RU2062708C1 - Vehicle transmission - Google Patents

Abstract

FIELD: automotive industry; front-wheel drive passenger cars, light and medium trucks, minitractors. SUBSTANCE: freely fitted on differential housing are two gears engaging with two of three gears fitted for sliding on gearbox drive shaft. Installed between gears in hubs are gearshift sleeves. Drive shaft gears are in meshing with sliding gears installed on gearbox mainshaft; two of these gears are combined into cluster. EFFECT: enhanced performance characteristics. 2 dwg

Description

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

 Known transmissions of vehicles, consisting of a gearbox, final drive and cross-axle differential, made in one housing, containing gears, shafts, bearings, gear shifting devices used in domestic and foreign cars. (Cars: Design Basics / N.N. Vishnyakov et al. M. Mechanical Engineering, 1986. 304 p.).

 These transmissions have limited kinematic capabilities.

 Closest to the proposed vehicle transmission is a transmission made in one housing, consisting of a four-stage two-shaft gearbox (KP), a single cylindrical final drive (GP) and a cross-axle differential (see also Fig. 103, p. 135). The transmission consists of a two-shaft gearbox containing 11 external gears, of which 5 gears are rigidly fixed on the input shaft, 4 of them are engaged with gears freely mounted on the secondary shaft, two synchronizers are located between these gears, the rear gear is fixed on the clutch of one of the synchronizers stroke, the movable reverse gear is located on a separate axis (not shown in the figure), at the output of the secondary shaft the drive pinion of the GP is fixed, engaged with the driven wheel mounted on the differential case Ala.

 Such a transmission has limited kinematic capabilities, as It provides only 4 forward gears, which means a low gear ratio, it is metal-intensive and has significant dimensions, as it has 13 gears arranged in 6 rows.

 The aim of the invention is to increase the operational characteristics of the vehicle by expanding the kinematic capabilities of the transmission.

 This goal is achieved by the fact that two gears are freely mounted on the differential case, engaged with two of the three gears freely mounted on the input shaft of the gearbox, between the gears on the hubs there are shift clutches, the gears of the primary shaft are engaged with gears freely mounted on the second shaft of the box gears, two of them are combined into a block, on both sides of the block are shift clutches installed on the hubs of the second shaft, the fourth gear, also freely mounted on this shaft y, or a separate unit gears the reverse gear is engaged with a gear fixed to the input shaft of a transmission.

 In FIG. 1 shows a diagram of a vehicle’s transmission consisting of a two-shaft gearbox, two-row GP and differential, made in one housing and providing 6 forward gears and 2 reverse gears.

 In FIG. 2 shows a beam diagram of this transmission. Rays indicate the gear ratio; the more positive the beam, the greater the gear ratio. Rays pointing to the left indicate accelerating gears.

 The table shows the positions of the shift clutches in various gears in the transmission.

 In the bearings of the housing KP 1 there is a primary shaft 2, on which gears 3-5 are freely mounted and the reverse gear is fixed 6. Gears 3-5 are engaged with gears 7-9 freely mounted on the second shaft 10, and gears 8 and 9 are combined into block. Gears 3 and 4 are also engaged with gears 11 and 12, freely mounted on the differential case 13. On the axis 14 (crosspiece) there are satellites 15 engaged with two semi-axial gears 16, one of them is fixed on the axle shaft 17, the other on the axle axis 18. Gear 6 of the input shaft is engaged with gear 19, combined into a block with gear 20, which is engaged with gear 21 freely mounted on the second gearbox shaft. The reverse gear unit 19 and 20 is located on a separate axis. Instead of a gear block, it is possible to use one reverse gear. Clutch A is located between gears 3 and 4 of the gearbox input shaft, clutch B between gears 11 and 12 of the differential housing, clutch C is at the level of couplings A and B between gears 7 and 8 of the second gearbox shaft, clutch D is between gears 4 and 5 of the input shaft, and clutch E between gears 9 and 21 of the second gearbox shaft.

The operation of the transmission is as follows:
1st gear
Clutches A, C and E are in the neutral position (see table), and couplings B and D are in the left position.

 The torque from the input shaft 2 by the clutch D is transmitted to the gear 5, then to the block of gears 9 and 8, gears 4-12 and through the clutch B it goes to the differential housing 13, then it is divided into two streams by the axle 14 and the racks 15, which are semi-axial gears 16 transmitted on the axles 17 and 18 (see Fig. 1). In the beam diagram (see Fig. 2) this transmission is represented by three rays: beam 5-9 emerges from t.0 on the horizontal horizontal and is directed hollow up to the right, then beam 8-4 directed to the right down, and then beam 4-12 also down to the right to t.1 on the axis of the logarithm of the gear ratio. On each horizontal line is the corresponding gear ratio.

