing 102, and can be moved against the disc pack 104 to the left by an, axial force transmission, de1 as an air piston 116. Of course, can other types of axial power transmission means such as a hydraulic piston or a electromagnetic solenoid is used.

The axial force of the air piston 116 is transmitted to the reaction part 112 through an actuating shaft 118 which carries the reaction member in a plurality of generally helical external wedge grooves 120, which match the corresponding inner wedge grooves 122 designed those on the reaction part. The screw angle for the keyways is preferably about 450 or in the range 50 - 60 ° in relation to the longitudinal direction of the actuating shaft.

The actuating shaft 118 is slidably received in a bore 124 in the housing 102. A multiple speech axially going outer.ki1track 126 formed on the axis of action fits corresponding axially extending inner keyway 128 formed in the housing bore 124 for to prevent rotation of the piston 116 and the actuating shaft 118 relative to the housing 17808401-9 7 ~ 16 _l02. A snap ring 150 or the like is used to restrict movement left_of the reaction member 112 relative to the actuating shaft 118. A return spring der 152 located on a spring seat 155, which is received in the left end wall of housing 102, pushes the actuating shaft 118 to the right to provide a running clearance in the disc Päcken.104, when the air piston 116 is not affected. A relatively weak spring 154 was used to push the reaction member to the left. reaction belt (not shown) is bolted to housing 102 and received in a groove formed in the part having the keyways 128 to prevent rotation of said part.

Since the mechanism is preferably designed to be mounted on side of the transmission 11, it will be immersed in the transmission lubrication agents and / or coolants. A casing gear 156 is engaged with the gear 108 may be arranged in a chamber 158, which has a suitable 'lubricant1out11 * 140¿ Location of the casing freewheel gear 156 in a suitable gear pump chamber, as is well known in the art, in engagement_ with the gear 108, forms a forced displacement gear pump which can be used. to circulate refrigerant and / or lubricating oil under pressure for cooling and / or or forced lubrication of the transmission 11, Since most coolers H has a relatively low flow resistance, the dimensions and efficiency the degree of the pump should not be critical. I 1 _ The number of discs 106 and 110, their friction material and the screw angle for the keyway grooves is selected so that the torque required to bring the friction the discs in the disc pack 104 to slide, the counteracting torque exceeds the from the screw wedge grooves and thus movement of the reaction part 112 towards the friction the disc pack 104 will cause the disc pack 104 to be read instead of the grooves 110 rotate relative to the discs 106. A As shown in Fig. 1, the mechanism 100 may be automatic and / or selectively affected in any well-known manner. Preferably, full depressurization pedal P to release the main coupling C to be operative to actuate a valve (not shown) for: man pressureïuft to the chamber 1197 * m1 to the right of the air piston 116. A timer T can be used to Limit the duration of the air supply to the chamber 117 to prevent mechanization. the mechanism 100 was incorrectly used as a brake or the like.

Furthermore, a casing gear 156 could be used in a pump. chamber 158 with an outlet 140, suitable heat exchanger means such as an oil cooler H; ooh lubrication outputs, such as the nozzle N, may be provided.

In operation and assuming that the input shaft 16 is driven by a conventional diesel engine, it will be turned by the engine only in the counterclockwise direction seen from the front of the vehicle. Counter axle 22 and gears 25, 26, 27, 28 and 29 is normally rotated clockwise and the main axle gears 51, 52, 55, 71 and 72 normally rotates in the counterclockwise direction and the gear 108 of the neck mechanism 100 and the ski 7808401-9 17 the wares 106, which are supported by the same, will be rotated in the counterclockwise direction.

Should a quick upshift or an upshift on a hill be required, the mechanism 100 will be actuated by full depression of the main clutch pedal P. It is observed that, if the action of the mechanism 100 would not be desired § during a speed change, the main clutch can be disengaged by partial pedal B. This is similar to the operation of a standard input shaft. brake and thus little or no special training of the driver is required. Steering will act on a valve to cause compressed air to be introduced into the chamber. 117 behind the air piston 116 to move the piston 116, the actuating shaft 118 and the reaction member 112 against the disc pack 104. The relatively weaker spring 154 more to cause initial engagement of the disc pack 104, while continued movement of the carbon vein 116 and the actuating shaft 118 will cause the reaction member 112 to apply an axial force on the disc pack to brake the counter-axle gear 25 and the input shaft and the gears in constant engagement with it. The snap ring 150 prevents movement left of the reaction part 124 relative to the axis of action 118. Then the input gear including the main axle gears are braked to rotate more slowly than the main shaft 25, the selected claw clutch will go through the synchronous state and its selected gear ratio will be achieved. The air piston 116 is of course so dimensioned that the inertia of the freewheel gear is applied through the screw wedge grooves 120-122, will not easily produce overpower for the air piston without a significant braking of the input gear.

