WO1996018828A1 - Synchroniseur a auto-amplification - Google Patents

Synchroniseur a auto-amplification Download PDF

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Publication number
WO1996018828A1
WO1996018828A1 PCT/EP1995/004858 EP9504858W WO9618828A1 WO 1996018828 A1 WO1996018828 A1 WO 1996018828A1 EP 9504858 W EP9504858 W EP 9504858W WO 9618828 A1 WO9618828 A1 WO 9618828A1
Authority
WO
WIPO (PCT)
Prior art keywords
servo
synchronizing
synchronizer
synchronizing device
friction
Prior art date
Application number
PCT/EP1995/004858
Other languages
German (de)
English (en)
Inventor
Thomas Müller
Original Assignee
Zf Friedrichshafen Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Zf Friedrichshafen Ag filed Critical Zf Friedrichshafen Ag
Publication of WO1996018828A1 publication Critical patent/WO1996018828A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0631—Sliding sleeves; Details thereof
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/065—Means to provide additional axial force for self-energising, e.g. by using torque from the friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0656—Details of the tooth structure; Arrangements of teeth
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0656—Details of the tooth structure; Arrangements of teeth
    • F16D2023/0662—Details relating to special geometry of arrangements of teeth

Definitions

  • the invention relates to a synchronizing device for step change transmissions of motor vehicles for speed adjustment of a first shaft carrying the synchronizing device on at least one gearwheel or a second shaft, with a synchronizing body arranged on the first shaft in a rotationally fixed manner, one on the synchronizing body in a rotationally fixed but axially fixed manner.
  • the gear shifting can be considerably simplified with the aid of a synchronizing device.
  • the speed adjustment of the gear elements to be connected to one another is carried out automatically or in a controlled manner in order to avoid double clutching when shifting up or double clutching with decelerating when shifting down.
  • Driving safety is significantly increased since the gear change is possible quickly, safely and also silently even in critical driving situations, for example the driver's right foot can remain on the brake when downhill during a downshift.
  • a synchronization has to fulfill the following tasks: speed adjustment of two gear elements rotating at different speeds and the parts connected with them in such a way that they can be positively connected to one another without ratcheting noise;
  • Gear and associated clutch body are firmly connected.
  • the clutch body has a conical friction cone and carries the gear teeth on the outside.
  • the sliding sleeve is rotatably but axially displaceable on the synchronizer body, which is firmly seated on the main transmission shaft.
  • Recesses of the synchronizer body are each a compression spring, a ball pin and a pressure piece.
  • the springs press the ball pins through a in the middle position of the sliding sleeve Bore in the pressure piece in a recess in the sliding sleeve.
  • the synchronizing ring is arranged between the coupling body and the synchronizing body and can execute a rotational movement limited by stops relative to the synchronizing body.
  • the synchronizing ring also has a friction cone and has the so-called locking teeth on its outer diameter.
  • the sliding sleeve When idling, the sliding sleeve is in the axial central position.
  • the gears can rotate freely on the main transmission shaft.
  • the synchronizing ring By axially moving the sliding sleeve, the synchronizing ring is pressed against the conical friction cone of the coupling body by means of ball pins and thrust pieces. Due to the speed difference of the parts to be coupled, the synchronizer ring is rotated up to the stop relative to the sliding sleeve.
  • the locking teeth prevent further axial movement of the sliding sleeve in this position. If the driver exerts pressure on the shift lever, this continues via the shift linkage up to the sliding sleeve.
  • the axial shifting force acting on the sliding sleeve is transmitted via the beveled toothing to the friction cone of the synchronizer ring and clutch body, reinforced on the friction cone, converted into a torque and thus causes a reduction in the speed difference, and the faster the higher the shifting force and thus the synchronization torque, the faster it is .
  • the beveling of the locking toothing is designed so that the torque generated by means of the shifting force via the sliding sleeve on the synchronizer ring is smaller than the frictional torque acting counter to it on the cone.
  • the synchronizing ring is turned back by the sustained shifting pressure of the sliding sleeve until the teeth of the sliding sleeve are in front of the tooth gaps of the synchronizing ring and passage through the locking teeth is possible for silent engagement of the gear.
