WO2017160706A1 - Cliquet à doigts multiples pour un synchroniseur à cliquet - Google Patents

Cliquet à doigts multiples pour un synchroniseur à cliquet Download PDF

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Publication number
WO2017160706A1
WO2017160706A1 PCT/US2017/022078 US2017022078W WO2017160706A1 WO 2017160706 A1 WO2017160706 A1 WO 2017160706A1 US 2017022078 W US2017022078 W US 2017022078W WO 2017160706 A1 WO2017160706 A1 WO 2017160706A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
actuator
clutch
shift sleeve
shaft
Prior art date
Application number
PCT/US2017/022078
Other languages
English (en)
Inventor
Wesley L. Shaw
Original Assignee
Borgwarner Inc.
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 Borgwarner Inc. filed Critical Borgwarner Inc.
Publication of WO2017160706A1 publication Critical patent/WO2017160706A1/fr

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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

Definitions

  • This disclosure relates to clutches or clutch modules for manual transmissions of automobiles that facilitate synchronization of the rotational speed of the selected gear with the rotational speed of the transmission shaft.
  • An internal combustion engine of an automobile generates power in the form of reciprocating motion of its pistons.
  • the crankshaft converts this reciprocal motion into rotary motion.
  • the rotary motion of the crankshaft is not transmitted directly to the driving wheels or to the drivetrain because the crankshaft rotates at high rotational speeds, which are inappropriate for starting, stopping and normal travel.
  • automobile engines typically operate over a range of about 600 to about 7000 rpm, while the wheels rotate between 0 rpm and about 1800 rpm, however other ranges are possible. It is the function of the transmission to convert the high rotational speed of the crankshaft to a slower wheel speed and to increase torque in the process.
  • the crankshaft connects to a flywheel, which connects to a transmission input shaft, sometimes referred to as a mainshaft.
  • the transmission selectively couples the input shaft through two gear sets, each providing a gear ratio, and eventually to an output shaft, sometimes referred to as the driveshaft.
  • the input shaft fixedly connects to an input pinion that meshes with an input gear fixedly connected to a parallel counter shaft.
  • the counter shaft rotates with the input shaft, but at a somewhat lower speed to the gear ratio provided by the input pinion and the input gear of the counter shaft.
  • the counter shaft also fixedly connects to a plurality of gears, typically numbered from one to four, five or six.
  • Each of these numbered gears which rotate with the counter shaft, also mesh with and form gear sets with like-numbered gears through which an output shaft passes.
  • the numbered gears of the output shaft do not connect to the output shaft, but instead ride on bearings.
  • Each pair of enmeshed numbered gears, one on the counter shaft and one on the output shaft form a gear set and provide a gear ratio. Because the output shaft is not fixedly connected to the numbered gears through which it passes, the transmission also includes a plurality of clutches or clutch modules that selectively couple the output shaft to one of these numbered gears and therefore to one of the gear sets.
  • Transmissions are available in a variety of different designs which utilize different clutch modules to connect gear sets to an input shaft, one or more counter shafts or an output shaft.
  • transmission shaft may refer to any shaft of a transmission that may be selectively coupled to a gear set by a clutch module.
  • Synchronizing rings typically include a conical friction surface, which engages a corresponding conical surface on the selected gear (or clutch body connected to the selected gear). The resulting frictional engagement between the synchronizing ring and the selected gear establishes the desired synchronization between the transmission shaft and the selected gear.
  • this document discloses a clutch and gear synchronizer module for transmission that includes a transmission shaft that passes coaxially through a first gear assembly.
  • the transmission shaft may be an input shaft, an output shaft or a counter shaft.
  • the first gear assembly may include or be coupled to a structure that provides a frictional surface and a recess.
  • the transmission shaft is rotatable about a transmission axis.
  • the clutch and gear synchronizer module may include an actuator carrier mounted on the transmission shaft for rotation with the transmission shaft about the transmission axis.
  • the actuator carrier may be disposed radially within and coupled to a shift sleeve for imparting rotation to the shift sleeve while enabling the shift sleeve to move axially with respect to the actuator carrier.
  • the actuator carrier may include an inner hub connected to an outer ring with a window disposed between the inner hub and the outer ring.
  • the clutch and gear synchronizer module may further include a first friction element disposed between the first gear assembly and the actuator carrier.
  • the first friction element may be coupled to the actuator carrier for rotation with the actuator carrier while enabling the first friction element to move axially with respect to the actuator carrier.
  • the clutch and gear synchronizer module may further include an actuator that extends radially between the inner hub and the outer ring and across the window of the actuator carrier.
  • the actuator may be rotatable about an actuator axis that extends radially between the inner hub and the outer ring.
  • the actuator may include a lobe and a pawl disposed in radial alignment with the window.
  • the pawl having a first toe and a second toe and the lobe may also be in radial alignment with the first friction element while the pawl may also be in radial alignment with the frictional surface of the first gear assembly.
