RU2657483C1 - 18-speed mechanical shift transmission, mainly for a tractor - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to mechanical shift transmissions with several intermediate parallel shafts and gear wheels. 18-speed transmission comprises master (0), intermediate (A, B and C) and cargo (X) shafts, installed in parallel in the crankcase with gears (Z1-Z19) mounted on them and hydraulic clamping friction couplings (F1-F8). There is also a reversing device with gear coupling (GC) or hydraulic clamping friction coupling (F9). This provides the possibility of obtaining 18 forward gears without ranges and 9 reverse gears by including three friction couplings in the respective combinations of their numbers.

EFFECT: invention provides improved technical and operational characteristics and capabilities of the transmission.

7 cl, 2 dwg

Description

The invention relates to the field of transport engineering, specifically to mechanical shaft gearboxes with several intermediate parallel shafts and gears for vehicles, mainly of the family of wheeled tractors of traction class 4 and 6-8. Scope, in an expanded view: 4x4 general-purpose wheeled tractors, transport and technological vehicles with other wheel formulas, tracked tractors (agricultural, skidding, general-purpose), road construction vehicles.

On domestic and foreign wheeled tractors (mainly articulated), mechanical type shaft transmissions (KP) with several intermediate parallel or parallel-sequential shafts on which gears (gears) and friction and / or gear couplings (as controls through a hydraulic control system), and they are usually automated or adapted to automation [Shuvalov EA Improving the performance of tractor transmissions. L .: Mechanical engineering. Leningra. branch. 1986.– 126 p., Ill. - S. 5-8, Fig. 1.1, 1.2; RU 00131781, IPC B60K 17/32, 05/27/2000; RU 2419007, IPC F16H 3/083, F16H 37/04, 05.20.2011; RU 2167772, IPC B60K 17/00, B60K 17/08, 05.27.2001].

With all its positive properties and demand in the past, present and future of automotive tractor engineering, the technical and operational characteristics (TEH) of such gearboxes no longer meet the modern demands of consumers (customer requirements) and the level of development of traction vehicle transmissions, which include tractors. This applies, in particular, to ensure continuity of gear shifting / shifting, solving layout problems.

The practice of using hydro-compressive disk friction controls (gear clutches) is expanding [RU 2167772, IPC B60K17 / 00, B60K 17/08, 05/27/2001], which significantly increase the smoothness of shifting and are an instrument for implementing the principle of gear shift continuity in the gearbox, despite such disadvantage, like somewhat large dimensions, cost, increased requirements for working conditions.

Solving the problems of overheating of friction clutches, the convenience of quick access to them, reducing the length and increasing the rigidity of the shafts, a number of KP designs (loader of the Canadian company "Bray"; Chelyabinsk Engineering Center LLC) use remote-type couplings, placing them outside the crankcase in individual lightweight flange-type enclosures [Shuvalov EA Increased efficiency .... - S. 8, fig. 1.2; RU 44283 U1, B60K 17/02, 03/10/2005].

Known gearboxes where gear couplings are completely replaced by friction ones, for example, in the Non Stop gearbox mounted on John Deere 8000 series tractors [AGRARTECHNIK, Jan. 1999; RU 2167772 C1, B60K 17/00, B60K 17/08, 05/27/2001, FIG. 3].

The closest analogue (prototype) of the claimed invention, that is, coinciding with the purpose and general essential design features, is a 16-speed mechanical shaft gearbox of the K-701 tractor, which contains shafts installed in the crankcase in parallel, including drive shaft 0, intermediate and cargo X, with gears mounted on them and hydro-compressive friction clutches for selectively turning gears into operation, and a reversing device with a clutch, providing a range of reverse gears in quantity ve 50% of the number of forward gears [Shuvalov EA Improving the performance of tractor transmissions. L .: Mechanical engineering. Leningra. branch. 1986.- 126 p., Ill. - S. 1-10, 14, fig. 1.3, 1.4, 1.10].

