RU2268163C2 - Multiple-speed gearbox - Google Patents

Abstract

FIELD: transport engineering.

SUBSTANCE: proposed multiple-speed gearbox contains housing 1, drive shaft 2, main shaft 3 and countershaft 4. Drive shaft 2 and main shaft 3 are installed coaxially. Countershaft 4 is arranged in parallel with shafts stated above. Gear 6 of drive shaft 2 is in meshing with gear 7 of countershaft 4. Gears 8-12 of countershaft 4 engage in pairs with gears 13-17 freely fitted on main shaft 3. Low-speed gears 11, 12 and reverse speed gear 18 are secured on countershaft 4. Three-position shifter speed E is fitted on hub of main shaft 3 between rows of low speed gears. Four two-position twin shifter sleeves A - D are arranged between first five rows of gears. Said twin shifter sleeves consist, each, of two two-position sleeve members arranged on gears of adjacent parallel shafts interacted by shifter forks 23, 26, 29, 32, respectively. One of shifter sleeve members is fitted on rim of gear freely fitted relative to countershaft 4, and other shifter sleeve member is installed opposite to first one on rim of gear of main shaft or drive shaft.

EFFECT: enlarged operating capabilities of vehicle owing to increased number of forward speeds up to 32 and reverse speeds up to 16.

3 dwg

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, their bearings, gear shifting devices used in domestic and foreign cars (Cars: Design, construction and calculation. Transmission. / Ed. By A.I. Grishkevich. - Mn. .: Higher school, 1985 .-- 240 p.).

These units are structurally complex and metal-intensive.

Closest to the proposed multistage gearbox (MKP) is the 10-speed gearbox of the KamAZ-5320 (see p. 91, Fig. 3.12).

The ten-speed gearbox is based on a 5-speed three-shaft coaxial gearbox, supplemented by an accelerating front splitter. The basic gearbox consists of a housing with shafts located in it, with the primary and secondary shafts mounted coaxially, and the intermediate shaft parallel to the coaxial shafts. 6 gears are fixed on the intermediate shaft, three of them are made integral with the shaft, all the gears of the intermediate shaft are interlocked with other gears, one of them is made together with the primary shaft, and 5 gears are freely mounted on the secondary shaft. Between the rows of lower gears there are 4 reverse gears, one on the secondary and intermediate shafts that are interlocked with two gears combined in a block, three shift clutches are installed on the hubs of the secondary shaft, located between the first and second pairs of gears, as well as between the third and fourth pairs and further between the rows of lower gears and reverse gears. The front splitter is made in a separate housing in which two shafts with intermeshing gears are placed, one gear is fixed to a shaft that is rigidly connected to the intermediate shaft of the base gearbox, the second gear is movably mounted on the input shaft of the divider, which is connected to the primary shaft of the base gearbox by a rolling support. A shift clutch is located between these shafts.

The described gearbox is also complex and metal-consuming: for 10 forward gears and 2 reverse gears, 16 gears and 4 shift clutches located in two cases are required.

The objective of the invention is to expand the operational capabilities of the vehicle.

The technical result of the invention is to expand the operational capabilities of the vehicle by increasing the number of gears while reducing the metal consumption of the transmission unit.

The achievement of the technical result is ensured by the fact that a multistage gearbox comprising a housing with primary, secondary and intermediate shafts located in it, the primary and secondary shafts being installed coaxially, and the intermediate shaft is parallel to these shafts, a gear is fixed to the primary shaft, engaged with the intermediate gear the shaft, the gears of the intermediate shaft are engaged in pairs with gears freely mounted on the secondary shaft, two lower gears and a reverse gear are fixed and on the intermediate shaft, a three-position switching clutch is located on the hub of the secondary shaft between the rows of lower gears, four gears are freely mounted on the intermediate shaft, four two-position dual switching couplings are located between the first five rows of gears, each consisting of two two-position half-couplings located on the gears of adjacent rows parallel shafts interconnected by a shift fork, one half-clutch is mounted on the ring gear of the secondary shaft or located next to gear wheel of the input shaft, another coupling half is mounted opposite the first coupling half on the ring gear of the intermediate shaft, the reverse gear is located on the hub of the secondary shaft opposite the reverse gear of the intermediate shaft, the additional reverse gear with the shift clutch is located on the axis.