  • everything must of course be right: cone angle, coefficient of friction and viscosity of the oil, roof angle of the locking teeth, spring force of the compression springs and material pairing of the friction partners.
  • Synchronizer rings usually consist of non-ferrous metal or sintered steel, which can be provided with a coating, for example molybdenum, the counter cone made of steel. Grooves and grooves in the friction surfaces of the synchronizer rings ensure that the oil film adhering to it is cut and removed at the beginning of the switching process, because lubrication is undesirable at this moment, since the required coefficient of friction should be built up quickly.
  • the force exerted by the compression springs on the sliding sleeve must be designed in such a way that, at the beginning of the shift, a secure build-up of the locking effect is ensured, and, on the other hand, the force after the synchronization on the shifting element is not too high.
  • one synchronizing device ensures synchronism for the first and second gear and another for the third and fourth gear. If there are five gears, three synchronizers are required, as is six gears.
  • DE-OS 28 20 774 discloses a synchronizing device for manual transmissions, in particular manual transmissions for motor vehicles, which is essentially formed on the primary side by a synchronizing body, which is arranged on a transmission shaft in a rotationally fixed but axially displaceable manner, by one of these synchronizing bodies surrounding and on this in a toothing, axially displaceable shift sleeve and of a synchronizer ring, which is guided with radially extending pins in recesses of the synchronizer body and on the secondary side of a clutch body, the rotationally and axially is not displaceably arranged on the gearwheel to be coupled, which in turn is rotatably but axially non-displaceably mounted on the gear shaft.
  • the shift sleeve and the synchronizer body first slide the synchronizer ring so far over the clutch body that an inner cone of the synchronizer body touches an outer cone of the clutch body, whereupon locking devices prevent the clutch sleeve from reaching over a clutch toothing of the clutch body until There are no longer any speed differences between the primary and secondary parts and the internal toothing of the gearshift sleeve can engage in the external or coupling toothing of the coupling body.
  • DE-OS 37 32 525 describes a multi-step transmission for motor vehicles with synchronizing devices.
  • an element of the synchronizing device has a first wedge surface which is inclined to a radial plane and which adjoins an assigned second wedge surface. lies, which is rotationally rigidly connected to a gear to be connected.
  • the element of the synchronizing device mentioned is subjected to an axially acting force during the production of the frictional connection, which force is directed onto a counter-friction surface on the clutch body of a gearwheel to be switched.
  • the synchronizing rings are provided with servo bevels which run up on counter-bevels on the synchronizing body due to the synchronizing torque and thereby generate a servo force.
  • the synchronizing rings also have the function of preventing the sliding sleeve from shifting in the direction of the coupling teeth with their locking teeth, as long as there is a speed difference between the teeth of the sliding sleeve and the teeth on the coupling body.
  • Servo power generation and definition of the locked position cannot be fulfilled at the same time by a synchronizer ring.
  • the angle of rotation up to the locking position is determined by the division of the locking teeth.
  • the required angle of rotation until the servo bevels run into each other increases proportionally with the wear of the synchronizer ring.
  • the synchronizer ring can only rotate up to its blocking position, the servo bevels no longer come into contact. A servo effect no longer takes place.
  • the invention is based on the object of developing a step transmission of the type mentioned at the outset such that the synchronization process takes place partly independently of the shifting force exerted by the driver and can also be reversed by the driver during the synchronization process.
  • the previous synchronizer ring component is divided into two components with different functions.
  • a first component takes over the functions that were previously assigned to the synchronizer ring.
  • the first component thus serves to form a blocking position so that the coupling teeth of the sliding sleeve cannot engage in the coupling teeth connected to the connected gear teeth before the speeds of the sliding sleeve and the gearwheel to be shifted align.
  • the second component takes over the functions of a servo element that supports the driver's shifting force. Both function groups run separately from one another and therefore do not influence one another. If there are angled components between two components of a reinforcement device as reinforcing slopes (servo slopes), these components have two degrees of freedom relative to one another. There are two options in a synchronization:
