RU2478045C1 - Engine-transmission module - Google Patents

Abstract

FIELD: transport.SUBSTANCE: invention relates to automotive industry, particularly, to engine-transmission modules. Cylinders 1 of rack-and-gear engines house pistons 2 coupled with racks 3, 4 engaged with half-gear with tooth arc length a bit smaller that half its circumference. Said half-gear is fitted on tubular drive shaft 6 of rack-and-gear engine. Flywheel y with clutch pressure disc 8 is fitted on drive shaft end. Splined hub of clutch driven disc 9 is fitted on tubular primary shaft 10 with gear arranged in bearing of three-shaft gearbox 11. Countershaft 12 with gears, secondary shaft 13 with gears and axle 14 with reverse gear are also fitted in bearings. Shift collars 15,19 are arranged between rows of gears. Differential 20 is arranged at output of gearbox 11. Plane pinions of differential carrier 21 are engaged with sun gear 22 and epicyclical wheel 23. Sun gear 22 with inner transmission shaft 24 and epicyclical gear 23 by outer transmission shaft 25 are engaged with main gear by differentials 27 and drive wheel drive shafts 28.EFFECT: expanded operating performances of vehicles, higher efficiency.2 cl, 3 dwg

Description

The proposed device relates to mechanical engineering, in particular to the motor-transmission modules of ground transport vehicles: cars, tractors, road-building equipment, etc.

MTM (motor-transmission modules) are used to drive NTM drive wheels (ground transportation vehicles). The most widely used ICE (internal combustion engine) and mechanical or hydromechanical transmission.

Known drive devices for driving wheels of four-wheel drive vehicles, consisting of ICE, clutch, three-shaft gearbox (gearbox), RC (transfer case), cardan transmission and engine (main gears), as well as differentials and half shafts, transmitting and transforming the power flow from the engine to driving wheels. RCs can be blocked, differential or combined: the front axle drive is blocked, the rear axle bridges are differential. (1. Car: Design Basics / N.N. Vishnyakov et al. - M.: Mechanical Engineering, 1986. - 304 p.).

Also known are drive devices for drive wheels of tracked transport vehicles (2. Platonov V.F., Leiashvili GR Tracked and wheeled transport and traction machines. - M.: Mashinostroenie, 1986. - 296 p.). In the transmission of these machines, in addition to the units previously described, rotation mechanisms are used, which can be differential with a simple or double symmetric differential, independent (onboard) MP (onboard rotation mechanisms) with onboard friction clutches, single-stage PMP (planetary rotation mechanisms), two-stage PMP, multi-stage airborne MP (airborne gearboxes), etc. (3. Calculation and design of tracked vehicles. / Under the editorship of N.A. Nosov. - L .: Engineering, 1972. - 560 p., See p. 346-398).

However, such NTM drive wheel drive devices do not provide high operational characteristics, they are quite complex, metal consuming, and have insufficiently high efficiency.

Closest to the proposed technical solution is MTM all-wheel drive vehicle, consisting of ICE / 1. S.12-73 / and transmissions / 1. P.107, Fig. 84, c, d /, / 2. S.119, Fig. 38 /; according to claim 2, MTM is the drive device for the drive wheels of the ATS-59G / 2 tracked conveyor tractor. P.146, Fig. 51 /. The five-speed gearbox of the tractor is mounted in a common crankcase with a GP and a two-stage PMP (3. S.364-368). In this case, the clutches are placed inside the crankcase and work in oil. PMP control system - hydraulic. Power from the internal combustion engine through the cardan gear, the main clutch, gearbox and PMP is transmitted to the final drives and drive wheels. Power transmission is carried out in a single stream. PMP can be in three positions in accordance with the position of the control lever: in the initial (rectilinear movement), in the first (turn with a partially braked track) and in the second (turn with a completely braked track) / 2. S.145 /.

However, the described NTM drive wheel drive devices have disadvantages.

Power unit - ICE of a traditional design for converting reciprocating motion of pistons into rotational motion of a crankshaft uses a crankshaft (crank mechanism). The KShM has significant drawbacks: the force from the gas pressure on the piston is not fully used to rotate the crankshaft, reducing the efficiency of the mechanism and the engine, “rearrangement” of the piston occurs at dead points — a change in the direction of the lateral force creating dynamic loads. The crankshaft is structurally complex - the crankshaft cranks are difficult to manufacture, it has several loaded swivel joints: the main and connecting rod necks, piston pin bearings that require a perfect lubrication system with the supply of engine oil under pressure. To balance the mass of the cranks, it is necessary to install balances, you need a flywheel that accumulates the energy of the stroke, providing other engine strokes, as well as the passage of the piston through the dead points / 1. S.23-30 /. The force from the gas pressure on the piston is decomposed into two components: one along the axis of the connecting rod, the other creates a lateral load on the piston, causing energy loss due to friction and wear. The force acting along the connecting rod axis on the crank pin also decomposes into two components: one loads the main necks, and the payload - the torque on the crankshaft creates only the second force component perpendicular to the crank / 1. P.17, Fig. 8 /. With a significant lateral load on the piston, a crosshead must be used.

Stepped transmission units: KP / 1. S.120-148 / and RK / 1. S.165-169 / have a complex and metal-intensive design. They are made in separate crankcases, at least two gears / 3 are required to receive each gear in the gearbox. S.100-102, fig. III.1-III.4 /. To drive the bridge differential in the RK / 1. S.168, 169, Fig. 131 and 132 / two gears are needed that reduce the efficiency of the unit.

To drive the front axle (axle cart), a separate cardan drive is needed next to the engine / 1. P.107, Fig. 84, c, d /. MTM traditional layout has significant dimensions / 2. P.146, Fig. 51 /, not allowing it to be mounted across the tracked transport vehicle.

PMP provides only three modes of operation / 2. S.145 /.

