RU2715829C1 - Manual transmission (embodiments) - Google Patents

Abstract

FIELD: machine building.

SUBSTANCE: invention relates to mechanical transmissions. Drive shaft of gearbox is connected with driven shaft by several pairs of permanently engaged disc elements. One of disk elements in these pairs is installed on driving or driven shaft on controlled clutch. According to the first embodiment, the controlled coupling is equipped with a retractable retainer partially extending from the shaft into the disc element groove when the rod moves inside the shaft. According to the second embodiment, the controlled coupling is equipped with a wedging element and blocks the disk element on the shaft at rotation of this shaft relative to the gear with higher angular speed. Coupling is equipped with a retractable retainer, which when the rod is moved inside the shaft is partially pulled out either from the shaft into the seizing element groove, or from the wedging element into the shaft slot, or from one part of the wedging element into the slot of its other part. In the third embodiment, the controlled clutch is equipped with a wedging element and a pusher, which drives the wedging element into contact simultaneously with the shaft and the gear when the rod moves inside the shaft. According to the fourth embodiment, the controlled clutch is equipped with a wedging element, a carrier and a retractable retainer. Retainer is partially pulled out from the shaft into the carrier groove at movement of the rod inside the shaft. Carrier presses the wedging element simultaneously to the shaft and gear. According to the fifth embodiment, the controlled coupling is equipped with a wedging element and a control bushing which, when the rod moves inside the drive shaft, turns and causes the wedging element to contact simultaneously with this shaft and the drive gear.

EFFECT: reduced power of gearshift drive, reduced friction in control mechanism of gear shift clutches.

40 cl, 45 dwg

Description

The field of technology.

The inventive group of technical solutions relates to the field of mechanical gears with variable speed and can be used in transmissions of vehicles with a variable gear ratio.

The prior art.

A mechanical gearbox is known (the article “My box is full and full: Open the gearbox”, magazine Popular Mechanics No. 7, July 2005), which contains a drive shaft with drive gears fixed to it, and a driven shaft with freely rotating gears mounted on it driven gears. Driven gears are pairwise constantly coupled to drive gears. The driven shaft in the spaces between the driven gears is equipped with controlled double-sided couplings made with the possibility of engaging the driven shaft with one of the driven gears. The controlled clutch is a snap ring mounted on the splines of the driven shaft. The engagement of the driven gears with the snap rings also occurs through the splines. Since the controlled clutch is double-sided, it provides the connection of the driven shaft with one of the driven gears located on both sides of the retaining ring. To compare the rotation speeds of the retaining ring and the driven gear when the gear is engaged, synchronizers are installed between them. The retaining rings move along the driven shaft with forks and rods corresponding to them. The rods are driven by a lever installed in the passenger compartment. Direct gears have oblique teeth. The reverse gears have straight teeth.

The disadvantage of this analogue is the implementation of a controlled clutch in the form of a retaining ring that engages with the driven gear on the side and having a size comparable to this gear, as well as controlling the ring with a fork. This leads to the need to move large masses when shifting gears, which either leads to a decrease in the maximum possible gear shifting speed, or requires more powerful actuators for robotic gear shifting. The presence of friction in the pair retaining ring - fork reduces the efficiency of the gearbox.

Disclosure of the claimed technical solution.

The technical problem, which is aimed by the claimed technical solution, is to increase the speed of gear shifting.

The technical result provided by each of the claimed technical solutions is to reduce the moving masses in the control mechanism of the clutch. This leads to an increase in gearshift speed or a decrease in the required drive power of the gearshift actuators.

Another technical result provided by each of the claimed technical solutions is the reduction of friction in the control mechanism of the gear clutch.

The essence of the claimed technical solution according to option 1 is that the mechanical gearbox contains a drive shaft connected to the driven shaft by a mechanical transmission with a variable gear ratio, in which the drive disk elements mounted on the drive shaft are pairwise permanently engaged with the driven disk elements installed on the driven shaft. In this case, the master or slave disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch. It is characterized in that the controlled coupling is equipped with a retractable lock, which:

- for a controlled clutch of the leading disk element made with the possibility of partial extension from the drive shaft into the corresponding groove of the drive disk element when moving the control rod inside the drive shaft;

- for the controlled clutch of the driven disk element is made with the possibility of partial extension from the driven shaft into the corresponding groove of the driven disk element when moving the control rod inside the driven shaft.

The lock of the controlled clutch is a ball, a cylinder or a cam fixed to the corresponding drive or driven shaft, pressed against the control rod by an annular return spring. In this case, the control rod is provided with a groove, the length of which is chosen such that, when the control rod is moved longitudinally, either all controlled couplings are disconnected or one of them is turned on.

The above essence is a combination of essential features of the claimed technical solution according to option 1, ensuring the achievement of all the claimed technical results.

In special cases, it is permissible to carry out the technical solution according to option 1 as follows.

Disk elements can be made in the form of gears, sprockets or pulleys. In a pair of master-slave disk element on the controlled coupling, it is advisable to install the disk element that has the largest diameter. The driven shaft can be connected to a demultiplier. The gearbox can be equipped with a braking unit containing primary and secondary shafts, made at the same time or connected by a safety clutch. The primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches, braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft.

The control rod is pivotally connected to the lever.

The essence of the claimed technical solution according to option 2 is that the mechanical gearbox contains a drive shaft connected to the driven shaft by a mechanical transmission with a variable gear ratio, in which the drive disc elements mounted on the drive shaft are pairwise constantly engaged with the driven disc elements installed on the driven shaft. In this case, the master or slave disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch. It differs in that the controlled clutch is equipped with a jamming element mounted on the corresponding drive or driven shaft in a helical gear. The jamming element and, accordingly, the leading or driven disk element are provided with adjacent friction surfaces. The controlled clutch of the leading disk element is configured to block the leading disk element on the drive shaft, at least during its rotation relative to the leading disk element with a greater angular velocity. The controlled clutch of the driven disk element is configured to block the driven disk element on the driven shaft, at least when the driven disk element rotates relative to the driven shaft with a greater angular velocity. The controlled clutch is equipped with a retractable lock, which when moving the control rod inside, respectively, the drive or driven shaft:

- either partially extends from, respectively, the driving or driven shaft into the corresponding groove of the jamming element;

- either partially extends from the jamming element into the corresponding groove, respectively, of the driving or driven shaft.

The above essence is a set of essential features of the claimed technical solution according to option 2, ensuring the achievement of all the claimed technical results.

In special cases, it is permissible to carry out the technical solution according to option 2 as follows.

Disk elements can be made in the form of gears, sprockets or pulleys. In a pair of master-slave disk element on the controlled coupling, it is advisable to install the disk element that has the largest diameter. The driven shaft can be connected to a demultiplier. The gearbox can be equipped with a braking unit containing primary and secondary shafts, made at the same time or connected by a safety clutch. The primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches, braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft.

The jamming element can be provided with grooves for the retainer on the threaded surface. The lock of the controlled clutch is a pair of balls or a cylinder and is made with the possibility of partial extension from the drive (or driven) shaft into the corresponding groove of the jamming element when moving the control rod inside the drive (or driven) shaft. The control rod is provided with grooves, the length and location of which are selected such that when the control rod is longitudinally moved, only one of the controlled clutches is engaged, while the control rod is pivotally connected to the lever.