Should shifting from neutral to a gear under static conditions the, i.e. when the vehicle is stationary, is required, the driver will again be completely depress the pedal P to charge the chamber 117 behind the piston 116, which brings the piston 116, the actuating shaft 118 and the reaction part 112 to be moved to the left towards the friction disc pack 104. From the beginning, the disc pack 104 will be locked and then the stroke of the piston 116 and the actuating shaft 118 will bring the reaction part 112 and thus the gear 108 to be momentarily turned clockwise. Such a instantaneous clockwise rotation of the gear 108 will, of course, bring the gear the wheel 25 and all input gears engaged therewith, that momentarily rotated in the reverse direction.

If a gear preselection has been made, the steps of reversing the input gears, including the main shaft gears, to cause the selected claw undergoes the synchronous state and the preset changeover will be performed brought. If a preselection has not been made, reverse rotation of the input gears that due to random friction "contact between the blocking means and the other coupling parts tend to cause the blocking means to be adjusted in a downshift mode, so that a later selected shift can be performed at the from the static state.

Although the invention has been described in connection with its preferred embodiment, * s0š401-9 _18 form with a certain degree of specialty, realize that the description of this form does not is restrictive without many modifications and changes to the detailed design The arrangement and arrangement of the parts can be resorted to within the scope of the claims.

Claims (7)

7808401-9 19 PA TENT KRA V Blocked gear transmission (II) with an input shaft (16) rotatably driven by a single-drive drive motor (E) by a normally engaging, selectively releasable friction nozzle (C), input gear means (18,25,2åï31,27,32, etc.) in constant inlet with the input shaft, axially retractable bellows (012, 53) for rotationally fixing one of the input gears to a driven shaft, relatively non-deformable blocking means (81) for blocking the inlet of said bellows, when the bellows parts therein are not in synchronous rotation, rotationally unsupported by one of the co-coupling parts with a limited degree of relative freedom of rotation and the blocking means are operative to block ingreno of the bellows coils, as they are rotated relative to one claw-coupling part fi characterized by means (100) operative to brake and momentarily turn the input shaft (16) of the transmission, which means comprises a first gear (108) in gear race with said input gear orgy (18, etc.). Transmission according to claim 1, characterized in that said means comprise a support part (102) and a friction joint (104) rotatable in said support part, the joint comprising a first coupling part (106) rotatably fixed to the first the gear and a second coupling part (110) rotatably fixed to a reaction part (112), the reaction part being axially and rotationally movable relative to the support part, and axial movement of the reaction part towards the first contact part (106) tends to rotate the reaction part in the opposite direction, in which the input guide wheel means (18, etc-d) normally drives said first connector part. Transmission according to claim 2, characterized in that said means comprises a Dovetail shaft (118) movable but rotationally fixed to the support member (102), the reaction member (112) being supported. , 222), whereby the wedge-hard connection allows axial movement and rotational movement of the reaction part relative to the pivot axis. Transmission according to claim 3, characterized in that the support part (102) is a housing substantially filled with transmission lubricant and comprises a furnace chamber (138), which has a pressure-operated lubricant outlet (140) and a jacketed clearance gear (156). 'terat within the numb chamber in ingrem) with the first gear (108). Transmission according to Claim 2, characterized in that the axis of rotation of the reaction part (112) is displaced from the geometric axis of rotation of the input shaft (16). 7808401-9 i i 29 Transmission according to claim 2, characterized in that the axis of rotation of the reaction part (112) is offset but substantially parallel to the geometric axis of rotation of the input shaft (16). Manual transmission according to claim 2, characterized in that the main coupling (C) is operated by a manual operating device (P), which menu device has a first position in which the main coupling remains engaged, a second position operative to release the main coupling but not actuating said means (100) and a third position operative to release the main coupling and actuate said means.