RU2021911C1 - Gearbox - Google Patents

Abstract

FIELD: transport engineering: trucks, tractors, road-building and agricultural machinery. SUBSTANCE: operation of external gears is intensified due to fact that input shaft is arranged non-coaxially with other shafts. Freely fitted on input shaft are three gears, two of which are assembled into cluster. Freely fitted on carrier tubular drive shaft is additional shaft on which gear cluster and sliding gear are installed for engagement with input shaft gears. Two sleeves are arranged between gear clusters and separate gears. Sun gear locking sleeve and sun gear and carrier drives are arranged at input of caoxial shafts. EFFECT: enlarged operating capabilities. 2 dwg, 2 tbl

Description

 The invention relates to transport engineering, to the transmission of transport vehicles.

 Known transmission units with a step change of gear ratios, containing gears, shafts, bearings, gearshift devices used on domestic and foreign cars (Automobiles: design, construction and calculation. Transmission / Edited by A.I. Grishkevich. - Mn .: Higher school, 1985 .-- 240 p.).

 Such transmission units are structurally complex, metal-intensive.

 Closest to the proposed gearbox (KP) is an eleven-speed KP, which consists of a housing with shafts located in it, six gears of external gearing, a simple three-link planetary gear and five control clutches.

 Such a CP has limited kinematic capabilities.

 The purpose of the invention is the expansion of the kinematic capabilities of the KP by increasing the number of gears and range.

 This goal is achieved by the fact that the input shaft is not aligned with the rest of the shafts. Three gears are freely mounted on the input shaft, two of them are combined into a block. An additional shaft is freely mounted on the tubular drive shaft of the carrier, on which a block of gears and a separate freely mounted gear are placed, meshed with gears of the input shaft. Two couplings are placed between the gear blocks and the individual gears. The clutch for stopping the sun gear and its drive and carrier is located at the inlet of the coaxial shafts.

 The expansion of kinematic capabilities is achieved by the intensification of the use of external gears, which provide four transmission options instead of three, as well as the expanded use of the kinematic capabilities of the planetary mechanism, which implements six gears for each variant of entry into this mechanism. Total - 24 gear options.

 In FIG. 1 shows a diagram of a twenty-speed gearbox; figure 2 is a beam diagram of the KP.

 Table 1 shows the operation of the control couplings - the connection of gearbox parts at different positions of the couplings; Table 2 shows the positions of the control clutches for various gears

 In the housing of KP 1, an input shaft 2 is installed in the supports, on which gears 3 and 4 are freely placed, combined into a block 5, and also a separate gear 6. A shaft 7 of a sun gear drive a 8 of the planetary gear (PM) is installed parallel to the input shaft 1. On the shaft 7 is placed a tubular shaft 9 of the drive carrier h 10, which is connected by satellites 11 to the sun gear 8 and the epicyclic wheel b 12 PM. An additional shaft 13 is placed on the tubular shaft 7, on which a separate gear 14 and gears 15 and 16 are freely mounted, combined into a block 17. These gears are engaged with the gears of the input shaft 3, 4 and 6, respectively. The output is aligned with the shafts 7, 9 and 13 shaft 18. Clutch A is installed on the input shaft. Clutch B is installed on the input of the coaxial shafts. Clutch C is located on the additional shaft between gears 14 and 15. Clutch D is installed between the PM and the additional shaft, and clutch E is between the PM and the output shaft.

 The work of the CP is as follows.

 PM provides six variants of gear transmissions (two deceleration gears, one straight line, two accelerating gears and one reverse gear), three pairs of external gears realize four gears at the PM input.

 The slowest (first) gear at the PM inlet is provided by switching clutch A to the third position, and clutch C to the first. In this case, the moment from the shaft 1 through the clutch A enters the gears 6-16, on the block 17 on the gears 15-4, on the block 5 on the gears 3-14 and through the clutch C on the additional shaft 13 (figure 2, from the point 0 beam 6-16, then up 15-4 and down 3-14).

 The second gear in the gear reducer is achieved by switching the clutch A to the first position, while the moment between the shafts is transmitted through gears 3-14 (figure 2, beam 3-14 from point 0 to the right-down).

 The third gear in this gearbox occurs when both couplings are switched to the third position, while the moment is transmitted along gears 6-16 (Fig. 2, beam 6-16).

 The fourth gear at the entrance to the PM is realized through gears 4-15, for this it is necessary to move the clutch A from the third position to the first (figure 2, beam 4-15).

The slowest gear in the PM - U _ah ^b - is formed when the epicyclic wheel is stopped - b. The superscript indicates a stopped link, subscripts indicate the entry and exit of a moment. The moment enters the PM on the sun gear - a, comes out from the carrier - h, so 1, 2, 3 and 4 gearboxes of the gearbox are realized (Fig. 2).

Slow gear in PM - U _bh ^a occurs when the sun gear is stopped - a. Torque is applied to the epicyclic wheel - b, the increased moment is also removed from the carrier - h, thus 5, 6, 7 and 9 gears of the gearbox are realized (Fig. 2).