The lock of the controlled clutch can be placed in the jamming element and is a spring-loaded cylinder. The latch is made with the possibility of partial extension from the jamming element into the corresponding groove of the drive (or follower) shaft when moving the control rod inside this shaft. The groove of the driving (or driven) shaft under the lock is a hole in which the first pusher is placed, abutting against the control rod. The control rod is provided with grooves, the length and location of which are selected such that when the control rod is longitudinally moved, only one of the controlled clutches is engaged, while the control rod is pivotally connected to the lever.

The essence of the claimed technical solution according to option 3 is that the mechanical gearbox contains a drive shaft connected to the driven shaft by a mechanical transmission with a variable gear ratio, in which the drive disk elements mounted on the drive shaft are pairwise constantly engaged with the driven disk elements installed on the driven shaft. In this case, the master or slave disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch. It is characterized in that the controlled clutch is equipped with a jamming element. The controlled clutch of the leading disk element is configured to block the leading disk element on the drive shaft, at least during its rotation relative to the leading disk element with a greater angular velocity. The controlled clutch of the driven disk element is configured to block the driven disk element on the driven shaft, at least when the driven disk element rotates relative to the driven shaft with a greater angular velocity. The controlled clutch is equipped with a sliding lock, which when moving the control rod inside, respectively, of the driving or driven shaft, partially extends from one part of the jamming element into the corresponding groove of the other part of the jamming element.

The above essence is a set of essential features of the claimed technical solution according to option 3, ensuring the achievement of all the claimed technical results.

In special cases, it is permissible to carry out the technical solution according to option 3 as follows.

Disk elements can be made in the form of gears, sprockets or pulleys. In a pair of master-slave disk element on the controlled coupling, it is advisable to install the disk element that has the largest diameter. The driven shaft can be connected to a demultiplier. The gearbox can be equipped with a braking unit containing primary and secondary shafts, made at the same time or connected by a safety clutch. The primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches, braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft.

The jamming element may comprise a disk first part, integral with the leading (or driven) disk element and mounted on a helical gear on the disk second part, which rotates freely on the corresponding driving (or driven) shaft between the stop plates fixed on it. The ends of the said parts of the jamming element and the adjacent surfaces of the thrust plates are frictional. The lock of the controlled clutch is located in the first part of the jamming element and is a spring-loaded cylinder. The groove for the clamp of the second part of the jamming element is an opening in which a second pusher is placed, abutting against a spring ring placed in the annular groove of the drive (or driven) shaft, in which this shaft is equipped with an opening in which the first pusher is located. The first pusher abuts against the control rod provided with a longitudinal groove. The jamming element is equipped with a return mechanism, which is a pair of identical spring-loaded return pushers resting against the sides of the second part of the jamming element. The return pushers are made in the form of balls installed in the same through holes, located in the first part of the jamming element parallel to the axis of its rotation and symmetrically with respect to the plane of symmetry perpendicular to this axis.

The jamming element may include a disk first part, integral with the leading (or driven) disk element and mounted with the possibility of rotation on the shelf of the second part, which freely rotates on the leading (or driven) shaft between the fixed thrust plates. The second part of the jamming element is provided with a disk stop for its first part. Adjacent surfaces of the disk stop and the first part of the jamming element are wavy, repeating the shape of each other, and their opposite surfaces and adjacent surfaces of the thrust plates are frictional. The lock of the controlled clutch is located in the first part of the jamming element and is a spring-loaded cylinder. The groove for the clamp of the second part of the jamming element is a hole in which a second pusher is placed, abutting against a drive (or driven) shaft, in which a hole is made in the contact zone with the second pusher in which the first pusher is placed. The first pusher abuts against the control rod equipped with a longitudinal groove, at the bottom of which a spring clip is laid. The jamming element is equipped with a return mechanism, which is a spring-loaded return pusher abutting against the rim of the second part of the jamming element. Adjacent wavy surfaces of the first part of the jamming element and the disk stop can be made with asymmetric waves or teeth, with the possibility of mutual engagement of the adjacent first part of the jamming element and the disk stop when they are relative rotated to one side and axial displacement relative to each other when they are rotated to the other side.

The essence of the claimed technical solution according to option 4 is that the mechanical gearbox contains a drive shaft connected to the driven shaft by a mechanical transmission with a variable gear ratio, in which the drive disk elements mounted on the drive shaft are pairwise constantly engaged with the driven disk elements installed on the driven shaft. In this case, the master or slave disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch. It differs in that the controlled coupling is equipped with jamming elements made in the form of dogs pressed against the spring ring mounted on the drive (or driven) shaft. The controlled coupling is also equipped with a pusher installed in the hole of the driving (or driven) shaft between the spring ring and the control rod placed inside the corresponding shaft. The pusher is configured to bring the jamming elements into contact simultaneously with the drive shaft and the drive disk element or the driven shaft and the driven disk element when moving the control rod inside the driving or driven shaft.

The above essence is a set of essential features of the claimed technical solution according to option 4, ensuring the achievement of all the claimed technical results.

In special cases, it is permissible to carry out the technical solution according to option 4 as follows. Disk elements can be made in the form of gears, sprockets or pulleys. In a pair of master-slave disk element on the controlled coupling, it is advisable to install the disk element that has the largest diameter. The driven shaft can be connected to a demultiplier. The gearbox can be equipped with a braking unit containing primary and secondary shafts, made at the same time or connected by a safety clutch. The primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches, braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft.

Controlled couplings can be made overtaking, while the dogs are mounted on the drive (or driven) shaft. The leading (or slave) disc element is provided with asymmetrical teeth on the inside. Outside, the tongues of the dogs are pressed against the spring ring by ring springs. The control rod is made with a smoothly varying diameter so that when moving the control rod, only one of the controlled couplings is turned on.

Controlled couplings can be made bypass. Dogs are fixed on the leading (or slave) disk element and having a persistent lever and tongue. The driving (or driven) shaft is equipped with asymmetrical teeth. The stop levers of the dogs are pressed against the spring ring under the action of the springs installed between these levers and the leading (or driven) disk element. The tongues are provided with slots for the spring ring. The control rod is made with a smoothly varying diameter so that when moving the control rod, only one of the controlled couplings is turned on. The controlled clutch additionally contains protective rollers connected by springs to the leading (or driven) disk element and pushed by these springs towards the spring ring. Moreover, each protective roller is placed between the stop lever and the protective protrusion on the corresponding disk element.

The essence of the claimed technical solution according to option 5 is that the mechanical gearbox contains a drive shaft connected to the driven shaft by a mechanical transmission with a variable gear ratio, in which the drive disk elements mounted on the drive shaft are pairwise constantly engaged with the driven disk elements installed on the driven shaft. In this case, the master or slave disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch. It differs in that the controlled coupling is equipped with a jamming element located in a cutout for this element in the drive (or driven) shaft. Inside the jamming element there is a spring-loaded latch, made with the ability to partially extend beyond the jamming element under the action of its spring. The controlled clutch is also equipped with a pusher configured to act on the lock and bring the jamming element into contact simultaneously with the drive shaft and the drive disk element or driven shaft and the driven disk element when moving the control rod inside the drive or driven shaft.

The above essence is a set of essential features of the claimed technical solution according to option 5, ensuring the achievement of all the claimed technical results.

In special cases, it is permissible to carry out the technical solution according to option 5 as follows.

Disk elements can be made in the form of gears, sprockets or pulleys. In a pair of master-slave disk element on the controlled coupling, it is advisable to install the disk element that has the largest diameter. The driven shaft can be connected to a demultiplier. The gearbox can be equipped with a braking unit containing primary and secondary shafts, made at the same time or connected by a safety clutch. The primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches, braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft.

