RU2613202C1 - Multi-speed gearbox with two clutches - Google Patents

Abstract

FIELD: machine engineering.

SUBSTANCE: invention relates to the gearboxes with two clutches. Pinion gears and clutches of the third-to-fifth and the eighth-to-fourth gears are installed in the gear box on the first driven shaft. Pinion gears and clutches of the back-to-seventh and the sixth-to-second gears are installed on the second driven shaft. Box couplings are installed between the adjacent driven pinion gears of the even and the odd gears: the first clutch hardly connects the driven pinion gears of the fifth and the eighth gear, the second clutch hardly connects the driven pinion gears of the seventh and the sixth gear.

EFFECT: improving vehicle performance is achieved.

1 cl, 5 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 the gears of constant gearing of the respective gears, which can be rigidly connected using synchronizers with driven shafts. (Ivanov A.N., Solntsev A.N., Gaevsky V.V. and others. Fundamentals of the design of a car. - M.: “Publishing House” LLC “At the Wheel” ”, 2005. - 166 p., Ill.).

In modern automotive gearboxes (KP) with two clutches with misaligned input and output shafts, mainly gears with constant gearing are used. Promising misaligned gearboxes, when solving a large number of operational tasks, should have the ability to modify, with the greatest possible unification between the various modifications of the gearbox.

The most suitable as a prototype is an 8-speed misaligned gearbox with two Daimler Ag clutches (see patent DE 102013019121 A1, dated 05.21.2015, Fig. 1).

The gearbox consists of a housing with two driven shafts parallel to it and two coaxial input shafts located inside one another, 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 third gear, through the driven gear mounted on one of the driven shafts, is engaged with the driven reverse gear, which is mounted on the other driven shaft. Between adjacent driven gears of the third and fourth gears, a coupling is installed connecting them with a rigid connection and ensuring the inclusion of the first gear.

The disadvantages of the gearbox are the irrational arrangement of lower gear and reverse gears on the shafts, which leads to increased loads and, in general, to increase the metal consumption of the gearbox. And also, the opportunity to obtain an additional higher gear by connecting two adjacent driven gears of even and odd gears with a clutch located on another driven shaft was not used.

The aim of the invention is to obtain a 9-speed off-axis gearbox with two clutches, with the possibility of obtaining an 8-speed modification.

This goal is achieved by the fact that on the first driven shaft are gears and clutches of the third-fifth and eighth-fourth gears, on the second driven shaft are gears and clutches of the rear-seventh and sixth-second gears, while between adjacent driven gears even and odd gears, couplings are installed - the first clutch couplings the fifth and eighth gears driven gears, the second clutch couplings the seventh and sixth gears hard links.

It is also possible that the sixth pinion gear is also the eighth pinion gear.

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 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 the kinematic diagram of an 8-speed dual clutch gearbox with an alternative arrangement of reverse gears.

In FIG. 4 is a beam diagram of an 8-speed dual clutch gearbox.

In FIG. 5 shows a kinematic diagram of a 9-speed dual clutch gearbox according to the invention.

The composition shown in FIG. 1, 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 rigidly mounted on the input shaft 2. Gears 10 and 11 are freely mounted on the driven shaft 4 and pairwise engaged with gears 6 and 8, respectively. The gear 12 is freely mounted on the driven shaft 5 and engaged through the intermediate gear 13 with the gear 7. The gear 14 is freely mounted on the driven shaft 5 and engaged with the gear 9. The gears 15, 16 and 17 are rigidly mounted on the input shaft 3. The gears 18 and 19 are freely mounted on the driven shaft 4 and pairwise engaged with gears 15 and 16, respectively. Gears 20 and 21 are freely mounted on the driven shaft 5 and pairwise engaged with gears 15 and 17, respectively. The driving gears of the main gear 22 and 23 are rigidly connected with the driven shafts 4 and 5, respectively, and are in constant engagement with the driven wheel 24 of the main gear. Clutches A (25) and B (26) are located on the driven shaft 4 between the gears 10-11 and 18-19, respectively. Clutches C (27) and D (28) are located on the driven shaft 5 between the gears 12-14 and 20-21, respectively. The clutch E (29) is located at the end of the tubular shaft 30, rigidly connected to the gear 11. The clutch F (31) is located on the gear ring 32, rigidly connected to the gear 20. The couplings Ε and F can be installed differently. The clutch E (29) can be located on the gear ring 18, and the clutch F (31) on the gear ring 14. The left clutch disc 33 is mounted on the input shaft 3, and the right clutch disc 34 is mounted on the input shaft 2.

The composition shown in FIG. 3 of the kinematic diagram of an 8-speed gearbox with two clutches includes the same parts as the composition of the 9-speed gearbox discussed above, except for the clutch F and gear 7. And additionally, the intermediate gear 13 is combined into a block with gear 35, which is engaged with gear 6.

The composition shown in FIG. 5 of the kinematic scheme of a 9-speed gearbox with two clutches includes the same parts as the above 9-speed gearbox, except for gear 7, and gear 13 is combined into a block with gear 10.

