DE10222813B3 - Switched coupling for ship's drive has lubricant level in lamella clutch controlled to provide frictional coupling between clutch plates for transmission of limited torque - Google Patents

Abstract

The invention relates to a clutch, in particular for marine transmissions, with actuating means (11) for closing or separating a rotationally fixed connection between a shaft (1) and a gear wheel (7), further means being provided which provide a specifiable drag torque between the separate clutch generate the shaft (1) and the gear (7).

Description

The invention relates to a clutch, in particular for marine gear according to the generic term of claim 1.

For ships with combination drives, this means Drive systems for alternative drives with e.g. diesel engines or with e.g. Gas turbines, must to adapt the different speeds of multi-speed gearbox be provided to optimize the engine speed to adapt to the respective propeller speed, depending on the operating mode is different.

In general, multi-speed gearboxes run only one switching stage loads and transmits the drive torque. The gears of the non-shifted gears run as unloaded so-called idler gears that have no non-rotatable connection with the wave. For establishing a non-rotatable connection switching clutches are provided, for example, as power shiftable Multi-plate clutches executed are and usually are constructed so that they The lowest possible drag torque when the operating mode is switched off have to unnecessary To avoid power loss.

In certain operating states, the Prime movers higher Drive alternating torques into the drive train, which in the unloaded switching stages causes the gears to lift off and has an acoustic effect as so-called "loose wheel hammering".

From the DE 39 35 742 C1 a method for avoiding gear noise in reverse gear transmissions is known. The free-running gear train is braked by slightly engaging its associated clutch, so that the tooth flanks are constantly under force and cannot lift off in the event of torsional vibrations. This should reliably prevent gear noise.

The DE 2 042 289 B assumes the problem that the driver teeth of the clutch plates or the clutch hubs are gradually destroyed if there is insufficient lubrication. To solve this problem, the oil drain is limited using an oil drain edge so that the driver teeth run in an oil ring.

Based on this, it is the task the invention to provide a clutch that in the off Operating state permanent removal of unloaded gears prevented and avoids the so-called "loose wheel hammering".

This object is achieved by the Features of claim 1 solved.

On a clutch designed according to the invention let yourself Prevent the loose wheel hammering in an advantageously simple manner, so that a low noise Ship propulsion possible is.

The invention can in an advantageous manner on a disengaged clutch Transfer drag torque without wear.

Additional features and advantages result itself from the subclaims in connection with the description.

Below are the characteristics of the present invention explained with reference to preferred embodiments. In the associated schematic Shows drawings that

1 a multi-plate clutch designed according to the invention.

The 1 shows an axial section of a shaft, shown broken off at the line of symmetry 1 a gearbox on a gear 7 in camps 2 is arranged. The gear 7 meshes with another - not shown - gear, which is arranged on another - also not shown - shaft and both represent a switchable gear ratio of the transmission. To switch this gear ratio is between the shaft 1 and the gear 7 a non-rotatable connection is established. To do this, push the piston unit 11 the outer and inner slats 6 . 9 the clutch, closes the ventilation gaps 10 and braces the slats 6 . 9 on a counter bearing 14 with each other, so that the gear on the shaft 1 applied torque can transmit. The outer slats 6 are non-rotatable but axially movable with the gear 7 and the inner slats 9 accordingly with the shaft 1 connected. One for bracing the slats 6 . 9 provided piston of the piston unit 11 is not shown in the schematic drawing. As can be seen from the drawing, the inner slats 9 also via a driver 15 with the wave 1 be connected.

If another - not shown - shift stage of the transmission is switched, the piston unit 11 controlled and the tensioning of the slats 6 . 9 canceled so that there is between the individual slats 6 . 9 and the counter bearings ventilation gaps 10 form. In this - in 1 shown - operating state is the gear 7 in his camps 2 on the wave 1 freely rotatable. It continues to mesh with the other gear, not shown, and runs at a different speed than the shaft, according to the other gear ratio that is switched on 1 continue to transmit without torque. In certain operating states, these so-called "idler gears" can be excited to produce torsional vibrations by alternating torques from the drive machines. In doing so, their gearing can be due to the backlash Stand out from each other and the flanks of the two gears hit each other, which is also known as "loose wheel hammering" and can be acoustically noticeable.

The main essence of the present Invention is to prevent tooth flanks from lifting by on the clutch even in the disengaged operating state a drag torque is generated by the tooth flanks of the idler gears sufficient force against each other. This drag torque according to the invention is adjustable and is selected so that the idler gear prevents hammering becomes and at the same time the power loss remains relatively small.

For this purpose, the lubricant is in the clutch shown 12 jammed in the clutch, so that it is in a predeterminable backflow height 13 collects and the slats 6 . 9 in the lubricant 12 plunge. Due to the centrifugal effect, the lubricant 12 pushed radially outward where it spans the entire circumference inside the gear 7 forms a lubricant jam ring. Due to the relative speed between the indoor 9 and outer slats 6 arises in the ventilation gaps 10 Fluid friction between the fins. This fluid friction can generate a corresponding drag torque. The magnitude of this drag torque is preferably determined by the amount of lubricating oil or the backflow level 13 set.

