RU2292270C2 - Active transmission; direct engagement mechaical; gearbox with planetary friction clutch and independent rear drive; transfer case with mechanism to distribute toque between axles (wheels) - Google Patents

Abstract

FIELD: transport engineering.

SUBSTANCE: active transmission is designed for cross-country vehicles and it includes gearbox 2, transfer case 3 with mechanism to distribute torque between axles and transfer case 4 with mechanism to distribute torque among wheels. Transfer case of vehicle has housing, input and two output shafts. Input shaft is coupled through two floating shafts with double planetary reduction unit whose carriers are coupled through differential. Two central wheels of planetary reduction unit are coupled through differential arranged in common housing with first one. One of differentials in transfer case connecting carriers can be replaced by rigid tie including damping device.

EFFECT: increased cross-country capacity of vehicle, reduced load on engine and transmission, optimization of gearshift mechanism and independent operation of output shaft reverser.

6 cl, 15 dwg

Description

The invention relates to the field of automotive industry.

A mechanical transmission of four-wheel drive vehicles is known, consisting of a gearbox, transfer case, cross-axle differentials and a cam clutch and shifting gears when the transmission is disconnected from the engine. The torque is evenly distributed between the axles by means of a cam clutch, and between the wheels by blocking the cross-axle differentials. Such a transmission has a car UAZ. Its disadvantages are the need to use the clutch to shift gears, the uniform distribution of torque between the axles and wheels in the locking mode, regardless of the load on them, disabling the differential function in this case.

A four-wheel drive automatic transmission is known, having a viscous coupling as an axle differential, which is a disc pack rotating in an airtight housing filled with oil and transmitting torque due to friction forces when a difference in their angular velocities occurs (Za Rulem magazine, 2003 , No. 10, p.122). Its disadvantages are low torque transmission capabilities due to the lack of mechanical coupling between the axles.

The closest analogue of the proposed device is the transfer case of the vehicle A.S. SU 806482, comprising a housing in which the input shaft is located, made in the form of a common carrier of a two-row epicyclic differential with ring gears. Sun gears connected by concentric shafts to control brakes, rotating elements of which are connected to friction elements of a controlled clutch designed to connect sun gears to each other, satellites engaged among themselves. Its disadvantages are the complexity of the control drive associated with a large number of couplings, the presence of friction elements that reduce the ability to transmit torque.

The gearbox of a vehicle is known, the so-called direct inclusion box (DSG) containing an input shaft with a set of gears and two driven shafts with gears, which are alternately switched on and connected to the input shaft by means of friction clutches (Za Rulem magazine, 2003, No. 2, p.76) . Its disadvantages are the complexity of the device, the presence of dual clutch and the need to predict the actions of the driver to control the gearbox.

The closest analogue of the proposed device is a selector gearbox (S.N. Kozhevnikov. Mechanisms. A reference manual. M. Mechanical Engineering. 1976, p.185), comprising a housing, input and output shafts with gears and two intermediate shafts with gears, alternately included in the work. Disadvantages: lack of shaft synchronization mechanism.

The technical result of the present invention is to increase the patency of the vehicle and reduce the load on the engine and transmission.

This result in the present invention is achieved in two ways. In the first embodiment, in the transfer case of the vehicle, comprising a housing, an input and two output shafts, the input shaft with two gears is connected through two floating shafts to a double planetary gearbox, the carrier of which is connected to each other via a differential and two central wheels of which are also connected via a differential located in a common housing with the first, with each Central wheel has a gear gear.

In the second embodiment, in a transfer case of a vehicle, comprising a housing, an input and two output shafts, the input shaft with two gears is connected via two floating shafts to a double planetary gearbox, the carrier of which is connected by a rigid mechanical connection with a damping device, two central wheels are connected through a differential and have gears.

At the same time, in the transfer case, a variator with one drive and two driven shafts can be used as a torque distribution mechanism.

The technical result of the present invention is also the optimization of the gearshift mechanism and the independent operation of the output shaft reverse device.

This technical result is achieved by the fact that in the speed box of the vehicle, comprising a housing, input and output shafts and a switching mechanism, the input shaft is connected to the differential via two floating shafts and gear wheels, the axis of which is connected to the outer rim of the planetary gear planetary sun gear, which drove on the one hand it is connected to the differential gear, to which the central wheel of the planetary gearbox is also connected via a gear, and on the other hand it is connected to the outer brake disc unbalanced friction clutch, the internal brake disk of which is connected with the central wheel of the planetary gearbox, while the rotation of one or another brake disk is slowed and stopped by the braking mechanism.

