RU2592964C2 - Method of producing modifications of misaligned gb with at least two secondary shafts - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to misaligned gearboxes with two secondary shafts. Base gearbox comprises housing with parallel accommodating inlet and two secondary shafts with rigidly installed on their ends drive gears of main gear. Drive gears are installed at input shaft (2). On secondary shaft (3) is connection coupling (A(15)) and driven gears with one of them or directly or via gear integrated with it in block of two gears, coupled gear rigidly mounted together with connection coupling (B(16)) on tubular shaft (9). On tubular shaft (9), with possibility of connection to connection coupling (B(16)), there is gear (17) forming gear pair with gear (18) rigidly fixed on secondary shaft (3). Tubular shaft (9) has also fixed gear (19) forming gear pair with gear (20) freely mounted on secondary shaft (3) with possibility of connection to connection coupling (A(15)). At second secondary shaft (4) fixed gear rim (12) with possibility of connection to coupling connection (B(16)).

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

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Description

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

Known transmission units with step change of gear ratios, containing gears, shafts, their bearings, gear shifting devices used in domestic and foreign cars (Automobiles: Design, construction and calculation. Transmission. Edited by A.I. Grishkevich. - Mn .: Higher school, 1985 .-- 240 p.).

In modern automotive gearboxes (KP) with misaligned input and output shafts, mainly gears with constant gearing are used. With one input shaft, the number of secondary shafts reaches three, and in off-axis gearboxes with two clutches the total number of shafts reaches six (see patent EP 0733825 B1, Fig. 2, from 17.05.25000). 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 one gearing, and therefore the gear ratio in excess of four units is possible only with an increase in the size of the structure. 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, 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 one modification of the car has a four-wheel drive transmission, and the other all-wheel drive (Mitsubishi ASX 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 leave the number of gearshift elements the same.

The most suitable as a prototype is a 6-speed non-coaxial gearbox Volkswagen model OA5 (see patent EP 1443245 A2, Fig. 2, from 4.08.2004).

The gearbox consists of a housing with parallel input and three secondary shafts located in it, 13 gears of external gearing and three gear clutches between six gears of forward gear, a gear clutch of reverse gear located between them. At the ends of the secondary shafts, the main gears of the main gear are cut, engaged with a driven wheel fixed to the differential housing. The driven gear of the first gear is rigidly connected to the driving gear of the reverse gear. To reduce the axial dimension of the gearbox, a two-position reverse clutch is located on a separate secondary shaft.

The disadvantages of the gearbox are: firstly, the method of location "one above the other" on the secondary shafts of two couplings: first-second gears and reverse; secondly, a pair of reverse gears is connected to a pair of first gears. Two of these design decisions limit the number of possible modifications of the gearbox.

The aim of the invention is a method of modifying an off-axis gearbox, namely, in addition to the base gearbox, to obtain the following additional modifications:

1 - with a modified (increased or decreased) gear ratio of the first gear,

2 - with the additional transmission of a larger or smaller gear ratio than the lower or higher, respectively, transmission,

3 - with a modified gear ratio of the first gear and with an additional gear of a larger or smaller gear ratio than the lowest or highest gear, respectively.

This goal is achieved by the fact that in addition to the tubular shaft (9), with the possibility of connection with the clutch (B (16)), set the gear (17), forming a gear pair with gear (18), rigidly mounted on the secondary shaft (3) , and also, on the tubular shaft (9), a gear (19) is fixed, forming a gear pair with a gear (20), freely mounted on the secondary shaft (3) with the possibility of connection with the clutch (A (15)), and on the second secondary the shaft (4) is fixed to the ring gear (12) with the possibility of connection with the clutch (B (16)).

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

Considering the 6-speed unbalanced gearbox Volkswagen OA5 model as a prototype, taking into account the above-mentioned design drawbacks and eliminating them, in the framework of this invention, we obtain the base misaligned gearbox, and its modifications with a modified (increased or decreased) first gear ratio will get by increasing the number of pairs of gears involved in the transmission of torque in first gear from one (in the base gearbox) to three, in a modified gearbox. An additional transmission will be obtained by adding a pair of coupled gears located on the secondary shafts of the base gearbox. Moreover, the “modified” first gear is engaged in the same way and with the same gearshift elements as in the base gearbox. The additional gear is controlled by changing the reverse gear from two-position to three-position, leaving the total number of couplings unchanged, and an additional downshift position will appear in the gearshift circuit located at the opposite end of the reverse gear engaging line.

Basic KP, in the framework of this invention, will receive the following modifications:

- Base gearbox with a modified (increased) gear ratio of the first gear,

- Basic gearbox with reduction gear,

- Basic gearbox with a reduction gear and an increased gear ratio of the first gear.

In FIG. 1 shows a kinematic diagram of a basic gearbox. Bright lines indicate the details of the KP participating in the modification proposed by this invention, and the rest of the details of the base KP with pale lines. They are not considered in this invention and correspond to the prior art.

