RU2177882C2 - Gearbox - Google Patents

Abstract

FIELD: transport engineering. SUBSTANCE: proposed gearbox has housing, three-member planetary mechanism and clutches. One control clutch is installed on input shaft. Second clutch is installed on tubular shaft fitted on shaft of sun gear shaft for selective engagement with gear cluster or with separate gear freely fitted on said tubular shaft. Third is installed on shaft of sun gear for selective engagement with housing of tubular shaft. Twin four-position clutch is installed at input of three- member planetary mechanism for selective engagement with gear rim of carrier or epicyclic wheel. Clutch rim pitch is half the pitch of rims of members of three-member planetary mechanism. Two-position clutch is installed at output of three-member planetary mechanism. EFFECT: improved performance characteristics of vehicle, simplified design and control. 3 dwg

Description

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

 Known transmission units with a step change in gear ratios containing gears, shafts, bearings, gear shifting devices used in domestic and foreign cars. (1. Cars: Design, construction and calculation. Transmission. - Ed. By A. I. Grishkevich, Mn.: Vysh. Shk., 1985. - 240 p.).

 These units are structurally complex, metal-intensive.

 Closest to the proposed gearbox (KP) is KP according to patent RU 2006381 C1 (2. Bull. 2. 30.01.94).

 The gearbox consists of a four-stage non-axial gearbox and a three-link planetary gear (PM). The gearbox contains three pairs of gears of external gearing freely mounted on the shafts, two gears on each shaft are combined into a block, as well as three control couplings. Between the misaligned gearbox and the planetary gear, which implements five gears, two couplings are located, and a sixth clutch is installed on the output shaft.

 This gearbox has lower metal consumption due to the implementation of the method of free installation of gears on the shafts and the method of widespread use of the kinematic capabilities of the PM, but the gear ratio of the lowest gear is 10, which is not enough for modern tractor vehicles, the reducing capabilities of the PM are not used optimally with the maximum gear ratio - U = 3, the control of the gearbox is complicated.

 The objective of the invention is to improve the operational properties of the vehicle by expanding the range of gear ratios and increasing the gear ratio of the lowest gearbox when using PM with a large internal parameter, as well as simplifying the management of this mechanism.

 The technical result is achieved by the fact that between the misaligned gearbox and the planetary gear there is a four-position clutch for selectively connecting to the ring gear of the carrier or the epicyclic wheel, which consists of two parts interconnected by a rotation support, one part of the clutch is mounted on the ring gear of the tubular shaft, and the other on the ring gear crown of the crankcase, and the step between the crowns of the carrier and the epicyclic wheel is twice as large as the step between the crowns of the coupling, a two-position coupling is mounted on the gear ring of the output shaft for selectively connecting the ring gear of the epicyclic wheel or carrier.

 In FIG. 1 shows a diagram of a 16-speed gearbox.

 In FIG. 2 shows a fragment of the KP scheme with design changes.

 In FIG. 3 presents a beam diagram of the gearbox with a table of positions of the control clutches in various gears. Forward gears (1-16) are indicated on the upper horizontal, and reverse gears (1R-4R) on the lower horizontal. On the middle horizontal, gear ratios are noted: the upper scale is linear in a logarithmic scale, the lower is non-linear in physical terms. Rays characterize the gear ratio of pairs of gears and PM. The vertical beam corresponds to a gear ratio of 1.0. The inclination of the beam to the right indicates a decelerating mode of operation, the greater the inclination of the beam than it is, the greater the gear ratio. The tilt of the beam to the left characterizes the accelerating mode of operation. On any part of the radiation diagram, the slope of each ray is constant. The beam diagram gives a visual representation of the structure of the transmission unit and its operation.