Figure 1 shows the kinematic diagram of a three-shaft coaxial multi-stage gearbox (MKP) 32R16 (32 forward gears and 16 reverse gears).

In Fig.2 shows the beam diagram of the MCP 32R16 with the highest direct transmission.

Figure 3 presents the beam diagram of the MCP 32R16 with direct 25th gear, seven accelerating gears and with a table of positions of the clutch gears for different gears and data on pairs of gears that transmit the load on these gears. Reverse gears are not shown for simplicity.

On the horizontal scales of the diagram, the values of the gear ratios of pairs of gears and gears are presented in a logarithmic form. In Fig. 3, log U = 0 corresponds to the 25th gear, to the right from 0 (from the 25th gear to the 1st gear) log U> 0, to the left - <0. The forward gear numbers (32-1) are indicated above the upper horizontal, reverse gears (16-1) are indicated below the lower horizontal. On the extreme horizontals, the gear ratios are reduced to the secondary shaft, and on the middle horizontal to the intermediate shaft. The tilt of the beam to the right indicates the decelerating mode of the pair of gears, the more the beam, the greater the gear ratio. The tilt of the beam to the left characterizes the accelerating mode of the pair of gears. The tilt of the beam of each pair of gears is constant on any part of the radiation diagram. The numbers in brackets (5.5; 2.5; 1.5; 2.5; 4.5; 11.5) indicate the gear ratio of the pairs of gears in the segments of the logarithmic scale. The arrow under the numbers corresponds to the decelerating mode of operation of a pair of gears, and above the numbers to the accelerating mode of operation. For example, the first pair of gears (I) works in a slowing mode, the beam cuts off 5.5 segments, and the last (YI) pair of gears - 11.5 segments. The sum of the segments for all six forward gears will be - P = 28. If we take the maximum gear ratio of a pair of gears to 4.0, which will correspond to 11.5 segments, then the gear ratio of the first pair of gears will be 1.94, and the MCP range of 41.8 is the ratio of the gear ratio of the lowest gear (U ₁ = 18) to the highest gear ratio (0.43).

Near the ray diagrams, estimates of the intensity of the use of gears are given - the ratio of the number of gears to the number of gears used to move forward - K _and = 32/12 = 2.67 and the rationality of reduction - the ratio of the number of gears with the sum of the segments of the logarithmic scale for all forward gears - K _p = 32/28 = 1.14. The sum of the two ratings characterizes the effectiveness of the design of the MCP - K _e = K _and + K _p = 2.67 + 1.14 = 3.81. With a decrease in the number of accelerating gears, the reduction rationality assessment decreases, for example, if the highest gear is direct, then K _p = 32/42 = 0.76 and K _e = 3.43 (see figure 2).

Primary 2 and secondary 3 shafts coaxial to it are located in the bearings of the MCP housing 1. The intermediate shaft 4 is installed parallel to the shafts 2 and 3. Between the intermediate 4 and secondary 3 shafts there is an axis 5. The gear 6 is rigidly mounted on the input shaft 2 (made with the shaft) and is engaged with the gear 7. The gears 7, 8, 9 and 10 are free mounted relative to the intermediate shaft 4. The gears 11 and 12 are mounted on the intermediate shaft 4. The gears 8-12 are pairwise engaged with the gears 13, 14, 15, 16 and 17 freely mounted on the secondary shaft 3. The reverse gear 18 is fixed on the intermediate shaft 4 between gears 11 and 12, it is located opposite willow gear 19 mounted on the hub of the secondary shaft 3 between gears 16 and 17. An additional reverse gear 20 is mounted on the axis 5. The two-position dual clutch A is located between the first and second rows of gears and consists of two two-position half-couplings, the half-coupling 21 is mounted on the gear ring 13 of the secondary shaft 3, and the coupling half 22 is installed opposite the coupling half 21 on the ring gear 7 of the intermediate shaft 4, the coupling halves are interconnected by a shift fork 23. A similar double coupling B is located between the second and third pairs ter, the coupling half 24 is mounted on the gear ring 14 of the secondary shaft 3, and the coupling half 25 is installed opposite the coupling half 24 on the gear ring 8, both coupling halves are interconnected by the shift fork 26. The double coupling C is located between the third and fourth pairs of gears, the coupling half 27 is located on the gear ring 15 and the coupling half 28 is located on the gear ring 9, the coupling halves are interconnected by a shift fork 29. A similar double coupling D is located between the fourth and fifth pairs of gears, the coupling half 30 is located on the gear ring 16, and the coupling half 31 is on the gear ring IDH 10, both coupling halves are interconnected shift fork 32. The three-position switching clutch E (33) located on the hub of the secondary shaft 3 between the gears 16 and 17. The switching clutch R (34) is located on the additional gear wheel 20 reversing.