The efficiency of the use of gears KP can be increased with a scheme with split shafts / 3. S.103, fig. III.5 /, however, this scheme is complex, since it requires an increase in the number of supports, and had very limited application. The same efficiency of using gears, while reducing the longitudinal dimension and mass of gearboxes, can be obtained using the method of free installation of gears on shafts, implemented in the copyright certificates and patents of three-shaft gearboxes No: 1654040, 1717419, 1773747, 2008230, 2162419, 2173640, 2176195, 2176197 , 21835666, 2261184, 2268163, 2383800. Multiple gearing implemented in such gearboxes allows to reduce the maximum gear ratio in a pair of gears, while reducing the axle distance, the transverse dimension of the unit and reducing its weight.

Reducing the dimensions and metal consumption of the transmission units can be achieved by combining in one crankcase the RK and a three-shaft gearbox, having received an RTO (multi-stage RK), for example, according to patents No: 2053140, 2183565 and others. However, for the drive shaft of the front axle combined with the intermediate shaft, a gear gear reducing the efficiency of the unit.

The task to which the claimed technical solutions are directed is to expand the operational characteristics of NTMs.

The essence of the proposed technical devices lies in the fact that the motor-transmission module contains an engine and a transmission, while the engine pistons are equipped with opposed toothed racks, which are engaged with half gears mounted on a tubular drive shaft of the engine with a flywheel and a clutch pressure plate, a driven disk of this clutch mounted on a tubular input shaft of a three-shaft gearbox, most gears on the shafts are mounted freely, couplings are located between the rows of gears switching, including dual oppositely deployed, interconnected by shifting forks, an interbridge differential is installed at the output of the secondary shaft, the transmission shafts of this differential are connected to the main gears and inter-wheel differentials of the drive wheels of the vehicle, and one transmission shaft of the differential between the axles is located inside the secondary and primary shafts gearbox and drive shaft of the engine.

At the same time, inside the input shaft of the gearbox and the drive shaft of the engine is located the secondary shaft of the gearbox, which is connected with the sun gears of planetary rotation mechanisms, the satellites are freely mounted on the axes fixed in the walls of each carrier, and engaged with the sun gear and an epicyclic wheel, which is equipped with a gear a crown installed between the gear crowns of the walls of the carrier, a three-position gear ring is placed inside the planetary rotation gear housing, between these gear crowns an internal switching clutch with a double outer and single internal gear rims is installed, which is connected by a slider to the groove of the external switching clutch with an internal double and single gear rims, they are interconnected with the external gear rims of the multi-plate friction clutch housing and the sides of the tracked vehicle body, on the tubular shaft of which the internal rims of the friction clutch disks are installed, the multi-plate friction clutch case is connected to the drive wheel drive shaft.

The proposed technical solution significantly expands the operational characteristics of NTM.

An engine with a rack and pinion mechanism is structurally simpler compared to an internal combustion engine with a crankshaft, the efficiency is higher due to a decrease in lateral forces. The drive shaft of the engine does not require cranks, has sufficient strength and rigidity, which eliminates the need for a large number of bearings, is technologically simple to manufacture, it can be tubular, which allows the transmission shaft to be mounted inside it.

RTO according to claim 1 with small dimensions and metal consumption provides high performance NTM with a wide range of gear ratios, including 16 forward gears due to five pairs of gears and 8 reverse gears due to a series of three gears. The distribution of the power flow after the inter-axle differential of the RTOs to the GP and the inter-wheel differentials is ensured at high efficiency directly along the tubular primary shaft of the gearbox and the drive shaft of the engine, since it does not require additional gears either at the entrance to or between the differential between the differential. This design of the RTOs and the drive from it expands the layout capabilities of ground transportation vehicles, including reducing the height of the MTM installation.

MTM according to claim 2 provides high performance NTM also with a wide range of gear ratios, including 16 forward gears and 8 reverse gears. Four pairs of gears in the gearbox provide 8 gears. PMP implements several states, including direct transmission to PMP at U = 1.0 and low gear at U ^b _ah = K + 1, which provides a doubling of the number of gears after the gearbox, as well as U ^h _ab = -K, which implements 8 reverse gears. The indices at the top indicate the stopped link of the PM (planetary gear), the indices at the bottom indicate the links of input and output of the torque: a - sun gear, h - carrier with satellites, b - epicyclic wheel. K = Z _b / Z _a - internal PM parameter, equal to the ratio of the number of teeth of the epicyclic wheel to the number of teeth of the sun gear. The minus sign in front of "K" indicates a change in the direction of rotation of the output PM link. Improving the maneuverability of NTMs is provided by the possibility of switching on a different direction of rotation of the shafts at the exit of the PMP and driving wheels along the sides of the NTM.

Figure 1, a shows a diagram of MTM all-wheel drive vehicle. The left side shows a diagram of the opposed 8-cylinder rack and pinion engine with opposing pistons. A clutch flywheel is mounted on the tubular output shaft. In the middle part, an RTO circuit with an interbridge asymmetric differential at the output is given. The shaft from the sun gear of the differential passes directly inside the secondary and primary shafts and the drive shaft of the rack and pinion engine. On the right is a simplified diagram of the drive of single GP axles of the rear bogie. The middle bridge is through, the GP of such a bridge can be double central or have an additional unit for dividing the power flow. Sometimes a large hypoid displacement is used, in which case the passage shaft is placed under the axle shaft. Inside the RTOs are given the designations of the forward and reverse gear clutches “A-D” and the reverse gear - R, at the top in the circles the numbers of gear pairs “1-5” are indicated, as well as the sign R indicating a number of reverse gears.

Figure 1, b shows the beam diagram of RTOs, the scale of the chart shows the gear ratio in a logarithmic scale. The numbers of gear pairs are indicated on the beams; the larger the gear ratio, the better the beam, the tilt of the beams is constant throughout the diagram. Above the upper horizontal line, the beam diagram shows the gear numbers "1-16", and above them is a table of the positions of the shift clutches: P - right, L - left. Below the lower scale are the reverse gear numbers “1R-8R”. The average horizontal corresponds to the countershaft.

Figure 2, a shows the kinematic diagram of the transmission unit with a symmetric differential at the output, providing 4 forward gears, a beam diagram is given below the diagram. Figure 2, b shows a diagram of a V-shaped rack and pinion engine with a transmission shaft inside the drive shaft of the engine.

