Abstract: The invention relates to a coupling toothing in a gearbox between two rotationally symmetrical coupling structures (5,6) which can be coupled with each other. The toothing comprises the following features to increase the strength thereof: (a) both coupling structures (5,6) have claws on opposing sides which project axially from a base surface (10); (b) in a first of the two coupling structures (6), the claws (14,15,16) are arranged on the inner peripheral surface (17) of an outer collar (18) delimiting the base surface (10); (c) in the second of the two coupling structures (5), the claws (7,8) are arranged on the external periphery surface (9) of an inner collar (13) delimiting the base surface (10); and (d) the coupling surfaces of the two claws each have an undercut profile.
Abstract: In the case of a claw toothing for a gearbox or the like, of which the claws are designed with an undercut and, viewed in cross-section with respect to the longitudinal axis of the claws, have a flat or convex roof profile, it is provided to improve the engagement that the plan view of the claws tapers into a wedge shape towards the rotational axis of the claw toothing and that the generatrices (5a, 5b) of the roof profile and/or the sides, in the longitudinal direction of the claw, are straight lines which go through the rotational axis (D).
Abstract: A synchronizing apparatus for transmissions and a method of manufacturing a synchronizing member therefore are disclosed. The synchronizing member is adapted to be shifted along a shift direction during gearshift. The synchronizing member has teeth protruding from a synchronizing member surface. The teeth have a trapezoidal cross-section along a direction perpendicular to the shift direction and are configured with a tip along the shift direction. A front apex line of the tip projects under a first angle (.phi.) from the synchronizing member surface. The tip is constituted by two inclined front surfaces extending on both sides of the apex line. The front surfaces intersect under a second angle (.gamma.) in an upper tooth surface. For making the second angle (.gamma.) as small as possible the front surfaces are provided with an upper section canted away from the tip.
Abstract: The gearing component, in this case a synchronizer ring with synchromesh gearing for automobile gear boxes, is manufactured by cutting it out of a strip of material with a precision cutting machine, at the same time forming gearing out of radial and at least nearly cuboid projections to be stamped into teeth which have a given ratio of tooth height to minimum tooth width. The excess material or flash formed during the stamping operation is removed with a punching tool. The teeth are deburred in a grinding operation, and the edges are rounded off to a certain extent at least. This method not only permits the extremely economical manufacture of such gearing components; a previously unobtainable precision of tooth shape and hardness is also made possible.
Abstract: The invention concerns a transmission shift system with a synchronizing arrangement. A rotary shaft and a gear rotating at different speeds can be coupled together with positive engagement at synchronous speed, by means of an annular sliding sleeve axially movable by a gearshift force, wherein a clutch gearing of the sliding sleeve meshes in a corresponding clutch gearing of the gear or of a clutch body connected with the gear. Between the sliding sleeve and the gear is situated a synchronizer ring. Parts of the gear or of the clutch body together with parts of the synchronizer ring form a positively engaged clutch. In the absence of synchronism, the axial movement of the sliding sleeve is locked by blocking faces of a locking device, the clutch gearing (4, 12) and the locking device (8, 16) being separated from each other. The clutch gearing (4) of the sliding sleeve (6) and the clutch gearing (12) of the gear or clutch body (14) have stub ends.
Abstract: Engaging device in a motor vehicle gearbox, having an engaging sleeve (8) with a toothed rim with internal engaging teeth (11) and a toothed rim (4) joined to a gear (2, 3) and having external teeth (5). The engaging teeth of the engaging sleeve have first flank surface portions (23) adjacent to pointed end portions (22) and second flank surface portions (26) connected via a step (25) thereto. The flank surface portions (23, 26) are inclined inwards, as seen from the end of the tooth, towards the longitudinal axis (24) of the tooth, the first surface portions (23) having a greater incline than the second surface portions (26).