The coupling halves can be installed differently: the coupling half 21 on the gear ring 6 of the input shaft 2, and the coupling half 22 on the gear ring 8 of the intermediate shaft 4, etc.

MCP works as follows. Clutch C changes its position at each gear change, clutch D - after one shift (pairwise operation), clutch B - after four consecutive gear changes, clutch A - after eight consecutive gear changes and clutch E - after 16 gear changes. Clutch R is in the right position when moving forward, and in the left when reversing.

32 gears (7th accelerating)

Clutches A and E in the left (L) position, couplings B, C, D in the right (P) position (see Fig. 3, table at the top left). Torque is transmitted along the II and Y pairs of gears (see figure 1).

From the input shaft 2, the coupling half 21 transfers the torque to gear 13, then to gear 8, through coupling 25 to gear 9, through coupling half 28 to gear 10, through coupling half 31 to gear 11, then to gear 16, via coupling E (33) - to the secondary shaft 3.

On the beam diagram (see FIG. 3), this beam corresponds to two beams - beam II from t.25 left down, then Y beam up left to t 32.

31 gears (6th accelerating)

We switch the clutch C to the left position - additionally turn on the III and IY pairs of gears.

Up to gear 9, the torque is transmitted, as in 32nd gear, then to gear 14, through coupling half 27 to gears 15 and 10, then through coupling half 31 to gear 11 and further, as in the previous gear.

On the ray diagram this transmission is represented by four beams: beam II from t.25 to the left down, then beam III to the left up to t.29, then beam IY to the right down and beam Y to the left to t.31.

30th gear (5th accelerating)

We switch the clutch D to the left position, and the clutch C is returned to the right position.

Torque to gear 10 is transmitted, as in 32nd gear, then to gear 15, through the coupling half 30 to gear 16 and then, as in previous gears.

Ray II and then ray IV to point 30 represent this transmission.

29th gear (4th accelerating)

Switch clutch C to the left position.

Up to gear 14, torque is transmitted, as in 31st gear, then through coupling half 27 to gear 15, through coupling half 30 to gear 16, then, as in previous gears.

Rays II and III correspond to this transmission.

The gears from the 28th to the 25th differ from the previous ones by switching the coupling B from the right to the left. For example:

28th gear (3rd accelerating)

We turn clutch B to the left position, and couplings C and D to the right.

Up to gear 13, torque is transmitted, as in previous gears, then through coupling half 24 to gear 14, from it to gear 9, through coupling half 28 to gear 10 and then, as in 32nd gear.

This transmission is characterized by beam III from t.25 down to the right and then by beam Y to the left up to t.28.

25th gear (direct)

All couplings are in the left position.

The torque from the input shaft 2 by the coupling half 21 is transmitted to the gear 13, the coupling half 24 to the gear 14, the coupling half 27 to the gear 15, the coupling half 30 to the gear 16, the coupling 33 (E) to the secondary shaft 3.

On the beam diagram, this transmission is represented by t. 0.