Figure 3, a shows a diagram of a compact MTM placed across the tracked NTM between the sides of the hull. To the left of the view of the opposed 8-cylinder rack-and-pinion engine with a flywheel and clutch, a three-shaft gearbox is shown, which provides 8 forward gears. Couplings and pairs of gears are designated similarly to figure 1, a. At the edges are given schemes of PMP (planetary rotation mechanisms). The upper and lower types of PMF are distinguished by the position of the double switching clutch D, which corresponds to different operating modes. The positions of the shift clutch D "I-V" and the corresponding states of the PMF are shown in the lower part. Figure 3b below shows a beam diagram with a table of switch clutch positions. The work of the KP is presented between the middle and lower horizontals, the gears of KP “1-8” are shown above the middle horizontal. Forward gears “1-16” at the MTM outlet are indicated above the upper horizontal, reverse gears “1R-8R” are indicated below the lower horizontal.

In the cylinders 1 of the rack-and-pinion engine (see Fig. 1, a, 2, b and 3, a) there are pistons 2, interconnected with gear racks 3 and 4, located near the walls of the cylinders 1. The gear racks 3 and 4 are alternately engaged with half gear 5, the length of the arc of the teeth is slightly less than half the length of its circumference. The half gear 5 is mounted on the tubular drive shaft 6 of the rack and pinion engine. Points O '(see figure 2, b) indicate the extreme positions of the gear racks 3 and 4. At the output of the drive shaft, a flywheel 7 with a clutch pressure plate 8 is installed. Between the flywheel 7 and the pressure plate 8 is a clutch disc 9. The pressure device and clutch release mechanism are not shown. At the output of the drive shaft 6 of the engine, the installation of a torque converter is permissible. The splined hub of the driven clutch disc 9 is mounted on a tubular input shaft 10 with gear located in the support of the three-shaft gearbox 11. The intermediate shaft 12 with gears, the secondary shaft 13 with gears are also installed in the bearings, and the axis 14 with the reverse gear is fixed. Pairs of forward gears are indicated by numbers in circles; most gears on the shafts are mounted freely. Between the rows of gears there are switching clutches 15-19, which are indicated by the letters: for forward gear "A-D" (15-18) and reverse gear - R (19). Most switching clutches are two-position, double, single-acting, mounted on gears and interconnected by switching forks (see figa, couplings A, B and C (15-17); figa - A (15); figa - B (16), the remaining clutches for switching the forward gears are three-position, double-acting, mounted on the shafts. The reverse clutch R (19) is two-position, the shifting fork can be next to the gear or cover the ends of the gear. generally they form RTOs (multi-stage distribution box). In Fig. 1a, the cross-axle differential 20 is asymmetric, and in Fig. 2a, the cross-axle differential 20 is symmetrical. The satellites of the carrier 21 of the inter-differential 20 are engaged with the sun gear 22 and the epicyclic wheel 23. The sun gear 22 is an internal transmission shaft 24, and the epicyclic wheel 23 an external transmission shaft (cardan drive) 25 connected to the GP (main gears) 26, cross-axle differentials 27 and drive shafts of the drive wheels 28. The drive wheels are not shown in the diagram. With independent suspension of the drive wheels, the shafts of their drive 28 can be made in the form of cardan gears (see left-hand drive).

On figa housing PMP 29 installed at the sides of the housing 30 tracked NTM. The sun gear 31 of each PMP 29 is connected to the secondary shaft 13 of the gearbox 11, it is engaged with the satellites of the carrier 32 and then with the epicyclic wheel 33. On the periphery of the walls of the carrier 32, gears 34 and 35 are installed, a gear ring 36 is placed on the epicyclic wheel 33 between the crowns 34 and 35, and the step between the crowns 35 and 36 is twice as large as the step between the crowns 34 and 36. Inside the PMP case 29 there is a three-position gear ring 37, between the ring gears 34-37 there is an internal shift clutch 38 with double outer and single inner gear rings mi The slider 39 connects the inner shift clutch 38 to the groove of the outer shift clutch 40 with the inner double and single gear rims. External gear rims 42 are located on the case of the multi-plate friction clutch 41, and gear rims 43 are located on the sides of the tracked NTM casing 30. The inner rims of the disks 44 of the friction clutch 41 are mounted on the tubular shaft 45 of the sides of the housing 30, and the drive wheel drive shaft 46 is located inside it. the shaft 46 is connected to the housing of the multi-plate friction clutch 41.

It is allowed to install gears between the secondary shaft 13 of KP 11 and PMP 29, both in the form of a guitar (serial connection of gears) and coaxial PM. At the output of the gearbox (see figa and 3a), it is possible to install a number of reverse gears similarly to figa. MTM caterpillar NTM can be with differential MP (rotation mechanism), similar to / 3. S.353, fig. IX.2 /, and formed using the gearbox in figure 2, or figure 1, but with a symmetric differential (in figure 1, and the differential is asymmetric).

The proposed MTM (motor-transmission module) works as follows.

ICE. In figure 2, b - on the right in the cylinder 1, the piston 2 in the BDC (bottom dead center). If the completion of the working stroke occurs, this means that the force from the gas pressure of the burning working mixture moved the piston 2 from TDC (top dead center) to the BDC and the lower gear rack 4 rotated the half gear 5 and the tubular drive shaft of the engine 6 clockwise, the upper gear the rack 3 made a free stroke without interacting with the teeth of the half gear 5. With a further rotation of the shaft 6, the teeth of the half gear 5, interacting with the upper gear rack 3, move the piston 2 from the BDC to the TDC, the lower gear rack 4 makes a free run without imodeystvuya with teeth polushesterni 5.

In Fig.2, b - the working stroke is on the left - the force from the gas pressure of the burning working mixture in the upper part of the cylinder 1 acts on the piston 2 and the upper gear rack 3, the teeth of which interact with the teeth of the half gear 5, causing it and the tubular drive shaft of the engine 6 to rotate clockwise. The shaft 6 transfers energy to the flywheel 7 (see figure 1, a), which provides the drive actuators and auxiliary mechanisms, and also accumulates part of the energy for the implementation of other engine cycles. The teeth of the lower rack 4 with this movement do not interact with the teeth of the half gear 5 - free play.

