• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A coupling device for engaging and disengaging a torque occurring on an input shaft 1 to or from an output shaft 6 comprises a first wheel 5 which is mounted in the output shaft, and at least a second wheel 4 which co-operates with the peripheral shaft. the periphery of the first wheel by means of cooperating means applied to the wheels, e.g. teeth, belt or cogwheel. In addition, a carrier 2 belonging to the second wheel is included which is connected to the input shaft and located next to the first wheel and supports the second wheel by means of a single bearing shaft 3. The second wheel has movement patterns where a rotation about or with the bearing shaft is determined by the second wheel cooperating with the first wheel and movement around the periphery of the first wheel are determined by the rotator actuated by the driver. The second wheel is provided with an or other weight member. Depending on the rotation of the second wheel about the bearing shaft 3 and movement around the periphery of the first wheel, respective weight means assume different positions, of which a first position constitutes a balanced position where no torque transmission occurs and at least a second position constitutes an unbalanced position which allows the second wheel oscillating or prevents rotational movements of the other wheel. Torque transmission occurs in the unbalanced position. Different speeds can thus be allowed on the input and output shafts and the input torque can be balanced against the output torque. bßtlï una; xe¿ 60-PUN-96
    公开号:SE0900650A1
    申请号:SE0900650
    申请日:2009-05-14
    公开日:2010-11-15
    发明作者:Tore Claesson
    申请人:Tore Claesson；
    IPC主号:
    专利说明:

    Z: ßJ 20: UGIS SI 2 9I GÛ / SO / W transmit a desired or required torque. The input torque can be balanced against the desired output torque. The coupling thus has no mechanically fixed coupling but can, in the event of sudden torque differences in the coupling area, take on different speeds on the input and output shafts.
    What can mainly be considered to be characterized for a coupling device according to the invention is that the second wheel is provided with one or more weight means and that the respective weight means, depending on the rotation of the second wheel about bearing axes and circulation or rotation around the periphery of the first wheel, take different modes. A first position constitutes a balanced position and allows the second wheel to rotate, whereby no torque is transmitted, and a second position which forms an unbalanced position where the second wheel can oscillate and / or be prevented from turning.
    Torque transmission is present in said unbalanced position.
    In the case of unbalanced weight means, the second wheel can rotate with varying torque transmission while rotating around and running or rolling on the periphery of the first wheel. The second wheel can thus run forward or backward or rotate in either direction along the periphery of the first wheel.
    The weight means of the second wheel may comprise movable spring-loaded weights or movable fi spring-loaded weights. The weighting means or means can be loaded or loaded with spring / springs, hydraulics and / or pneumatics. Depending on the rotation of the second wheel about the bearing axis and / or movement around the periphery of the first wheel, the weight means or weight type may be displaceable or displaceable in one or more steps with increased rotation on the second wheel. A distinct engagement speed may exist for the output shaft. The resulting imbalance obtained from the second wheel can be present by means of one or more, possibly towards the center. of spring-loaded fi printed pistons running in cylinders which are affected by a liquid, Lex. oil, for squeezing out the pistons at the desired speed by means of a control system.
    The characteristics of the springs can be linear or non-linear to influence the clutch hysteresis. Furthermore, the carrier can be connected to the driving part of a hydraulic torque converter or the impeller, at the same time as the output end; xeg Il = 9I 60-FUN-70 2: SJ 20 25 30: UGIS Vi 1 9 "! GB / SB / W 3 the shaft can be connected to its driven part or turbine. A hydraulic torque converter can be connected to an automatic transmission and its control system can affect the piston which establishes imbalance in the second wheel.The torque transmission is slippery and the number of second wheels evenly distributed along the periphery of the first wheel can be 2-8, preferably 3-5. In addition, the clutch according to the invention can operate according to a the description stated mathematical formula which is characteristic of the invention of the invention.
    Through the above proposed, it will be possible to obtain a torque-balanced central clutch. The driving part of the coupling, e.g. in the flywheel of a car engine, can be considered to have weights on one or more arms, which at a suitable speed creates a torque, large enough to engage the driven part, e.g. a gearbox.