In FIG. 2 shows the radiation diagram of the base CP. On the horizontal are the numbers of various gears. The upper table shows the gear ratios (u). The bottom table shows the intervals between adjacent gear ratios (q). The vertical beam corresponds to a gear ratio of one. A beam pointing 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 a kinematic diagram of a modified base gearbox with a reduction gear.

In FIG. 4 is a beam diagram of a modified base gearbox with a reduction gear.

In FIG. 5 shows a kinematic diagram of a modified base gearbox with an increased first gear ratio.

In FIG. 6 is a beam diagram of a modified base gearbox with an increased first gear ratio.

In FIG. 7 shows a kinematic diagram of a modified base gearbox with a reduction gear and an increased gear ratio of the first gear.

In FIG. 8 is a beam diagram of a modified base gearbox with a reduction gear and an increased gear ratio of the first gear.

The composition shown in FIG. 1 of the kinematic scheme, which is interested in the framework of the present invention, a fragment of the input and two secondary shafts of the base gearbox, includes input shaft 2 installed in the bearings of the housing 1 and two secondary shafts 3 and 4 installed in parallel with it. Gear 5 is rigidly fixed to the input shaft 2 and engaged with gear 6, combined into a block with gear 7, freely mounted on the secondary shaft 3. Gear 8 is rigidly connected to the tubular shaft 9 and engaged with the gear 7. The tubular shaft 9 is freely mounted on the secondary shaft 4. The main gears of the main gear 10 and 11 are rigidly connected to the secondary shafts 3 and 4, respectively. The gear ring 12 is rigidly fixed to the secondary shaft 4. The gear 13 is rigidly fixed to the input shaft 2. The gear 14 is freely mounted on the secondary shaft 3. The gears 13 and 14 form a gear pair. Clutch A (15) is located on the secondary shaft 3 between gears 14 and 6. Clutch B (16) is located on the end of the tubular shaft 9, next to the ring gear 12.

The composition shown in FIG. 3 of the kinematic diagram, which, within the framework of the present invention, is interested in a fragment of the input and two secondary shafts of the modified base gearbox, includes the same parts with serial numbers from 1 to 16, inclusive, as in the composition of the base gearbox discussed above and additionally: gear 17 is freely mounted the tubular shaft 9. The gear 18 is rigidly mounted on the secondary shaft 3. The gears 17 and 18 form a gear pair.

The composition shown in FIG. 5 of the kinematic diagram, which, within the framework of the present invention, is interested in a fragment of the input and two secondary shafts of the modified base gearbox, includes the same parts with serial numbers from 1 to 12, inclusively, as in the composition of the base gearbox discussed above and additionally: gear 19 is rigidly fixed to the tubular shaft 9. The gear 20 is freely mounted on the secondary shaft 3. The gears 19 and 20 form a gear pair. The coupling A (15) is located on the secondary shaft 3 between the gears 20 and 6. The coupling B (16) is located on the end of the tubular shaft 9, next to the ring gear 12.

The composition shown in FIG. 7 of the kinematic scheme includes the same details as in the composition of the modified base gearbox for FIG. 5, and in addition: the gear 17 is freely mounted on the tubular shaft 9. The gear 18 is rigidly mounted on the secondary shaft 3. The gears 17 and 18 form a gear pair.

The operation of the base gearbox shown in FIG. 1 is carried out as follows.

1st gear.

Torque from the input shaft 2 through a pair of coupled gears 13-14 and the clutch 15 (A), in the left position, is transmitted to the secondary shaft 3 and the drive gear of the main gear 10 rigidly connected with it. Next, according to the well-known prior art of the main gear, which in this invention is identical and not considered. In the beam diagram (see FIG. 2), this transmission is reflected by a ray connecting points 0 and 1.

2nd gear.

The torque from the input shaft 2 through a pair of coupled gears 5-6 and the clutch 15 (A), which is in the right position, is transmitted to the secondary shaft 3 and the drive gear of the main gear 10 rigidly connected with it. Next, according to the well-known state of the art of the main gear, which in this invention is identical and not considered. On the beam diagram (see figure 2) this transmission is reflected by the beam connecting the points 0 and 2.

Reverse.

Torque from the input shaft 2 through a pair of coupled gears 5-6, a block of gears 6-7, a pair of gears 7-8, a tubular shaft 9 and a clutch 16 (B), in the right position, is transmitted to the ring gear 12, the secondary shaft 4 and the pinion gear of the main transmission rigidly connected with it 11. Further, according to the well-known prior art, the operation of the main transmission, which in this invention is identical and not considered. On the radiation diagram (see Fig. 2) this transmission is reflected in series connected by beams 0-2 and 2-ZX.

The operation of the modified base gearbox shown in FIG. 3 is carried out as follows.

Reduction gear.