 Direct transmission to the PM is formed when it is blocked — a rigid connection between its two links or when the moment is transmitted through one of the PM links. So implemented 8, 10, 11 and 13 transmission KP (figure 2).

The accelerating gear in PM - U _hb ^{a is} formed, as in the slowing gear, by stopping the sun gear - but relative to the housing, but the input and output of the moment change. The moment enters the carrier - h, is removed from the epicyclic wheel b. So received transmission 12, 14, 15 and 16 KP.

The maximum increase in the speed at the exit of the PM with respect to the input occurs when the epicyclic wheel is stopped - U _ha ^b . As in the previous case, the moment enters the carrier - h, and is removed from the sun gear - a. Thus, the transmission 17, 18, 19 and 20 are implemented (figure 2).

1st gear
From the input shaft 2, the torque through the clutch A in the third position is transmitted through gears 6-16, through block 17, gears 15-4, block 5, gears 3-14, through the clutch C in the first position, is transmitted to the additional shaft 13. From the shaft 13 through the clutch B in the second position, the moment enters the sun gear - a, the moment is removed on the output shaft 18 from the carrier - h by the clutch E in the second position, while the epicyclic wheel b is stopped by the clutch D in the fourth position (Tables 1 and 2).

2nd gear
It differs from the first by switching clutch A to the first position.

3rd gear
It differs from the first gear by switching the clutch C to the third position.

4th gear
It differs from the third gear by switching the clutch A from the third position to the first (Fig. 2 and Table 2).

5th gear
The entrance to the PM corresponds to the first gear, but the moment does not come to the sun gear - but to the epicyclic wheel - b, through the clutch D in the second position. Sun gear - but stopped by clutch B in the first position.

6th gear
It differs from the fifth gear by switching clutch A to the first position (Fig. 2 and Table 2).

7th gear
It differs from the fifth gear by switching the clutch C to the third position (table 2 and figure 2).

8th gear
The entrance to the PM corresponds to the 1st and 5th gears, but the moment through the PM is transmitted directly. In relation to the fifth gear, clutch B in the third position provides torque to the carrier - h (Tables 1 and 2).

9th gear
It differs from the 7th gear by switching clutch A to the first position.

10th gear
It differs from the 8th gear by switching couplings A and D to the first position.

11th gear
It differs from the 10th gear by switching couplings A and C to the third position.

12th gear
Corresponds to the 5th gear, but in the PM the input and output changed places when the D and E couplings were switched to the first position.

13th gear
It differs from the 11th gear by switching clutch A to the first position.

14th gear
It differs from the 12th gear by switching clutch A to the first position.

15th gear
It differs from the 14th gear by switching couplings A and C to the third position.

16th gear
It differs from the 15th gear by switching clutch A to the first position.

17th gear
It differs from the 1st gear by replacing the input and output in the PM. The clutch B in the third position transmits the moment from the shaft 13 to the carrier - h, the clutch E in the third position connects the sun gear - and to the output shaft 18. The epicyclic gear, as in 1st gear, is stopped by the clutch D in the fourth position (Table 1 and 2, figure 2).

18th gear
It differs from the 17th gear by switching clutch A to the first position.

19th gear
It differs from the 17th gear by switching clutch C to the third position.

20th gear
It differs from the 19th gear by switching clutch A to the first position (Tables 1 and 2, Fig. 2).

Reverse gears - U _ab ^h
1st gear
Corresponds to the first forward gear, but instead of the epicyclic wheel b, the carrier h was stopped by clutch D in the third position. The moment enters the sun gear a, through the clutch B in the second position, and is removed from the epicyclic wheel b through the clutch E in the first position (Tables 1 and 2, Fig. 2).

2nd gear
It differs from the first reverse gear by switching clutch A to the first position.

3rd gear
Differs from 1st gear by switching clutch C to third position.

4th gear
It differs from 3rd gear by switching clutch A to the first position (Tables 1 and 2, FIG. 2).

 Figure 2 and table 2 show the results for the given parameters of the planetary mechanism K = 2.0 and gear ratios of pairs of gears. If you change this parameter and gear ratios, we get other gearbox gear distributions.

 The effect is expressed in that, in comparison with the prototype, the number of forward gears increased from 11 to 20, and the reverse gear doubled. The range of gearboxes has also expanded, mainly due to accelerating gears. An increase in the number of gears and the gearbox range allows the vehicle to be operated while the engine is operating at the optimal economic and environmental mode due to the possibility of choosing a rational gear ratio in the transmission.

Claims (1)

 GEARBOX, comprising a housing, shafts located therein, external gears, a simple three-link planetary gear and control couplings, the tubular drive shaft of the carrier being mounted on the drive shaft of the sun gear, the coupling at the output of the unit selectively connects one of the links of the planetary gear with the output shaft, characterized in that the input shaft is misaligned with the rest of the shafts, three gears are freely mounted on the input shaft, two of them are combined into a block, the carrier was freely installed on the tubular drive shaft an additional shaft on which the gear unit and has a separate freely mounted pinion gears engaged with the input shaft, the two clutches are arranged between the blocks and the individual gear pinions, the sun gear stopping clutch actuator and its carrier and arranged on coaxial shafts of the input.

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