RU2542814C1 - Six-stage misaligned transfer gearbox with dual clutch - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: dual clutch is arranged at transfer gearbox input. One part of driven plates of this clutch is fitted on tubular shaft with one driving gear fitted thereon. Primary shaft is fitted inside tubular shaft with four driving gears fitted thereon. Theses gears and tubular shaft gear are engaged with five driven gears running free on output tubular shaft. Extra reverse gear is arranged between drive and driven reverse gears. Two output high gears of output tubular shaft are integrated into a set. First three-position clutch is arranged between said set and mid gear while second three-position clutch is located between reverse driven gears and low gears. Differential gear is fitted on output tubular shaft.

EFFECT: enhanced performances, better configuration.

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Description

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

Known transmission units KP (gearboxes) and RK (transfer cases) with a step change in gear ratios, containing gears, shafts, bearings, gearshift devices used on domestic and foreign cars. (1. Litvinov A.S., Rotenberg R.V., Frumkin A.K. Car chassis: Design and calculation elements. - M.: Mashgiz, 1963. - 504 p. 2. Proykshat A. Car chassis: Types of drives / Under the editorship of J. Reimpel, Translated from German .-- M.: Mechanical Engineering, 1989. - 232 p.).

These units are structurally complex, metal-intensive. The desire to ensure a high level of unification due to the use of the same gearboxes on cars with different wheel formulas (four-wheel drive, four-wheel drive and all-wheel drive) and the installation of an additional RK leads to an increase in the metal consumption of the transmission, since two separate units (KP and RK) have overall dimensions and metal consumption more than one unit (RTOs - multi-stage transfer case).

For example, the mass of units of the GA3-66 is: 4-speed gearbox - 55 kg; 2-stage RC - 53 kg. The installation of a two-stage RK with gear ratios of 1.98 and 1.0 should double the number of gears in the transmission, but the resulting distribution of gear ratios is far from optimal. At the output of the RK we get the following series of gear ratios: 12.98; 6.55; 6.12; 3.39; 3.09; 1.98; 1.71 and 1.0. Theoretically, received 8 gears in the range of 12.98 with an average interval of 1.44. In fact, only 5 gears are implemented with an average interval of 1.67; since between the three pairs of gears the intervals are extremely small (from 1.07 to 1.16), the use of gears with such small intervals is impractical. The heavy and massive aggregate of the Republic of Kazakhstan is used inefficiently.

Find the application of the RK, docked to KP. For example, (see 1. p. 171, Fig. 125) a RC with a differential drive without a demultiplier consists of a 5-speed gearbox and a single-stage gearbox, which leads to a decrease in size and weight.

Closest to the proposed RK is a 5-speed manual gearbox (in fact RTOs - a 5-speed transfer case) of the Volkswagen Passat Variant Synchro car with a center differential on the hollow secondary shaft (see 2. p. 113, Fig. 3.60).

The gearbox contains a housing of the unit in which the shafts are located in parallel, five pairs of external gears and a number of reverse gears are installed on these shafts, six gears are fixed on the primary shaft and two gearshift clutches are installed, all gears are installed freely on the secondary tubular shaft, three-position the clutch with the driven reverse gear mounted on it is located in the middle of the secondary shaft, next to it on the separate axis is an additional reverse gear.

The described gearbox is simpler than the typical designs of transmission units listed in the books, but has the disadvantages of limiting the operational and layout characteristics of the vehicle when shifting gears with a power flow rupture, insufficient gearbox range (ratio of gear ratios of lower and higher gears), which is limited from due to single-pair gear engagement.

The problem to which the claimed invention is directed, is to expand the operational and layout capabilities of the vehicle due to pairwise gear shifting practically without breaking the power flow, as well as increasing the gearbox range due to three-pair gearing of gears in lower gears.

The problem is solved by achieving a technical result, which consists in improving the process of gear shifting by installing dual clutch, as well as by increasing the range of the gearbox with three-pair gearing of gears in lower gears.