 The input shaft 2 is located in the crankcase 1, on which gears 3-5 are freely mounted, and gears 4 and 5 are combined into a block by a shaft 6. Gears 3-5 are engaged respectively with gears 7-9, also mounted loosely on the tubular shaft 10, with gears 7 and 8 are combined into a block by a shaft 11. The tubular shaft 10 is freely mounted on the shaft 12 of the drive of the sun gear 13 of the planetary mechanism 14. The sun gear (a) 13 of the satellites 15 mounted on the axles of the carrier 16 interacts with the epicyclic wheel (b) 17 fixed in the PM case 14. The carrier (h) 16 is fixed but on the shaft 18, on this shaft, a tubular shaft 19 is freely mounted, which is fixed to the PM housing 14. The output shaft 20 is mounted coaxially with the sun gear drive shaft 12 and the carrier shaft 18. The control clutch 21 (A) is mounted on the gear ring of the input shaft 2 between gears 3 and 4, coupling 22 (B) - on the crown of the tubular shaft 10 between gears 8 and 9, coupling 23 (C) - on the crown of the shaft 12 near the support at the crankcase wall 1. Coupling D consists of two parts: the first part 24 couplings mounted on the crown of the tubular shaft 10 between the misaligned gear and the PM, the second part 25 of the coupling D installed on the crankcase on the crown 1 and interconnected with the first portion 24 of the support 26. The rotation coupling 27 (E) is mounted on the output shaft 20 crown.

 The block of gears 4 and 5 can be both on the tubular shaft 6 (see Fig. 1), and on a separate shaft 6 with an additional support (see Fig. 2), if gear 5 has a small diameter with a large gear ratio in a pair of gears 5-9. The gear rims of the carrier 16 and the epicyclic wheel 17 can be located on the periphery (see Fig. 1) or are displaced by tubular shafts to a smaller diameter (see Fig. 2) to reduce the transverse dimension of the gearbox.

The work of the CP is as follows:
1st gear ("creeping")
Clutch A is in the left position, couplings B, C and E are in the right, and clutch D is in position III (see Fig. 3, the table on the right above t. 1). All three pairs of gears of an off-axis gearbox are included in the work. PM is in maximum gear ratio -U $\genfrac{}{}{0ex}{}{\text{b}}{\text{ah}}$ = K + 1 = 4.5 + 1 = 5.5. The superscript indicates the stopped PM link, the subscripts indicate the torque input and output links. K is the internal parameter PM equal to the ratio of the numbers of teeth of the epicyclic wheel 17 and the sun gear 13.

 Torque (see Fig. 1) from the input shaft 2 through the coupling 21 is transmitted by a pair of gears 3-7, a tubular shaft 11, a pair of gears 8-4, a tubular shaft 6, a pair of gears 5-9, a coupling 22, a tubular shaft 10, clutch 23 and shaft 12 on the sun gear 13. The sun gear (a) rotates the satellites 15, which, rolling around the stopped epicyclic wheel (b) 17 (see the position of the clutch D in Fig. 2), transmit increased torque to the carrier (h ) 16, the shaft 18, then along the coupling 27 to the output shaft 20.

On the beam diagram (see Fig. 3) this transmission is represented by four consecutive beams: beam 3-7 from t. O on the left in the lower horizontal to the right up to the middle horizontal, then the beam 8-4 to the right down, then the gentle beam 5-9 to the right up and the most gentle beam U $\genfrac{}{}{0ex}{}{\text{b}}{\text{ah}}$ = 5.5; lg 5.5 = 0.74 to t. 1 on the right on the upper horizontal.

2nd gear (creeping)
We switch clutch A to the right position - pairs of gears 3-7 and 8-4 are turned off from work.

 The torque from the input shaft 2 is transmitted by the coupling 21, the tubular shaft 6 and further, as in the previous gear.

On the beam diagram of this transmission, two beams belong: beam 5-9 and beam U $\genfrac{}{}{0ex}{}{\text{b}}{\text{ah}}$ to t. 2 on the upper horizontal.

3rd gear
We switch couplings A and B to the left position (see table) - we replace a pair of gears 5-9 with a pair of gears 3-7 with a lower gear ratio.

 Torque from the input shaft 2 is transmitted by the clutch 21, a pair of gears 3-7, the tubular shaft 11 of the gear block 7 and 8, the clutch 22, the tubular shaft 10 and further, as in previous gears.

4th gear
We turn clutch B to the right position, and clutch C to the left. Clutch D is moved to position IV. The operation of the gears of the misaligned gearbox returns to the first gear mode, but the torque does not come to the shaft 12, but to the tubular shaft 10. The operating mode PM - U changes $\genfrac{}{}{0ex}{}{\text{a}}{\text{bh}}$ - the links of stop and entry of the moment are reversed. The clutch C stops the sun gear relative to the crankcase 1, and the first (left) part 24 of the clutch D transmits the moment from the crown of the tubular shaft 10 to the crown of the epicyclic wheel 17 (see Fig. 1, the lower position of the clutches D and E), the second (right) part 25 clutch D is in neutral position.