  • the actuator may further include an outwardly directed offset pin that is parallel to, but not coaxial with the actuator axis. The offset pin may couple to the shift sleeve.
  • this document discloses a clutch and gear synchronizer module for a transmission that includes a transmission shaft that passes coaxially through a first gear assembly and a second gear with the clutch and gear synchronizer module disposed between the first and second gears.
  • the first gear assembly may include or be coupled to a structure that provides a circular pattern of clutch teeth and a circular recess that face the clutch and synchronizer module.
  • the second gear may also include a circular pattern of clutch teeth and a circular recess that face the clutch and synchronizer module.
  • the transmission shaft may be rotatable about a transmission axis.
  • the clutch and gear synchronizer module may include an actuator carrier mounted on the transmission shaft for rotation with the transmission shaft.
  • the actuator carrier may be disposed radially within and coupled to a shift sleeve for imparting rotation to the shift sleeve.
  • the clutch and synchronizer module may also include a first friction ring coupled to the actuator carrier and at least partially disposed within the circular recess of the first gear assembly and a second friction ring coupled to the actuator carrier and at least partially disposed within the circular recess of the second gear.
  • the actuator carrier may include an inner hub connected to an outer ring by a pair of struts with a window disposed between the inner hub and the outer ring and between the struts.
  • the clutch and synchronizer module may further include a pair of actuators.
  • Each actuator may include a shaft or main body having an inner end rotatably connected to the inner hub of the actuator carrier and an outer end rotatably connected to the outer ring of the actuator carrier.
  • Each shaft of each actuator may connect to a lobe and a pawl that are disposed in radial alignment with a window.
  • the pawl may be configured with a first toe and a second toe.
  • Each lobe may also be in radial alignment with the first and second friction rings.
  • Each first and second toes of the pawl may also be in radial alignment with the circular patterns of clutch teeth of the first and second gears.
  • the shafts of the actuators may each be connected to an outwardly directed offset pin that is parallel to, but not coaxial with, it's respective shaft.
  • the offset pins may couple to the shift sleeve.
  • An initial movement of the shift sleeve and offset pins towards the first gear assembly causes the lobes to rotate into engagement with the first friction ring and push the first friction ring farther into the circular recess of the first gear assembly, thereby causing the first gear assembly to rotate with the clutch and synchronizer module.
  • Further axial movement of the shift sleeve toward the first gear assembly causes the first and second toes of at least one of the pawls to engage the circular pattern of clutch teeth of the first gear assembly.
  • an initial movement of the shift sleeve and offset pins towards the second gear causes the lobes to rotate into engagement with the second friction ring and push the second friction ring into the circular recess of the second gear thereby causing the second gear to rotate with the clutch synchronizer module.
  • further axial movement of the shift sleeve towards the second gear causes the first and second toes of at least one of the pawls to engage the circular pattern of clutch teeth of the second gear.
  • this document discloses a method for synchronizing a rotational speed of a gear with a rotational speed of a transmission shaft and for transferring torque from the transmission shaft to the gear.
  • the method may include providing a gear that includes or is coupled to a structure that provides an annular surface that includes a circular pattern of clutch teeth and a circular recess.
  • the method may further include providing a clutch and synchronizer module including an actuator carrier disposed radially within and coupled to a shift sleeve.
  • the clutch and synchronizer module may also include a friction ring coupled to the actuator carrier.
  • the actuator carrier may include an inner hub connected to an outer ring with a window disposed between the inner hub and the outer ring.
  • the clutch and synchronizer module may further include an actuator that includes and actuator shaft or main body that extends radially between the inner hub and the outer ring and across the window of the actuator carrier.
  • the actuator shaft may be connected to a lobe and a pawl that are disposed in radial alignment with the window.
  • the pawl may be configured with a first toe and a second toe, with the lobe also in radial alignment with the friction ring and the first and second toes of the pawl also in radial alignment with the circular pattern of clutch teeth of the gear.
  • the actuator shaft may connect to an outwardly directed offset pin that is parallel to but not coaxial with the actuator shaft.
  • the offset pin may couple to the shift sleeve.
  • the method may further include mounting the clutch and synchronizer module on the
  • the method may further include passing a transmission shaft through the gear so the gear is disposed adjacent to the clutch and synchronizer module.
  • the method may further include moving the shift sleeve and offset pin towards the gear an initial distance thereby causing the lobe to rotate into engagement with the friction ring and push the friction ring into the circular recess of the gear thereby causing the gear to rotate with the clutch and synchronizer module and the transmission shaft.
  • the method may include moving the shift sleeve and offset pin further towards the gear to cause the first and second toes of the pawl to rotate into engagement with the circular pattern of clutch teeth of the gear.
