RU2566155C1 - Seven-stage gearbox with two clutches and their modifications - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: claimed gearbox allows fitting the coupler between adjacent driven gears of even and odd gearings. First clutch rigidly engages the 4^th and 7^th driven gears fitted on the first driven shaft. Second clutches rigidly engages the 5^th and 6^th driven gears fitted on the first driven shaft.

EFFECT: high degree of unification, lower costs of production and repair.

9 dwg

Description

The invention relates to transport machinery, in particular to automated transmissions.

A known gearbox with two multi-plate clutches, containing two coaxial drive shafts located one inside the other, with even and odd gears mounted on them, engaged with permanent gears of the corresponding gears, which can be rigidly connected using synchronizers with driven shafts ( Ivanov A.N., Solntsev A.N., Gaevsky V.V. et al. Fundamentals of the design of a car. - M.: Book Publishing House LLC: Behind the Wheel ", 2005. - 166 pp., Ill.) .

In modern automotive gearboxes (KP) with two clutches with misaligned input and output shafts, mainly gears with constant gearing are used. With one input shaft, the total number of shafts reaches six (see patent EP 1593877 A1, from 7.11.2007). At the end of each secondary shaft is the final drive pinion gear. In most modern gearboxes with a misaligned scheme in all forward gears, the power flow is transmitted through a single gear engagement, and therefore a gear ratio exceeding u = 4 for the first gear is possible only with an increase in the size of the structure. And getting a gear ratio less than u = 0.6 for a higher gear leads to the small size and low strength of the driven gear of this gear. Thus, modern non-axial gearboxes, due to the use of forward gears of the power flow transmission on all gears with one gear mesh, have reached the limit of the gear ratios of the “extreme” gears. At the same time, the maximum traction on the driving wheels directly depends on the gear ratio of the first gear. The greater the traction force, the greater the resistance to movement able to overcome the car, or higher its dynamic performance in first gear, or lower speed in first gear. Depending on the intended purpose of the vehicle, the transmission must provide the required traction. Often, modern cars that are different in their intended purpose are equipped with the same engines and gearboxes. For example, in one embodiment, the car can be used in a cargo version, in another, in a cargo-passenger one, and in the third, it has an all-wheel drive transmission with a passenger version. An example is a Volkswagen transporter. Or a car of one model can be equipped with engines with a significant difference in power (Volkswagen Golf). Or one modification of the car has a four-wheel drive transmission, and the other all-wheel drive (Volkswagen Passat and others). At the same time, if for gearboxes with a coaxial arrangement of the input and output shafts, it is possible to equip the car with a reduction gear in a transfer case, then for non-coaxial gearboxes, due to the structural and layout features used in modern automotive industry, this is very difficult. Thus, promising non-coaxial gearboxes for solving a larger number of operational tasks should be able to be modified. At the same time, it is especially important to ensure the maximum possible unification between various modifications of the gearbox.

The most suitable as a prototype is a 7-speed misaligned gearbox with two clutches Volkswagen model DQ 500 (see patent DE 102009031788 A1, 01/13/2011).

The gearbox consists of a housing with two coaxial input shafts located parallel to it, located one inside the other, with even gears rigidly mounted on one of them, and odd gear gears on the other. Two pairs of gears are freely mounted on the two driven shafts, and a three-position synchronizer between each pair. At the ends of the driven shafts, the main gears of the main gear are cut, engaged with the driven wheel mounted on the differential housing. The driving gear of the second gear, through the driven gear of the second gear mounted on one of the driven shafts, is engaged with the driven gear of the reverse gear mounted on the other driven shaft.

The disadvantages of the gearbox are the possibility of obtaining only one of its modifications - a 7-speed gearbox, which reduces the number of transmission options for cars with different purposes. And also, in all forward gears, the power flow is transmitted through one gearing, which limits the range of gear ratios of the gearbox, reduces the operational capabilities and characteristics of the car.

The aim of the invention is to obtain a 7-speed non-axial gearbox with two clutches, with the possibility of obtaining additional modifications, namely, in addition to the basic 7-speed gearbox, obtain the following modifications:

1 - 9-speed gearbox

2 - 8-speed gearbox (7-speed gearbox with overdrive),

3 - 8-speed gearbox (7-speed gearbox with reduction gear).