At the same time, the planetary friction clutch may contain a brake disk locking device consisting of a lever with fixing rods and holes in the disks, moreover, a hard blocking of one or another disk occurs after a complete stop and orientation in a certain position.

In addition, the drive rods of the switching mechanism can be connected with the guide drum with grooves by means of protrusions moving along these grooves.

Figure 1 shows a functional diagram of an active transmission.

Figure 2 is a kinematic diagram of a gearbox with planetary clutch and independent reverse gear.

Figure 3 is a kinematic diagram of a transfer case with a mechanism for the forced distribution of torque between the axles.

Figure 4 - kinematic diagram of the transfer case with a mechanism for the compulsory distribution of torque between the wheels.

Figure 5 - the relative position of the gears and shafts in a sequential transition from the upper stage to the lower and vice versa.

Figure 6 - the position of the gears in the box (mechanical) with the distribution of torque without lowering the stage.

In Fig.7 - the same in a two-row variator.

On Fig is a diagram of the braking device of the planetary clutch with hydraulic booster.

Figure 9 is a diagram of the locking mechanism.

Figure 10 - diagrams of the mechanism for the compulsory distribution of torque, end view (rotating elements are shown), - a lowered stage is included.

In Fig.11 - the same, included increased stage.

In Fig.12 is a diagram of the mechanism for switching the steps of the box, an end view (the position of the drive rods when the lower stage is on) is shown.

In Fig.13 - the same, with the overdrive engaged.

On Fig - diagram of the interaction of the elements of the mechanism of switching stages.

On Fig - scan guide drum mechanism for switching stages.

ACTIVE TRANSMISSION consists of three main elements combined in a common housing 1: gearbox 2 with independent reverse gear and planetary friction clutch (hereinafter referred to as gearbox), transfer case 3 with a mechanism for forced distribution of torque between the axles, transfer case 4 with a mechanism for forced distribution torque between the wheels (figure 1).

On four-wheel drive vehicles, two transfer boxes 4 are installed with a mechanism for the forced distribution of torque between the wheels - for each axle and, accordingly, the transmission has four output shafts.

The SPEED BOX (figure 2) contains a housing 1 in which an input shaft 5 is mounted, connected to two control shafts 6 (one of the two symmetrical halves of the gearbox is shown) with gear gears 7 rigidly mounted on the shafts, transmission gears 8 connected by a splined connection with floating shafts 9 with gears 10 installed in movable bearings 11 and interacting through gears 12 with a differential 13, the axis of which is rigidly connected to the outer rim of the sun gear 14 of the planetary gear 15, the carrier 16 of the planetary gearbox 15 is connected to the gear 17 of the differential 18, which also faces the planetary friction clutch gear 19 connected to the central wheel 20 of the planetary gear 15. The carrier 16 is also connected to the outer brake disk 21, and the central wheel 20 is connected to the internal brake disc 22 planetary clutch. On the fixed support of the housing 1, an actuator 23 of the braking mechanism of the planetary friction clutch is installed. The differential carrier 18 is mounted on the output shaft 24 of the gearbox.

TRANSFER BOX 3 (Fig. 3) contains an input shaft 25 with a gear gear 26, connected to the output shaft 24 of the gearbox, a control shaft 27 with gears of the steps 28, 29 and gear 30, two floating shafts 31 and 32 on the movable bearings 33, transmission gears 34 and 35 connected to the shafts by means of splines, and gears 36 and 37, a double planetary gear 38, containing central wheels 39 and 40, which are engaged with gears 36 (37), with additional external gear rims, two carriers 41 and 42 with additional conical gears, sun wheels 43 and 44 with additional bevel gears, differential connecting carrier 41 and 42, and differential connecting sun wheels 43 and 44 of both branches of planetary gear 38, which have a common axis and are combined into a single mechanism 45, concentric shafts 46 and 47 with gears 48 and 49, gears 50 and 51, output shafts 52 and 53.