  • FIG. 1 is a sectional view of a disclosed clutch and gear synchronizer module connected to a transmission shaft for rotation with the transmission shaft and disposed between two gears, through which the transmission shaft passes, and wherein the clutch and synchronizer module is in a neutral position;
  • FIG. 2 is another sectional view of the clutch and synchronizer module illustrated in FIG. 1 , wherein the shift sleeve has moved to the right so that the friction ring has engaged the gear shown at the right thereby causing the gear to rotate with the clutch and synchronizer module and the transmission shaft;
  • FIG. 3 is another sectional view of the clutch and synchronizer module shown in FIGS. 1 and 2, wherein the shift sleeve has moved further to the right thereby causing the pawls of the actuators to rotate towards the gear shown at the right and just before the pawls fully engage the clutch teeth of the gear shown on the right;
  • FIG. 4 is yet another sectional view of the clutch and gear synchronizer module shown in FIGS. 1-3, wherein the shift sleeve has moved still further to the right and wherein the pawls of the actuator have rotated into full engagement with the clutch teeth of the gear shown on the right;
  • FIG. 5 is a perspective and sectional view of the clutch and gear synchronizer module shown in FIGS. 1-4 with the gear and friction ring shown at the left in FIGS. 1-4 removed entirely and portions of the transmission shaft and shift sleeve removed to show the actuators in their neutral positions;
  • FIG. 6 is another perspective and sectional view of the clutch and gear synchronizer module as shown in FIG. 5, but with the pawls of the actuators rotated into full engagement with the clutch teeth disposed on the gear shown at the right in FIGS 1- 4 and behind the actuator carrier and shift sleeve as shown in FIGS. 5-6;
  • FIG. 7 is a perspective view of the clutch and gear synchronizer module shown in FIGS. 1-6;
  • FIG. 8 is a perspective view of a disclosed actuator;
  • FIG. 9 is a top view of the actuator shown in FIG. 8;
  • FIG. 10 is a top view of the clutch and gear synchronizer constructed in accordance with the present disclosure.
  • FIG. 1 1 is a perspective view of an alternative actuator
  • FIG. 12 is a top view of the actuator shown in FIG. 11;
  • FIG. 13 is a flow chart illustrating an exemplary method which may be practiced in accordance with an embodiment of the present disclosure.
  • FIGS. 1-6 illustrate a disclosed clutch and gear synchronizer module 20 mounted on a transmission shaft 21 for rotation with the transmission shaft 21.
  • the transmission shaft 21 The transmission shaft
  • the transmission shaft 21 may be any one of the shafts incorporated into a transmission.
  • FIGS. 1-4 sequentially illustrate the clutch and gear module 20 as the module 20 shifts from a neutral position (FIG. 1) to a position where the selected gear 22 synchronizes with the transmission shaft 21 (FIG. 2) to a position just before the pawls 23 engage the clutch teeth 24 of the selected gear 22 (FIG. 3) to the fully engaged position where the pawls 23 fully engage the clutch teeth 24 of the selected gear 22 (FIG. 4).
  • the transmission shaft 21 may pass through a plurality of gears, including the gear 25 shown at the left in FIGS. 1-4 and the selected gear 22 shown at the right in FIGS. 1-4.
  • the transmission shaft 21 may couple to the clutch and gear synchronizer module 20 via a splined connection (not shown) between the middle section 26 of the transmission shaft 21 and the inner hub 27 of the actuator carrier 28, also illustrated in FIGS. 5-7.
  • the transmission shaft 21 passes through the gears 25, 22 with needle bearings (not shown) disposed between the inner surfaces 31, 32 of the gears 25,
  • the transmission shaft 21 may optionally include a flange 33 disposed on one side of the gears 25, 22 and the clutch and gear synchronizer module 20 with a retainer 34 disposed on the opposite side of the gears 25, 22 and the clutch and gear synchronizer module 20.
  • the actuator carrier 28 of the clutch and gear synchronizer module 20 is disposed radially within a shift sleeve 35, which couples to the actuator carrier 28 for rotation with the actuator carrier 28 and the transmission shaft 21.
  • the shift sleeve 35 may slide axially to the right or to the left as will be explained below.
  • the actuator carrier 28 is maintained in its axial position between the gears 25, 22 by the step 36, retainer 34 and washer 37.
  • the shift sleeve 35 may include a recess 38 at its outer periphery for receiving a shift fork (not shown) or other device for moving the shift sleeve 35 to the right or to the left, or, more specifically, towards the gear 22 or towards the gear 25.
  • the clutch and gear synchronizer module 20 also includes a friction ring 41 partially received in the recess 42 of the gear 22 when the clutch and gear synchronizer module 20 is in the neutral position as shown in FIG. 1. Further, the clutch and gear synchronizer module 20 also includes a friction ring 43 partially received within the recess 44 of the gear 25 when the clutch and gear synchronizer module 20 is in the neutral position as shown in FIG. 1.
  • FIGS. 5-10 further illustrate various details of the clutch and gear synchronizer module 20.
  • the sp lined connection couples the inner hub 27 of the actuator carrier 28 to the transmission shaft 21 for rotation with the transmission shaft 21.
  • Other means for connecting the actuator carrier 28 to the transmission shaft 21 for rotation with the transmission shaft 21 will be apparent to those skilled in the art.
  • the inner hub 27 of the actuator carrier 28 connects to an outer ring 45 via one or more struts 46.
  • the actuator carrier 28 includes one or more windows 47 disposed between the inner hub 27 and the outer ring 45 and between pairs of struts 46 as shown in FIGS. 5-6.
  • One or more actuators 48 extend radially across each window 47 and radially between the inner hub 27 and the outer ring 45.