From the tubular drive shaft of the engine 6 via the flywheel 7 and the pressure disk 8, the torque is transmitted to the clutch driven disk 9 and from there to the tubular input shaft 10 with the three-shaft gearbox gear 11, created on the basis of the method of free installation of gears on the shafts. Each pair of gears doubles the number of gears: three pairs of gears (see Fig. 2, a) provide 4 forward gears, four pairs - 8 gears (see Fig. 3, a), five pairs - 16 gears (see Fig. 1a), etc. Middle pairs of gears can work in both directions: slow down or speed up. For example, in figure 2, and below, beam 2 from t.4 down to the right is decelerating, the same beam to t.3 to the left up - accelerating.

The work of the CP is well illustrated by ray diagrams. For example, at the bottom of FIG. 2, a table shows the position of the shift clutches and the beams of each pair of gears providing 4 gears.

First gear

Both clutch switches A and B in the right position (see table. Right). The torque from the gear of the input shaft 10 is transmitted to the gear of the first row of the intermediate shaft 12, through the lower coupling half A (15) to the gear of the second row and along it to the intermediate shaft 12, then along the third row of gears and through the coupling B (16) to the secondary shaft 13, then to carrier 21 with satellites of a symmetrical differential 20, which evenly distributes torque to gears 22 and 23, and from them to transmission shafts 24 and 25. On the beam diagram, this transmission is represented by two beams of the same magnitude (q = 1.5) : 1 from t. 4 on the upper horizontal, a circle on inii corresponds to a primary shaft, right down to the average horizontal, which corresponds to an intermediate shaft and further upwards to the right on the upper horizontal vol.1, which corresponds to the secondary gearbox shaft.

Second gear

We switch clutch A from the right to the left position, turn off the first pair of gears and turn on the second pair of gears. Torque from the input shaft 10 along the upper coupling half A (15) is supplied to the upper gear of the second row, then to the gear of the rinse 12, then as in 1st gear. On the radiation diagram of this transfer correspond to rays 2 and 3 to t.2.

Third gear

We switch clutch B from the right to the left position, turn off the third pair of gears and turn on the second pair of gears in accelerating mode, return clutch A to the 1st gear position. The torque from the gear of the input shaft 10 is transmitted to the gear of the first row of the intermediate shaft 12, through the lower coupling half A (15) to the gear of the second row, then along the second row of gears and through the coupling B (16) to the secondary shaft 13. On the radiation diagram of this transmission rays 1 and 2 correspond to t. 3.

Fourth gear - direct

Switch clutch A from right to left. Torque from the input shaft 10 along the upper coupling half A (15) enters the upper gear of the second row, then the gear to the coupling B (16) and the secondary shaft 13. On the beam diagram, this transmission is represented by point 4 on the upper horizontal.

If the gearbox should provide a range (the ratio of gear ratios of the lowest gear to the highest) D = 6.0, then the step (the ratio of gear ratios of adjacent gears) will be q = ³ √6 = 1.82. The gear ratio of the first and third pair of gears will be U _I = U _III = 1.82 ^1.5 = 2.45; the second pair U _II = 1.82 ^0.5 = 1.35. The exponent corresponds to the value of step q. The gear ratio of the first gear U ₁ = U _I × U _III = 2.45 × 2.45 = 6.0; second gear U ₂ = U _II × U _III = 1.35 × 2.45 = 3.31; third gear U ₁ = U _I × (1 / U _II ) = 2.45 × (1 / 1.35) = 1.82.

Figure 3, a shows the kinematic diagram of an 8-speed gearbox. Compared to the previously described 4-speed gearbox, a three-position clutch A (15) is located on the primary tubular shaft 10, similar to the clutch C (17) of the secondary shaft 13, one pair of gears is added, a double shift clutch B (16) with oppositely deployed coupling halves is installed between the middle rows of gears, the secondary shaft 13 is solid and connected directly to the transmission shaft 24. Direct transmission is the seventh. Top gear - eighth - accelerating. This distribution of gears over the range allows reducing the dimensions and metal consumption of the unit by reducing the total reduction - the sum of gear ratios of pairs of gears, expressed in steps (intervals). The lower the gear ratio, the smaller the center distance and transverse dimension of the gearbox. For the 4-speed gearbox in figure 2, and the total reduction was P _∑ = P ₁ + P ₂ + P ₃ = 1.5 + 0.5 + 1.5 = 3.5. For the 8-speed gearbox in figure 3, and P _∑ = P ₁ + P ₂ + P ₃ + P ₄ = 1.5 + 0.5 + 0.5 + 3.5 = 6.0. (To simplify the index q is omitted). If the highest gear is direct, then the total reduction will be at least 8.0. P _∑ = 2.5 + 0.5 + 0.5 + 4.5 = 8.0. The maximum gear ratio in the 4th pair of gears is U _IV = 4.5 q, which increases the center distance. Previously, there was U _IV = 3.5 q. If you take a step q = 1.21, convenient for gear shifting, then the range of the 8-speed gearbox will be D = 1.21 ⁷ = 3.8; and for 16 gears, taking into account the PMP, D = 1.21 ¹⁵ = 17.45. With a slight increase in pitch to q = 1.22, the KP range will be D = 1.22 ⁷ = 4.0; and for 16 gears, taking into account the PMP, D = 1.22 ¹⁵ = 19.74. In this case, the gear ratios of the pairs of gears will be equal to: U _I = 1.22 ^1.5 = 1.35; U _II = 1 / 1.22 ^0.5 = 0.91; U _III = 1.22 ^0.5 = 1.1; U _IV = 1.22 ^3.5 = 2.0. The maximum gear ratio in the 4th pair of gears, the beam of this pair is the most gentle in the gearbox.

On the beam diagram (see figure 3, b) the KP rays are shown between the middle and lower horizontal, they go to t.1-8. A table of switch clutch positions is shown above the beam diagram. Clutch B (16) is used for each shift, clutch A (15) after two shifts and clutch C (17) after 4 shifts.