The essence of the proposed device lies in the fact that a six-speed non-coaxial transfer case containing the unit body, in the supports of which there are shafts in parallel, on which pairs of gears of external gearing and a series of gears of reverse gear are installed, an additional gear of reverse gear is installed on the axis located between the primary and output tubular shafts, the drive gears on the input shaft are fixed, and on the output tubular shaft driven gears are installed freely, while in contrast to the input prototype of the input shaft, the left clutch discs are installed, a leading tubular shaft is freely located between them and the gear of the primary shaft, on which the clutch discs of the right clutch are installed and the gear is fixed, an input shaft with a dual clutch casing fixed to it is located coaxially with the primary shaft in the dual clutch housing disks, two gears of the output tubular shaft are combined into a block, between the block and the middle gear the first three-position coupling of the output tubular shaft is located, the second positional clutch is disposed between the lower gears and reverse.

The proposed technical solution allows the dual clutch to shift gears in pairs (6 and 5, 4 and 3, 2 and 1) practically without interrupting the power flow, which facilitates the process of driving a vehicle and increases its throughput. The combination of two gears of the tubular output shaft in the block allows you to organize their work in the divider mode and increase the gearbox range due to the three-pair gear engagement in lower gears.

Figure 1 shows the kinematic diagram of a six-speed non-coaxial PK 6R2 (6 forward gears and 2 reverse gears) with dual clutch and differential. In the lower part (under figure 1) the numbers of pairs of gears are marked.

Figure 2 shows the radiation diagram of the Republic of Kazakhstan 6R2 with tables of the positions of the clutches and clutches in different gears. The top row of the table shows the numbers of gear pairs included. 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. Above the upper horizontal are the forward gear numbers. (6-1), under the lower horizontal - reverse gears (2R, 1R). On the extreme horizontals, the gear ratios are given to the output tubular shaft, t. 0 on the middle horizontal to the input shaft. The numbers of the pairs of gears are indicated on the beams. 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 operation of a pair of gears. The tilt of the beam of each pair of gears is constant on any part of the radiation diagram.

The proposed device consists of a housing RK 1 and a dual clutch housing 2, in their supports are input 3 and primary 4 shafts, and also an output tubular shaft 5. arranged parallel to them. A primary tubular shaft 6 with a gear fixed to it is freely mounted on the primary shaft 4 7. Driving gears 8-11 are rigidly fixed on the input shaft 4. Driven gears 12-16 are freely mounted on the output tubular shaft 5. The driving gear of the reverse gear 11 is engaged with the driven gear 16 through an additional gear of the reverse gear 17, which Single mounted on an axis 18 located between the primary outlet 4 and 5, the tubular shaft. Gears 12 and 13 are combined in block 19 and engaged with gears 7 of the driving tubular shaft 6 and 8 of the input shaft 4. Gears 9 and 10 of the primary shaft 4 are engaged with gears 15 and 16 of the output tubular shaft 5. The first three-position gear is located between gears 13 and 14 clutch 20 (A) of the output tubular shaft 5. The second three-position clutch 21 (B) of the output tubular shaft 5 is located between the gears 15 and 16. A dual clutch housing 22 is fixed to the input shaft 3, there are driving clutch disks 23 therein. The driven discs 24 of the left clutch (L) are mounted on the input shaft 4, and the driven discs 25 of the right clutch (P) are mounted on the drive tubular shaft 6. A pressure device pressing the drive and driven discs when engaging the clutch is not shown. The housing 26 with the differential carrier 27 is mounted on the output tubular shaft 5. The satellites 28 are mounted on the carrier 27 and engaged with gears 29 and 30, which are mounted on the drive shafts 31 and 32 of the front and rear drive axles. The differential lock 33 is located on the ring gear 34 of the output tubular shaft 5 or the ring gear 35 of the shaft 32.