Abstract: A gear transmission has a synchronizing arrangement associated with a helical gear that has end play. The synchronizing arrangement includes a shift sleeve having internal splines engageable with external teeth of a clutch gear that is an integral part of the helical gear. A torque lock feature is provided by cooperating back tapered torque lock surfaces of the splines and the external teeth of the clutch gear. The internal splines of the shift sleeve and the external teeth of the clutch gear are shaped to accommodate the end play of the helical gear and reduce variation in engagement of the torque lock surfaces.
Abstract: A reverse brake mechanism for an automobile transmission has a synchronizing mechanism including a clutch sleeve, mounted for sliding movement on a primary transmission shaft, which has peripheral clutch teeth with chamfers arranged at regular separations. A synchronizing ring, mounted for rotation on the primary shaft, has peripheral synchronizing teeth with chamfers arranged at regular separations, and a brake member is provided for braking the primary shaft. The brake member is operationally coupled to the primary shaft through the synchronizing ring while the clutch sleeve is brought into engagement with the synchronizing ring through their teeth with chamfers when shifting the automobile transmission to a reverse gear.
Abstract: An interengaging clutch comprises first and second rotatable clutch halves, the first clutch half being a driven clutch element connected to a first wheel drive train and being movable along an axial direction, the second clutch half being a driving clutch element and being connected to a main drive train and to a second wheel drive train. The clutch halves have circumferentially disposed dogs or teeth with intermeshing contact surfaces for engaging the clutch halves together so that torque can be transmitted from the second clutch half to the first clutch when they are interengaged and rotating at different rotational speeds. Connected to the first clutch half is a unidirectional servo component which is pressure actuated on one side only so as to move the first clutch half into engagement with the second clutch. The interengaging clutch further includes first and second rotational speed sensors which produce signals indicative of the rotational speeds of the clutch halves.
Abstract: An improved elongate key (92) is provided for securing thrust washers to a mainshaft (48) of a transmission (100). Key (92) has a substantially triangular cross-sectional configuration having rounded intersections between adjacent surfaces rendering it easily insertable axially through keyways defined between external axially extending grooves (66) in mainshaft (48) and aligned internal grooves (86) in the thrust washer which itself is preferably provided with rounded corners (90) to enhance the strength thereof.
Abstract: A process is provided for the manufacture of a gearshifting or sliding sleeve for the forced synchronization of manually shifted automotive transmissions in which the sleeve is manufactured in the form of two substantially symmetrical partial units and is then processed further into a complete sleeve by means of customary joining methods. This process permits sleeves to be manufactured by means of comparatively low-cost powder metallurgical methods through pressing and sintering, and thus makes it possible to dispense with very cost-intensive machining methods.
Abstract: The gearing consists of a four-shaft toothed-gear planetary (epicyclic) transmission and a parallel, infinitely variable hydrostatic transmission, as well as additional gear wheels; toothed clutches achieve the various gears (speeds), whereas the hydrostatic transmission effectuates the infinitely variable adjustment of the infinitely variable transmission of the entire gearing; the gear shifting takes place at a synchronous speed of rotation, load-free, and without interrupting the tractive force. The special characteristic consists in the design of the toothed clutches and the control that has been provided for the shifting action, the effect being that the shifting into a new gear and out of the previous one is completely smooth and free of jolts. Apart from provding this comfortable and easy shifting action, the gearing also possesses an extensive range, overall, of transmission adjustment capability, as well as a good efficiency factor. Thus, it is very suitable for application in motor vehicles.
February 9, 1990
Date of Patent:
October 1, 1991
Friedrich Jarchow, Dietrich Haensel, Peter Dottger, Ulrich Blumenthal, Ulrich Luning, Bernhard Bouche
Abstract: An improved electrically controlled, fluid pressure actuated transmission control system (100) is provided. The improved control system includes an anti-default valve (102), preferably a normally closed solenoid controlled valve, fluidly interposed between the system source of pressurized fluid and the various pressurized and/or exhausted chambers of the system piston/cylinder actuator assembly (16).