Controlled couplings can be made overtaking, and each of them contains two jamming elements. The driving (or driven) shaft is equipped with asymmetric V-shaped cutouts in the profile for jamming elements having a wall and a shelf. The wall has a slope relative to the radial direction in the direction opposite to the direction of rotation of the drive (or driven) shaft. The shelf is equipped with a hole for the pusher, in which a pusher is placed, abutting against the control rod. The jammed elements are pressed by ring springs to the junction of the wall and the shelf, where the cutout depth is greater than the height of the jammed element and the latch enters the hole for the pusher. The control rod is made with a smoothly changing diameter.

The controlled coupling may contain two jamming elements. The driving (or driven) shaft is equipped with arched grooves in the profile for jamming elements, equipped with an opening for the pusher, in which the pusher is placed, abutting against the control rod. The jammed elements are pressed by ring springs to the middle of the groove, where the jammed element does not touch the leading (or driven) disk element and the latch enters the hole for the pusher. The control rod is made with a smoothly changing diameter.

The essence of the claimed technical solution according to option 6 is that the mechanical gearbox contains a drive shaft connected to the driven shaft by a mechanical transmission with a variable gear ratio, in which the drive disk elements mounted on the drive shaft are pairwise constantly engaged with the driven disk elements installed on the driven shaft. In this case, the master or slave disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch. It differs in that the controlled clutch is equipped with jamming elements made in the form of rollers freely placed on the shelves of asymmetrical teeth of the driving (or driven) shaft. The rollers are pressed by ring springs to the spring ring mounted on the drive (or driven) shaft. The controlled clutch is also equipped with a pusher configured to act on the spring ring and bring the jamming element into contact with the drive shaft and the drive disk element or the driven shaft and the driven disk element when moving the control rod inside the drive or driven shaft.

The above essence is a set of essential features of the claimed technical solution according to option 6, ensuring the achievement of all the claimed technical results.

In particular cases, it is permissible to carry out the technical solution according to option 6 as follows.

Disk elements can be made in the form of gears, sprockets or pulleys. In a pair of master-slave disk element on the controlled coupling, it is advisable to install the disk element that has the largest diameter. The driven shaft can be connected to a demultiplier. The gearbox can be equipped with a braking unit containing primary and secondary shafts, made at the same time or connected by a safety clutch. The primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches, braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft.

Pushers can be installed in the holes of the drive (or follower) shaft between the spring ring and the control rod. The control rod is made with a smoothly changing diameter.

The essence of the claimed technical solution according to option 7 is that the mechanical gearbox contains a drive shaft connected to the driven shaft by a mechanical transmission with a variable gear ratio, in which the drive disc elements mounted on the drive shaft are pairwise constantly engaged with the driven disc elements installed on the driven shaft. In this case, the master or slave disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch. It differs in that the controlled clutch is equipped with a jamming element, a carrier and a retractable latch that is able to partially extend from the drive (or driven) shaft into the corresponding carrier groove when moving the control rod inside the drive (or driven) shaft. The carrier is made with the possibility of pressing the jamming element at the same time to the drive shaft and the drive disk element (or to the driven shaft and the driven disk element) when the drive (or driven) shaft rotates and the latch enters the carrier groove.

The above essence is a combination of essential features of the claimed technical solution according to option 7, ensuring the achievement of all the claimed technical results.

In special cases, it is permissible to carry out the technical solution according to option 7 as follows.

Disk elements can be made in the form of gears, sprockets or pulleys. In a pair of master-slave disk element on the controlled coupling, it is advisable to install the disk element that has the largest diameter. The driven shaft can be connected to a demultiplier. The gearbox can be equipped with a braking unit containing primary and secondary shafts, made at the same time or connected by a safety clutch. The primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches, braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft.

The jamming elements may be rollers located in the space between the drive shaft and the drive disk element (or driven shaft and driven disk element). The inner surface of the corresponding disk element is made with asymmetric teeth. The rollers in the middle part have a narrowing under the spring ring, pressing the rollers to the drive (or driven) disk element, and under the fork or hook of the annular carrier, freely rotating on the drive (or driven) shaft. The latch is located between the carrier and the control rod in the hole of the drive (or driven) shaft and is pressed against the specified shaft by an annular return spring mounted on the drive (or driven) shaft. The control rod is provided with grooves with spring brackets laid in them, enabling only one of the controlled couplings to be engaged during longitudinal movement of the control rod. In the region of the largest tooth size, the leading (or slave) disk element is equipped with spring-loaded stoppers that abut the carrier. The surface of the carrier under the stoppers is provided with a recess in the carrier position, corresponding to the placement of the rollers in the region of the greatest depth of the teeth.

The controlled clutch can be overrun. The inner surface of the leading (or slave) disk element in the profile is oval. In the space between the leading disk element and the driving shaft (or between the driven disk element and the driven shaft) two jamming elements are placed, each of which is made in the profile in the form of a part of a segment of the said oval. The jamming elements in the middle part have cutouts for the spring element, which presses the jamming elements to the drive (or follower) disk element, and under the annular carrier freely rotating on the drive (or follower) shaft. Two clamps are placed between the carrier and the control rod in the holes of the driving (or driven) shaft and are pressed to the specified rod by an annular return spring mounted on the driving (or driven) shaft. The control rod is provided with grooves with spring brackets laid in them. The leading (or slave) disk element is equipped with spring-loaded stoppers that abut the carrier.

The carrier groove underneath preferably has a protective and overtaking chamfer. The protective chamfer is made with the possibility of failure of the engagement of the retainer with the carrier with increased load on the retainer from the leading (or driven) shaft. Overtake chamfer made with the possibility of the release of the latch from the groove with the least resistance from the location of this chamfer. A protective protrusion is made on the surface of the carrier near the overtaking chamfer.

The controlled coupling may contain four jamming elements made in the form of rollers, each of which is placed in the profile between two symmetrical teeth on the surface of the leading (or driven) disk element. The rollers are placed with their end constrictions in the grooves of the tube-shaped carrier and are pressed by the springs to the leading (or driven) disk element. The control clutch is equipped with at least two latches located between the carrier and the control rod in the holes of the drive (or driven) shaft. The latches are pressed against the specified rod by annular return springs mounted on the drive (or driven) shaft. The grooves corresponding to the clamps are located at different ends of the carrier and are provided with an overtaking chamfer made to allow the clamp to exit the groove with the least resistance from the side of this chamfer. Overturn chamfers in the grooves at different ends of the carrier are located on different sides of the grooves in the profile, providing the possibility of the release of the clamps from the grooves with the least resistance in different directions. The control rod is provided with a groove with a spring clip placed in it.

The essence of the claimed technical solution according to option 8 is that the mechanical gearbox contains a drive shaft connected to the driven shaft by a mechanical transmission with a variable gear ratio, in which the drive disc elements mounted on the drive shaft are pairwise constantly engaged with the driven disc elements installed on the driven shaft. At the same time, at least two leading disk elements are installed on the drive shaft on a controlled clutch. It is characterized in that the controlled clutch is equipped with a jamming element and a control sleeve that is rotatable when the control rod moves inside the drive shaft and the jamming element is brought into contact simultaneously with the drive shaft and the drive disk element.

The above essence is a combination of essential features of the claimed technical solution according to option 8, ensuring the achievement of all the claimed technical results.

In special cases, it is permissible to carry out the technical solution according to option 8 as follows.