  • an actuator 48 may include or be connected to a pawl 23, the pawl 23 having a first toe 69 and a second toe 70, as well as a lobe 51, both of which extend radially outwardly from an actuator axis 52.
  • the actuator 48 may include an actuator shaft 53 (or main body) having an inner end 54 and an outer end 55.
  • the inner hub 27 of the actuator carrier 28 includes inner recesses 56 that rotatably receive the inner ends 54 of the actuators 48.
  • the outer ring 45 of the actuator carrier 28 includes a plurality of through holes 57 that rotatably receive the outer ends 55 of the actuators 48.
  • the actuators 48 extend radially between the inner hub 27 and outer ring 45 of the actuator carrier 28. Further, the actuators 48 may rotate about their actuator axes 52, which are perpendicular to the transmission shaft axis 58 (see also FIG. 1).
  • each actuator 48 includes a lobe 51 that extends radially outwardly from the actuator axis 52 or the actuator shaft 53.
  • the lobe 51 terminates at blunt engagement surface 61, which engages the friction ring 41 and pushes the friction ring 41 into the recess 42 of the gear 22 when the shift sleeve 35 moves to the right in FIGS. 1-4.
  • the blunt engagement surface 61 engages the friction ring 43 and pushes the friction ring 43 into the recess 44 of the gear 25 when the shift sleeve 35 moves to the left in FIGS. 1- 4.
  • the actuators 48 each include an offset pin 62 that is received in a recess 63 disposed in the shift sleeve 35 (see FIG. 1), which enables the rotational movement of the lobe 51 into engagement with either the friction ring 41 or the friction ring 43. Because the offset pin 62 is not coaxial with the actuator axis 52, movement of the shift sleeve 35 in an axial direction either to the right or to the left in FIG. 1 causes the actuator 48 to rotate about the actuator axis 52. When the shift sleeve 35 moves to the right in FIG. 1, the actuator 48 rotates to the right so that the blunt engagement surface 61 of the lobe 51 engages the friction ring 41 and pushes the friction ring 41 into the recess 42 of the gear 22 as shown in FIG. 2.
  • the actuator carrier 28 includes a lug 66.
  • the friction ring 43 which may be identical in construction to the friction ring 41, is a split ring with two free ends 67, 68.
  • the friction ring 41 is held in place by the recess 44 as shown in FIG. 1 and the engagement between the lug 66 and the free ends 67, 68 of the friction ring 43 enable the friction ring 43 to rotate in either direction with the actuator carrier 28.
  • An identical lug (not shown) couples the friction ring 41 for rotation with the actuator carrier 28 as well.
  • each actuator 48 includes a pawl 23, which, like the lobe 51, extends radially outwardly from the actuator axis 52 or the actuator shaft 53.
  • the pawl 23 is configured with the first toe 69 and the second toe 70, the first and second toes 69, 70 extending radially outwardly such that the first and second toes 69, 70 extend radially beyond the lobe 51 and/or blunt engagement surface 61.
  • the first toe 69 terminates along a first toe surface 75 and the second toe 70 terminates along a second toe surface 76 and, the first and second toes 69, 70 are formed having a v-shaped groove 77 disposed there between and configured to separate the first and second toes 69, 70, however other shapes and profiles of the groove 77 are possible.
  • the first and second toe surfaces 75, 76 may have a radius or rounded profile which facilitates engagement between the first and second toes 69, 70 of the pawl 23 with the clutch teeth 24 (shown in FIG. 10).
  • FIGS. 6 and 10 is an illustration of a full engagement between the actuators 48 and the clutch teeth 24.
  • FIG. 4 also illustrates this fully engaged position.
  • FIG. 5 illustrates the actuators 48 in their neutral position, also shown in FIG. 1.
  • FIG. 3 in contrast, shows the actuators 48 in a position just prior to full engagement of the pawls 23 with the clutch teeth 24.
  • FIG. 10 provides a top view illustration of the clutch and gear synchronizer module 20.
  • a portion of the actuator carrier 28 is rendered semi-transparent to illustrate some underlying details and components of the actuator 48 and clutch and gear synchronizer module 10.
  • One or more actuators 48 may be positioned such that the first and second toes 69, 70 of the pawls 23 engage with the clutch teeth 24.
  • the actuators 48 are rotated such that the pawls 23 and more specifically, the first and/or second toes 69, 70, engage the clutch teeth 24 of the gear 22.
  • the pawls 23 may alternatively or additionally, engage the clutch teeth 24 of the gear 25 or not engage any of the clutch teeth 24 of the gears 22, 25.
  • the clutch and gear synchronizer module 20 fully engages the gear 22 and both rotation and torque is transmitted from the transmission shaft 21 to the gear 22.
  • FIGS. 3 and 4 illustrate the friction ring 41 at its deepest position within the recess 42 and the size of the lobe 51 prevents any further biasing or pushing of the friction ring 41 into the recess 42.
  • the clutch and gear synchronizer module 20 fully engages the gear 22 and both rotation and torque is transmitted from the transmission shaft 21 to the gear 22.
  • each window 47 may include two actuators 48 with the pawls 23 disposed in opposing directions.
  • the clutch teeth 24 may include angled side edges 71, 72 for engaging oppositely directed pawls 23 of two actuators 48 disposed at opposite ends of a window 47.
  • FIGS. 5-6 also illustrate the recesses 63 that accommodate the offset pins 62 of two actuators 48 disposed at opposite ends of a window 47.
  • FIG. 7 illustrates a coupling between the actuator carrier 28 and the shift sleeve 35.
  • the actuator carrier 28 may include a plurality of radially outwardly extending tongues 73 that are each accommodated in an axially extending groove 74 thereby providing a tongue-in-groove connection which permits movement of the shift sleeve 35 along the transmission shaft axis 58 while the shift sleeve 35 rotates with the actuator carrier 28.