  • the driver's shifting force is introduced in a known manner via a shift lever and a linkage connected to the shift lever into a manual transmission, where it is transmitted to shift sleeves via shift rails and shift forks connected to the shift rails.
  • the shift forks usually slide into the sliding sleeves in such a way that the sliding sleeves can rotate with the respective shaft on which the synchronizing device to be switched is located.
  • the driver has access to the sliding sleeve at all times during the switching process, in order to move it towards a gearwheel to be switched or also around the sliding must move away from the gear to be switched or shifted into a neutral position or also into any intermediate position between the neutral position of the synchronizing device on one side and the switched-on position of a gear to be switched on the other side.
  • Function of this servo element can be influenced by the driver at any time via the sliding sleeve.
  • the servo element can slide within the sliding sleeve in the tangential direction.
  • the driver can check the reinforcing effect at any time during the synchronization process and thus also abort it.
  • FIG. 2 representation of the servo element in side view
  • Fig. 3 representation of Figure 2 in plan view.
  • FIG. 4 representation of Figure 2 in section.
  • Fig. 5 top view of a developed part of the
  • FIG. 1 shows the representation of the synchronization 2 according to the invention in section.
  • a synchronizer body 4 On a shaft, not shown here, a synchronizer body 4 is arranged in a rotationally fixed and axially displaceable manner.
  • a coupling body 6 and 8 is arranged on each side of the synchronous body 4.
  • Each of the coupling bodies 6 and 8 is rotatably connected to a gear, not shown here.
  • An embodiment such that the gear wheel also forms the coupling body is also possible.
  • the coupling body 6 is equipped with a coupling toothing 10, while the coupling body 8 has a coupling toothing 12.
  • the clutch body 6 also has a friction surface 14.
  • a corresponding friction surface 16 is also arranged on the clutch body 8.
  • a synchronizer ring 18 is provided, which carries a friction surface 20 which is arranged such that it can come into contact with the friction surface 14 on the clutch body 6. Furthermore, the synchronizer ring 18 has a locking toothing 22. Between the synchronizer body 4 and the clutch body 8, a synchronizer ring 24 is provided which carries a friction surface 26 which is arranged such that it can come into contact with the friction surface 16 on the clutch body 8. The synchronizer ring 24 has a locking toothing 28.
  • the synchronizer rings 18 and 24 have lugs 30 and 32 which each project in the direction of the center line 34 of the synchronization 2.
  • lugs 30 and 32 are evenly distributed over the circumference of the synchronizing rings 18 and 24, so that a synchronizing ring 18 has, for example, three lugs 30 arranged at 120 ° to each other.
  • the ratchet toothing 22 extends up to the end of the nose 30 facing the center line 34.
  • the synchronizer body 4 has cutouts on its circumference in which the servo element 36 is arranged. For example, three such servo elements 36, each offset by 120 °, can be provided on the circumference.
  • the number of recesses in the synchronizer body 4 and the number of servo elements 36 and the number of lugs 30, 32 on the synchronizer rings 18, 24 are the same.
  • a servo element 36 is assigned to each nose 30, 32.
  • the synchronizer body 4 also has servo bevels 35 and 37, which are not shown in section in FIG. 1. These servo bevels 35, 37 are described in more detail in FIG. 5.
  • the servo element 36 has two locking grooves 38, which narrow in the area of the center of the servo element 36 on locking teeth 40, 42.
  • the locking toothing 40 can be brought into contact with the locking toothing 28 of the synchronizing ring 24 when the servo element 36 is moved on the synchronizer body 4, while when the servo element 36 is moved in the other direction, the locking toothing 42 at Servo element 36 can be brought into contact with the locking teeth 22 on the synchronizer ring 18.
  • the width of the locking grooves 38 is dimensioned in the outer regions such that tangential play of the locking teeth 22, 28 of the synchronizer rings 18, 24 is made possible.
  • the servo element 36 also has a guide rail 44, with which the servo element 36 is tangentially freely movable in a guide groove 46 within the sliding sleeve 48. An axial movement of the sliding sleeve 48 is transmitted through the guide groove 46 to the guide rail 44 on the servo element 36.