Disk elements can be made in the form of gears, sprockets or pulleys. The driven shaft can be connected to a demultiplier. The gearbox can be equipped with a braking unit containing primary and secondary shafts, made at the same time or connected by a safety clutch. The primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches, braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft.

The drive shaft is preferably made integral of the middle and end parts connected by a helical gear. Three leading disk elements rotate freely on the control bushes, which in turn are mounted on the end of the drive shaft with the possibility of rotation. Each control sleeve and the leading disk element mounted on it are placed between two parts of the jamming element mounted on the end part of the drive shaft with the possibility of axial movement. Leading disk elements and parts of jammed elements have adjacent friction surfaces. Each control sleeve is equipped with teeth at the ends, and parts of the jamming element are provided with mating grooves. Each control sleeve is provided with a control hole, which includes a rotation lever fixed in the control rod and passing through a slot in the end of the drive shaft. The configuration of the control holes and the fastening of the rotation levers in the control rod are made possible to enable only one of the controlled clutches during longitudinal movement of the control rod.

The author of the technical solutions of the claimed group made prototypes of these solutions, the tests of which confirmed the achievement of the technical result.

Brief Description of the Drawings

The figure 1 shows a diagram of the gearbox for all declared options; in FIG. 2 is a schematic longitudinal sectional view of the drive shaft assembly in the installation area of the controlled couplings of Example 1 of Option 1; in FIG. 3 is a schematic longitudinal sectional view of the drive shaft assembly of Example 2 of Example 1; in FIG. 4 is a schematic cross-sectional view of the drive shaft assembly of Example 2 of Option 1; in FIG. 5 is a schematic longitudinal sectional view of the drive shaft assembly of Example 3 of Example 1; in FIG. 6 is a schematic longitudinal sectional view of the drive shaft assembly of Example 4 of Example 1; in FIG. 7 is a diagram of a gearbox according to example 5 of option 1;

in FIG. 8 is a schematic longitudinal sectional view of the drive shaft assembly of Example 1 of Option 2; in FIG. 9 is a schematic longitudinal sectional view of the drive shaft assembly of Example 2 of Option 2; in FIG. 10 is a schematic longitudinal sectional view of the drive shaft assembly of Example 3 of Option 2; in FIG. 11 is a schematic longitudinal section of a pinion gear according to Example 4 of Option 2;

in FIG. 12 and 13 are schematic longitudinal and transverse sections of the pinion gear according to example 1 of embodiment 3; in FIG. 14 and 15 are schematic longitudinal and transverse sections of the pinion gear according to Example 2 of Option 3; in FIG. 16 and 17 are schematic longitudinal and transverse sections of the pinion gear according to Example 3 of Option 3; in FIG. 18 is a diagram of a gearbox according to example 5 of option 2 and example 4 of option 3; in FIG. 19 is a diagram of a gearbox according to example 6 of option 2 and example 5 of option 3;

in FIG. 20 and 21 are schematic longitudinal and transverse sections of the pinion gear according to example 1 of embodiment 4; in FIG. 22 and 23 are schematic longitudinal and transverse sections of a pinion gear according to Example 2 of Option 4;

in FIG. 24 and 25 are schematic longitudinal and transverse sections of the pinion gear according to example 1 of embodiment 5; in FIG. 26 is a schematic cross-sectional view of the pinion gear of Example 1 of Embodiment 5 with the controlled clutch engaged, FIG. 27 is a schematic cross-sectional view of a pinion gear according to Example 2 of Option 5;

in FIG. 28 and 29 are schematic longitudinal and transverse sections of the pinion gear according to example 1 of embodiment 6;

in FIG. 30 and 31 are schematic longitudinal and transverse sections of the pinion gear according to example 1 of embodiment 7; in FIG. 32 is a schematic cross-sectional view of a pinion gear according to Example 2 of Option 7; in FIG. 33, 34, 35 - schematically longitudinal and transverse sections of the pinion gear according to example 3 of option 7;

in FIG. 36 is a schematic cross-sectional view of a pinion gear according to Example 4 of Option 7; in FIG. 37 is a schematic cross-sectional view of a pinion gear according to Example 5 of Option 7; in FIG. 38 is a schematic cross-sectional view of a pinion gear according to Example 6 of Option 7; in FIG. 39 is a schematic cross-sectional view of a pinion gear according to Example 7 of Option 7; in FIG. 40 is a schematic cross-sectional view of a pinion gear according to example 8 of embodiment 7; in FIG. 41, 42 - schematic longitudinal and transverse sections of the pinion gear according to example 9 of option 7;

in FIG. 43 is a schematic longitudinal section through a terminal portion of a drive shaft according to Example 1 of Embodiment 8; in FIG. 44 is a schematic cross-sectional view in the sleeve region of Example 1 of Embodiment 8; in FIG. 45 is a schematic side view of a sleeve (example 1 of embodiment 7).

List of reference designations:

1 - clutch mechanism;

2 - a leading shaft;

201 - the middle part of the drive shaft;

202 - the end of the drive shaft;

203 - the drive shaft sleeve;

204 - teeth;

205 - cutout wall;

206 - shelf cutaway;

3 - driven shaft;

4 - slave disk element;

5 - leading disk element;

501 - teeth;

502 - a protective ledge;

6 - controlled clutch;

7 - uncontrolled overrunning clutch;

8 - control rod;

9 - a clamp;

901 - cylinder lock;

902 - clamp roller;

903 - a glass of a clamp;

904 - spring;

905 - latch dog;

906 - pusher dog clamp;

907 - cutout retainer;

10 - groove of the control rod;

101 - wall of the groove;

102 - spring clip;

103 - protrusion at the bottom of the groove;

104 - additional groove;

105 - groove hook;

11 - a return spring of a clamp;

12 - bearing;

13 - control rod of the control rod;

14 - slot;

15 - braking drive or driven shaft;

17 - chamfer;

18 - tightening nut;

19 - ejector spring ring;

20 - thrust plates;

21 - jamming element;

211 - the first part of the jamming element;

212 - the second part of the jamming element;

213 - a groove under a clamp;

214 - side jamming element;

215 - shelf jamming element;

216 - disk emphasis jamming element;

217 - return pusher of the jamming element;

218 - return spring jamming element;

219 - profiled recess of the jamming element;

220 - dog tongue;

221 - dog thrust lever;

222 - spring dog;

23 is a cylindrical surface;

24 - friction lining;

25 - braking of the jamming element;

26 - pusher jamming element;

27 - friction surface;

28 - shaft reverse gear;

29 - a pusher of a clamp;

30 - a second pusher of a clamp;

31 - spring retainer;

32 - through hole for braking control;

33 - additional groove of the control rod;

34 - pusher brakes;

35 - an intermediate spring ring (brake control);

36 - ball control brakes;

37 - braking control springs;

38 - radial bearing of the pinion gear;

39 - screw transmission nut;

40 - demultiplier;

401 - the primary shaft of the multiplier;

402 - a secondary shaft of a demultiplier;

403 - disk elements of the demultiplier;

41 - control sleeve;

44 - the rotation lever of the control sleeve;

45 - control hole;

46 - emphasis;

47 - spring element of the jamming element;

48 - annular spring of the jamming element;

49 - a spring ring of the jamming element;

51 - drove;

511 - carrier groove;

512 - a protective facet;

513 - overtaking chamfer;

514 - a protective ledge;

515 - fork carrier;

516 - carrier hook;

52 - carrier stopper;

53 - stopper pusher;

55 - a protective roller;

56 - the perimeter shaft of the braking unit;

57 - the secondary shaft of the braking unit;

58 - disk braking elements;

60 - gear drive the braking unit;

Implementation of the technical solution for option 1.