Figure 1 shows the site of the division of the power flow in the form of a symmetric conical differential. The power flow dividing unit can be any: a symmetric and asymmetric differential, with bevel or cylindrical gears, such as Torsen, multi-plate couplings, etc. The power flow dividing unit can be located both at the output of the RC and inside the unit. The layout of the differential inside the body of the Republic of Kazakhstan will lead to an increase in its dimensions. When using modern compact synchronizers, for example, ZF, the distance between the gears decreases, the RC will have a minimum overall dimensions.

Between the input shaft 3 and the casing 22 of the dual clutch is possible to install a gear (cylindrical, bevel, hypoid, etc.).

At the output of the input shaft 4, a PTO (power take-off shaft) can be installed.

RK works as follows: a dual clutch is triggered at each shift, which occurs almost without interruption in the power flow. Clutch 20 (A) changes its position after two shifts, and clutch 21 (B) after four successive shifts of higher gears. The clutch 33 for locking the differential 26 when the gears 34 and 35 is open is not limited to the differential. In this case, the symmetrical differential distributes the torque equally, but according to the worst coupling conditions of the wheels of the driving axles with the road, the differential case 26 will have double the torque under the minimum coupling conditions. To increase the cross-country ability of the vehicle in poor road conditions, the differential is blocked by displacing the clutch 33 and closing the gears 34 and 35. In this case, the torque and traction on the wheels of the drive axles will be determined by the coupling conditions of the wheels of each axle with the road and on the differential case 26 will be the sum of the torques from the shafts 31 and 32.

With a 6x6 vehicle wheel formula, an asymmetric differential is used, in this case 1/3 of the differential housing torque will be distributed from the differential sun wheel to the front drive axle shaft 31, and 2/3 of the torque from the epicyclic wheel to the rear axle drive shaft 32 moment.

First gear

We turn on the right clutch (P), clutch A (20) in the neutral position (H), clutch B (21) in the left (L) (see figure 2, the upper table above t.1). The 1st, 2nd and 4th gear pairs are included.

The torque from the driven discs 25 of the right clutch (P) is transmitted to the drive tubular shaft 6, on a pair of gears 7-12, on block 19, on a pair of gears 13-8, input shaft 4, on a pair of gears 10-15 and clutch B ( 21) to the output tubular shaft 5, to the differential housing 26, from the carrier 27 and satellites 28 to the gears 29 and 30, from them to the shafts 31 and 32 of the drive axles, respectively.

In the ray diagram (see Fig. 2), this transmission is represented by three rays: from t.0 in the middle horizontal, a steep beam 1p right up to the upper horizontal, then a steep beam 2p right down to the middle horizontal, then a gentle beam 4p right up to t .one.

Second gear

We turn on the left clutch (L), the rest of the clutch in the same position. Turn off the work of the 1st and 2nd pairs of gears.

The torque from the driven discs 24 of the left clutch (L) is transmitted to the input shaft 4, further as in first gear.

On the radiation diagram, the transmission is represented by a flat beam 4p from v.0 in the middle horizontal to the right upwards to v.2 of the upper horizontal.

Third gear

The clutch is in first gear, the clutch A is switched to the right position (P), and the clutch B is in neutral (H). The 1st, 2nd and 3rd gear pairs are included.

The torque, as in the first gear from the leading tubular shaft 6, is transmitted by a pair of gears 7-12, by block 19, by a pair of gears 13-8, the input shaft 4, then by a pair of gears 9-14 and a coupling A (20) to the output tubular shaft 5 and differential 26.

On the ray diagram, this transmission is represented by three beams: from t.0 in the middle horizontal, a steep beam 1p right up to the upper horizontal, then a steep beam 2p right down to the middle horizontal, then a steep beam 3p right up to t.3.

Fourth gear

We turn on the left clutch (L), the rest of the clutch in the same position. Turn off the work of the 1st and 2nd pairs of gears.

From the left clutch, the torque in the second gear is transmitted to the input shaft 4, then in the third gear.

In the beam diagram, this transmission is represented by a beam 3p from v.0 on the middle horizontal to the right upwards to v.4 on the upper horizontal.