  • the sliding sleeve 48 has, in a known manner, a circular recess 50 surrounding the sliding sleeve 48, in which, for example, a shift fork, not shown here, is arranged, by means of which the shifting force initiated by the operator is transmitted to the synchronization 2.
  • the non-solid line 52 denotes a section B-B through the servo element 36, as shown in FIG. 5.
  • the sliding sleeve 48 has a coupling toothing 53, which can engage on one side in a coupling toothing 10 on the coupling body 6 when the sliding sleeve 48 is displaced in a first direction after adjusting the speed of the synchronizing body 4 and the coupling body 6 and on the other side into a coupling toothing 12 on the coupling body 8 when the sliding sleeve 48 is moved into a second
  • Direction which is opposite to the first direction, can intervene after the speed adjustment of the synchronizer body 4 and clutch body 8.
  • the servo element 36 is shown in different representations.
  • 2 shows the servo element 36 in a side view.
  • the two locking grooves 38 can be seen.
  • the number of locking grooves is not limited to two, rather the person skilled in the art will adapt the number of locking grooves and their dimensions to the respective requirements.
  • the servo element 36 is equipped with servo bevels 54 and 55, the helix angle of which, depending on the desired gain factor, between 10 ° and 80 °, can preferably be in a range from 60 ° to 80 °. An angle of 78 ° has proven to be particularly advantageous.
  • the helix angle is measured between the respective servo bevels and the center line 56 (FIG. 3).
  • FIG. 3 shows the servo element in a top view.
  • servo bevels 58, 60 on the servo element 36, which are opposite the servo bevels 54, 55 here axially symmetrical to the center line 56.
  • the helix angles can also be selected differently on all four servo bevels 54, 55, 58, 60.
  • constant switching forces can be achieved, for example during upshifts and downshifts.
  • the locking grooves 38 with the locking teeth 40 and 42 are indicated by broken lines, the locking teeth 40, 42 being arranged below the guide rail 44 here.
  • the helix angles of the locking teeth 40, 42 result from the respective requirements and lie in the angular ranges of conventional locking teeth for synchronizations.
  • FIG. 4 shows a section through the servo element 36, which was made through a locking groove 38.
  • the servo element 36 has the locking toothing 40, 42 in the region of the locking groove 38 and shows the guide rail 44, with the aid of which the servo element 36 is guided in the sliding sleeve.
  • FIG. 5 shows a top view of a developed section of the synchronizer body 4 without a sliding sleeve according to section BB from FIG. 1.
  • Line 62 shows a section AA, which FIG. 1 shows.
  • the synchronizer body 4 has a coupling toothing 64 which is interrupted in the area of the servo element 36.
  • the clutch gear runs tion 64 in the direction of the servo element 36 in the form of servo bevels 35, 37 from one direction or in the form of servo bevels 66, 68 from the other direction.
  • the servo bevel 35 on the synchronizer body 4 is designed such that it forms a pairing with the servo bevel 58 on the servo element 36 and both servo bevels 35, 58 can slide on one another.
  • the respective helix angles are matched to one another.
  • the servo bevel 37 on the synchronizer body 4 is designed such that it forms a pairing with the servo bevel 54 on the servo element 36 and both servo bevels 37, 54 can slide on one another.
  • the servo bevel 66 on the synchronizer body 4 is designed such that it forms a pairing with the servo bevel 60 on the servo element 36 and both servo bevels 66, 60 can slide on one another.
  • the servo bevel 68 on the synchronizer body 4 is designed such that it forms a pairing with the servo bevel 55 on the servo element 36 and both servo bevels 68, 55 can slide on one another.
  • the synchronizer ring 24 is arranged between the synchronizer body 4 and the clutch body 8, which carries the clutch teeth 12.
  • the locking toothing 28 on the synchronizer ring 24 is largely covered by the servo element 36.
  • the synchronizer ring 18 is arranged between the synchronizer body 4 and the clutch body 6, which carries the clutch teeth 10.
  • the locking teeth 22 on the synchronizing ring 18 protrude into the locking grooves 38.
  • the locking toothing 42 is provided on the servo element 36.
  • FIG. 6 shows a partial side view of the synchronizer 2 with the synchronizer body 4, which has the clutch teeth 64 on its outer circumference.
  • the coupling toothing 53 provided on the inner circumference of the sliding sleeve 48 engages in this coupling toothing 64.
  • the coupling toothing 64 on the synchronizer body 4 is interrupted in the region of a recess within which the servo element 36 is arranged.
  • the synchronizer body 4 also has servo bevels 35 and 66 which lie opposite one another.
  • the servo bevel 35 is a servo bevel 54 and the
  • Servo bevel 66 opposite a servo bevel 55 each on the servo element 36.