The gearbox according to option 1 has a housing in which the drive shaft (2), the driven shaft (3), the reverse gear shaft (28) are placed (Fig. 1).

The drive shaft (2) when using the gearbox is connected to the engine through the clutch mechanism (1).

On the drive shaft (2), a braking device (15) is preferably installed, designed for high-speed gear shifting, especially when shifting to a lower gear. The brake is configured to slow down the rotation of the drive shaft by a control signal that is generated by the control unit depending on the disengagement of the clutch, for example, simultaneously with the disengagement of the clutch.

The drive shaft (2) is connected to the driven shaft (3) by a mechanical transmission with a variable gear ratio. The specified mechanical transmission is mounted on the drive shaft leading disk elements (5), which are in pairs in constant engagement with the driven disk elements (4) mounted on the driven shaft (3). In FIG. 1 conventionally shown 7 pairs of disk elements. The disk elements are preferably made in the form of gears, the teeth of which lie in a cylindrical surface. Disk elements can be made in the form of other gears, as well as in the form of sprockets connected by chain drives or pulleys connected by belt drives.

One disk element in each pair of master-slave disk elements is mounted on its shaft on a controlled clutch (6). In special cases, on the controlled clutch, either only leading disk elements (5), or only driven disk elements (4), or part of the leading and part of the driven disk elements can be installed.

In a preferred embodiment, in each pair of master-slave disk elements (5, 4), a disk element with the largest diameter is installed on the controlled clutch (6). This design provides the lowest kinetic energy of the rotating drive and driven shafts with disc elements mounted on them. This, in turn, leads to a reduction in the time required to slow down the drive shaft until the angular speeds of rotation of this shaft and the connected drive disk element or the connected driven disk element and the driven shaft are equalized, and / or to reduce the force to slow the shafts.

Clutches in pairs of master-driven disk elements are controlled by moving the control rods (8) inside the corresponding master and / or driven shafts (Fig. 2). Preferred is the control due to the movement of the rod rotating with the speed of the shaft in which it is placed along this shaft. However, control is also possible due to the relative rotation of the rod in the corresponding shaft or due to the combination of rotation and longitudinal movement.

The controlled coupling is made with a retractable lock (9). The latch (9) is made with the possibility of partial extension from the leading (or driven) shaft into the corresponding groove of the disk element when moving the control rod inside the shaft. The latch (9) is a ball (Fig. 2), a cylinder (Fig. 3, 4) or a cam (Fig. 5) mounted on the corresponding drive or driven shaft, pressed against the control rod (8) by an annular return spring (11). The control rod is provided with a groove or grooves (10), the length and location of which is chosen such that when the control rod is moved, either all controlled couplings are disconnected or one of them is turned on.

Depending on the implementation of the disk elements, all pairs of leading-driven disk elements provide rotation of the driven shaft either in the direction of rotation of the drive shaft or in the opposite direction. For example, when performing disk elements in the form of gears, the driven shaft rotates in the opposite direction relative to the drive shaft. When performing disk elements in the form of pulleys or sprockets, the driven shaft rotates in the same direction as the drive shaft.

To rotate the driven shaft in a different direction compared to what pairs of master-driven disk elements provide, the gearbox is equipped with a reverse gear. When performing disk elements in the form of gears, the reverse gear can be made in the form of three gears, the first of which is mounted on the drive shaft, the second is mounted on the driven shaft, and the third is slidably mounted on a separate reverse gear shaft (28). When reverse gear is engaged, the gear on the reverse gear shaft moves along this shaft so that it engages with two other gears of this gear.

The driven shaft can be connected to the demultiplier (40) (Fig. 1). The demultiplier can be performed in any known manner. Preferably, the demultiplier is made comprising primary (401) and secondary (402) shafts with pairs of permanently engaged disk elements (403) mounted on them. One of the disk elements in each pair is mounted on a controlled clutch similarly to pairs of master-driven disk elements according to any of the variants of the claimed technical solution. In the presence of a demultiplier, the transmission is connected to its secondary shaft (402), and the driven shaft (3) can be equipped with a brake for high-speed switching of the demultiplier. Said retarder may not be mounted on the driven shaft (3), but on the input shaft (401) of the demultiplier.

Examples of specific technical solutions for option 1.

Example 1 of option 1. The gearbox contains seven gears and seven driven gears mounted on bearings (12) (Fig. 1, 2). In particular, in FIG. 2, thrust bearings (12) are conventionally shown. In each pair of leading-driven gears, a gear with the largest diameter is installed on the controlled clutch. According to this rule, from the first to fourth driven gears and from fifth to seventh drive gears are installed on the controlled clutches (numbering from right to left in Fig. 1 in decreasing gear ratio).

The latches (9) of the controlled couplings are made in the form of balls that are pressed against the control rod (8) by annular return springs (11). To enable and disable these couplings, the stem (8) is equipped with longitudinal profiled grooves (10). The length and location of the grooves (10) are chosen such that when the rod (8) is moved longitudinally, either all controlled couplings are turned off or one of them is turned on. To move the rod (8) along the corresponding shaft (2) use the lever (13), pivotally connected to the rod.

When the controlled couplings on the drive shaft are disconnected, the locking balls (9) by the force of the return ring springs (11) are located in the groove (10) within the outer boundaries of the shaft (2), the drive gears (5) corresponding to the couplings rotate freely on the shaft (2). Similarly, when the controlled clutches (6) are disconnected on the driven shaft (3), the corresponding driven gears (4) freely rotate on the driven shaft (Fig. 1). The rotation of the drive shaft is not transmitted to the driven shaft. The rods (8) rotate with the shafts.

To enable the controlled clutch, one of the rods (8) is moved with a lever (13) along the axis so that the locking ball (9) is pushed out of the groove (10) and extends from the shaft. Getting into the groove of the drive gear (second from the left in Fig. 2), the locking ball blocks this gear on the drive shaft. After that, the rotation of the drive shaft is transmitted through this gear to the driven shaft. In the gearbox shown in figures 1 and 2, the locked gear corresponds to the sixth gear. The implementation of the latch in the form of a ball ensures reliable shutdown of the controlled clutch even with a small load on the shaft. In special cases of the transmission of this example, the latch (9) can be made in the form of several balls, for example, two.

To enable another controlled clutch, the rod (8) is moved along the axis, removing the load from the drive shaft (2). First, the locking ball (9) of the included clutch enters the groove (10), turning off the included controlled clutch. In this case, the latch (9) is removed from the groove of the drive gear and pressed against the stem (8) by a return spring (11) and the drive gear, carried away by the driven gear, the driven shaft and transmission parts and wheels connected to it. Then, the locking ball of the other controlled clutch is expelled from the groove (10) and extends from the drive shaft (2) or the driven shaft (3), thus including another controlled clutch.

Example 2 of option 1. Similar to example 1, but the clamps (9) of the controlled couplings are made cylindrical with rounded ends (Fig. 3). Moreover, each controlled coupling contains two such clamps. Accordingly, the control rod (8) is provided with longitudinal grooves (10) for each set of latches. The latches (9) are pressed against the stem (8) by return ring springs (11). Each drive or driven gear mounted on a controlled clutch is provided with an annular groove for the annular spring (11) (Fig. 4).

To reliably extend the lock (9) when the controlled clutch is engaged, the groove of the gear into which the lock extends is made with a gentle bevel (17) from the approach side of the lock when the drive shaft (2) rotates. In FIG. 4 shows the chamfer (17) in the groove of the pinion gear (5). Similarly made driven gear.