The gears from the 24th to the 17th differ from previous gears by switching the clutch A from the left to the right position. For example:

24th gear

Clutches A, B, C, D are in the right position, and clutch E is in the left.

From the input shaft 2 and gear 6, the torque is transmitted to gear 7 of the intermediate shaft 4, coupling half 22 to gear 8, coupling 25 to gear 9, coupling 28 to gear 10, coupling 31 to gear 11, then to gear 16 and clutch 33 (E ) to the secondary shaft 3.

In the beam diagram, beam 1 from t.25 to the right down and beam Y to the left up to t.24 indicate this transmission.

17th gear

Clutch A in the right position, couplings B, C, D, E in the left.

Torque to gear 8 is transmitted, as in 24th gear, then to gear 13, then by coupling half 24 to gear 14 and further, as in 25th gear.

Ray I right down and ray II right up to t.17 reflect this transmission.

The gears from the 16th to the 1st differ from the gears from the 32nd to the 17th by switching the clutch E from the left to the right position. For example:

16th gear

Clutch A in the left position, couplings B, C, D, E in the right.

Up to gear 11, the torque is transmitted, as in 32nd gear, then along the intermediate shaft 4 to gear 12, then to gear 17 and via clutch 33 (E) in the right position to the secondary shaft 3.

2nd gear

Clutches A, C, E are in the right position, and couplings B and D are in the left.

The torque from the input shaft 2 of the gear 6 is transmitted to the gear 7, the coupling half 22 to the gears 8 and 13, the coupling half 24 to the gears 14 and 9, the coupling half 28 to the gears 10 and 15, the coupling half 30 to the gears 16 and 11, along the intermediate shaft 4 to gears 12 and 17, through the coupling 33 to the secondary shaft 3.

The rays correspond to this transfer in the beam diagram: I - from t.25 to the right down, 11 - to the right up to t. 17, III - to the right down, IY - to the left up to t. 18, Y - to the right down to t.2.

1st gear

Switch clutch C to the left position.

To the gear 14, the torque is transmitted, as in the previous gear, then the coupling half 27 to the gear 15, the coupling half 30 to the gears 16 and 11, then, as in the 2nd gear.

In the beam diagram, beam I from t.25 to the right down, beam II to the right up to t.17, beam Y to the right down and beam YI to the right up to t.1 indicate 1st gear.

Reverse gears differ from the first 16 forward gears by moving the clutch 33 (E) to the middle (neutral) position and moving the clutch 34 (R) to the left position. In this case, instead of a pair of gears 12-17 (YI), reverse gears 18-20-19 (R) are included. For example:

1st reverse

Clutch A is in the right position, clutch E is in the neutral position, couplings B, C, D, R are in the left.

To the intermediate shaft 4, the torque is transmitted, as in the 1st forward gear, then from the gear 18 via an additional reverse gear 20 to the gear 19 and via the clutch E to the secondary shaft 3.

The effectiveness of the invention is expressed in expanding the operational capabilities of the vehicle by increasing the number of forward gears from 10 to 32 and reverse gears from 2 to 16.

Claims (1)

A multistage gearbox comprising a housing with primary, secondary and intermediate shafts located therein, the primary and secondary shafts being installed coaxially, and the intermediate shaft is parallel to these shafts, a gear is fixed to the primary shaft, engaged with the gear of the intermediate shaft, gears of the intermediate shaft are engaged in pairs with gears freely mounted on the secondary shaft, two lower gears and a reverse gear mounted on the countershaft, three-position shift clutch p located on the hub of the secondary shaft between the rows of lower gears, characterized in that four gears are freely mounted on the intermediate shaft, four two-position dual shift clutches are located between the first five rows of gears, each consisting of two two-position half-couplings located on the gears of adjacent rows of parallel shafts, interconnected by a switching fork, one coupling half is mounted on the ring gear of the secondary shaft or the gear of the input shaft located next to it, the other floor coupling the first coupling part is arranged opposite to the crown gear of the intermediate shaft, the reversing gear disposed on the hub of the output shaft opposite the reverse countershaft gear, the additional reversing gear with a clutch switch is located on the axis.

Images