  • FIGS. 11-12 illustrate an alternative actuator 148 wherein the offset pin 162 is disposed on a lever 169 that extends outward from the shaft 153 or outward from the outer end 155 of the shaft 153.
  • the shaft 153 also includes an inner end 154 and the actuator 148, like the actuator 48 shown in FIGS. 8-9, includes a lobe 151 and a pawl 123.
  • the lobe 151 includes a blunt engagement surface 161 and the pawl 123 includes a first toe 168 and a second toe 170, similar to the actuator 48 shown in FIGS. 8-9.
  • first and second toes 168, 170 extend outwardly and the first toe 168 terminates along a first toe edge 175 and the second toe terminates along a second toe edge 176.
  • first and second toes 618, 170 are formed having a v-shaped groove 177 disposed between and configured to separate the first and second toes 168, 170, however other shapes and profiles are possible.
  • the disclosed clutch and gear synchronizer module 20 includes one or more actuators 48 that extend radially outward from the transmission shaft axis 58 or radially between the inner hub 27 and the outer ring 45 of the actuator carrier 28. While the actuators 48 are disposed radially with respect to the transmission shaft 21, they rotate about an actuator axis 52 that is perpendicular to the transmission shaft axis 58.
  • the actuators 48 may include a shaft 53 or similar structure that provides an inner end 54 that may be received in an inner recess 56 disposed in the inner hub 27 of the actuator carrier 28.
  • the actuator 48 may further include an outer end 55 that may be received in an through hole 57 disposed in the outer ring 45 of the actuator carrier 28.
  • This rotatable connection between the actuators 48 and the actuator carrier 28 provides for a reliable connection between the actuator 48 and the actuator carrier 28 that is also easy to assemble.
  • Employment of offset pins 62 that are securely coupled to the shift sleeve 35 enables the lateral or axial movement of the shift sleeve 35 along the transmission shaft axis 58 to cause the actuators 48 to rotate about their actuator axes 52, which results in the lobes 51 engaging the friction ring 41 when the shift sleeve 35 is shifted to the right in FIGS. 1-4 or the lobe 51 engaging the friction ring 43 when the shift sleeve 35 is shifted to the left in FIGS. 1-4.
  • the disclosed clutch and gear synchronizer module 20 is easy to assemble and align between the two gears 25, 22, provides improved efficiency, and shows a reduced wear of components during repeated operations.
  • the pawls 23 are formed with a first toe 69 and a second toe 70 that are configured to engage with the clutch teeth 24 of the clutch and gear synchronizer module 20. Adding the first toe 69 and the second toe 70 allows the pawls 23 to rotate a smaller distance prior to engaging with the clutch teeth 24.
  • FIG. 13 illustrates a method 178 for synchronizing a rotational speed of the gear 22 with the rotational speed of a transmission shaft 21 and for transferring torque from the transmission shaft 21 to the gear 22 may include the following steps.
  • the gear 22 is provided having an annular surface 76 that includes a circular pattern of clutch teeth 24 as illustrated in FIGS. 1-6.
  • Block 181 may further include providing a clutch and gear synchronizer module 20 that includes an actuator carrier 28 disposed radially within and coupled to a shift sleeve 35.
  • the module 20 may also include a friction ring 41 or other suitable friction element coupled to the actuator carrier 28 for rotation with the actuator carrier 28.
  • the actuator carrier 28 may include an inner hub 27 connected to an outer ring 45 with a window 47 disposed between the inner hub 27 and the outer ring 45.
  • the module 20 may further include an actuator 48 that extends radially between the inner hub 27 and the outer ring 45 and across the window 47.
  • the actuator 48 may include a lobe 51 and a pawl 23 having a first toe 69 and a second toe 70, the pawl 23 disposed in radial alignment with the window 47 and with the lobe 51 also in radial alignment with the friction ring 41.
  • the first toe 69 and the second toe 70 of the pawl 23 in radial alignment with the circular pattern of clutch teeth 24 of the gear 22.
  • the actuator 48 may further include an outwardly directed offset pin 62 that is parallel to but not coaxial with the actuator axis 52.
  • the offset pin 62 may couple to the shift sleeve 35 so that axial movement of the shift sleeve 35 causes rotation of the actuator 48.
  • the method 178 may further include mounting the clutch and gear synchronizer module 20 on the transmission shaft 21 for rotation with the transmission shaft 21. Moreover, in a next block 183, the method may further include passing the transmission shaft 21 through the gear 22 so the gear 22 is disposed adjacent to the clutch and gear synchronizer module 20.
  • a determination of whether synchronization of the gear and transmission is needed. If synchronization is needed, then in a next block 185, the shift sleeve 35 and offset pin 62 are moved towards the gear 22 an initial distance thereby causing the lobe 51 to rotate into engagement with the friction ring 41 and push the friction ring 41 into the circular recess 42 of the gear 22 (see FIG. 2) thereby causing the gear 22 to rotate with the clutch and gear synchronizer module 20 and the transmission shaft 21.
  • the method 178 may further include moving the shift sleeve 35 and offset pin 62 further towards the gear 22 thereby causing the pawl 23 to rotate and the first toe 69 and the second toe engage with the circular pattern of clutch teeth 24 of the gear 22 for full engagement between the gear 22 and the clutch and gear synchronizer module 20 and the transmission shaft 21 (See FIG. 4).
  • the determination not to move the shift sleeve (35) and offset pin 62 is made.