In particular cases of the transmission implementation according to this example, the number of clips (9) may be different from two, for example, one or four. The number of grooves (10) in this case corresponds to the number of clips. The latch (9) can be made spring-loaded by inserting a spring into its body, or by installing, for example, a spring clip in the grooves (10).

Example 3 of option 1. The gearbox contains four drive and four driven gears mounted on bearings (12) (Fig. 5). In each pair of leading-driven gears on the controlled clutch mounted gear with a large diameter. At the same time, two driven gears and two drive gears are installed on the controlled couplings.

The latches (9) of the controlled gear couplings are made in the form of cams fixed on the corresponding shaft. In FIG. 5 illustrates a drive shaft (2) for illustration.

The return springs (11) pressing the clamps (9) to the control rod (8) are mounted on the shaft.

Each drive or driven gear mounted on the controlled clutch is equipped with an annular groove in which the ejector spring ring (19) is placed. This ring is designed to push the latch (9) out of the groove of the pinion gear and contacts the latch only in the on state of the controlled clutch.

Example 4 of option 1. The gearbox contains two drive and two driven gears mounted on bearings (12) (Fig. 6). In each pair of leading-driven gears, a gear with the largest diameter is installed on the controlled clutch. At the same time, one driven and one pinion gear are installed on controlled clutches.

To enable and disable the controlled clutch, the control rod (8) is equipped with a slot (14) into which a latch (9) is inserted, made in the form of a flat cam fixed to the shaft. To move the control rod (8) along the shaft (2) use the lever (13), pivotally connected to the rod.

When the controlled clutch is disconnected, the latch (9) is located in the slot of the shaft (2) within its external borders. In this case, the corresponding gear rotates freely on the shaft. The control rod (8) rotates with the shaft (2).

To activate the controlled clutch, the control rod (8) is moved by a lever (13) along the axis so that the latch (9), turning, extends from the shaft (2).

When falling into the groove of the gear, the latch locks it on the shaft. After that, the rotation of the drive shaft is transmitted through this gear to the driven shaft.

To accelerate the latching of the latch, it is desirable to apply springy pressure to move it. For this, for example, a spring (not shown) can be used installed in the slot (14) inside the stem (8) to the left of the lock (9) and pressing it towards the gear (5).

The locking cam (9) has significant dimensions and blocks the gear (5) on the shaft (2) from two sides, therefore it can withstand significant torques.

To turn off the controlled clutch, the rod (8) is moved along the axis in the opposite direction, removing the load from the shaft (2). In this case, the cam-lock (9) moves into the slot of the shaft (2), opening the gear from this shaft.

The drive shaft brakes, if any, are turned on only after the controlled clutch is turned on.

Example 5 of option 1.

The gearbox contains eight leading (5) and eight driven (4) gears (Fig. 7). In each pair of driving-driven gears on the controlled clutch (6), the gear with the largest diameter is installed. According to this rule, from the first to fourth driven gears and from fifth to eighth drive gears are installed on the controlled clutches (numbering from left to right in Fig. 7 in decreasing gear ratio).

The brake (15) is mounted on the drive shaft (2).

The output of the driven shaft (3) is connected to the input shaft (401) of the demultiplier (40) or is made with it at the same time. The shafts (3, 401) can be connected via an uncontrolled overrunning clutch (7), transmitting rotation only in the direction from the driven shaft (3) to the demultiplier (40). The multiplier contains two pairs of continuously engaged gears (403). In each pair, on controlled clutches (6), gears (403) are mounted on the input shaft (401). The controlled demultiplier clutch in the on state transmits rotation in the direction from the input shaft (401) to the gear (403). In the off state, this controlled clutch provides free rotation of the gear (403) on the shaft (401).

When using the gearbox, the transmission is connected to the output shaft (402) of the demultiplier.

The gearbox is equipped with a braking unit containing primary (56) and secondary (57) shafts connected by a safety clutch or made at the same time. On the primary shaft (56), the drive gear (60) is rigidly fixed, which is in constant engagement with one of the gears (403), rigidly fixed on the secondary shaft (402) of the demultiplier. Four braking gears (58) are installed on the secondary shaft (57) of the braking unit on the controlled clutches (6), which are in constant engagement with the drive gears (5), rigidly fixed to the drive shaft (2). The controlled clutch of the braking unit when turned on transmits rotation in the direction from the secondary shaft (57) to the gear (58), that is, it blocks the gear (58) on the secondary shaft (57) when the angular speed of the secondary shaft exceeds the angular speed of the gear. In the off state, this controlled clutch provides free rotation of the gear (58) on the shaft (57). The design of the controlled clutch is similar to the controlled clutch of the leading-driven disk elements according to any one of the variants of the claimed technical solution.

The reverse gear is made in the form of three gears, the first of which is mounted on the drive shaft (2), the second is mounted on the secondary shaft (57) of the braking unit, and the third is slidably mounted on a separate reverse gear shaft (28). When reverse gear is engaged, the gear on the reverse gear shaft moves along this shaft so that it engages with two other gears of this gear.

Thus, when using a gearbox, the braking unit is able to transfer the deceleration force from the transmission to the drive shaft (2) or provide a reverse stroke.

The implementation of the proposed technical solution for option 1 is not limited to the above examples.

In particular, the number of elements used in the gearbox, for example, springs, pushers, clips, etc. can be different, their shape can also be varied. It is also allowed the layout in one device of the structural elements described in different examples. The control rod can exit the shaft and connect to the control lever from any end of the shaft.

Description of the operation of the gearbox according to option 1.

When the gearbox is in operation, the drive shaft (2) is driven into rotation by the engine's traction force.

When one of the controlled clutches (6) of the driving (5) or driven (4) gears is engaged, the rotation of the drive shaft (2) is transmitted to the driven shaft (3) and through it to the transmission and wheel.

To change the gear ratio from the drive shaft (2) to the driven shaft (3), the control rods (8) are moved inside one or both of these shafts when the load on the drive shaft (2) is removed. In this case, first the latch (9) of the activated controlled clutch is pushed into the drive or driven shaft and this clutch is turned off. Then, the latch of the other controlled clutch extends from the drive or driven shaft, blocking the drive or driven gear on that shaft and thus engaging the controlled clutch (6) of this gear.

If there is a braking device (15) on the drive shaft (2), the braking is performed well in advance before shifting the high or low gear, briefly disengaging the clutch (1). Stop braking when the speed of rotation of the drive shaft corresponds to the speed of rotation of the disk element of the included controlled clutch. At this time, a controlled clutch is engaged. It is advisable to provide electronic clutch control (1), brakes (15) and control rods (8). The closer the rotation speed of the drive shaft (2) and the drive disk element (5) of the controlled clutch being turned on, the softer the clutch will turn on.

Implementation of the technical solution for option 2.

The gearbox according to option 2, similarly to the gearbox according to option 1, contains a housing in which a drive shaft (2), a driven shaft (3), a reverse gear shaft (28) are placed (Fig. 1).

The drive shaft (2) when using the gearbox is connected to the engine through the clutch mechanism (1).

On the drive shaft (2), a brake (15) can be installed similarly to the gearbox according to option 1.

Also, similarly to the transmission according to option 1, the drive shaft (2) is connected to the driven shaft (3) by a mechanical transmission with a variable gear ratio. This mechanical transmission is a drive disk element (5) mounted on a drive shaft, pairwise in constant engagement with driven disk element (4) mounted on a driven shaft (3).