Torque from the input shaft 2 through a couple of gears 5-6, gear block 6-7, a pair of gears 7-8, a tubular shaft 9 and a clutch 16 (B), in the left position, is transmitted to a pair of gears 17-18, the secondary the shaft 3 and the drive gear of the main gear drive 10, which is rigidly connected with it. Further, according to the well-known prior art, the operation of the main gear is identical and not considered in this invention.

On the radiation diagram (see Fig. 4) this transmission is reflected in series connected by beams 0-2,2-ZX and ZX-P.

1st gear.

Similarly, as discussed above, the work of the basic gearbox in first gear.

2nd gear.

Similarly, discussed above, the work of the base gearbox in second gear.

Reverse.

Similarly, as discussed above, the operation of the base gearbox in reverse gear.

The operation of the modified base gearbox, presented in figure 5, is as follows.

1 gear (with an increased gear ratio).

Torque from the input shaft 2 through a couple of gears 5-6, gear block 6-7, a pair of gears 7-8, a tubular shaft 9, a pair of gears 19-20 and a clutch 15 (A) in the left position is transmitted to the secondary the shaft 3 and the drive gear of the main gear drive 10, which is rigidly connected with it. Further, according to the well-known prior art, the operation of the main gear is identical and not considered in this invention. On the radiation diagram (see Fig. 6), this transmission is reflected in series by beams 0-2,2-ZX and ZX-1.

2nd gear.

Similarly, discussed above, the work of the base gearbox in second gear.

Reverse.

Similar to the above, the work of the base gearbox in reverse gear.

The operation of the modified base gearbox shown in FIG. 7 is carried out as follows.

1 gear (with an increased gear ratio).

The torque from the input shaft 2 through a pair of coupled gears 5-6, a block of gears 7-8, a tubular shaft 9, a pair of gears 19-20 and a clutch 15 (A) located in the left position is transmitted to the secondary shaft 3 and rigidly connected to it is the driving gear of the main gear 10. Further, according to the well-known prior art, the operation of the main gear, which in this invention is identical and not considered.

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

2nd gear.

Similarly, discussed above, the work of the base gearbox in second gear.

Reverse.

Similarly, as discussed above, the operation of the base gearbox in reverse gear.

Reduction gear.

The torque from the input shaft 2 through a pair of coupled gears 5-6, a block of gears 6-7, a pair of gears 7-8, a tubular shaft 9 and a clutch 16 (B), in the left position, is transmitted to a pair of gears 17-18, the secondary the shaft 3 and the drive gear of the main gear drive 10, which is rigidly connected with it. Further, according to the well-known prior art, the operation of the main gear is identical and not considered in this invention. On the beam diagram (see Fig. 8), this transmission is reflected in series by beams 0-2, 2-ZX and ZX-P ...

Using the proposed method for obtaining modifications of the base misaligned gearbox allows to solve a greater number of operational tasks on vehicles with different targets. At the same time, the main components, parts, the shifting scheme of the main forward gears, the reverse gears of the base gear and modified gearboxes remain unchanged, which ensures a high degree of unification and a reduction in production and repair costs. The use of a reduction gear will expand the operational capabilities of trucks. Cars of the same model, but different in configuration (with or without a reduction gear in an all-wheel drive transmission), will receive a unified transfer case, cardan gears, etc. Cars of the same model, but equipped with engines with a significant difference in power, will receive unified gearboxes with an additional gear and / or first gear with a modified (increased or decreased) gear ratio. The inclusion of an additional transmission with the shift lever of the main gears facilitates the work of the driver and allows you to do without other controls in the passenger compartment.

The term “base misaligned gearbox” means existing or newly designed misaligned gearboxes to which the method described can be applied. In this case, the newly obtained KP can be in the only version of the design, but with the indicated features, essential and interconnected, forming a stable set of essential features, sufficient to obtain a technical result.

List of cited sources and references

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

2. Patent EP 1443245 A2, FIG. 2, dated August 4, 2004

3. Patent EP 0733825 B1, FIG. 2, dated May 17, 2000

4. Patent RU 2167772.

Claims (1)

 A method of obtaining modifications of an off-axis gearbox, which consists in obtaining additional gears from a base gearbox containing a housing with input and at least two secondary shafts parallel to it, with drive gears of the main gear rigidly mounted at their ends, engaged with a driven wheel fixed to differential case, with driving gears mounted on the input shaft (2), on the secondary shaft (3) - an engagement clutch (A (15)) and driven gears, with one of which directly o or through a gear combined with it in a block of two gears, the gear is engaged, rigidly mounted together with the clutch (B (16)) on the tubular shaft (9) freely mounted on the second secondary shaft (4), characterized in that it additionally on the tubular shaft (9), with the possibility of connection with the clutch (B (16)), set the gear (17), forming a gear pair with gear (18), rigidly mounted on the secondary shaft (3), and also on the tubular shaft (9) fix the gear (19), forming a gear pair with gear (20), freely mounted on toricity shaft (3) for connection to a switching coupling (A (15)), and the second secondary shaft (4) is fixed toothing (12) for connection to a switching clutch (C (16)).

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