First gear

Clutch A in the right position, clutches B and C in the left position, clutch D of the PMP control in position IV or III (see the table on the right - 1 or in the middle part - 9). The torque from the input shaft 10 through the coupling A (15) is transmitted to the gears of the first row, along the gear block of the intermediate shaft 12 (the axis is shown above), along the second row of gears, through the coupling half B (16) to the gears of the third row, along the second block gears of the intermediate shaft 12, then along the fourth row of gears and along the coupling C (17) to the secondary shaft 13. On the beam diagram this transmission is represented by four beams: 1 from t.7 on the horizontal horizontal, the circle on the line corresponds to the primary shaft, down to the right the middle horizontal, which corresponds to the intermediate ochnomu shaft further beam 2 to the right up to the middle horizontal V.5, then beam 3 downward to the right, then beam 4 upwards to the right Vol.1, which corresponds to the secondary shaft 13 of gearbox 11.

U ₁ = U _I × U _II × U _III × U _IV = 1.35 × 1.1 × 1.1 × 2 = 3.3.

Second gear

We switch the clutch B to the right position - turn off the 2nd and 3rd pairs of gears. Prior to the slip 12, the torque comes in both in 1st gear, then through coupling half B from one gear block to the second gear block, then to the 4th pair of gears, as in 1st gear. On the beam diagram, rays 1 and 4 from t.7 to t.2 characterize this transmission.

U ₂ = U _I × U _IV = 1.35 × 2 = 2.7. q = 3.3 / 2.7 = 1.22.

Third gear

We switch couplings A and B to the left position (all three couplings are in the left position) - instead of the 1st pair we turn on the 3rd pair of gears. Torque from the input shaft 10 is transmitted through the clutch A (15) to the gear of the second row, then through the clutch B (16) to the third row of gears, washed through the second gear block 12, then to the fourth pair of gears, as in previous gears. On the beam diagram, rays 3 and 4 from t.7 to t.3 characterize this transmission. U ₃ = U _III × U _IV = 1.1 × 2 = 2.2. q = 2.7 / 2.2 = 1.22.

Fourth gear

We switch clutch B to the right position - turn off the 3rd pair of gears and turn on the 2nd. Torque from the input shaft 10 through the clutch A (15) is transmitted to the gears of the second row, then through the clutch B (16) to the second gear block of the rinse 12, then as in previous gears. On the beam diagram, rays 2 and 4 from t.7 to t.4 characterize this transmission.

U ₄ = U ' _II × U _IV = 1 / 1.1 × 2 = 1.82. q = 2.7 / 2.2 = 1.22.

Fifth gear

We change the position of the couplings A, B and C - in comparison with the 1st gear, we turn off the 3rd and 4th pair of gears from work. Prior to the lap 12, the torque comes in both in 1st gear, then through the gear block, along the 2nd pair of gears, through the coupling half B (16), the gear wheel of the 3rd row and through the coupling C (17) to the secondary shaft 13. On ray diagram rays 1 and 2 from t.7 to t.5 characterize this transmission.

U ₅ = U _I × U _II = 1.35 × 1.1 = 1.49. q = 1.82 / 1.49 = 1.22.

Sixth gear

We switch clutch B to the right position (all three clutches are in the right position) - we turn off the 2nd pair of gears from work and turn on the 3rd. Prior to the lap 12, the torque arrives as in the previous gear, then through the block of gears of the lap 12, through the coupling half B (16), the gears of the 3rd row and through the coupling C (17) to the secondary shaft 13. On the beam diagram, rays 1 and 3 from t.7 to t.6 characterize this transfer.

U ₆ = U _I × U ' _II = 1.35 × 1 / 1.1 = 1.22. q = 2.7 / 2.2 = 1.22.

Seventh gear - direct

We switch couplings A and B to the left position - turn off all pairs of gears from work. The torque from the input shaft 10 is transmitted via the clutch A (15) to the gear of the second row, then by the clutch B (16) to the gear of the 3rd row and by the clutch C (17) to the secondary shaft 13. On the beam diagram, t.7 characterizes this gear.

U ₇ = 1.0. q = 1.22.

Eighth gear - accelerating

We switch clutch B to the right position - turn on the 2nd and 3rd pairs of gears. Torque from the input shaft 10 is transmitted through the clutch A (15) to the gears of the second row, then through the clutch B (16) to the gears of the 3rd row and through the clutch C (17) to the secondary shaft 13. In the beam diagram, rays 2 and 3 from t.7 to t8 characterize this transfer.

U ₈ = U ' _II × U' _III = 1 / 1.1 × 1 / 1.1 = 0.82. q '= 1.0 / 0.82 = 1.22.

The range of the 8-speed gearbox is D = U ₁ / U ₈ = 3.3 / 0.82 = 4.0.

Figure 1, a shows the kinematic diagram of the gearbox, providing 16 forward gears and 8 reverse gears. Compared with the 4-speed gearbox shown in Fig. 2, a, two pairs of gears and two twin couplings composed of oppositely deployed coupling halves with shifting forks, as well as a number of reverse gears R are added: the reverse gear is fixed to the gap 12, the driven gear - on the clutch D (18) of the secondary shaft 13, the intermediate gear with the on-off switch clutch R - on the axis 14. The reverse gear R is engaged when the clutch D (18) is in the neutral position, we shift the intermediate gear backward by the clutch R to the left axis 14 about engaging with the driving and driven gears reverse R.

Figure 1, b shows the table of positions of the clutch and the beam diagram. Direct transmission - 14th, two transmissions: 15th and 16th - accelerating. Such a distribution of gears provides the minimum dimensions and weight due to the minimum total reduction P _∑ = P ₁ + P ₂ + P ₃ + P ₄ + P ₅ = 4.5 + 0.5 + 0.5 + 1.5 + 6.5 = 13.5. (To simplify the index q is omitted). If the highest gear will be direct, then the total reduction will be at least 18.5. P _∑ = 6.5 + 2.5 + 0.5 + 0.5 + 8.5 = 18.5. If, as before, we take the step value q = 1.22, then the KP range will be D = 1.22 ¹⁵ = 19.74. In this case, the gear ratios of the pairs of gears will be equal to: U _I = 1.22 ^4.5 = 2.45; U _II = 1.22 ^0.5 = 1.1; U _III = 1 / 1.22 ^0.5 = 0.91; U _IV = 1.22 ^1.5 = 1.35; U _V = 1.22 ^6.5 = 3.64. The highest gear ratio in the 5th gear pair is U _V = 6.5 q.