One disk element in each pair of master-slave disk elements is mounted on its shaft on a controlled clutch (6). Preferably, in each of the aforementioned pairs, a disk element with the largest diameter is mounted on the controlled coupling (6).

Couplings in pairs of master-driven disk elements are controlled by moving the control rods (8) inside the corresponding master and / or driven shafts (Fig. 8). Preferred is the control due to the movement of the rod rotating with the speed of the shaft in which it is placed along this shaft. However, control is also possible due to the relative rotation of the rod in the corresponding shaft or due to the combination of rotation and longitudinal movement.

The controlled clutch is equipped with a jamming element (21) mounted on the corresponding drive or driven shaft in a helical gear. The jamming element (21) and the corresponding disk element contain adjacent conical friction surfaces (27). In this case, the controlled coupling for the leading disk elements (5) is made so that in the on state the jamming element (21) blocks the element (5) on the drive shaft (2) at least when the shaft (2) rotates relative to the drive disk element (5) with a greater angular velocity (under load on the drive shaft). The controlled clutch for the driven disk elements (4) is designed so that in the on state the jamming element blocks the element (4) on the driven shaft (3) at least when the driven disk element (4) rotates relative to the driven shaft (3) with a higher angular velocity (under load on the drive shaft). For this, the controlled clutch is equipped with a sliding lock (9), which when moving the control rod (8) inside the drive or output shaft:

- or partially extends from the shaft into the corresponding groove of the jamming element;

- or partially extends from the jamming element into the corresponding groove of the shaft.

The gearbox of option 2 is equipped with a reverse gear similar to the gearbox of option 1.

The output of the driven shaft (3) can be equipped with an uncontrolled overrunning clutch.

The driven shaft can be connected to a demultiplier (40), made similar to the gearbox according to option 1.

Examples of specific technical solutions for option 2.

Example 1 of option 2. The gearbox contains seven gears and seven driven gears mounted on bearings (12) (Fig. 1, 8). In particular, in FIG. 8, angular contact bearings (12) are conventionally shown. In each pair of leading-driven gears, a gear with the largest diameter is installed on the controlled clutch. At the same time, from the first to the fourth driven gears and from the fifth to the seventh driving gears are installed on the controlled clutches (numbering from right to left in Fig. 1 in decreasing gear ratio).

In the on state, the controlled clutch mounted on the drive shaft (2) provides torque transmission only in the direction from the drive shaft (2) to the drive gear (5). A controlled clutch mounted on the driven shaft (3) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3). In the off state, the controlled clutch (6) provides free rotation of the drive or driven gears on the corresponding shaft.

Thrust bearing washers (12) are fixed on the drive or driven shaft with dowels or balls, or are placed on this shaft on splines or on threads. To reduce the size of the drive and driven gear assembly, bearings of adjacent drive or driven gears mounted on controlled clutches use one thrust washer.

The jamming element (21) of each controlled clutch and the corresponding gear contain adjacent conical friction surfaces (27). The pinion gear (5) is mounted on the drive shaft (2) on the bearing (12) with the possibility of free rotation. The jamming element (21) is mounted on the drive shaft (2) in a helical gear and provided with a groove (213) on the threaded surface for the lock (9). In the said helical gear, the drive shaft (2) is a screw, and the jamming element (21) is a nut. For technological purposes, the thread of the aforementioned helical gear is not placed directly on the drive shaft, but on the sleeve (203), which is mounted on the drive shaft with a dowel or ball, or placed on this shaft on the splines. For the purposes of the further description, it is assumed that the sleeve (203) is part of the drive shaft (2). The groove (213) is made gentle from the side of the entry and exit of the latch (9) to / from it.

This ensures a reduction in the force required to push the lock (9) out of the groove (213) when the controlled clutch is engaged.

All bearing washers (12) and bushings (203) on the drive shaft are secured by a tightening nut (18) screwed onto the thread at the end of the drive shaft to prevent them from moving.

The latch (9) is a pair of balls and is made with the possibility of partial extension of the jamming element from the drive shaft into the corresponding groove (213) when the control rod moves along the shaft axis, including and disabling the controlled overrunning clutch of the drive gear (5). For this, the control rod (8) is provided with longitudinal grooves (10). To increase the normal component of the force of pushing out the retainer, these grooves have gently sloping walls (101) on the side of their ends. The length and location of the grooves (10) are selected such that when the control rod (8) is moved longitudinally, all are switched off or only one controlled overrunning clutch is turned on. To move the rod (8) along the shaft (2), a lever (13) pivotally connected to it is used.

The jamming element is equipped with a braking device (25), configured to slow down the rotation of the jamming element (21) relative to the rotation of the drive shaft (2) when a load is applied to it. The braking device is preferably made in the form of a spring (not shown), one end of which is fixed to the jamming element and the other is in contact with the gear, while the spring is in a compressed state and its elastic force is directed at an angle to the normal to the surfaces of the jamming element and gear. In the area of contact of the spring with the gear, the spring may be provided with a tip. When the coupling rotates in the overtaking mode (when the angular speed of the gear is greater than the angular speed of the jamming element), the friction force of the spring and gear tends to stretch the braking spring. In this case, the spring force of the spring has a component directed against the specified friction force, which leads to a decrease in friction. With the reverse relative rotation of the gear and the jamming element, the friction force tends to compress the braking spring, increasing friction.

The shape of the friction surfaces (27) of the gear (5) and the jamming element (21) may be cone-shaped, curved or other. Friction surfaces can be made corrugated for the purpose of increasing friction forces. The gear (5) and the jamming element (21) in a particular case can be made in the form of disks. Then the friction surfaces (27) are essentially flat.

The latch (9) can also be made in the form of a cylinder with rounded ends.

The above-described design of the controlled clutch for the drive gear (5) is similarly applicable for the controlled clutch of the driven gear (4), given that the controlled clutch of the driven gear (4) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3 ) The brake of the jamming element of the driven clutch of the driven gear is made so that the jamming element is carried away by the driven gear when a load is applied to it from the drive gear and the drive shaft.

When the controlled overrunning clutch is disconnected, its latch (9) is located outside the groove area (10) and enters the groove of the jamming element (21), blocking the movement of the element (21) along the drive or driven shaft in a helical gear. Between the friction surfaces of the gear and the jamming element a certain distance is provided at which the gear rotates freely on the drive or driven shaft.

During operation, the control rod rotates with the drive or driven shaft in which it is installed.

The controlled overrunning clutch is engaged by moving the control rod (8) along the drive shaft or driven shaft with a lever (13). In this case, the latch (9) falls into the groove region (10). The rotation of the drive shaft (2) under load due to the force of the braking effect (25) leads to the pushing of the lock (9) from the groove (213) of the jamming element (21). This happens either when the angular speed of rotation of the drive shaft (2) exceeds the angular speed of rotation of the drive gear (5), or when the speed of rotation of the driven gear (4) carried by the drive shaft through the corresponding drive gear exceeds the angular speed of rotation of the driven shaft (4).

The released jamming element (21) of the driven clutch of the drive gear (5), due to its lower rotation speed relative to the drive shaft, moves along the helical gear towards the gear (5). In this case, the friction surfaces (27) are in contact and increase the braking force of the jamming element (21) during its rotation on the drive shaft. In this case, due to the helical transmission, the friction surfaces (27) of the gear (5) and the jamming element (21) are pressed against each other with greater force. As a result of the described process, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft (3).