There are two intermediate shafts in it, part of the gearbox control elements, namely those designed to switch modes (including all forward modes), are gear couplings. Friction clutches (4 pieces) are intended only for shifting gears within each of the four forward ranges and one reverse range. Moreover, all 4 friction clutches F4, F3, F2 and F1 are installed on the drive shaft in series, inside the gearbox housing, and the input and two intermediate shafts are three-support (each mounted on three bearings in the gearbox housing).

The prototype device has the following disadvantages:

firstly, the bandless gearless inclusion of only 4 (four) gears in the forward and reverse gears, when dividing the entire gamut of gear ratios into 4 (four) ranges, included by gear couplings, respectively, with a power flow rupture and the gearbox device is worse adapted to its full Automation

secondly, the limited number of forward gears is 16 (sixteen) gears, which is the minimum by modern requirements for machines of such a class as universal tractors of traction classes 4 and 6-8;

thirdly, the location of all friction clutches inside the gearbox housing, which leads to low-tech (inaccessibility in maintenance and repair) and adverse temperature operating conditions,

fourthly, a very large axial dimension of the gearbox;

fifthly, very long shafts, which causes a decrease in their bending stiffness and the introduction of third bearing bearings in the crankcase;

sixth, axial asymmetry of the outline of KP;

seventh, the relative complexity of the design and manufacturing technology of the crankcase (foundry).

All of these shortcomings separately and especially in the aggregate determine the insufficiently high technical and operational characteristics and capabilities of the KP prototype.

The technical problem to be solved by the claimed invention is directed is to eliminate the indicated disadvantages of the prototype and, accordingly, to improve technical and operational characteristics and layout capabilities, due to:

- non-continuous gearless inclusion of all gears, both within direct and within reverse gears, which fully meets modern requirements of maximum smoothness of gear shifting / shifting, and adaptation of control elements to gear shifting automation in gearboxes, which is especially important in unmanned tractor options;

- increase the number of forward gears from 16 to 18;

- widespread use (50%) of friction clutches of the remote type, allowing to improve the thermal regime and maintainability;

- a significant reduction in the axial dimension of the gearbox;

- a significant reduction in the length of the shafts, an increase in their bending stiffness and the exclusion of third bearing bearings;

- simplification of the KP due to the axial symmetry of its outline;

- increase the manufacturability of the crankcase eliminating the need for its manufacture by casting.

The solution to this problem is achieved by the fact that in an 18-speed mechanical shaft gearbox, mainly for a tractor that contains shafts parallel to the crankcase, including drive shaft 0, intermediate and cargo X, with gears mounted on them and hydraulically compressive friction clutches for selective gear engagement , and a reversing device with a clutch, providing a gamut of reverse gears in the amount of 50% of the number of forward gears, according to the claimed invention, 3 (three) daily shafts - A, B and C, 19 (nineteen) gears - from Z1 to Z19 inclusive, and a minimum of 8 (eight) friction clutches - from F1 to F8 inclusive, with the possibility of receiving 18 (eighteen) forward gears without ranges and 9 (nine) reverse gears by engaging three friction clutches in the appropriate combinations of their numbers, in this case: on the drive shaft 0, the friction clutch F1 is mounted in series with a pair of gears Z1 and Z4, the friction clutch F2 with a pair of gears Z2 and Z5, the friction clutch F3 with a pair of gears Z3 and Z6, and gears Z1, Z2, Z3 set lenoka on shaft 0 by means of bearings, friction clutch F5 is mounted on intermediate shaft A with gears Z8, Z11 and Z19 sequentially coupled, gear Z8 is mounted on shaft A by means of a bearing, and gears Z4, Z7, Z5, Z6, Z9 - directly on shaft A , on the intermediate shaft B, the friction clutch F4 is mounted in series with a pair of gears Z10 and Z7, the friction clutch F6 with a pair of gears Z12 and Z9, gears Z10 and Z12 are mounted on the shaft B by bearings, and gears Z13, Z11, Z14 are installed directly on the shaft B , on the cargo shaft X installed Thus, the friction clutch F7 with a pair of gears Z15 and Z13, the friction clutch F8 with a pair of gears Z16 and Z14, gears Z15 and Z16 are mounted on the shaft X by means of bearings, and gear Z17 is mounted directly on the shaft X, on the intermediate shaft C the aforementioned coupling of the reversing device is installed with a pair of gears Z19 and Z11, with the possibility of connecting a pair of gears Z18 and Z17 to shaft C, gear Z18 is mounted on shaft C by means of a bearing, and gear Z19 is mounted directly on shaft C.

