Automatic self-locking overrunning clutch for one-way transmission of reverse torque

FIELD: machine building.

SUBSTANCE: invention relates to automotive and machine building industries, particularly, to production of transmissions of multi-purpose vehicles. The overrunning clutch for one-way transmission of reverse torque comprises two driven half-couplings fitted on common shaft and rigidly jointed together and a driving two-way half-coupling. The driven half-couplings with RH- and LH-engagement ratchet teeth are fitted facing each other. The driving two-way coupling with RH- and LH-engagement ratchet teeth is fitted coaxially and between the aforesaid driven half-couplings to move axially to come into engagement with the driven half-couplings teeth. The driving half-coupling is spring-pressed to one of the driven half-couplings and is rigidly linked up with the control clutch. The latter can interact with the control yoke pressing, via another, more rigid spring, the control clutch together with the other driving half-coupling until engagement with the other driven half-coupling when torque direction varies.

EFFECT: higher cross-country capacity, road-holding ability and roadability.

2 dwg

 

The invention relates to the field of automotive design and engineering, and more specifically to the manufacture of universal transmissions of vehicles year-round use.

A well-known mechanism of the vehicle's drivetrain - differential, allowing the drive wheels to rotate at different speeds (see, for example, Geagua. "Textbook of the driver of the third class. M: of. "Transport", 1966, str-237).

The disadvantages of differential are:

- the limited maneuverability of the vehicle because of the dependence of transmitted torque to the drive wheels of the friction wheel with the road;

- the complexity of the design and, consequently, low reliability and difficulties in the operation;

- high friction losses in the gear pairs and the heat in friction pairs, resulting in reduced efficiency;

- large size, which affects the clearance (clearance) of the car.

Object of the present invention is to eliminate said drawbacks, namely the development of simple and reliable construction overrunning clutch, providing increased permeability, stability and controllability of the car.

The problem is solved in that the overrunning clutch to one-way transmission of reverse torque moment is and contains located on one axis and rigidly interconnected by two slave coupling with the teeth of the right and left ratchet gear, oriented towards each other, and the leading two-way coupling with the teeth of the right and left ratchet gear located coaxially with and between the said slave coupling with the possibility of axial movement and occurrence alternately (depending on the direction of the transmitted torque) in the engagement of their teeth with the corresponding teeth referred to the driven parts of the coupling.

Leading coupling pojate to one of the driven parts of the coupling by means of a spring and rigidly connected with the clutch control is executed with the ability to interact with a fork management, clamped through another more rigid spring clutch control together with the leading coupling to engagement with the other driven coupling half when the direction of torque.

This set of essential features allows to achieve the following technical results:

- improving the patency of the vehicle due to the fact that the torque of the proposed coupler is transmitted to the drive wheels regardless of the friction wheel with the road;

- improving the reliability and convenience of operation because of the simple and does not require maintenance (lubrication, maintenance) design throughout the service life. In addition, the dimensions of the proposed coupler is substantially less differential that blahop etno affects the clearance (clearance) of the car.

- improving the manufacturability, because the proposed coupling does not require high precision in the manufacture, does not require expensive, high-alloy metals, alloys and materials;

- increase the coefficient of performance (COP) (close to 1.0), as almost (constructively) there is no friction losses in the gear pairs, there is no loss on heating in friction pairs. When equal weight characteristics of the proposed coupling capable of transmitting torque many times larger than the existing differentials;

- increase traffic safety, stability and controllability of the car, because when Congress one wheel (wheels one side) with paved roads on the side of the road where the friction wheels with the road is significantly lower and the coefficient of rolling resistance is much higher, there is no loss of stability and the car not starting to move to the right along its longitudinal axis, which does not happen on vehicles equipped with classical differential.

The invention is illustrated with drawings. Figure 1 shows a longitudinal section of the proposed overrunning clutch, mounted on driving and driven shafts, figure 2 shows a diagram of the proposed overrunning clutch.

The overrunning clutch to one-way transmission of reverse torque mo is enta contains coaxially spaced and rigidly interconnected into a single housing 1 two slave Cam coupling with the teeth of the right 2 and left 3 ratchet gear, oriented towards each other. The coupling halves 2 and 3 are still planted on the driven shaft 4. In the interval between slave coupling halves 2, 3 coaxial them Cam is a leading two-way coupling 5 with the teeth of the right and left engagement, oriented in opposite directions relative to the longitudinal axis of the drive shaft 6, the slots of which she planted with the possibility of axial movement and occurrence alternately (depending on the direction of the transmitted torque) in the engagement of their teeth with the corresponding teeth of the driven coupling halves 2 and 3. Drive shaft 6 is thrust spring 7, one end of which is fixed against longitudinal displacement of the support ring 8 mounted on the control shaft 6 and the other end acts on the leading coupling 5, continuously compressing the latter to the slave coupling with 2 teeth right click into gear.

Leading the coupling 5 are rigidly connected to the clutch control 9, in which the groove of the fork control, clamped through another more rigid spring (not shown) of the clutch control 9 together with the leading coupling 5 to engagement with the driven coupling half 3 when the direction of torque.

The possibility of carrying out the invention is confirmed by the following example.

Torque applied to the driving shaft 6, went through the avago connection is transmitted to the leading two way Cam coupling half 5. Due to the fact that last through hard spring 7 is engaged with the driven Cam by coupling 2 with the teeth of the right ratchet gear, the torque is transmitted to the slave shaft 4.

When the angular velocity on the driven shaft 4 exceeds the angular velocity of the driving shaft 6, the back side of the tooth driven half-coupling 2 having bevel (ratchet gearing), creeped, shifts the leading coupling 5 slots along the drive shaft to the right (according to Fig.), bringing it out of engagement, without transfer of the torque from the driven shaft 4 of the drive shaft 6.

When the driving shaft 6 has the opposite direction of rotation (on the reverse)through the fork control through the clutch control 9 with the groove move leading coupling 5 to the right (according to Fig.) before introducing it into engagement with the driven coupling half 3 with the teeth of the left ratchet gear. In this case, the reverse torque from the drive shaft 6 is transmitted to the slave shaft 4. When the angular velocity on the driven shaft 4 exceeds the angular velocity of the driving shaft 6 of the clutch works in the same sequence described above, with the only difference that the plug control (not shown) acts on the clutch control 9 with a groove through a spring (not shown), the nominal elasticity which is slightly greater than the nominal control the guest of hard spring 7.

The overrunning clutch to one-way transmission of reverse torque, containing situated on the same axis and rigidly interconnected by two slave coupling with the teeth of the right and left ratchet gear oriented towards each other, and the leading two-way coupling with the teeth of the right and left ratchet gear located coaxially with and between the said slave coupling with the possibility of axial movement and occurrence alternately engage its teeth with the corresponding teeth referred to the driven parts of the coupling, thus leading coupling pojate to one of the driven parts of the coupling by means of a spring and rigidly connected with the clutch control is executed with the ability to interact with a fork management clamped through another more rigid spring clutch control together with the leading coupling to engagement with the other driven coupling half when the direction of torque.



 

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