  • the guide rail 44 on the servo element 36 projects into the guide groove 46 in the sliding sleeve 48.
  • All toothings mentioned preferably have sloping ceilings.
  • the coupling teeth (10, 12, 53) can also be made blunt, i. that is, it is not sharpened.
  • the end of the toothing has a surface which is formed perpendicular to the longitudinal axis of the toothing.
  • the servo element 36 is arranged in the sliding sleeve 48 in a guide groove 46, whereby it is positively connected to the sliding sleeve 48 in the axial direction.
  • the servo element 36 can be displaced in the sliding sleeve 48 in the tangential direction.
  • the synchronizing ring 18 is shifted to the left by means of synchronizing, which are not shown here, until it comes into contact with its conical friction surface 20 with the conical friction surface 14 on the coupling body 6.
  • the speed difference between the synchronizer ring 18 and clutch body 6 causes a frictional torque that rotates the synchronizer ring 18 in the direction of rotation of the clutch body 6.
  • the locking toothing 22 thereby lies against one side of the locking groove 38 in the servo element 36 and, together with the locking toothing 42 in the servo element 36, generates the locking position between the synchronizer ring 18 and the servo element 36.
  • the servo element 36 rotates as a result the now acting on it synchronous torque relative to the synchronizer body 4 until the servo bevels 58 and 60 on the servo element 36 on the servo bevels 35 and 66 on the synchronizer body 4 and thus convert the synchronous torque into an additional axial force supports the manual switching force.
  • the servo force and the manual switching force act axially on the synchronizer ring 18.
  • the servo force acting between the synchronizer body 4 and the servo element 36 is transmitted via the locking teeth 42 to the locking teeth 22 of the synchronizer ring 18.
  • the manual shifting force is transmitted from the sliding sleeve 48 to the guide rail 44 on the servo element 36 and from there it takes the same route as the servo force on the synchronizer ring 18.
  • the unlocking torque arises from the manual switching and servo force acting on the servo element 36, which generate a tangential force through the locking teeth 22 and 42. This will not only unlock the device influenced by the amount of the manual switching force, but additionally supported by the servo force.
  • the servo element 36 can rotate the synchronizer ring 18 in such a way that the servo element 36 can be displaced in the direction of the coupling body 6 by the switching force via the locking teeth 22 of the synchronizer ring 18.
  • the clutch teeth 53 on the sliding sleeve 48 are then engaged in the clutch teeth 10 on the clutch body 6.
  • the locking teeth 28 of the synchronizer ring 24 that is to say the synchronizer ring on the side not switched in this case, can emerge from the locking grooves 38 of the servo element 36. If this were possible, this synchronizer ring 24 could rotate and thereby block the sliding sleeve 48 from shifting back into the neutral position with its locking teeth 28. For this reason, the lugs 30, 32 are provided on the synchronizer rings 18, 24. With the help of the lugs 30, 32, it is possible to arrange the locking teeth 22, 28 of the synchronizer rings 18, 24 further in the direction of the axial center of the synchronizer body 4.
  • the servo element 36 must not be broadened to eliminate the above-mentioned problem because the servo element is axially displaced by the amount of the switching path of the sliding sleeve 48, but must not strike the coupling body 6.
  • the number of locking teeth of the locking teeth 22 and 28 and the corresponding number of locking grooves 38 must be adapted to the requirements of synchronous forces and switching forces and the person skilled in the art will choose an appropriate dimensioning of the toothings.
  • friction devices in the form of disk-shaped multi-plate clutches can also be used. Such multi-plate clutches are widely described in the prior art. In connection with the characterizing features of claim 1, they also achieve the stated object.
  • the synchronization according to the invention ensures that the manual switching force is supported by providing servo support which does not lead to an independent amplification and thus to self-destruction. It offers the operator constant influence on the synchronization process, who can manually cancel the synchronization process at any time.
  • the synchronization also offers security against independent synchronization, for example due to vibrations or splashing moments.
  • the manual switching path to be carried out by the operator is not increased, the switching comfort is also retained, and the servo support that is set in is not disruptively noticeable on the operator's hand.
  • the lifespan of the synchronization is determined by the Design not negatively affected, locking security and reliability are retained.