TRANSFER BOX 4 (Fig. 4) contains an input shaft 54 with gear 55 connected to the output shaft 53 of the transfer case 3, a control shaft 56 with gears 57 and 58 and gear 59, floating shafts 60 and 61 on the movable bearings 62, gear gears 63 and 64, connected to the shafts by means of splines, and transmission gears 65 and 66, a double planetary gear 67, containing central wheels 68, 69 with additional external gear rings and electric windings 70 engaged with the gears 65, 66, two carriers 71, 72, solar wheels 73, 74, differential 75, connecting the central 68, 69 and solar 73, 74 wheels, the housing of which is connected to a rigid mechanical connection, containing a damping device 76, connecting the carrier 71 and 72, concentric shafts 77, 78, connecting the wheels 73, 74 with the central gears 80, 81 planetary gear 79, which also contains carrier 82, 83, central wheels 84, 85 with additional external gears, engaged with gears 86, 87 of output shafts 88, 89, differential 90 with locking mechanism 91, connecting carrier 82 and 83.

The floating shafts 9 of the boxes have the ability to lock in one of the positions shown in figure 5.

Alternatively, the mechanism of forced distribution of torque may have a control (input) shaft with a symmetrical set of gears 92 (Fig.6), movable gears 93 on the shafts connected by a rod 94.

Another embodiment of the mechanism of forced distribution of torque is a two-row variator containing a common input shaft with two driving pulleys 95, 96 and two intermediate shafts with driven pulleys 97, 98, the movable elements of which are connected by a common rod 99 of the control drive (Fig. 7).

The braking mechanism of the planetary friction clutch of the gearbox 2 has a lever 100 for switching modes of operation with the axis of rotation 101, rigidly connected to the housing 1, an actuator 102 with brake linings 103 and hydraulic power cylinders 104, a spool device 105 of a hydraulic amplifier with oil supply channels 106, power channels cylinders 107 and bypass channel 108, power steering pump 109. The brake pads have clamps 110, and the brake discs 21, 22 have recesses 111. The brake mechanism has oil lines 112 in terms of the number of actuators (Fig. 8).

The switching mechanism also has a locking device for brake discs 21, 22, consisting of a lever 113 with locking rods 114, 115 and holes 116 in these discs (Fig. 9).

The mechanism of forced distribution of torque (figure 10, 11) contains a housing 1 having seats 117 of the bearings of the shafts 5.24, places 118 of the shafts 6, places 119 of the guide drums 120, as well as protrusions 121 to accommodate the locking mechanism. The mechanism of forced distribution of torque is centrally symmetrical with respect to the axis of the input shaft, and in the future the work of one of its half will be considered.

The gear shifting mechanism of the forced torque distribution mechanism (FIGS. 12, 13) comprises guide drums 120, traction rods of movable bearings 122 mounted to move along them, traction rods 123 of movable gears mounted to move along drums 120, movable bearings 11 floating shafts 9 with a locking mechanism 124 and the seats of the bearings of the shafts 9 and 5. The guide drums 120 have grooves that specify the direction of movement of the rods 122 and 123 (Fig.14, 15).

The TRANSMISSION works as follows. The overall work of the transmission for changing the torque is divided into three stages: two lower gears are engaged by means of control drives of transfer boxes 4 (with four intermediate stages). The first, second, third gears are engaged by means of a control drive for the transfer case 3 with a transition through one of the axes. The fourth and fifth gears are engaged in the gearbox 2. The main action for changing the transmission step is performed by the gearbox 2 and the transfer case 3. When there is a need for lower gears, the transfer boxes 4 are switched on alternately or simultaneously. Given the intermediate stages, the number of downshifts can reach four or more. The transmission switches the steps through one of the axles with the simultaneous redistribution of torque between them. The step increase occurs in the following order. The second lower gear corresponds to the position of the gears of the gearbox, as in FIG. 2, the transfer case, as in FIG. 3, the transfer case, as in FIG. 4. Torque from the motor shaft through the input shaft 5 and gear 7 is supplied to the control shaft 6 and then to the gear gear 8 of the floating shaft 9, through the gear gear 10 to the gear wheel 12. The second branch works similarly. Next, the total torque through the differential 13 is transmitted to the sun wheel 14 of the planetary gearbox 15, which transmits torque depending on the selected mode of operation to the differential 18, connected through the carrier with the output shaft 24, rotating it in one direction or another (figure 2) . Next, the torque through the shaft 25 with gear 26 is transmitted to the control shaft 27 of the transfer case 3 (Fig. 3) and then through the mechanism of forced distribution of torque (similar to the above) is transmitted to the double planetary gear 38. Since the steps of the mechanism of forced distribution of torque have the same gear ratio both parts of the planetary gear 38 work identically and transmit torque further to the differential boxes through gears 48-51 and shafts 52, 53 in equal proportions. When a difference in angular velocities occurs on the shafts 52, 53 and the associated gears 43 and 44, the differential mechanism 45 eliminates it. Thus, the central wheels 39, 40 rotate in the same direction with equal angular speeds. Further, the torque from the shaft 53 through the input shaft 54 of the transfer case 4 (Fig. 4) and the mechanism of the forced distribution of torque (similar to the above) is transmitted to the double planetary gear 67, passes through it in equal proportions on both branches and enters the planetary gear 79 and through it to the output shafts 88, 89, since the differential 90 is blocked by the mechanism 91. The second transfer case 4 works similarly. At the output of the transmission, the torque has the same and maximum value on all wheels.