On the wave 1 are lubricant channels 8th provided, which are continued in the clutch and supply lubricant, preferably oil, to the multi-plate clutch shown as an example. The lubricant 12 flows around the slats 6 . 9 preferably for cooling and / or lubrication and flows through holes 4 from the clutch. There are preferably a plurality of holes 4 on the two side parts of the gear 7 arranged, which are evenly distributed around the circumference. To drain the lubricant 12 to prevent hindering, are on both sides circular back pressure plates 3 arranged, the walls of which are at a distance from the outlet bores 4 run radially inwards. The backwater level 13 is determined by how far these walls go radially inwards. The lubricant disturbed by this backflow device at the drain 12 collects inside the gear 7 and forms a circumferential baffle ring with the width of the backflow height due to the rotation 13 ,

The further the baffle ring extends radially inwards, the deeper the fins are immersed in the lubricant 12 and the amount of fluid friction increases. The dependent drag torque of the disengaged clutch also increases accordingly.

Instead of the back pressure plates 3 can on the holes 4 throttles are also provided, which reduce the flow rate, so that less lubricant 12 can drain than through the lubricant channels 8th is fed. The backflow level can be controlled by the throttling effect 13 and thus the drag torque can be set.

It is also conceivable solely by increasing the volume flow of the lubricant supplied 12 to create a backlog. The backwater level 13 results from the amount of lubricant supplied and the cross sections of the drain holes 4 , The amount of lubricant supplied can be determined by the cross sections of the lubricant channels 8th or the inlet pressure of the lubricant 12 be managed. The change in the inlet pressure enables the drag torque to be adjusted during operation.

The backflow device can also by evenly on the circumference distributed tubes formed radially into the coupling through which the lubricant can drain. The backwater level will through the length determined with which these tube nozzles radially protrude inside. An adjustment mechanism can be provided with which the radial immersion depth of the tube nozzles, and thus the backwater level too can be adjusted during operation.

Of course, other devices are also possible to prevent the outflow of the lubricant 12 can hinder accordingly.

The explained devices for generating a backlogs can can also be used in combination.

Likewise, about the choice and the properties the backflow medium, z. B. about the lubricating oil viscosity, the drag torque deliberately influenced become.

On the gear 7 can have drainage holes leading radially outwards 5 are provided through which the lubricant 12 Rinse out wear particles.

1

wave

2

camp

3

Rear baffle

4

drilling

5

drain hole

6

outer plate

7

Gears / Gear

8th

lubricant channel

9

inner plate

10

ventilation gap

11

piston unit

12

lubricant

13

Backwater height / lubricant level

Claims (7)

Clutch, in particular for marine transmissions, with actuating means ( 11 ) for closing or separating a non-rotatable connection between a shaft ( 1 ) and a gear ( 7 ), the clutch is designed as a multi-plate clutch and lubricant channels ( 8th ) are provided for lubrication and / or cooling, and the lubricant ( 12 ) so that it can be prevented from flowing away in the coupling to a predeterminable backflow level ( 13 ) is stowable, characterized in that the backflow height ( 13 ) is adjustable so that the slats ( 6 . 9 ) of the multi-plate clutch into the lubricant ( 12 ) immerse in the ventilation gaps ( 10 ) between the clutch plates ( 6 . 9 ) Fluid friction occurs, by means of which, with the separate clutch, a specifiable drag torque between the shaft ( 1 ) and the gear ( 7 ) is transferable. Switching clutch according to claim 1, characterized in that for backflow of the lubricant ( 12 ) a backflow sheet ( 3 ) is provided, which is circumferential in a circular manner at a distance from outlet bores ( 4 ) is arranged on the outside of the coupling and its radial extension inwards is the backflow height ( 13 ) certainly. Clutch according to one of the preceding claims, characterized in that for backflow of the lubricant ( 12 ) Throttles are provided which prevent the lubricant from flowing through the drain bores ( 4 ) hinder. Clutch according to one of the preceding claims, characterized in that the backflow of the lubricant ( 12 ) is formed by tubes protruding radially into the coupling, the length of which protrudes beyond the inner edge of the coupling is the backflow height ( 13 ) determined, and an adjusting mechanism is provided for adjusting the protruding length. Clutch according to one of the preceding claims, characterized in that the backflow of the lubricant ( 12 ) is formed by the fact that the lubricant ( 12 ) is supplied in such a large quantity that it builds up when it flows out of the coupling and the backflow height ( 13 ) is adjustable by the amount of lubricant. Switching clutch according to claim 5, characterized in that the amount of lubricant through the cross sections of the lubricant channels ( 8th ) or the inlet pressure of the lubricant ( 12 ) is adjustable. Switching clutch according to one of the preceding claims, characterized in that drainage bores leading radially outwards ( 5 ) are provided through which wear particles can flow off.