First gear

Clutches A and C are in the left position, and couplings B and D are in the right. The 1st, 3rd, 4th and 5th gear pairs are sequentially included. The torque from the gear of the input shaft 10 is transmitted to the gear of the gearbox 12, along the lower coupling half A (15) to the gear of the second row, along the lower coupling half B (16) to the series of gears of the third row, along the upper coupling half C (17), to the fourth row of gears, the intermediate shaft 12, then along the fifth row of gears and along the coupling D (18) to the secondary shaft 13. On the radiation diagram this transmission is represented by four beams: a flat beam 1 from t.14 on the upper horizontal, the circle on the line corresponds to the primary shaft, down to the right to the middle horizontal, which corresponds to the intermediate Nome shaft further beam 3 to the right up to v.9 on the upper horizontal beam 4 then down to the right, then beam 5 sloping upwards to the right Vol.1, which corresponds to the secondary gearbox shaft.

U ₁ = U _I × U _III × U _IV × U _V = 2.45 × 1.1 × 1.35 × 3.64 = 13.24.

In figure 1, and the bridge differential 20 is asymmetric, it distributes the torque in accordance with K - the internal parameter of the PM (planetary mechanism). When K = 2 from the carrier 21 with satellites, 1/3 of the torque arrives at the sun gear 22, and 2/3 of the torque arrives at the epicyclic wheel 23. In figure 2, and the bridge differential 20 is symmetrical, it distributes the torque equally, K = 1.0. Further, through the transmission shafts 24 and 25, the torque is supplied to the GP 26, the cross-axle differentials 27 and the drive shafts of the drive wheels 28.

Second gear

We switch clutch B to the left position (three couplings in the left position) - we turn off the 3rd pair of gears and turn on the 2nd pair of gears in the accelerating mode. To the gears of the second row of the slip 12, the torque is transmitted as in 1st gear, then along the upper coupling half B (16) to the gear of the third row, then from the gear along the upper coupling half C (17) to the 4th pair of gears, then as to 1 1st gear. On the beam diagram of this transmission belong sequential rays: 1, 2, 4 and 5 from t.14 to t.2.

U ₂ = U _I × U ' _II × U _IV × U _V = 2.45 × 1 / 1.1 × 1.35 × 3.64 = 10.94.

Third gear

We switch couplings B and C to the right position (three couplings in the right position) - we turn off the middle pairs of gears from work, only the 1st and 5th pairs of gears remain in operation. Up to the gears of the second row of the slip 12, the torque is transmitted as in 1st gear, then through the lower coupling half B (16) to the gear of the third row, then from the gear on the lower half coupling C (17) to the gear of the 4th pair and the gear 12, then as in 1st gear. On the beam diagram of this transmission, two beams belong: 1 and 5 from volume 14 to volume 3.

U ₃ = U _I × U _V = 2.45 × 3.64 = 8.92.

Fourth gear

We switch clutch B to the left position, turn on the 2nd and 3rd pairs of gears in accelerating mode. To the gears of the second row of the slip 12 and through them the torque is transmitted as in 2nd gear, then through the upper coupling half B (16) to the gears of the third row, then along the lower half coupling C (17) to the gear of the 4th pair and the gear 12 further as in 1st gear. On the beam diagram of this transmission, four beams belong: 1, 2, 3, and 5 from volume 14 to volume 4.

U ₄ = U _I × U ' _II × U' _III × U _V = 2.45 × 1 / 1.1 × 1 / 1.1 × 3.64 = 7.37.

Fifth gear

We change the position of the first three couplings - turn off the first pair of gears from work. Torque from the input shaft 10 through the upper coupling half A (15) is supplied to the 2nd pair of gears, then along the upper coupling half B (16) to the 3rd pair of gears and then as in 1st gear. On the beam diagram of this transmission, four beams belong: 2, 3, 4, and 5 from v. 14 to v. 5.

U ₅ = U _II × U _III × U _IV × U _V = 1.1 × 1.1 × 1.35 × 3.64 = 5.95.

Sixth gear

We turn clutch B to the left position, turn off the 2nd and 3rd pairs of gears. Torque from the input shaft 10 through the upper coupling half A (15) enters the 2nd pair of gears, along the upper coupling half B (16) enters the 3rd pair of gears, then as in the 5th gear. On the beam diagram, this transmission belongs to two beams: 4 and 5 from t.14 to t.6.

U ₆ = U _IV × U _V = 1.35 × 3.64 = 4.91.

Seventh gear

All couplings in the right position - in the work of the 2nd and 5th pairs of gears. Compared with the 5th gear, the 3rd and 4th pairs of gears are off from work. Until the gear of the 2nd row of the slip 12, the torque comes in both in 5th gear, then through the lower coupling halves B (16) and C (17) to the 12 gear, then in 5th gear. On the beam diagram, this transmission belongs to two beams: 2 and 5 from t.14 to t.7. U ₇ = U _II × U _V = 1.1 × 3.64 = 4.0.

Eighth gear

We switch clutch B to the left position, turn off the 2nd one and turn on the third pair of gears in the accelerating mode. Torque from the input shaft 10 through the upper coupling halves A (15) and B (16) is transmitted to the 3rd pair of gears, along the lower coupling half C (17) it is transmitted to the gear 12, then as in the 5th and 8th gears. On the beam diagram of this transmission, two beams belong: 3 and 5 from t. 14 to t. 8. U ₈ = U ' _III × U _V = 1 / 1.1 × 3.64 = 3.3.