The solution to this problem is also achieved due to additional design features (with the main set of features formulated above):

- the cargo shaft X can be located between the intermediate shafts B and C (this increases the compactness of the gearbox and the transmission as a whole due to the distribution of pairs of gears in the spaces between the cargo shaft X and the adjacent shafts B and C, as well as the approach of the input 0 and cargo axes X shafts);

- the reversing device may include a gear clutch mounted on the intermediate shaft C (this, as a special case of the claimed device, further allows not to complicate the design further, for a group of machines with a rare reverse gear, especially with manual gearbox control);

- the reversing device may include a hydropressive friction clutch F9 mounted on the intermediate shaft C (this, like another special case of the claimed device, allows implementing a single control principle for all gearbox controls, for a group of machines with frequent reverse gears, all the more so automated and convertible to unmanned driving);

- at least four friction clutches can be moved outside the crankcase, that is, made remote (this reduces the length of the shafts and increases their bending stiffness, eliminates the need for third bearing bearings of the shafts, reduces the weight and dimensions of the crankcase and gearbox as a whole, improves the thermal regime devices, facilitates access to external friction clutches during periods of operation and repair);

- with the fourth (previous) additional set of features, the friction clutches F1, F3, F4 and F6 can be made remote, while the couplings F1 and F3 can be installed symmetrically at the ends of the input shaft 0, and the couplings F4 and F6 - symmetrically at the ends of the intermediate shaft B (such an arrangement of remote couplings “through one shaft” allows the use of a relatively larger size of friction discs, which has a beneficial effect on the performance and service life of friction elements);

- with the fourth additional set of features, the reversing device may include an external type friction clutch F9 mounted on one of the ends of the intermediate shaft C, with the possibility of connecting the Z18 gear to the shaft C (this allows you to expand the number of external clutches by one from four to five )

Among the known devices and methods, no such combination of essential features would coincide with the declared one. At the same time, it is due to the latter that a new technical result is achieved in accordance with the problem.

The inventive gearbox device is explained (on the examples of KP-ZM and KP-FM) in the drawings:

in FIG. 1 shows a kinematic diagram of a particular example of a KP-ZM gearbox with a gear clutch of a reversing device, transverse projection, where Фi are friction clutches with the i-th serial number, i from 1 to 8; Zj - gears with j-th serial number j from 1 to 19; 0, X - input and cargo (output) shafts, respectively, to the engine and to the propulsion device of the vehicle; A, B, C - intermediate shafts; K - gear housing; 1 - 15 - bearing bearings of the shafts; ZM - gear clutch as the basis of the reversing device of the gearbox;

in FIG. 2 is a kinematic diagram of a particular example of a KP-FM gearbox with a friction clutch of a reversing device, a transverse projection, where F9 is a friction clutch as the basis of a reversing device of a gearbox.

An example of KP-ZM (Fig. 1) is a KP with four degrees of freedom, eighteen-speed (according to the number of forward gears and a separate reservation for the number of reverse gears), with a total number of shafts - five, eight friction clutches and a gear clutch at the base of the reversing device (reverse); an example of KP-FM (Fig. 2) is the same, but with nine friction clutches, one of which is replaced by the mentioned gear clutch as the basis of a reversing device (reverse).

An eighteen-speed mechanical shaft gearbox (KP), mainly for a tractor of traction class 4 and / or 6-8 according to any given example (special case), contains (see Fig. 1, 2) parallel to the crankcase K mounted on bearing bearings 1 - 10 shafts, including drive 0, intermediate A, B, C and cargo X with gears (gears) mounted on them - from Z1 to Z19 inclusive, and hydropressor friction clutches (from F1 to F8 inclusive) of selectively engaged gears (from Z1 to Z16, Z19) into operation, and the reversing device with mu Foy ZM, providing inclusion in the work of a pair of gears Z18 and Z17, and therefore the range of reverse gears in the amount of nine, that is, 50% of the number of forward gears.