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

1st gear.

We engage the right clutch (P), switch the clutches D and в to the right position. The torque from the input shaft 2 through a pair of coupled gears 8-11, a tubular shaft 30, a clutch E, a pair of gears 18-15, a shaft 3, a pair of gears 17-21 and a clutch 28 (D) is transmitted to the driven shaft 5, rigidly connected with it the driving gear 23 and the gear 24 of the main gear engaged with it. 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 0-5, 5-8 and 8-1.

2nd gear.

We engage the left clutch (L), the clutch D in the right position, the clutches A and Ε are switched to the left position. The torque from the input shaft 3 through a pair of gears 17-21 and the clutch 28 (D) is transmitted to the driven shaft 5 and the drive gear of the main gear 23. Further, according to the prior art, the operation 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 right clutch (P), clutch A in the left position, turn off clutch D, switch clutch B to the right position. Torque from the input shaft 2 through a pair of gears 6-10 and the clutch 25 (A) is transmitted to the driven shaft 4 and the drive gear of the main gear 22. Further, according to the prior art, the operation 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 left clutch (L), clutch B in the right position, clutch A switch to the right position. The torque from the input shaft 3 through a pair of gears 16-19 and the clutch 26 (B) is transmitted to the driven shaft 4 and the drive gear of the main gear rigidly connected to it 22. Further, according to the prior art, the main gear works.

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 right clutch (P), clutch A in the right position, turn off clutch B, switch clutch D to the left position. Torque from the input shaft 2 through a pair of gears 8-11 and the clutch 25 (A) is transmitted to the driven shaft 4 and the drive gear of the main gear 22. 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 5.

6th gear.

We turn on the left clutch (L), clutch D 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 gears 15-20 and the clutch 28 (D) is transmitted to the driven shaft 5 and the drive gear of the main gear 23. 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 6.

7th gear.

We turn on the right clutch (P), clutch C in the right position, turn off clutch D, switch clutch B to the left position. The torque from the input shaft 2 through a pair of gears 9-14 and the clutch 27 (C) is transmitted to the driven shaft 5 and the drive gear of the main gear 23. 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 left clutch (L), clutch B in the left position, turn off clutch C, switch clutch F to the left position. The torque from the input shaft 3 through a pair of gears 15-18 and the clutch 26 (B) is transmitted to the driven shaft 4 and the drive gear of the main gear 22. Further, according to the prior art, the operation 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 engage the right clutch (P), clutches B and F in the left position. Torque from the input shaft 2 through a pair of coupled gears 9-14, clutch F, gear ring 32, coupled gears 20-15-18 and clutch 26 (B) is transmitted to the driven shaft 4 and the drive gear rigidly connected to it 22. Next, 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 right clutch (P), clutch C in the left position. The torque from the input shaft 2 is transmitted through the coupled gears 7-13-12 and the clutch 27 (C) to the driven shaft 5 and the drive gear of the main gear 23 rigidly connected with it. Further, according to the well-known state of the art, the main gear works.

In the beam diagram (see Fig. 2), this transmission is reflected by a beam connecting points 0 and 3X1.

Reverse 2.

We turn on the left clutch (L), couplings C and F in the left position. The torque from the input shaft 3 through a pair of coupled gears 15-20, gear ring 32, clutch F, a pair of gears 14-9, shaft 2, gears 7-13-12 and clutch 27 (C) is transmitted to the driven shaft 5 and rigidly connected with him the leading gear 23. 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 by beams 0-6, 6-7 and 7-ZX2.

The technical result of using the gearbox proposed by this invention is to increase the operational characteristics of the car, due to the possibility of increasing the number of gears to 9 and expanding the range of gear ratios. At the same time, most of the assemblies and parts of 8- or 9-speed gearboxes remain unchanged, which ensures a high degree of unification and a reduction in production and repair costs.

The kinematic diagrams show only some of the possible options for an 8- or 9-speed gearbox with two clutches.

Claims (2)

1. A multi-stage gearbox with two clutches, 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, even gears, and on another solid shaft - odd gear gears engaged with the constant gear gears of the respective gears, which can be rigidly connected using four gearshift clutches with driven shafts, at the ends of which the driving gears of the main gear are cut, engaged with the driven wheel fixed on the differential case, while the driven gear of the reverse gear is coupled to one of the gears of the whole input shaft either through the intermediate gear or through the gear combined with the intermediate gear in a block of two gears characterized in that on the first driven shaft there are gears and shifting clutches of the third-fifth and eighth-fourth gears, on the second driven shaft are arranged gears and clutches the rear-seventh and sixth-second gears, while connecting couplings are installed between adjacent driven gears of even and odd gears - the first clutch couples the driven gears of the fifth and eighth gears by hard coupling, the second clutch couples the seventh and sixth gears by hard coupling. 2. A multi-stage gearbox with two clutches according to claim 1, characterized in that the sixth gear drive gear is at the same time the eighth gear drive gear.

Images