Abstract: An electrically powered tool such as a drill has a gear holder drivable by a motor shaft and having a larger-diameter gear and a smaller-diameter gear, a transmission shaft rotatable by the gear holder for rotating an output shaft, the transmission shaft having a splined disc having first splines, a high-speed gear rotatably mounted on the transmission shaft and held in mesh with the larger-diameter gear, the high-speed gear having second splines, a low-speed gear rotatably mounted on the transmission shaft and held in mesh with the smaller-diameter gear, the low-speed gear having third splines, a pair of springs for normally urging the high- and low-speed gears to be axially held against opposite surfaces of the splined disc, and a clutch plate having internal axial teeth and axially slidably mounted on the splined disc.
Abstract: In an automotive synchronizing clutch for a multiple speed transmission, a synchronizer sleeve is slidable axially on a system of spline teeth formed on the outer surface of the synchronizer hub. Internal teeth formed on the sleeve are brought into engagement first with locking teeth formed on a synchronizing ring and subsequently with locking teeth formed integrally with the gear wheel that is connected through the synchronizer to a shaft. The ends of the teeth on the sleeve includes recesses into which are seated the clutch teeth of the gear wheel. The synchronizer sleeve is formed with one group of holding teeth formed with recesses on both lateral flanks and another group of guide teeth which have recesses on one lateral flank and a planar surface on the opposite lateral flank.
Abstract: A synchronizing mechanism for clutches comprises a gearshift sleeve provided with locking teeth coacting with locking teeth of a synchronizer ring and with separate coupling teeth coacting with the coupling teeth of clutch bodies. The locking teeth of the gearshift sleeve are provided with undercuts whose flanks exhibit substantially the same angle relative to a longitudinal axis of the teeth as the wedge surfaces formed on the ends of the coupling teeth of the clutch bodies. Once synchronism has been reached, these undercuts enable the unit formed by the clutch body and the synchronizer ring to be rotated relative to the gearshift sleeve so that the coupling teeth of the gearshift sleeve can be introduced without any resistance between the coupling teeth of the clutch body.
Abstract: A toothed clutch is arranged between a first rotary clutch part and an intermediate part connected by straight splines to a second rotary clutch part. If engagement of the toothed clutch is attempted while the rotary clutch parts are in relative rotation in one direction, blocking members frictionally engaged with the intermediate member slide along surfaces, inclined to the axis of rotation, of baulking members carried by the first rotary clutch part and engage baulking abutments, whereby engagement of the toothed clutch is baulked. When the first and second rotary clutch parts are brought to rotational synchronism, e.g. by engagement of a friction clutch, movement of the intermediate part to engage the toothed clutch is accompanied by movement of the blocking members away from the inclined surfaces of the baulking members and clear of the baulking abutments.
Abstract: A power transmission having a planetary gear set in which ratio changes are effected by sliding the carrier and ring gear of the gear set axially with respect to the input shaft, output shaft, and housing includes a plurality of flyweight actuators mounted on the carrier to effect an axial lock-up with the output shaft at speeds above a predetermined speed.
Abstract: An improved shiftable change speed transmission is provided. The improved transmission is preferably provided with at least one countershaft having countershaft gears thereon disposed in meshing engagement with main shaft gears encircling the transmission main shaft. Gears are selectively axially movable relative to the associated shaft by conventional means for effecting shifting of the transmission. The axially movable gears cooperate with clutch rings which surround and are supported on and for rotation with the associated shaft by splines, preferably the clutch rings also are axially movable relative to the associated shaft and are resiliently urged in a direction toward the respective gear with which same cooperates, whereby shifting of the axially movable gear toward its respective clutch ring causes resilient axial movement of the latter until synchronization is achieved to permit the clutch ring to move axially in response to said resilient urging and engage the main shaft gear.
Abstract: The invention relates to a synchronizing arrangement for a motor vehicle gear box, comprising at least one synchronizing hub disposed locationally fixed in the longitudinal direction on a shaft, which hub co-acts via external teeth with internal teeth on a concentric synchronizing sleeve which is arranged so that it may be displaced in the axial direction.