 The torque from the input shaft 2 to the tubular shaft 10 is transmitted, as in 1st gear, then by the clutch 24 (D) from the gear rim of the tubular shaft 10 to the gear rim of the epicyclic wheel 17, which is driven by satellites 15 rolling around the stopped sun gear 13, transfers force to carrier 16, then, as in previous gears.

Four consecutive beams belong to this transmission diagram, as in 1st gear, but the last ray with a small gear ratio U $\genfrac{}{}{0ex}{}{\text{a}}{\text{bh}}$ = (K + 1) / K = 5.5 / 4.5 = 1.222; lg 1,222 = 0,087 is directed steeply up to t. 4.

5 gear
We move the clutch C to the neutral position (see table) - disconnect the sun gear from the crankcase 1. Switch the clutch D to position II - change the operating mode of the PM, the torque of the clutch 24 (D) is transmitted to the carrier 16 and removed from the carrier, as in previous gears.

 To the tubular shaft 10, the torque is transmitted, as in the 1st and 4th gears, then by the clutch 24 (D) to the crown drove 16, then also from the carrier, as in previous gears.

 On the beam diagram, the last, fourth, beam is vertical with U = 1.0 to T. 5.

6th gear
We switch clutches A and C to the right position, clutch B to the left, and clutch D to position III. In a non-axial gearbox, an accelerating transmission is switched on by a pair of gears 4-8, and in the PM, the maximum gear ratio.

 Torque from the input shaft is transmitted by the clutch 21, a pair of gears 4-8, clutch 22 to the tubular shaft 10, then as in 1-3 gears.

 On the beam diagram, this transmission is represented by two rays: beam 4-8 to the left upwards, then a gentle beam to the right upwards to t. 6.

7th gear
We move couplings A, C and E to the left position, clutch B to the right, and clutch D to position II. Clutch C stopped the sun gear relative to the crankcase, the links of the input and output of the moment in the PM changed places compared to 4th gear - U $\genfrac{}{}{0ex}{}{\text{a}}{\text{hb}}$ = K / (K + 1) = 4.5 / 5.5 = 0.818; log 0.818 = -0.087. PM works in accelerating mode. The gears of the misaligned gearbox work as in 1st-5th gears.

 The torque to the clutch 24 (D) is transmitted, as in 1st-5th gears, then to carrier 16; the satellites 15, rolling around the stopped sun gear 13, transmit the force to the epicyclic wheel 17, the PM housing 14, then along the tubular shaft 19, the coupling 27 to the output shaft 20.

8 gear
We switch couplings A and E to the right position, and clutch D to position IV. The non-axial gearbox works as in 2nd gear, and the PM in 4th gear.

9 gear
We switch the clutch C to the neutral position, and the clutch D to position II - the PM works "directly" - U = 1,0.

10 gear
We switch couplings C and E to the left position - PM operates in accelerating mode - U $\genfrac{}{}{0ex}{}{\text{a}}{\text{hb}}$ = 0.818.
11-13 gears
We switch clutches A and B to the left position - until PM, the torque arrives, as in 3rd gear. Changing the position of the couplings C, D and E is similar to gears 8-10, we get gears 11-13.

14-16 gears
We switch clutch A to the right position - until PM, the torque arrives, as in 6th gear. Changing the position of the couplings C, D and E similar to gears 11-13, we get gears 14-16.

Reverse gears are obtained by changing the operating mode of the PM - U $\genfrac{}{}{0ex}{}{\text{h}}{\text{ab}}$ = -K. Compared with 1st - 3rd and 6th gears, the stop and torque output links were replaced.

1R - first reverse
The positions of the couplings A, B and C correspond to the 1st forward gear (see table). Clutch D is switched to position I (see Fig. 1, the upper position of clutches D and E), clutch 25 stops carrier 16 relative to crankcase 1, and clutch 24 rotates freely relative to clutch 25 in support 26. Clutch E in the left position connects the output shaft 20 with a tubular shaft 19, a PM housing 14 and an epicyclic wheel 17.