Fifth gear

We turn on the right clutch (P), put the clutch A in the right position (P). The first pair of gears is working.

Torque is transmitted from the input shaft 4 by a pair of gears 7-12, in block 19 and by coupling 20 (A) to the output tubular shaft 5 and differential 26.

In the beam diagram, this transmission corresponds to a steep beam 1p from v.0 on the middle horizontal to the right upwards to v.5 on the upper horizontal.

Sixth gear

We turn on the left clutch (L), the rest of the clutch in the same position. The 2nd pair of gears works.

From the left clutch, the torque is supplied to the input shaft 4, then a pair of gears 8-13 and a coupling 20 (A) to the output tubular shaft 5 and the differential 26.

In the beam diagram, this transmission is represented by a steep beam 2n to the left up from t.0 on the middle horizontal to t.6 on the upper horizontal.

First reverse - 1R

We engage the right clutch (P), switch the clutch A to the neutral position (N), the clutch B - to the right position (P). The 1st and 2nd pairs of gears are included, as well as a number of reverse gears R.

Torque to the input shaft 4 comes in both first and third forward gears, then in a series of reverse gears 11-17-16, with coupling B (21) to the output tubular shaft 5 and differential 26.

On the ray diagram, this transmission is represented by three beams: from t.0 in the middle horizontal, a steep beam 1p right up to the upper horizontal, then a steep beam 2p right down to the middle horizontal, then a gentle ray R down to the right to the lower horizontal to t.1R.

Second Reverse - 2R

We turn on the left clutch (L), the couplings remain in the same position.

Torque to the input shaft 4 comes in the second, fourth and sixth forward gears, then as in the previous gear.

In the beam diagram, this transmission is represented by the ray R down to the right on the lower horizontal to t.2R.

Designations

1 - the body of the Republic of Kazakhstan,

2 - dual clutch housing;

3 - input shaft

4 - a primary shaft,

5 - output tubular shaft,

6 - leading tubular shaft,

7 - gear of the driving tubular shaft 6,

8-11 - driving gears mounted on the input shaft 4;

12-16 - driven gears freely mounted on the output tubular shaft 5,

17 - additional gear reverse gear mounted on the axis,

18 - axis of the additional reverse gear 17,

19 - a block of gears 12 and 13 of the output tubular shaft 5;

20 (A) - the first three-position coupling of the output tubular shaft 5, located between the gears 13 and 14;

21 (B) - the second three-position coupling of the output shaft 5, located between the gears 15 and 16;

22 - dual clutch cover

23 - drive clutch discs 22,

24 - the driven discs of the left (L) clutch 22 mounted on the input shaft 4,

25 - driven discs of the right (P) clutch 22 mounted on the drive tubular shaft 6,

26 - differential housing,

27 - differential carrier

28 - satellites,

29, 30 - gear shafts of the drive axles,

31 - drive shaft of the front driving axle,

32 - a shaft of a drive of the back leading bridge,

33 - differential lock clutch,

34 - the gear rim of the output tubular shaft 5,

35 - the ring gear of the shaft 32 of the drive of the rear drive axle.

Claims (1)

A six-speed non-coaxial transfer case containing the unit body, in the supports of which there are parallel shafts on which pairs of external gears and a series of reverse gears are installed, an additional reverse gear is mounted on an axis located between the primary and output tubular shafts, driving gears on the input shaft fixed, and on the output tubular shaft driven gears are installed freely, characterized in that at the input of the primary shaft mounted driven discs of the left clutch, between they and the input shaft gear are freely located on the drive tubular shaft, on which the right clutch discs are mounted and the gear is fixed, the input shaft with the dual clutch cover mounted on it with the drive disks is located coaxially with the primary shaft in the dual clutch housing, two gears of the output tubular shaft are combined into block, between the block and the middle gear the first three-position coupling of the output tubular shaft is located, the second three-position coupling is located between the lower gears and dnego stroke.

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