The first lower gear is engaged in one of the transfer cases 4 by sequentially moving the gears 63, 64 to the higher gear (FIG. 5, both gears in one box). The operation of the transmission is similar to that described above. On this axis, the torque decreases with an increase in the angular velocity of its rotation, which is compensated by the differential mechanism 45 in the transfer case 3.

The first overdrive is engaged in the second transfer case 4 according to the above-described scheme with a decrease in torque and an increase in angular velocity on the second axis.

The second gear is engaged in the transfer case 3 by moving one of the gears, for example 34, to an increased stage (Fig. 5). In this case, the torque on the shaft 31 decreases, and its angular velocity increases. After passing the gearbox 2, the torque is supplied to the control shaft 27 of the transfer case 3 and is transmitted to the planetary gearbox 38 through the forced torque distribution mechanism with the different gear ratios of the shafts 31, 32. The central wheel 40 has a large angular rotation speed, which leads to differences in the angular speeds of the sun wheels 43 and 44 and the associated gears 48, 49, which is eliminated by the differential mechanism 45, while the shaft 53 receives a reduced torque when Nakova increase angular velocities of the two shafts 52, 53.

The third gear is engaged in the transfer case 3 by moving the transmission gear 35 to an increased stage. The angular speeds of the floating shafts 31, 32 are aligned, both parts of the planetary gear 38 work synchronously, the angular speed on the shafts 52, 53 increases with the equalization of the torque on them.

The fourth gear is engaged in the gearbox 2 by moving one of the gears 8 to an increased stage. The angular speed increases on one of the gears 12, the rotation of the sun gear 14 is accelerated, the planetary gear 15 through the carrier 16 with the stationary central wheel 20 transmits torque to the central gear 17, the differential 18 and the associated shaft 24 and then through the transfer case 3 and transfer boxes 4 to the wheels.

The fifth gear is engaged in the gearbox 2 by moving the second gear 8 to an increased stage. The angular velocity of the second gear wheel 12 increases, the rotation of the sun wheel 14 and further along the chain is accelerated. Lowering the transmission steps is carried out in the reverse order.

If there is a need to increase the torque on one of the wheels, the step of the corresponding transfer case 4 is lowered by moving one of the gears 63 (64) to the lower stage, which entails a decrease in the angular velocity of rotation of one central wheel 68 (69) of the double planetary gear 67 and the corresponding central wheel 73 (74), because carrier 71 and 72 are rigidly coupled to damping device 76 and have the same angular velocity (FIG. 4). Torque in a different ratio is transmitted to the central gears 80 and 81 of the planetary gear 79, where the angular velocities of both flows are aligned with the redistribution of torque between them by means of a locked differential 90. In this case, the central wheels 84, 85 of both flows retain the possibility of independent rotation, i.e. . differential function saved.

In all the cases described, the steps are switched in the presence of a torque on the operating shaft of the operating box, i.e. in move. In order to switch the stage of the transfer case or differential boxes with the wheels locked, it is necessary to unlock the differential 90, which will lead to the free rotation of the elements of the planetary gear 79 and will make it possible to switch the stages of the transfer boxes 3 and 4 with the operating gearbox 2.

As an option, the mechanism of forced distribution of torque has a working scheme in which the redistribution of torque between the axles (wheels) is performed without lowering the stage (Fig.6). In this case, the transmission gears 93 by means of a common drive 94 are moved in parallel, keeping the total torque unchanged at its difference on the axles (wheels). A similar principle of operation has a mechanism of forced distribution of torque (stepless), which is used as a variator (Fig.7).