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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 module d'embrayage et de synchroniseur d'engrenage (20), lequel module comprend un actionneur (48) disposé radialement par rapport à l'arbre de transmission (21) et porté par un support d'actionneur (28) relié à l'arbre de transmission (21) pour une rotation avec l'arbre de transmission (21). L'actionneur (48) comprend une broche à décalage (62) accouplée à un manchon de changement de vitesse (35) qui est apte à se déplacer axialement par rapport à l'arbre de transmission (21), provoquant ainsi un mouvement axial et de rotation de la broche à décalage (62) et une rotation de l'actionneur (48) autour d'un axe d'actionneur (52). L'actionneur (48) comprend un lobe (51) et un cliquet (23), le cliquet ayant un premier doigt (69) et un second doigt (70). De manière séquentielle, le lobe (51) vient en prise avec une bague de frottement (41), de façon à amener ainsi la bague de frottement (41) à venir en prise avec l'engrenage (22) et à amener ainsi l'engrenage (22) à tourner en synchronisme avec l'arbre de transmission (21). Quand le manchon de changement de vitesses (35) se rapproche davantage de l'engrenage (22), le premier et le second doigt (69, 70) du cliquet (23) viennent alors en prise avec des dents d'embrayage (24) disposées sur une surface annulaire (76) de l'engrenage (22).
PCT/US2017/022078 2016-03-15 2017-03-13 Cliquet à doigts multiples pour un synchroniseur à cliquet WO2017160706A1 (fr)