Thus, the gearbox provides three intermediate shafts, nineteen gears and eight friction clutches with the possibility of obtaining eighteen forward gears without ranges and nine reverse gears by switching on three friction clutches Фi in the corresponding combinations of their numbers i. (Table).

Table

Clutch (three each) per gear

Gear number
(speed
mode)
Included
couplings Gear number
(speed
mode)
Included
couplings Forward run: one F1 + F4 + F7 fifteen F3 + F5 + F8 2 F2 + F4 + F7 16 F1 + F6 + F8 3 F3 + F4 + F7 17 F2 + F6 + F8 four F1 + F5 + F7 eighteen F3 + F6 + F8 5 F2 + F5 + F7 Reverse: 6 F3 + F5 + F7 Z.H. one F1 + F4 + ZM (F9) 7 F1 + F6 + F7 Z.H. 2 Ф2 + Ф4 + ЗМ (Ф9) 8 F2 + F6 + F7 Z.H. 3 Ф3 + Ф4 + ЗМ (Ф9) 9 F3 + F6 + F7 Z.H. four F1 + F5 + ZM (F9) 10 F1 + F4 + F8 Z.H. 5 Ф2 + Ф5 + ЗМ (Ф9) eleven Ф2 + Ф4 + Ф8 Z.H. 6 Ф3 + Ф5 + ЗМ (Ф9) 12 F3 + F4 + F8 Z.H. 7 F1 + F6 + ZM (F9) 13 F1 + F5 + F8 Z.H. 8 Ф2 + Ф6 + ЗМ (Ф9) fourteen F2 + F5 + F8 Z.H. 9 Ф3 + Ф6 + ЗМ (Ф9)

Wherein:

on the drive shaft 0, a friction clutch F1 is installed in series with a pair of gears Z1 and Z4, a friction clutch F2 with a pair of gears Z2 and Z5, a friction clutch F3 with a pair of gears Z3 and Z6, and gears Z1, Z2, Z3 are mounted on the shaft 0 through bearings,

friction clutch F5 is mounted on the intermediate shaft A with gears Z8, Z11 and Z19 sequentially coupled, gear Z8 is mounted on the shaft A by means of a bearing, and gears Z4, Z7, Z5, Z6, Z9 are mounted directly on the shaft A,

on the intermediate shaft B, a friction clutch F4 is installed in series with a pair of gears Z10 and Z7, a friction clutch F6 with a pair of gears Z12 and Z9, gears Z10 and Z12 are mounted on the shaft B by bearings, and gears Z13, Z11, Z14 are installed directly on the shaft B,

on the cargo shaft X, a friction clutch F7 is mounted in series with a pair of gears Z15 and Z13, a friction clutch F8 with a pair of gears Z16 and Z14, gears Z15 and Z16 are mounted on the shaft X by bearings, and gear Z17 is directly on the shaft X,

on the intermediate shaft C, the aforementioned clutch of the reversing device is installed with a pair of gears Z19 and Z11 with the possibility of connecting a pair of gears Z18 and Z17 to the shaft C, gear Z18 is mounted on the shaft C by means of a bearing, and gear Z19 directly on the shaft C.

A further description of the device relates to the private (that is, optional, but recommended) design features of the claimed KP.

Cargo shaft X is located between the intermediate shafts B and C.

The clutch, which forms the basis of the reversing device (reverse), is made of gear (gear type) and mounted on the intermediate shaft C with the possibility of connecting gear Z18 to shaft C.

Four friction clutches, namely F1, F3, F4 and F6, are moved outside the crankcase K, that is, made remote. In this case, the couplings F1 and F3 are installed (cantilever) symmetrically at the ends of the input shaft 0, and the couplings F4 and F6 are installed symmetrically at the ends of the intermediate shaft B.

The main relative (among the examples) advantage of KP-ZM (see Fig. 1) is a simplified design with slightly smaller dimensions and cost.