The distribution of torque in the transmission units is carried out through the mechanism of forced distribution of torque. The principle of its operation is based on the operation of the differential 13, which transmits rotation to the planetary gearbox, regardless of the relative angular velocities of the gears 12 and allows their rotation to be synchronized using the inertial moment of movement of the car or the power electric winding of the control drive.

The steps are switched by means of a control drive including an electric motor with a worm gear, a rotating guide drum 120, and also controlling the operation of the locking mechanisms 124 (Figs. 12, 13). The guide drum 120 has grooves 125, 126 (Fig. 15) along which the guide projections of the rods 122, 123 move. The synchronization of the operation of the rods in phases is shown in the diagram (Fig. 14). The drum circumference is divided into four sectors of 90 and corresponds to one period of the mechanism. First quarter: rod 122 moves the bearing 11, separating the gear gear 8 of one of the floating shafts 9 and the gear of the control shaft 6. Then, for three quarters, the movable bearing 11 remains in a fixed position (Fig. 12), rod 123 in a fixed position (motion path the guide protrusions of the rods 122, 123 of the first shaft are shown by a solid line). Second quarter: rod 123 moves gear 8 along the splines of the shaft towards the next stage. During the first half of the thrust period of the mechanism of the second shaft, they are stationary (on the diagram and scan, Fig. 15 are shown by a dashed line). Third quarter: the gear shift mechanism works on the second floating shaft 9, the mechanism of the first shaft is stationary. The rod 122 moves the support 11, breaking the chain of the second shaft, then until the end of the period the support remains in a fixed position (figa). Fourth quarter: rod 123 moves the gear 8 of the second shaft to the inclusion of the stage (pigv). The return to the initial position occurs in the reverse order: first the gear 8 moves, then the movement of the movable shaft support follows (Fig.14A and B). To enable the step to pass through the second shaft, an opposite mode of operation of the mechanism is provided when the gear of this shaft is ahead. By rotating the drum in the opposite direction, the trajectory of the rods 122, 123 is set in the same way as described above (Fig.14B and D). In this embodiment, the reference point is an increased stage of the mechanism of forced separation of torque.

The proposed stage switching scheme, in which the interaction between the floating shaft 9 and the gear wheel 12 is maintained while disconnecting it from the control shaft 6 (FIGS. 10, 11), allows its rotation to be synchronized by means of the second shaft and differential 13 included in the same scheme (FIG. .2). The inertial moment of the car’s movement through the planetary gear 15 enters this differential and is distributed evenly on both gears 12. When one of them is disconnected from the control shaft 6 at a constant engine speed, it will tend to maintain the same moment of rotation (excluding deceleration of the car). To enable a stage with a gear ratio different from the gear ratio of the working shaft, it is necessary to change the angular speed of the disconnected shaft, which is done by changing the engine speed through the gear wheel 12 of the included shaft with a relatively constant rotation of the differential axis 13. Thus, to go to the top the stage needs to be "vented", which will lead to a decrease in the angular velocity of the synchronizing shaft and an increase in that of the synchronized shaft, and to enable the lower stage, a few increased it engine speed, which would entail an increase of the angular velocity and decrease synchronizing synchronizes itself shafts.

To work in automatic mode, it is possible to use power electric windings 70 (Figs. 3, 4), operating on the principle of starter and rotor windings of an electric motor, as well as angular velocity sensors mounted on intermediate and control shafts. These sensors, power windings and an electric motor of the gearshift mechanism, as well as the control unit make up the drive for controlling the mechanism of forced distribution of KM in manual mode. The introduction of a crankshaft speed sensor into the sensor circuit will allow automatic gearshift. Similarly, gearbox and gearbox control drives work. The electric windings 70, when voltage is applied to them at the moment of switching the stage, creates a difference in the angular velocities of the shafts 60 and 61, which is necessary for synchronizing the shafts and switching on the next stage.

Applying reverse polarity current to the windings leads to the opposite result.