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US201662308469P 2016-03-15 2016-03-15
US62/308,469 2016-03-15

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Cited By (1)

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Publication number Priority date Publication date Assignee Title
CN106763277A (zh) * 2016-12-15 2017-05-31 陕西法士特汽车传动集团有限责任公司 锁销式三锥面同步器

Citations (5)

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Publication number Priority date Publication date Assignee Title
US4623054A (en) * 1985-01-28 1986-11-18 Ford Motor Company Dual reversed cone synchronizing clutch
US4805755A (en) * 1986-11-14 1989-02-21 Isuzu Motors Limited Synchronizer
US4869353A (en) * 1987-11-27 1989-09-26 Kanzaki Kokyukoki Mfg. Co., Ltd. Synchronizing clutch assembly
JPH09151961A (ja) * 1995-11-29 1997-06-10 Mitsubishi Motors Corp 変速機の同期噛合装置
KR20120003635A (ko) * 2010-07-05 2012-01-11 현대위아 주식회사 수동변속기의 동기장치

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4623054A (en) * 1985-01-28 1986-11-18 Ford Motor Company Dual reversed cone synchronizing clutch
US4805755A (en) * 1986-11-14 1989-02-21 Isuzu Motors Limited Synchronizer
US4869353A (en) * 1987-11-27 1989-09-26 Kanzaki Kokyukoki Mfg. Co., Ltd. Synchronizing clutch assembly
JPH09151961A (ja) * 1995-11-29 1997-06-10 Mitsubishi Motors Corp 変速機の同期噛合装置
KR20120003635A (ko) * 2010-07-05 2012-01-11 현대위아 주식회사 수동변속기의 동기장치

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106763277A (zh) * 2016-12-15 2017-05-31 陕西法士特汽车传动集团有限责任公司 锁销式三锥面同步器

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