The main relative advantage of the KP-FM example (see Fig. 2) is the complete transfer of the KP control system to hydraulic friction clutches as a tool to increase gear shifting smoothness.

The inventive device in the example of KP-ZM (see Fig. 1) works as follows.

Power from the engine (not shown) is transmitted to the input shaft 0 (shown in FIGS. 1, 2 by the upper left arrow), and therefore the shaft 0 is called “input”.

The gears are switched on (in the automatic gearbox they are turned on) by simultaneously supplying oil under pressure to the booster of three hydrodynamic friction clutches under the numbers in accordance with the table. However, to change gears, especially when sequentially increasing or decreasing the gear number by one, it is enough to turn off one and turn on one (the other) clutch of the three mentioned (see table).

So, when you turn on the first forward gear (see the first row of the table), the clutches F1, F4, F7 are included. At the same time, a kinematic relationship is established between input 0 and cargo X shafts along the path: shaft 0 - coupling F1 - a pair of gears Z1 and Z4 - an intermediate shaft A - a pair of gears Z7 and Z10 - a coupling F4 - an intermediate shaft B - a pair of gears Z13 and Z15 - a coupling F7 - cargo shaft X. There is a smooth (unshocked) inclusion of the first gear in the gearbox (due to short-term slipping in these couplings) with access to the stationary mode of operation.

When switching, for example, to the second forward gear, in accordance with the table, there is no need to turn off all three working couplings and include the other three. Turn off (only) only one (a) clutch (a) F1 and at the same time turn on (only) only one (a) clutch (a) Ф2 while clutch Ф4 and Ф7 continue to work (as remaining turned on). In this case, a kinematic relationship is established between input 0 and cargo X shafts along the path: shaft 0 - coupling Ф2 - a pair of gears Z2 and Z5 - an intermediate shaft A - a pair of gears Z7 and Z10 - a coupling Ф4 - an intermediate shaft B - a pair of gears Z13 and Z15 - a coupling Ф7 - cargo shaft X. There is a smooth (unshocked) shift from first gear to second (due to short-term slipping both in disengaged F1 and in switched-on F2 friction clutches with temporary overlap) with access to a new stationary operation mode.

When switching, for example, to the first reverse gear (in other words, when reversing the high-speed mode), in accordance with the table, the clutches F1, F4, F7 are turned off and, when the intermediate shaft C stops, turn on the clutch ЗМ in the left position (see Fig. 1) and, with a guaranteed time delay for completing the engagement of the ZM gear coupling, the F1 and F4 couplings are turned on again (the order of their inclusion allows variations: simultaneously; first F1, then F4; first F4, then F1, which is only important to develop a specific management system, going beyond amki claimed subject matter). In this case, a kinematic relationship is established between input 0 and cargo X shafts along the path: shaft 0 - coupling F1 - a pair of gears Z1 and Z4 - an intermediate shaft A - a pair of gears Z7 and Z10 - a coupling F4 - an intermediate shaft B - a pair of gears Z11 and Z19 - a coupling ZM - a pair of gears Z18 and Z17 - cargo shaft X. There is a smooth (unshocked) engagement of the first reverse gear (due to short-term slipping both in the disengaged and in the included friction clutches) with access to a new stationary operation mode.

In the example of KP-FM (see Fig. 2), the clutch that forms the basis of the reversing device (reverse) is made of friction (friction type) - Ф9 and is installed instead of the gear coupling ЗМ in the example of KP-ЗМ on the intermediate shaft C by means of the bearing 15, in In this case, as part of the integrated bearing support 9.

Otherwise, the design of KP-FM is identical to the design of KP-ZM.

The work in the example KP-FM has a corresponding difference only when using a reversing device, that is, in reverse gears.

The essence of the difference lies in the effect of smooth shifting / shifting gears from forward to reverse (i.e. reversing), continuity of switching due to temporary slipping of the F9 clutch with temporary shutdown of operation with the clutch (s) being turned off.