Ninth gear

We switch the clutch B to the right position - in comparison with the 1st gear, we turn off the 4th and 5th pair of gears from work. The torque from the gear of the input shaft 10 is transmitted to the gear of the gear 12, along the lower coupling halves A (15) and B (16) to the third pair of gears, along the upper coupling halves C (17) and D (18) to the secondary shaft 13. On In the beam diagram, this transmission is represented by two rays: a flat ray 1 from t. 14 on the upper horizontal, down to the right to the middle horizontal, then ray 3 to the right, up to t. 9 on the upper horizontal. U ₉ = U _I × U _III = 2.45 × 1.1 = 2.7.

Tenth gear

We switch clutch B to the left position, all couplings are in the left position, turn the 3rd one out of operation and turn on the 2nd pair of gears in the accelerating mode. The torque from the gear of the input shaft 10 is transmitted to the gear of the gearbox 12, along the lower coupling half A (15) to the 2nd pair of gears, along the upper coupling halves B (16), C (17) and D (18) to the secondary shaft 13. On The beam diagram of this transmission belongs to two beams: 1 and 2 from t.14 to t.10.

U ₁₀ = U _I × U ' _II = 2.45 × 1 / 1.1 = 2.22.

Eleventh gear

We switch clutches B and C to the right position, turn off the 2nd one and turn on the 4th pair of gears in the accelerating mode. The torque from the gear of the input shaft 10 is transmitted to the gear of the gear 12, along the lower coupling halves A (15), B (16) and C (17) to the 8th pair of gears, along the upper coupling half D (18) to the secondary shaft 13. On The beam diagram of this transmission belongs to two beams: 1 and 4 from t.14 to t.11.

U ₁₁ = U _I × U ' _IV = 2.45 × 1 / 1.35 = 1.82.

Twelfth gear

We switch clutch B to the left position - in comparison with the 10th gear, the 3rd and 4th pairs of gears in accelerating mode additionally turned on. The torque from the gear of the input shaft 10 is transmitted to the gear of the gear 12, along the lower coupling half A (15) to the 2nd pair of gears, along the upper coupling half B (16) to the 3rd couple of gears, along the lower coupling half C (17) to 4 -th pair of gears and clutch D (18) on the secondary shaft 13. On the beam diagram of this transmission belong four beams: 1 and 2 from t.14 to t.10 and 3.4 to t.12.

U ₁₂ = U _I × U ' _II × U' _III × U ' _IV = 2.45 × 1 / 1.1 × 1 / 1.1 × 1 / 1.35 = 1.5.

Thirteenth gear

We change the positions of the first three couplings - in comparison with the 7th gear, we replace the 5th pair with the 3rd - the 2nd and 3rd pairs of gears work. To the gear of the 2nd row of the rim 12, the torque comes in 7th gear, then through the lower coupling half B (16) to the 3rd pair of gears, then along the upper coupling half C (17) and the coupling D (18) to the secondary shaft 13. On the beam diagram of this transmission, two beams belong: 2 and 3 from t.14 to t.13.

U ₁₃ = U _II × U _III = 1.1 × 1.1 = 1.22.

Fourteenth gear - direct

We switch clutch B to the left position - all pairs of gears are turned off from work. Torque from the input shaft 10 along the upper coupling halves A (15), B (16), C (17) and the coupling D (18) is supplied to the secondary shaft 13. On the beam diagram, this transmission is represented by a circle in v.14. U ₁₄ = 1.0.

Fifteenth gear - 1st accelerating

We switch clutches B and C to the right position, turn on the 2nd and 4th pairs of gears, the latter in accelerating mode. To the gear of the 2nd row of the gearbox 12, the torque comes in both the 7th and 13th gears, then through the lower coupling halves B (16) and C (17) to the 4th pair of gears, then through the coupling D (18) to the secondary shaft 13. On the beam diagram of this transmission belong two rays: 2 and 4 from t.14 to t.15.

U ₁₅ = U _II × U ' _IV = 1.1 × 1 / 1.35 = 0.82.

Sixteenth gear - 2nd accelerating

We switch clutch B to the left position - we turn off the 2nd gear and turn on the 3rd pair of gears, both in accelerating mode. Compared to the 8th gear, we replace the 5th pair with the 4th. Torque from the input shaft 10 through the upper coupling halves A (15) and B (16) is supplied to the 3rd pair of gears, along the lower coupling half C (17) to the 4th pair of gears, then through the coupling D (18) to the secondary shaft 13. On the beam diagram of this transmission, two beams belong: 3 and 4 from t.14 to t.16.

U ₁₆ = U ' _III × U' _IV = 1 / 1.1 × 1 / 1.35 = 0.67.

The gearbox and transmission range was D = U ₁ / U ₁₆ = 13.24 / 0.67 = 19.74.

According to claim 2 in FIG. 3, and at the output of the 8-speed gearbox, PMP 29 is installed. PM (planetary mechanisms) of these PMPs implement several operating modes (PM states) indicated under figure 3, and:

I - (see bottom left view). Drive wheel 47 is turned off. Clutch clutch 38 and 40 in the extreme internal position - the outer gear rims 42 of the housing of the multi-plate friction clutch 41 do not interact with the gear rims of the clutch and PMP.

II - (see bottom right view). U ^h _ab = -K. Reverse. The gear ring 35 of the carrier wall (h) 32 is closed by an internal clutch 38 to the three-position gear ring 37 of the PMP 29 - carrier h is stopped. The sun gear 31 (a) through the satellites of the carrier 32 rotates the epicyclic wheel 33 (b) with the ring gear 36, changing the direction of its rotation. The outer shift clutch 40 with internal double and single gear rims transmits increased torque to the outer gear rims 42 of the multi-plate friction clutch housing 41, then along the drive shaft 46 to the drive wheel 47. The friction discs of the clutch 41 are open.

On the radiation diagram (see figure 3, b) this state of the PMF is reflected by rays from points 1-8 on the middle horizontal (transmission KP) to points 1R-8R on the lower horizontal - 8 reverse gears.

III - (see top left). U _(hb) = 1.0. Direct transmission. The inner shift clutch 38 is off - there are no stopped links. The outer shift clutch 40 with an internal double gear rim closes the gear rims 34 and 36 of the carrier 32 and the epicyclic wheel 33 - PM is blocked - all three links rotate at the same speed. A single gear ring of the clutch transmits torque to the external gear rims 42 of the multi-plate friction clutch housing 41, then along the drive shaft 46 to the drive wheel 47. The friction discs of the clutch 41 are open.