 The torque from the input shaft 2 to the sun gear 13 is transmitted, as in 1st gear, the satellites 15, rolling around on the axes of the stopped carrier 16, rotate the epicyclic wheel 17 in the direction opposite to the rotation of the sun gear, then the moment is transmitted by the PM housing 14, the tubular shaft 19, coupling 27 to the output shaft 20.

Four consecutive beams correspond to this transmission in the radiation diagram: rays 3-7, 8-4, 5-9, as in 1st gear, then a gentle ray U $\genfrac{}{}{0ex}{}{\text{h}}{\text{ab}}$ right down to t. 1R.

2R - second reverse
Switch clutch A to the right position. To the sun gear 13, the torque is transmitted, as in 2nd gear, then - as in the previous gear.

3R - third reverse
We switch couplings A and B to the left position. Before the sun gear, the torque is transmitted, as in 3rd gear, then - as in the previous two.

4R - fourth reverse
Return clutch A to the right position. Before the sun gear, the torque is transmitted, as in the 6th gear, then - as in the previous three.

 Changing the parameters of pairs of gears and PM will change the radiation pattern, shifting the gears relative to T. 0. In FIG. 3 beam diagram with two accelerating gears (15 and 16), the number of accelerating gears can be increased, decreased or eliminated.

 The positive effect is expressed in improving the operational properties of the vehicle by expanding the range of gear ratios and increasing the gear ratio of low gear when using PM with a large internal parameter "K" and simplifying its management.

Compared with the prototype, the PM is excluded in non-optimal mode U $\genfrac{}{}{0ex}{}{\text{b}}{\text{ha}}$ = 1 / (K + 1) with a small gear ratio, which allowed to simplify the design and control of the PM - at the output there are only two shafts instead of three, two-position clutch instead of three-position. At the entrance to the PM, one dual control clutch instead of two separate ones - one switching slider instead of two is enough.

PM well transforms the torque due to multi-pair gearing (several satellites), which allows to reduce the gear ratio of an off-axis gearbox and its dimensions with an increase in the internal PM parameter. For example, (see Fig. 3) the maximum gear ratio PM - U $\genfrac{}{}{0ex}{}{\text{b}}{\text{ha}}$ = K + 1 = 5.5 made it possible to use pairs of gears with small gear ratios in an off-axis gearbox: U _3-7 = 1.5; U _5-9 = 2.73; U _8-4 = 1.22. When transmitting torque in the opposite direction 4-8, on the 14-16th gear, U _4-8 = 0.82.

The gear ratio of 1st gear is U ₁ = U _3-7 U _8-4 U _5-9 U _ah ^b = = 1.5 • 1.22 • 2.73 • 5.5 = 27.5. Such a large gear ratio allows the vehicle to move at a “creeping” speed - V _a = 2-5 km / h when maneuvering in a confined space, when transporting heavy heavy bulky loads, overcoming marshy soils, etc.

The gear ratio of the highest, 16th gear - U ₁₆ = U _4-8 U $\genfrac{}{}{0ex}{}{\text{a}}{\text{hb}}$ = 0.82 • 0.82 = 0.67.
The KP range in this case was D = U ₁ / U ₁₆ = 27.5 / 0.67 = 41.

 For comparison, D = 15-17 on modern trunk tractors with a gross weight of 40 tons.

 The interval between the most frequently used gears is low, q = 1.22, which provides the convenience of shifting gears.

Claims (1)

 A gearbox containing a crankcase with shafts, external gears, a three-link planetary gear, control clutches located on it, a tubular shaft is located on the sun gear shaft, on which three gears are freely mounted, two of which are combined into a block, these gears are engaged with similar gears of the input shaft, control clutches are installed on the gear rims: the first - on the input shaft, the second - on the tubular shaft for selective connection with the block or a separate gear, the third - on the shaft of the sun thorns for selective connection with the crankcase or tubular shaft, characterized in that the four-position coupling for selective connection with the gear ring of the carrier or the epicyclic wheel consists of two parts interconnected by a rotation support, one part of the coupling is mounted on the gear ring of the tubular shaft, the other on the gear ring crankcase, and the step between the crowns of the carrier and the epicyclic wheel is twice as large as the step between the crowns of the coupling, a two-position coupling is mounted on the gear ring of the output shaft for selective connection Ia with a ring gear of the epicyclic wheel or carrier.

Images