Thus, the claimed device allows to improve technical and operational characteristics and capabilities of the CP due to:

- non-continuous gearless inclusion of all gears, both within direct and within reverse gears, which fully meets modern requirements of maximum smoothness of gear shifting / shifting, and adaptation of control elements to gear shifting automation in gearboxes, which is especially important in unmanned tractor options;

- the inclusion of most gears sequentially (that is, in accordance with their serial number, not "jumping" through the gears) by switching only one friction clutch out of three, which is extremely important to ensure the durability of the gearbox;

- increasing the number of forward gears from 16 to 18 without significantly complicating the design of the gearbox;

- widespread use (50%) of friction clutches of the remote type, allowing to improve the thermal regime and maintainability;

- a significant reduction in the axial dimension of the gearbox;

- a significant reduction in the length of the shafts, an increase in their bending stiffness and the exclusion of third bearing bearings;

- simplification of the KP due to the axial symmetry of its outline;

- increase the manufacturability of the crankcase eliminating the need for its manufacture by casting.

Claims (7)

1. 18-speed mechanical shaft gearbox, mainly for a tractor, containing shafts parallel to the crankcase, including drive shaft (0), intermediate and cargo (X), with gears mounted on them and hydraulic clamping clutches for selectively engaging gears, and a reversing device with a clutch, providing a range of reverse gears in the amount of 50% of the number of forward gears, characterized in that it has 3 intermediate shafts - A, B and C, 19 gears - from Z1 to Z19 inclusive and min a maximum of 8 friction clutches - from F1 to F8 inclusive with the possibility of obtaining 18 forward gears without ranges and 9 reverse gears by engaging three friction clutches in the appropriate combinations of their numbers, while the friction clutch (F1 ) with a pair of gears (Z1 and Z4), a friction clutch (Ф2) with a pair of gears (Z2 and Z5), a friction clutch (Ф3) with a pair of gears (Z3 and Z6), and gears (Z1, Z2, Z3) are mounted on the shaft (0) by means of bearings, a friction clutch (Ф5) is mounted on the intermediate shaft (A) at gears connected in series (Z8, Z11 and Z19), the gear (Z8) is mounted on the shaft (A) by means of a bearing, and the gears (Z4, Z7, Z5, Z6, Z9) are mounted directly on the shaft (A), on the intermediate shaft (B ) the friction clutch (Ф4) is mounted in series with a pair of gears (Z10 and Z7), the friction clutch (Ф6) with a pair of gears (Z12 and Z9), the gears (Z10 and Z12) are mounted on the shaft (B) by bearings, and the gears (Z13 , Z11, Z14) - directly on the shaft (B), on the cargo shaft (X), the friction clutch (Ф7) is mounted in series with a pair of gears (Z15 and Z13), the friction clutch (Ф8) at are gears (Z16 and Z14), gears (Z15 and Z16) are mounted on the shaft (X) by means of bearings, and gear (Z17) is mounted directly on the shaft (X), on the intermediate shaft (C) the aforementioned coupling of the reversing device is installed with a pair of gears (Z19 and Z11) with the possibility of connecting a pair of gears (Z18 and Z17) to the shaft (C), the gear (Z18) is mounted on the shaft (C) by means of a bearing, and the gear (Z19) is mounted directly on the shaft (C). 2. The gearbox according to claim 1, characterized in that the cargo shaft (X) is located between the intermediate shafts (B and C). 3. The gearbox according to claim 1, characterized in that the reversing device includes a gear clutch mounted on the intermediate shaft (C). 4. The gearbox according to claim 1, characterized in that the reversing device includes a hydropressive friction clutch (F9) mounted on the intermediate shaft (C). 5. The gearbox according to claim 1, characterized in that at least four friction clutches are located outside the crankcase, that is, are remote. 6. The gearbox according to claim 5, characterized in that the friction clutches (F1, F3, F4 and F6) are made remote, while the clutches (F1 and F3) are installed symmetrically at the ends of the input shaft (0), and the couplings (F4 and F6) - symmetrically at the ends of the intermediate shaft (B). 7. The gearbox according to claim 5, characterized in that the reversing device includes an external type friction clutch (F9) mounted on one of the ends of the intermediate shaft (C), with the possibility of connecting the gear (Z18) to the shaft (C).

Images