On the radiation diagram (see figure 3, b) this state of the PMP is reflected by vertical rays from points 1-8 on the middle horizontal (transmission of the gearbox) to points 9-16 on the upper horizontal - 9-16th gear of the forward gear of the gearbox and the PMP .

IV - (see top right) U ^b _ah = K + 1. The ring gear 36 of the epicyclic wheel 33 (b) is closed by an internal clutch 38 to the three-position ring gear 37 of the PMP 29 housing - the epicyclic wheel (b) is stopped. The sun gear 31 (a) rotates the satellites and the carrier 32 (h) relative to the stopped epicyclic wheel 33. The outer shift clutch 40 with the internal double and single gear rims transmits the increased torque to the outer gear rims 42 of the multi-plate friction clutch housing 41, then along the drive shaft 46 to the drive wheel 47. The friction discs of clutch 41 are open.

On the radiation diagram (see figure 3, b) this state of the PMP is reflected by gentle rays from points 1-8 on the middle horizontal (transmission KP) to points 1-8 on the upper horizontal - 1-8th gear forward gear KP and PMP . For q = 1.22, U ^b _ah = K + 1 = 1.22 ⁸ = 4.91. K = Z _b / Z _a = 3.91. Recommended by no more than 5.

V - Stop the drive wheel. We move the clutch 38 and 40 to the outermost position. The outer sleeve 40 connects the ring gear 42 of the multi-plate friction clutch housing 41 to the ring gear 43 of the bead housing 30 of the tracked NTM.

PMP of the prototype can be in three positions in accordance with the position of the control lever: in the initial (rectilinear movement), in the first (turn with a partially braked track) and in the second (turn with a completely braked track).

The proposed technical solution has more features:

1. The rectilinear forward movement is provided in the IV (U ^b _ah = K + 1) and III (U _(hb) = 1,0) conditions of the PMP: 1st-8th and 9th-16th gears.

2. A turn with a partially braked caterpillar is provided in the I state of the PMF with a partial closure of the friction discs of the multi-plate friction clutch 41, for example, by means of a hydraulic drive. The inner rims of the disks 44 of the friction clutch 41 mounted on the tubular shaft 45 of the sides of the caterpillar NTM casing 30 brake the casing of the multi-plate friction clutch 41, the drive shaft 46 and the drive wheel of the caterpillar NTM.

3. Turn with a completely braked track is provided in the V state of the PMF, when the outer coupling 40 connects the ring gear 42 of the multi-plate friction clutch housing 41 to the ring gear 43 of the side of the housing 30, stopping the drive shaft 46 and the drive wheel 47 of the tracked NTM. The same effect can be achieved due to the complete closure of the friction discs of the multi-plate friction clutch 41.

4. Reversing is achieved in the II state of the PMF (U ^h _ab = -K), when the carrier (h) 32 is stopped, the direction of rotation of the input links (sun gear (a) 31) and the torque output (epicyclic wheel (b) 33 is changed )

5. High maneuverability - the caterpillar NTM turn is practically in the same place with different directions of rotation of the drive wheels 47. For example, if in 1st gear in an 8-speed manual gearbox and lower gear of the right side PMP (IV state), the total gear ratio will be U _pr = U _1kp × U ^b _ah = 13.24 × (K + 1) = 3.3 × 4.91 = 16.2. The gear ratio of the left side in _reverse (II state) will be U _l = U _1kp × U ^h _ab = 3.3 × (-3.91) = - 12.9. A minus sign indicates a change in direction of rotation. Perhaps the III state of the PMF, with U _pr = U _1kp × U _(hb) = 3.3.

6. Fixation of the caterpillar NTM in place is realized at the V state of both PMFs.

By limiting the maximum gear ratio in one pair of gears at 4.25 (1st gear of the KamAZ gearbox), you can increase the gear step to q = 4.25 ^{(1 / 6.5)} = 1.25. In this case (K + 1) = 1.25 ⁸ = 5.96: K = 4.96, which is also acceptable. The transmission range will reach D = 1.25 ^l5 = 28.42. To increase the maximum gear ratio of the lowest gear and the minimum (creeping) speed, you can install an additional gear transmission (gear) between the secondary shaft 13 of the gearbox 11 and the PMP 29 or between the PMP and the drive wheels 47.

Claims (2)

1. A motor-transmission module comprising an engine and a transmission, characterized in that the pistons of the engine are equipped with opposed toothed racks, which are engaged with half gears mounted on a tubular drive shaft of the engine with a flywheel and a clutch pressure plate, a driven disk of this clutch is mounted on the primary tube the shaft of a three-shaft gearbox, most of the gears on the shafts are installed freely, between the rows of gears there are switching clutches, including double opposite inverted, interconnected by shifting forks, between the output of the secondary shaft there is an interbridge differential, the transmission shafts of this differential are connected to the main gears and interwheel differentials of the drive wheels of the vehicle, and one transmission shaft between the differential is located inside the secondary and primary shafts of the gearbox and the drive shaft of the engine. 2. The motor-transmission module according to claim 1, characterized in that inside the input shaft of the gearbox and the drive shaft of the engine there is a secondary shaft of the gearbox, which is connected to the sun gears of planetary rotation mechanisms, the satellites are freely mounted on axes fixed in the walls of each carrier and engaged with the sun gear and the epicyclic wheel, which is equipped with a gear rim installed between the gear rims of the walls of the carrier, three-positioned inside the planetary rotation gear housing th gear ring, between said gear rings there is an internal gear clutch with a double outer and single inner gear rims, which is connected by a slider to the groove of the outer gear clutch with an internal double and single gear rims, they are interconnected with the outer gear rims of the multi-plate friction clutch case and the sides of the housing caterpillar vehicle, on the tubular shaft of which the inner rims of the friction clutch disks are installed, the multi-plate friction clutch case oedinen with the shaft of the drive wheel actuator.

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