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

Abstract

L'invention concerne un système de synchronisation pour transmissions démultipliées dans des véhicules automobiles. Pour synchroniser la vitesse d'un premier arbre portant le mécanisme de synchronisation avec celle d'au moins un pignon (6, 8) ou d'un deuxième arbre, le mécanisme de synchronisation comporte un corps de synchronisation (4) monté solidaire en rotation sur le premier arbre; un manchon de synchroniseur (48), muni d'une denture d'accouplement (53), monté solidaire en rotation sur le corps de synchronisation (4) mais coulissant axialement sur celui-ci; au moins un moyeu d'accouplement muni d'une denture d'accouplement (10, 12) et disposé sur le pignon (6, 8) ou l'arbre à engrener, et un dispositif de friction (14, 16, 20, 26) et au moins un élément (18, 24, 36) monté entre le moyeu d'accouplement (6, 8) et le corps de synchronisation (4), ce dispositif de friction et des mécanismes de blocage permettant d'éviter la liaison du moyeu d'accouplement (6, 8) et du manchon de synchroniseur (48) avant que la synchronisation du régime n'ait eu lieu. L'élément (18, 24, 36), avec le dispositif de friction (20, 26), monté entre le corps de synchronisation (4) et le moyeu d'accouplement (6, 8) se présente en deux parties, la première partie (bague de synchronisation (18, 24) comprenant le dispositif de friction (20, 26) ainsi que des premiers organes (22, 28) des mécanismes de blocage (22, 28, 38, 40, 42), et la deuxième partie (servo-élément 36) comprenant des second organes (38, 40, 42) des mécanismes de blocage (22, 28, 38, 40, 42) ainsi que des organes (54, 55, 58, 60) pour amplifier une force de changement de rapports appliquée au synchroniseur (2) axialement en direction du pignon ou de l'arbre à engrener, ces organes (54, 55, 58, 60) coopérant avec des organes (35, 37, 66, 68) sur le corps de synchronisation (4).
PCT/EP1995/004858 1994-12-14 1995-12-09 Synchroniseur a auto-amplification WO1996018828A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19944444380 DE4444380A1 (de) 1994-12-14 1994-12-14 Selbstverstärkende Synchronisierung
DEP4444380.3 1994-12-14

Publications (1)

Publication Number Publication Date
WO1996018828A1 true WO1996018828A1 (fr) 1996-06-20

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WO (1) WO1996018828A1 (fr)

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB0116676D0 (en) * 2001-07-07 2001-08-29 Eaton Corp Synchronizer
AT506205B1 (de) * 2007-12-18 2011-11-15 Miba Sinter Austria Gmbh Kraftverstärkungselement
AT507126B1 (de) * 2008-08-06 2018-05-15 Miba Sinter Austria Gmbh Kraftverstärkungselement
AT508295B1 (de) * 2009-06-05 2019-04-15 Miba Sinter Austria Gmbh Getriebe-synchronisationsvorrichtung
DE102010060967B4 (de) 2010-12-02 2012-11-15 Hofer Forschungs- Und Entwicklungs Gmbh Schaltgetriebe mit mehrteiligem Servosynchronisationsdruckstück und dazugehöriges Synchronisationsverfahren

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DE1924724A1 (de) * 1968-05-15 1969-11-20 Nissan Motor Synchronisiereinrichtung fuer Fahrzeuggetriebe mit staendigem Zahneingriff
EP0253187A1 (fr) * 1986-07-04 1988-01-20 GETRAG Getriebe- und Zahnradfabrik GmbH Dispositif de synchronisation pour embrayages
US5078244A (en) * 1990-12-24 1992-01-07 Eaton Corporation Self-energizing synchronizer
US5425437A (en) * 1993-12-27 1995-06-20 Eaton Corporation Synchronizer with self-energizing
EP0663541A1 (fr) * 1993-12-27 1995-07-19 Eaton Corporation Synchroniseur auto-renforçant

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1924724A1 (de) * 1968-05-15 1969-11-20 Nissan Motor Synchronisiereinrichtung fuer Fahrzeuggetriebe mit staendigem Zahneingriff
EP0253187A1 (fr) * 1986-07-04 1988-01-20 GETRAG Getriebe- und Zahnradfabrik GmbH Dispositif de synchronisation pour embrayages
US5078244A (en) * 1990-12-24 1992-01-07 Eaton Corporation Self-energizing synchronizer
US5425437A (en) * 1993-12-27 1995-06-20 Eaton Corporation Synchronizer with self-energizing
EP0663541A1 (fr) * 1993-12-27 1995-07-19 Eaton Corporation Synchroniseur auto-renforçant

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