This goal is achieved by the fact that to obtain modifications, between adjacent driven gears of even and odd gears, it is possible to install a coupling - the first coupling connects the driven gears of the fourth and seventh gears mounted on the first driven shaft with a hard link, the second coupling connects the driven gears with a hard link fifth and sixth gears mounted on the second driven shaft.

The analysis of patents, scientific and technical literature did not reveal the fame of the claimed combination of existing features.

In FIG. 1 shows the kinematic diagram of a 9-speed dual clutch gearbox.

In FIG. 2 is a beam diagram of a 9-speed gearbox. On the horizontal are the numbers of various gears. Logarithms and gear ratios are shown on the lower scale. A beam directed to the right indicates a deceleration. The better the beam, the greater the gear ratio. A beam pointing to the left indicates an accelerating gear.

In FIG. 3 shows the kinematic diagram of an 8-speed gearbox with two clutches (7-speed gearbox with acceleration gear).

In FIG. 4 is a beam diagram of an 8-speed gearbox with two clutches (7-speed gearbox with acceleration gear).

In FIG. 5 shows the kinematic diagram of an 8-speed gearbox with two clutches (7-speed gearbox with reduction gear).

In FIG. 6 is a beam diagram of an 8-speed gearbox with two clutches (7-speed gearbox with reduction gear).

In FIG. 7 shows a kinematic diagram of a basic 7-speed dual clutch gearbox.

In FIG. 8 is a beam diagram of a basic 7-speed dual clutch gearbox.

In FIG. 9 shows the kinematic diagram of a 7-speed dual-clutch gearbox Volkswagen model DQ 500, selected as a prototype.

The composition shown in FIG. 1 of the kinematic scheme of a 9-speed gearbox with two clutches, includes two coaxial input shafts 2 and 3 installed in the bearings of the housing 1, located one inside the other and two driven shafts 4 and 5. parallel to them, gears 6, 7, 8, 9 are rigidly mounted on the input shaft 2. Gears 10, 11 are freely mounted on the driven shaft 4 and pairwise engaged with gears 6 and 8, respectively. Gears 12 and 13 are freely mounted on the driven shaft 5 and pairwise engaged with gears 7 and 9, respectively. Gears 14 and 15 are rigidly fixed on the input shaft 3. Gears 16 and 17 are freely mounted on the driven shaft 4 and pairwise engaged with gears 14 and 15, respectively. Gears 18 and 19 are freely mounted on the driven shaft 5 and pairwise engaged with gears 14 and 17, respectively. The leading gears of the main gear 20 and 21 are rigidly connected with the driven shafts 4 and 5, respectively, and are in constant gearing with the driven wheel 22 of the main gear. Clutches A (23) and B (24) are located on the driven shaft 4 between the gears 10-11 and 16-17, respectively. Clutches C (25) and D (26) are located on the driven shaft 5 between the gears 12-13 and 18-19, respectively. The clutch E (27) is located on the end of the tubular shaft 28, rigidly connected with the gear 11. The clutch F (29) is located on the gear rim 30, rigidly connected with the gear 18. The clutch E and F can be installed differently. Clutch E (27) can be on the gear ring 16, and clutch F (29) on the gear ring 13. The left clutch disc 31 is mounted on the input shaft 3, and the right clutch disc 32 is mounted on the input shaft 2. A pressure device that presses the master and driven discs when engaging the clutches is not shown.

The composition shown in FIG. The 3 kinematic diagrams of an 8-speed gearbox with two clutches (a 7-speed gearbox with an acceleration gear) include the same parts as the above 9-speed gearbox, except for clutch F.

The composition shown in FIG. The 5 kinematic diagram of an 8-speed gearbox with two clutches (7-speed gearbox with reduction gear) includes the same parts as the 9-speed gearbox discussed above, except for clutch E.

The composition shown in FIG. 7 of the kinematic diagram of the basic 7-speed gearbox with two clutches includes the same parts as the above 9-speed gearbox, except for the F and E. couplings

The operation of the 9-speed gearbox shown in FIG. 1 is carried out as follows

1st gear.