    The coupling comprises said first and second wheels and the weights are eccentrically placed on one or more second wheels, the holder of which is the driving part of the coupling and the driven part consists of the first wheel. When the driver is rotated at a speed lower than the engagement speed, they spin around the first wheel and the latter remains stationary. At the engagement speed, the weights are far out and create a torque that is as large as the need for the driven part. If a distinct engagement speed is desired, the weights can be made capercaillie-loaded so that they are initially located in the center of the second wheel without creating any imbalance and then being thrown out at a certain speed at one or in steps at fl your speeds. Multiple weights, angled and with different angles, on each wheel are options.
    Other variants of steering are e.g. that the weights consist of pistons in cylinders with hydraulic oil, which can be actuated via swivels and valves. Dividing the weight on your other wheels means that the average weight is lower than if all the weights work together. By leaving the weights on rotatable elements, the weights can, with the help of fi springs or hydraulics, work together in a doctrinal way to transfer maximum demands kra. Instead of gears in the clutch, a rear gear, with or without teeth, can be used. Alternatively, a chain and boiler Christmas can be used.
    Suitable areas of use are vehicles with automatic transmission “where the hydraulic clutch causes power losses. Any look-up readings are not needed. Other areas are engines, internal combustion or electric motors, which must be avoided; xeg IIISI 60-IÜH-98 b: SJ 25 30 v: BOIS Vi: Qi 60/50/98 get up to a certain speed to be engaged. Because the clutch is at a loss fi i, no effect is lost during the clutch. The loss-free property fits in well today as the requirements for high degrees of loss on vehicles are a must. The second wheel can be rotatably mounted on its bearing shaft. Alternatively or additionally, the other kidney: val-s nn and / than dangerous ngn on the shaft as damn can be fan or rotatably mounted in the carrier.
    A presently proposed coupling device which exhibits the victorious features of the invention will be described below with simultaneous reference to the accompanying drawings in which fi gur l fi gurZ figure 4 figure-S fi guró in vertical view from the front shows the structure of the device with first and second gears. and weight means applied to the second wheel, shows a vertical section rotated 90 ° relative to figtrren 1 of the device according to fi guren i, in vertical view and from the front according to figure 1 shows that weight means of a second utterance and engaging a unentralized position on the second wheel, in vertical view the coupling device according to fi clock 3, but with the game member occupying a decentralized position, in vertical view and fi from there shows a coupling device with four other wheels evenly distributed along the periphery of the first wheel. , rotated 90 ° relative to the view according to Fig. 5 shows the coupling device according to Figure 5, uno-1; xe; 2329! 68-FUB-90 S: fi d 10 l5 20 25 30: UGIS wzzt sa / sa / w 5 figure 7 from the front and in partial cross-section shows the coupling device with a second wheel which has weight means actuated by hydraulic torque converter, figure 8 the angle 90 ° in relation to the embodiment according to Figure 7 shows the application and construction of the torque converter, Figure 9 In principle shows functions occurring in the construction according to Figures 1-8, and Figure 10 shows belt transmission between the first and second wheels as an alternative to the gear arrangement according to Figures 1-8.
    Reference is made to Figures 1 and 2. The reference numeral 1 refers to an input shaft, the reference numeral 2 refers to a carrier for a shaft pin or bearing pin 3 and the reference numeral 4 refers to a gear (second wheel) which can be rotated about a bearing shaft 2 and the bearing shaft 3. gear 5 (first gear), which is fixedly connected to an output shaft 6. A weight or weight member 7 causes the center of gravity of the gear 4 to be offset in relation to its center when the clutch is over-torqueed.
    To get a distinct engagement speed, have in fi g. 2, weight 7 made movable. The springs 8 hold the forces towards the center, so that no imbalance occurs at lower speeds, in order to be ejected according to Figure 4 at the desired speed. If the springs are given a non-linear design, the area between connection and connection can be affected.
    Figures 5 and 6 show a coupling device with four gears 4 provided with pivotable weights 7 and a spring 8 with pairs of different spring forces, diametrically equal in size, where the gear shows two of the weights flared at a first speed and the others are arranged to be swung at a second speed.