2nd gear
We switch couplings B, C and E to the right position (see table).

 To gear 9, the moment is transmitted in 1 gear, then by clutch E to shaft 10, from shaft clutch C to gear 7 and then with gears 3-11 to clutch B, then as in the previous gear (see Fig. 1). this transmission is also represented by three beams, but after beam 5-9 (see Fig. 2) beam 7-3 is directed down to the left, then beam 3-11 to t.2 on the axis of the gear ratio logarithm.

3rd gear
We switch clutch A to the right position (see table), clutch B to the left, and clutch D to the neutral position.

 From the input shaft 2, the moment is transmitted by the clutch A to gears 3-7, then by the clutch C to the shaft 10, from the shaft by the clutch E to the gear block 9 and 8, then by gears 8-4-12 to the clutch B and as in 1st gear.

 In the beam diagram (see Fig. 2), the beam from t.0 is directed sharply up to the right, a similar beam 8-4 is directed downward, then the beam 4-12 is directed to t.3 on the lower axis.

4th gear
Switch clutch B to the right position (see table), and couplings C and E to neutral position.

 The moment from the input shaft by clutch A is transmitted to gear 3, then gears 3 and 11 directly, bypassing the gearbox, are transmitted to the differential housing, then as in previous gears (see Fig. 1). In the beam diagram, this transmission is represented by a single beam 3-11.

 5th gear.

 We switch couplings A and B to the left position (see table).

 The moment is transmitted like the previous transmission, but with a pair of gears 4-12. On the radiation diagram (see Fig. 2), this transmission is represented by a beam of 4-12 from t. 0 to t. 5.

6th gear
We switch clutch A to the neutral position, the rest of the couplings to the right position (see table).

 From the input shaft 2, the clutch D transfers the moment to the gear 4, then to the gear unit 8 and 9, the clutch E to the shaft 10, from the shaft the clutch C to the gears 7-3 -11 (see Fig. 1). It is possible to engage gear 4 with clutch A in the left position, clutch D in neutral.

 On the ray diagram, this transmission is represented by three beams: beam 4-8 is directed from t.0 to the left up, a similar beam 7-3 is directed down, beam 3-11 from the middle horizontal is directed to t.6 on the lower horizontal (see Fig. 2 )

Reverse gear 1
Couplings A and D in neutral position, other couplings in left position (see table). From the input shaft 2, the moment of the gear 6 is transmitted to the reverse gear block 19 and 20, then to the gear 21 and the clutch E to the second shaft 10, from the shaft by the clutch C to the gears 8-4-12 and then as in previous gears (see Fig. . 1). On the ray diagram (see Fig. 2) this transmission is represented by three rays: from t.0 the most gentle ray 6-19-20-21 to the upper horizontal, then the ray 8-4 down to the right, then the ray 4-12 to the right up to t.1 on the axis of the logarithm of the gear ratio of the reverse gear.

Reverse gear 2
We switch couplings B and C to the right position (see table).

 Before the shaft 10, the moment is transmitted as in the previous gear, then by the clutch C on the gears 7-3-11 and then as in the previous gears (see Fig. 1).

 In the beam diagram, this transmission differs from the previous one by the last two beams (see Fig. 2), beam 7-3 is directed downward from the upper horizontal, then beam 3-11 is directed to point 2 on the axis of the logarithm of the reverse gear ratio. The economic effect is expressed in improving the vehicle’s performance by expanding the kinematic capabilities of the transmission: the number of forward gears increased from 4 to 6, and reverse gear to 2 with a corresponding extension of the gear ratio, the efficiency in two gears increased due to the direct transmission of torque, bypassing KP, the dimensions and metal consumption of the transmission decreased, because instead of 13 gears arranged in 6 rows, 12 gears arranged in 5 rows are used. If instead of using the block of gears of reverse gear one gear is used, then we get an additional reduction in size and mass of 11 gears will be arranged in 4 rows.

Claims (1)

 Vehicle transmission, comprising in one housing a two-shaft gearbox with primary and secondary shafts, gears and clutches, a cylindrical main gear and differential, characterized in that two gears are freely mounted on the differential case, engaged with two of the three gears freely mounted on the gearbox primary shaft, between the gears on the hubs are switching clutches, while the gears of the primary shaft are engaged with the gears freely mounted on the secondary m shaft, two of them are combined into a block, on both sides of the block are arranged switching sleeve mounted on the hubs of the output shaft and the fourth gear freely mounted on the output shaft, the gear unit or a separate reverse gear is engaged with a gear fixed to the input shaft.

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