We turn on the left clutch (L), we switch couplings C and F to the left position. Torque from the input shaft 3 through a pair of coupled gears 14-18, a gear ring 30, a clutch F, a pair of gears 13-9, a shaft 2, a pair of gears 7-12 and a clutch 25 (C) is transmitted to the driven shaft 5, rigidly connected with it, the driving gear 21 and the gear wheel 22 of the main gear engaged with it. Further, according to the well-known prior art, the operation of the main gear.

On the radiation diagram (see Fig. 2), this transmission is reflected in series connected by beams 0-5, 5-8 and 8-1.

2nd gear.

We turn on the right clutch (P), clutch C in the left position, switch clutches B and F to the right position. Torque from the input shaft 2 through a couple of coupled gears 7-12 and a clutch 25 (C) is transmitted to the driven shaft 5 and the drive gear of the main gear rigidly connected to it 21. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 2.

3rd gear.

We turn on the left clutch (L), clutch B in the right position, turn off clutch C, switch clutch A to the left position. The torque from the input shaft 3 through a pair of coupled gears 15-17 and the clutch 24 (B) is transmitted to the driven shaft 4 and the drive gear of the main gear rigidly connected to it 20. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 3.

4th gear.

We turn on the right clutch (P), clutch A in the left position, turn off clutch B, switch D to the left position. The torque from the input shaft 2 through a pair of coupled gears 6-10 and the clutch 23 (A) is transmitted to the driven shaft 4 and the drive gear of the main gear rigidly connected to it 20. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 4.

5th gear.

We turn on the left clutch (L), clutch D in the left position, switch clutch A to the right position. The torque from the input shaft 3 through a pair of coupled gears 14-18 and the clutch 26 (D) is transmitted to the driven shaft 5 and the drive gear of the main gear rigidly connected to it 21. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 5.

6th gear.

We turn on the right clutch (P), clutch A in the right position, turn off clutch D, switch clutch B to the left position. Torque from the input shaft 2 through a pair of coupled gears 8-11 and the clutch 23 (A) is transmitted to the driven shaft 4 and the drive gear of the main gear rigidly connected to it 20. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 6.

7th gear.

We turn on the left clutch (L), clutch B in the left position, turn off clutch A, switch clutch C to the right position. The torque from the input shaft 3 through a pair of coupled gears 14-16 and the clutch 24 (B) is transmitted to the driven shaft 4 and the drive gear of the main gear rigidly connected to it 20. Further, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 7.

8th gear.

We turn on the right clutch (P), clutch C in the right position, turn off clutch B, switch clutch E to the right position. The torque from the input shaft 2 through a pair of coupled gears 9-13 and the clutch 25 (C) is transmitted to the driven shaft 5 and the drive gear of the main gear rigidly connected to it 21. Next, according to the well-known prior art of the main gear.

In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 8.

9th gear.

We turn on the left clutch (L), couplings C and E in the right position. The torque from the input shaft 3 through a pair of coupled gears 14-16, clutch E, a tubular shaft 28, a pair of gears 11-8, a shaft 2, a pair of gears 9-13 and a coupling 25 (C), is transmitted to the driven shaft 5 and rigidly connected with him the leading gear 21. Further, according to the well-known level of technology of the main gear.

On the radiation diagram (see Fig. 2), this transmission is reflected in series connected by beams 0-7, 7-6 and 6-9.

Reverse 1.

Turn on the left clutch (L), clutch D in the right position. Torque from the input shaft 3 through the engaged gears 15-17-19 and the clutch 26 (D) is transmitted to the driven shaft 5 and the drive gear of the main gear rigidly connected to it 21. Next, according to the well-known prior art of the main gear.

On the beam diagram (see Fig. 2) this transmission is reflected in series connected beams connecting the points 0-3 and 3-ZX 1.

Reverse 2.

We engage the right clutch (P), the clutches D and E in the right position. Torque from the input shaft 2 through a pair of coupled gears 8-11, tubular shaft 28, clutch E, a pair of gears 16-14, shaft 3, gears 15-17-19 and clutch 26 (D) is transmitted to the driven shaft 5 and rigidly connected with him the leading gear 21. Further, according to the well-known level of technology of the main gear.