    NOJJ XPa läill 69-PUN-bß: fi d 10. 20 25 30 -HRYC 85288 60/58/50 6 l figures 7 and 8 have kupplinß flfl iwfd fl i fl ß fl l * mb fi nß fi ts On a hYdfami torque converter. Figure 8 shows the entire attrdrinsß fl í Smf fi m fi kä flfi nß because the included shaft 1 is fixedly connected to a housing 9, which contains a liquid 10, which by means of pistons ll fixed in 9, on rotation pumps the liquid towards the mrbine 12. so. that the output shaft 6 rotates. The weights 7, designed as pistons, run in cyl-um ”13 fasßma on the cleat housing 4. the weights are held in towards the center of the springs 8 before their influences. A characteristic of a hydraulic torque converter is that the output shaft never reaches the same speed as the input 830111, which results in power losses. The coupling device works here SOm 611 lockup when the weights are sucked out at a certain speed and locks the input shaft with the output shaft.
    In order to be able to change the engagement speed of the coupling device during operation, as shown by the clock 8, the channels 15 can be connected via the swivels 14 and 16 to the cylinders 13, so that a liquid under suitable pressure can be introduced through the channel 17 to the cylinders above the pistons 7 and: one can thus influence at what speed the calves are to be thrown out. The liquid, e.g. oil, may come from the control system of a connected automatic transmission or a separate hydraulic pump.
    The coupling is a machine element with different dimensions of ball joint and weights. The connection to a handheld power tool on Lex. 1 kW, gets weights in the order of 30 grams, while the clutch to a passenger car of 100 kW, gets corresponding weights in the order of 2900 grams.
    Figure 9 shows in principle the first wheel 5 and the second wheel 4 and on the latter the weight member 7 applied in principle, the mass of which is indicated by m.
    The radius of the first wheel is indicated by r; and the radius of the second wheel with rg. A radius from the center of the output shaft 6 'to the center 7' of the mass is indicated by R. while the mass has an angular velocity indicated by w. A perpendicular distance from R to the center of the second wheel is indicated by a. An angle between a line 18 through the centers 6 'and 1' of the first and second hits and the radius R from the center line 7 of the input shaft to the center 7 'of the mass are indicated by a. und; xeg 99 2 80 SO-f fl lßl-GQ S: fi a 20: BOIS SI 2 9ï SG / SB / i fi Said angle is right in Figure 9 but varies depending on the mass and rotations of the mass and the other wheel. Said right angle is the maximum for R 'a. The torque M of the output shaft 6; is fulfilled when the torque of the irrigated axle is a.r 2 M2 = m 'R' W: '----' 'i in fi gurie 10, the coupling means between the first and second wheels have been replaced by a belt 19 having inwardly facing teeth 20.
    When the wheel -4 oscillates around the shaft 3, it runs back and forth along the periphery of the wheel 5. In one embodiment, the invention is used on cars which cross at a constant speed, with the result that the torque transmission is also constant. If the road is bumpy, the torque requirement will vary and decrease when driving down into the pit and increase when driving up out of the pit. The motor rotates at the same speed all the time, as does the input shaft of the clutch.
    The angular velocity is constant, so what can affect the torque is the radius R (see formula above) to the mass and the angle o. (Alpha). R will increase with the angular increase until the product R times a (see above) gives a lower torque down into the pit and vice versa upwards. The angle a (alpha) increases and decreases all the time and the wheel 4 oscillates. In another example, the car drives at a constant speed and a lower gear is engaged. The angular speed increases but the torque requirement is constant.
    In the same way, this is compensated by increasing the angle. All changes in angular velocity or torque that occur after the condition in the second position are adjusted by the angle ot (alpha). The primary thing is that the angle varies, while the movement around the wheel 5 is a consequence of the variation.
    The invention is not limited to the embodiment described above and may be subjected to modifications within the scope of the invention and the appended claims. ma; xeg.