SPEED BOX 2 works as follows. To implement the possibility of the transmission in various modes, a planetary friction clutch with a mode switch is designed. 1st mode - neutral: shift lever 100 in the middle position, but not put on the stopper (Fig. 8). The hydraulic pump 109 is idling because the spool mechanism 105 directs oil to the bypass line 108. The power cylinders 104 release the brake pads 103, which occupy a middle position. The thromous discs 21, 22 rotate freely in reciprocal directions, absorbing the engine torque. The car is stationary or moving by inertia. 2nd mode - moving forward: lever 100 is moved to the front position (left according to the diagram), but does not stop. The spool mechanism 105 opens the right (according to the scheme) channel 107, closing the bypass channel 108. The master cylinder 104 (right according to the scheme) smoothly slows down and stops the rotation of the brake disk 21 by means of brake pads 103, the car drove off. The latches 110 orient the stopped disk in a certain position, which makes it possible to put it on a mechanical stopper 115 (Fig. 9) and in the future the planetary gear 15 will rely on a rigidly blocked carrier when transmitting torque. The gearshift actuator has a valve in the hydraulic system that disables the power cylinder line when the lever 100 is positioned on a mechanical stop. The oil pump 109 is included in the transmission lubrication system. 3rd mode - moving away and moving backward: lever 100 in the rear position (right according to the scheme), the left channel is open, the power cylinder 104 (left according to the scheme) by means of pads 103 slows down and stops the brake disc 22, and with it the central wheel 20 of the planetary gear 15, the car drove in the opposite direction. By means of the fixing rod 114, the disk 22 is rigidly locked, the pump 109 is included in the lubrication system. 4th mode - parking: lever 100 in the middle position and set on a mechanical stop (Fig. 9). The lever 113 occupies an intermediate position and simultaneously locks both brake discs 21, 22 by means of rods 114, 115 included in the holes 116. The planetary friction clutch 15 is rigidly locked. It is impossible both to start the engine and the movement of the car, provided that the output shaft 24 of the gearbox has a rigid connection with the wheels.

The operation of the TRANSFER BOX was considered in the description of the operation of the transmission as a whole. To this, we can add that when the wheels are blocked externally and the car is stopped, to activate the lower stage on the loaded axle (wheel), it is necessary to unlock the differential 90, turn on the necessary stage using the gearbox (i.e. rotation of the shafts), then the gear lever shift the gearbox to the neutral position, then lock the differential 90 and move the operating mode switching lever to the operating position, while it can be quickly moved in any direction.

The advantage of the proposed device lies in the ability to transmit significant torque, forcibly setting the required torque value on any wheel (axle), which makes it possible to do without locking the differential in a wide transmission range, in the possibility of choosing the working stage on the go and with the wheels locked, as well as the ability to quickly reverse the output shaft of the gearbox at any stage of the transmission. Using the mechanism for changing the stage in any transmission unit allows you to make a targeted choice of the axis (wheel) through which the stage of the entire transmission changes in the most favorable mode for specific road conditions.

Claims (7)

1. The transfer case of the vehicle, comprising a housing, an input and two output shafts, characterized in that the input shaft with two gears is connected through two floating shafts with a double planetary gear, the carrier of which is connected to each other via a differential, and two central wheels of which also connected through a differential located in a common housing with the first, with each central wheel having a gear gear. 2. Transfer case according to claim 1, characterized in that a variator with one drive and two driven shafts is used as a torque distribution mechanism. 3. The transfer case of the vehicle, comprising a housing, an input and two output shafts, characterized in that the input shaft with two gears is connected through two floating shafts with a double planetary gear, the carrier of which is connected by a rigid mechanical connection with a damping device, two central wheels are connected through differential and have gears. 4. Transfer case according to claim 3, characterized in that a variator with one drive and two driven shafts is used as a torque distribution mechanism. 5. The gearbox of the vehicle, comprising a housing, input and output shafts, a switching mechanism, characterized in that the input shaft through two floating shafts and gears is connected to a differential, the axis of which is connected to the outer rim of the sun gear of the planetary gearbox, which drove from one the side is connected to the differential gear, to which the central wheel of the planetary gearbox is also connected via a gear, and on the other hand it is connected to the external brake disk of the planetary friction clutch, inside whose braking disk is connected to the central wheel of the planetary gearbox, while the braking mechanism slows down and stops the rotation of one or another brake disk. 6. The gearbox according to claim 5, characterized in that the planetary friction clutch comprises a brake disc stopper device consisting of a lever with fixing rods and holes in the discs, moreover, a hard lock of a particular disc occurs after it stops completely and is oriented in a certain position. 7. The gearbox according to claim 5, characterized in that the drive rods of the switching mechanism are connected to the guide drum with grooves by means of protrusions moving along these grooves.

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