On the radiation diagram (see Fig. 2) this transmission is reflected in series connected by beams 0-6, 6-7 and 7-ZX 2.

The operation of the 8-speed gearbox (7-speed gearbox with acceleration gear) shown in FIG. 3 is carried out as follows.

1, 2, 3, 4, 5, 6, 7, 8 gears, reverse 1 and reverse 2.

They are carried out similarly to the work of the 9-speed gearbox in 2, 3, 4, 5, 6, 7, 8, 9 gears, reverse gear 1 and reverse gear 2, respectively, considered above.

On the radiation diagram (see Fig. 4) these transmissions are displayed by beams 0-1, 0-2, 0-3, 0-4, 0-5, 0-6, 0-7, 0-6-5-8, 0-2-ZX 1 and 0-5-6-ZX 2, respectively.

The operation of the 8-speed gearbox (7-speed gearbox with reduction gear) shown in FIG. 5 is as follows

1, 2, 3, 4, 5, 6, 7, 8 gears and first reverse gear.

They are carried out similarly to the work of the 9-speed gearbox in the same gears considered above.

On the radiation diagram (see Fig. 6) these transmissions are displayed by beams 0-5-8-1, 0-2, 0-3, 0-4, 0-5, 0-6, 0-7, 0-8, 0-3-ZX 1, respectively.

The work of the 7-speed gearbox shown in Fig.7 is as follows.

1, 2, 3, 4, 5, 6, 7 gears and first reverse gear.

They are carried out similarly to the work of the 8-speed gearbox (7-speed gearbox with acceleration gear) in the same gears considered above. On the radiation diagram (see Fig. 8), these transmissions are displayed by beams 0-1, 0-2, 0-3, 0-4, 0-5, 0-6, 0-7, 0-2-ZX 1, respectively .

The technical result of the use of a 7-speed dual-clutch gearbox and its modifications is to obtain additional transmission options for cars with different targets. And also, in the first, eighth or ninth forward gears, depending on the modification of the 8- or 9-speed gearbox, the power flow is transmitted through three pairs of gears, which allows you to get a gear ratio greater than u = 4 or less than u = 0.6. This extends the range of gear ratios of the gearbox and increases the operational capabilities and characteristics of the car. At the same time, most of the components and assemblies of the base and modified gearboxes remain unchanged, which ensures a high degree of unification and a reduction in production and repair costs.

List of cited sources and references

1. Ivanov A.N., Solntsev A.N., Gaevsky V.V. and others. The basics of car design. M.: LLC "Book Publishing House": "Behind the Wheel" ", 2005. - 166 p.: Ill.

2. Patent DE 102009031788 A1, dated January 13, 2011.

3. Patent EP 1593877 A1, from 7,11,2007,

4. Patent RU 2481510.

5. Patent RU 2312031.

6. Cars: Design, construction and calculation. Transmission. Ed. A.I. Grishkevich. - Mn .: Vysh.shk., 1985 .-- 240 p.

Claims (1)

 A seven-speed gearbox with two clutches and its modifications, comprising a double clutch assembly, a housing with two driven shafts parallel to it, two coaxial input shafts located one inside the other, rigidly mounted on one of them - a tubular shaft - two even-gear gears and on the other - by four gears of odd gears meshed with gears of constant gearing of corresponding gears having the possibility of hard connection with the help of four synchronizers with edible shafts, at the ends of which the driving gears of the main gear are cut, engaged with the driven wheel mounted on the differential case, while the driving gear of the fourth gear is simultaneously the driving gear of the sixth gear, and also the driven gear of the first gear is placed on one edge of the first driven shaft, and on the other side, next to the main gear of the final drive, there is a driven gear of reverse gear, which is in constant gearing or with a gear combined in a block with a driven gear of the second gear gears or directly with the driven gear of the second gear, which is installed on the second driven shaft, characterized in that to obtain modifications between adjacent driven gears of the even and odd gears, it is possible to install a coupling - the first coupling couples the driven gears of the fourth and seventh gears, installed on the first driven shaft, the second clutch connects the fifth and sixth gear driven gears mounted on the second driven shaft by hard coupling.

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