    Zlt9l 60-IUM-bß
    权利要求:
    Claims (15)
    [1]
    Coupling device for engaging and disengaging a torque occurring on an input shaft (1) to or from an output shaft (6) and comprising a first wheel (5) mounted in the output shaft, at least a second wheel (4) which, via its periphery, cooperates with the periphery of the first wheel by means of co-operating means applied to the wheels, e.g. teeth, belt or toothed belt, and a reducer (2) belonging to the second wheel which is connected to the input shaft and located next to the first wheel and supports the second wheel by means of a rotary bearing provided by a bearing shaft (3), the second the wheel has a movement pattern where a rotation in the rotary bearing is determined by the interaction of the second wheel with the first wheel and movement around the periphery of the first wheel is determined by the rotation effected by the carrier, characterized in that the second wheel is provided with one or more of the weighting means, that respective game means, depending on the rotation of the second wheel in the pivot bearing and movement around the periphery of the first wheel, assume different positions, that a first position constitutes a balanced position which allows the second wheel to rotate without torque transmission and a second position an unbalanced position that allows the second wheel to oscillate. the first wheel and / or prevents rotational movements of the second wheel, and that torque transmission is in said second position.
    [2]
    2. Device according to claim 1, characterized in that the second wheel has the possibility of rotating with varying torque transmission while turning around the first wheel.
    [3]
    Device according to Claim 1, characterized in that the output shaft (6) is part of or connected to an automatic transmission and / or an internal combustion engine, electric motor or hydraulic motor. mon; are-_; 29:31 60-IUM-90 6: Ba lO 15 20 25 30: BOIS SH Zï 60/50/90
    [4]
    4. Device according to claim 1, characterized in that the first and second wheels and the weight means form a torque-balanced centrifugal coupling.
    [5]
    5. A device according to claim 1, characterized in that the weight means of the second wheel comprises movable spring-loaded weight or movable spring-loaded weights.
    [6]
    Device according to claim 1, characterized in that the weight member or members are loaded or loaded with spring / springs, hydraulics and / or pneuxatics.
    [7]
    Device according to claim 1, characterized in that the weight means or means means, depending on the rotation of the second wheel about the bearing axis and / or circulation around the periphery of the first wheel, are releasable or expandable in one or more steps with increased rotation and / or circulation.
    [8]
    8. Device according to claim 1, characterized in that a distinct engagement speed is present for the output shaft.
    [9]
    Device according to claim 1, characterized in that the obtained imbalance of the second wheel (4) is present by means of one or more, possibly towards the center, spring-loaded pistons running in cylinders which are actuated by a liquid, e.g. oil, for squeezing the calves at the desired speed by means of a control system. lO. Device according to Claim 1, characterized in that the characteristics of the springs are linear or non-linear for influencing the coupling hysteresis. und; : m3 ibßšl 66-YUN- # 0 9 9: BJ 15 20 25 30: äGIS SIZQI 60 / S8 / PB
    [10]
    10
    [11]
    11. ll. The device according to the claim is characterized in that the reducer (2) is connected to the driving part of the hydraulic torque converter or the impeller, and that the output shaft (6) is connected to its driven part or turbine.
    [12]
    12. The device according to the patent claim. Characterized therein in which the hydraulic inlet converter is connected to an automatic transmission and that its control system affects the piston which establishes an imbalance in the second wheel.
    [13]
    13. Device according to claim 1, characterized in that the number of second wheels evenly distributed along the periphery of the first wheel is 2-8, preferably 3-5.
    [14]
    14. The device according to the patent pile is characterized in that a torque demand for the torque transmission (M2) on the output shaft a.r 2 then occurs when a torque (Mi) = m 'R' v where m - ~ the mass of the weight member, n R == a radius from the center axis of the input shaft to the center of the mass; w = angular velocity of mass; a == angular rotating distance from R to the center axis of the second wheel, ie. 90 degrees for a maximum product Ru; n == first wheel pitch radius and r; = the dividing indie of the second wheel.
    [15]
    Device according to claim 14, characterized in that variation of an angle (a) between a line (18) through the centers of the first and second wheels (6 'and 3') and a radius (R) from the center (6) of the input shaft (6) ') to the center (7) of the mass (7) is primary or guiding and the movement around the beading of the first wheel (5) is a consequence of the variation. one; xvg S139! 60-FBH-00 .. - ._.._._.___ í .____._....._._ ...__ ._,.
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    同族专利:
    公开号 | 公开日
    SE534171C2|2011-05-17|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    法律状态:
    2019-01-02| NUG| Patent has lapsed|
    优先权:
    申请号 | 申请日 | 专利标题
    SE0900650A|SE534171C2|2009-05-14|2009-05-14|COUPLING|SE0900650A| SE534171C2|2009-05-14|2009-05-14|COUPLING|
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