Abstract: The present invention relates to a synchronized change-speed gear unit for automobiles, having a pair of gear wheels which can be engaged into or disengaged from the power train by axially shifting an internally toothed gear-shift sleeve which is connected with a shaft via a guide sleeve so as to be torsionally rigid, an externally toothed clutch body being rigidly secured to the one gear wheel which is coaxial with the gear-shift sleeve; each clutch body is associated with a synchronizing ring which, in the circumferential direction, is in positive connection with the gear-shift sleeve and in frictional contact with the clutch body and which has a lock toothing permitting meshing of the internal toothing of the gear-shift sleeve with the external toothing of the clutch body at synchronous speed only.
Abstract: Torque transmitting apparatus (10) including a shiftable sleeve member (12) having locking and guiding splines (26a and b) for coupling a first toothed member (14) having external teeth (34) to either one of a pair of toothed members (16), having external teeth (20), and spaced on axially opposite sides thereof. Each locking spline (26a) has working faces (40) whose ends include recesses (38) for axially holding the sleeve member during the transmission of torque to prevent undesirable disengagement during the transmission of torque. The recesses at each end of each locking spline (26a) are spaced from each other with substantially the same minimum chordal relationship as the end of each of the other locking splines. Each guiding spline (26b) has working faces (44) which are spaced so that the chordal thickness therebetween is substantially equal to or less than the corresponding minimum chordal thickness between the recesses at the ends of each locking spline.
Abstract: At least one of the splined members of the splined coupling has its splines modified so that they have maximum thickness in an intermediate part of the splines and progressively decrease to the ends of the splines. The resulting profile is such that, upon application of a given torque, the pressure produced in the zones of contact between the interengaged splines is substantially constant throughout the interengaged length of the splines.
Abstract: A synchronizing device for change-speed gears including a gearshift sleeve carrier mounted for rotation with a driven shaft and a gearshift sleeve axially slidable via a gear-tooth system over a corresponding gear-tooth system on the sleeve carrier to respective positions in engagement with clutch bodies of a gear to be shifted. In order to prevent unintentional disengagement of the gearshift sleeve from an engaged position interlocking the sleeve carrier and the clutch body, the interface of the gear-teeth at the sleeve carrier and the sleeve are geometrically configured to effectively bias or force the sleeve into the engaged position.
June 1, 1976
Date of Patent:
September 27, 1977
Dr. -Ing. H.c.F. Porsche Aktiengesellschaft
Abstract: A clutch hub comprising a pair of annular cylindrical elements joined together at their respective end walls, each element being made by press forming from a metal sheet blank and having splines on the outer and inner peripheral faces. The clutch hub of the above construction is effective in preventing accidental gear self-disengagement in a transmission and can be fabricated at a reduced cost.
Abstract: This invention relates to a disconnect coupling for drivingly connecting separate parts of a drive shaft, and finds particular application in helicopter tail rotor drive shafts. The coupling comprises components fixed respectively to the shaft parts and being separable in a generally axial direction to enable the drive shaft parts to be disconnected, and includes retaining means automatically operative to prevent axial separation of the separable components during rotation. In one embodiment a cylindrical drive member is coupled to one drive shaft part and includes adjacent one end a radially inwardly extending flange having a central aperture for co-operation with a retaining member secured on the other drive shaft part, the retaining member being arranged to protrude through the aperture when the coupling components are drivingly connected.
Abstract: A safety claw clutch wherein the adjacent end faces of driving and driven rotary clutch elements have alternating claws and recesses and the driven clutch element is biased axially against the driving clutch element by a spring. The bottom surfaces in the recesses of the clutch elements make a first acute angle with a plane which is normal to the common axis of the clutch elements and the front surfaces of claws of the driving clutch element (and hence the rear surfaces of claws of the driven clutch element) make with such plane a second acute angle which is larger than the first acute angle. The top surfaces of the claws are parallel to the respective bottom surfaces.
October 3, 1974
Date of Patent:
July 6, 1976
Robert Bosch G.m.b.H.
Reinhold Stroezel, Alfred Hettich, Manfred Kirn