The freed jamming element of the driven clutch of the driven gear due to the greater speed of rotation relative to the driven shaft moves along a helical gear towards the driven gear. In this case, the friction surfaces touch and increase the acceleration force of the jamming element during its rotation on the driven shaft. Moreover, due to the helical transmission, the friction surfaces of the driven gear and the jamming element are pressed against each other with greater force. As a result of the described process, the driven gear is blocked on the driven shaft and torque is transmitted to the driven shaft.

The controlled overrunning clutch is disconnected by moving the control rod (8) and removing the load from the drive shaft (2) (disengaging the clutch (1)). The rod can be moved either simultaneously with the removal of the load, or in advance.

In the controlled clutch of the drive gear, when the load is removed, the jamming element (21) moves along the helical gear away from the drive gear (5). In this case, the rod (8) pushes the latch (9) from the groove (10) into the groove (213), ensuring the locking of the jamming element (21) on the drive shaft (2). When a load is applied to the drive shaft (2), the jamming element (21) is held by the lock (9) at a distance from the drive gear (5), ensuring its free rotation.

In the driven clutch of the driven gear, when the load is removed, the jamming element moves along the helical gear away from the driven gear. In this case, the rod pushes the latch from the groove into the groove, fixing the jamming element on the driven shaft. When a load is applied to the drive shaft, the jamming element is held by the latch at a distance from the driven gear, ensuring its free rotation on the driven shaft.

Example 2 of option 2. The gearbox contains seven gears and seven driven gears mounted on bearings (12) (Fig. 1, 9). In each pair of leading-driven gears, a gear with the largest diameter is installed on the controlled clutch. At the same time, from the first to the fourth driven gears and from the fifth to the seventh driving gears are installed on the controlled clutches (numbering from right to left in Fig. 1 in decreasing gear ratio).

In the on state, the controlled clutch mounted on the drive shaft (2) provides torque transmission only in the direction from the drive shaft (2) to the drive gear (5). A controlled clutch mounted on the driven shaft (3) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3). In the off state, the controlled clutch (6) provides free rotation of the drive or driven gears on the corresponding shaft.

Thrust bearing washers (12) are fixed on the drive or driven shaft with dowels or balls, or are placed on this shaft on splines or on threads. To reduce the size of the drive and driven gear assembly, the bearings of adjacent drive or driven gears use one thrust washer.

The jamming element (21) of each controlled coupling and the corresponding gear comprise adjacent conical friction surfaces (27) and cylindrical surfaces (23). The pinion gear (5) is mounted on the drive shaft (2) on the bearing (12) with the possibility of free rotation. The jamming element (21) is mounted on the drive shaft (2) in a helical gear. In the said helical gear, the drive shaft (2) is a screw, and the jamming element (21) is a nut. For technological purposes, the thread of the aforementioned helical gear is not placed directly on the drive shaft, but on the sleeve (203), which is mounted on the drive shaft with a dowel or ball, or placed on this shaft on the splines. For the purposes of the further description, it is assumed that the sleeve (203) is part of the drive shaft (2).

An annular groove is made on the cylindrical surface (23) of the jamming element (21) to accommodate the braking effect (25) of the jamming element made in the form of a split spring ring. One end of this ring can be fixed in the jamming element (21) to increase friction between the pinion gear (5) and the jamming element when the controlled clutch is engaged. On an adjacent cylindrical surface (23) of the gear in the area of contact with the brake (25), a friction lining (24) of friction material is fixed. In other implementations of this exemplary embodiment, the friction lining may be made on a braking device or the braking lash may be entirely made of friction material.

In the area of the annular groove for the braking device (25), the jamming element (21) is provided with a radial through hole for the retainer (9).

The latch (9) is a spring-loaded cylinder. A spring (31) is installed between the lock (9) and the brake (25) and presses the lock against the drive shaft (2). The spring (31) is also a spring for controlling the brake (25).

In a certain position of the jamming element (21) corresponding to the diluted friction surfaces (27), opposite its retainer hole (9), the drive shaft (2) with the sleeve (203) is provided with a corresponding radial hole in which the first clamp pusher (29) is placed. The specified radial hole is a groove for the latch. The first pusher (29) is a cylinder with rounded ends, its length corresponds to the wall thickness of the drive shaft (2), taking into account the sleeve (203). The latch (9) has a rounded end on the side in contact with the first pusher (29).

The latch (9) is made with the possibility of partial extension from the jamming element (21) into the aforementioned radial hole of the drive shaft (2) while moving the control rod (8) along the axis of the shaft, including and disabling the controlled overrunning clutch of the drive gear (5). For this, the control rod (8) is provided with longitudinal grooves (10). To increase the normal component of the force of pushing out the retainer, these grooves have gently sloping walls (101) on the side of their ends. The length and location of the grooves (10) are chosen such that when the rod (8) is moved longitudinally, all of them are switched off or only one controlled overrunning clutch is turned on. To move the rod (8) along the drive shaft (2), a lever (13) pivotally connected to it is used.

The shape of the friction surfaces (27) of the gear (5) and the jamming element (21) may be cone-shaped, curved or other. Friction surfaces can be made corrugated for the purpose of increasing friction forces. The gear (5) and the jamming element (21) in a particular case can be made in the form of disks. Then the friction surfaces (27) are essentially flat.

The above-described design of the controlled clutch for the drive gear (5) is similarly applicable for the controlled clutch of the driven gear (4), given that the controlled clutch of the driven gear (4) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3 ) The brake of the jamming element of the driven clutch of the driven gear is made so that the jamming element is carried away by the driven gear when a load is applied to it from the drive gear and the drive shaft.

When the controlled overrunning clutch is disconnected, its first pusher (29) of the lock (9) is in the groove (10). In this case, the latch (9) is simultaneously located in the radial holes of the jamming element (21) and the drive or driven shaft, blocking the movement of the jamming element along this shaft in a helical gear. Between the friction surfaces of the gear and the jamming element (21) a certain distance is provided at which the gear rotates freely on the drive or driven shaft. The brake (25) is not in contact with the surface of the gear.

During operation, the control rod rotates with the drive or driven shaft in which it is installed.

The controlled overrunning clutch is engaged by moving the control rod (8) along the drive shaft or driven shaft with a lever (13). In this case, the rod (8) pushes the first pusher (29) of the clamp out of the groove (10), ensuring that the clamp (9) is pushed out of the hole of the drive or driven shaft and the sleeve (203). Acting through the spring (31), the latch (9) presses the braking device (25) to the adjacent cylindrical surface (23) of the gear.

Under load, the jamming element (21) due to the action of the braking device (25) moves along the helical gear towards the gear. This happens because under load either the angular velocity of rotation of the drive shaft (2) exceeds the angular velocity of rotation of the freed jamming element mounted on it (21), or the speed of rotation of the freed jamming element mounted on the driven shaft (4) of the drive shaft through the corresponding drive and driven gears exceeds the angular speed of rotation of the driven shaft (4).

In this case, the friction surfaces (27) are in contact and increase the braking force of the jamming element (21) rotating on the drive shaft (2) or, accordingly, the acceleration force of the jamming element rotating on the driven shaft. Moreover, due to the helical transmission, the friction surfaces (27) are pressed against each other with greater force. As a result of the described process, the drive or driven gear is blocked on its shaft and torque is transmitted to the output of the gearbox.

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the jamming element (21), the drive gear (5) and the driven gear, the jamming element (21) is rotated in a helical gear with a drive or driven shaft and removes friction surfaces (27) from contact, allowing the drive or driven gear to rotate freely on its own shaft. In this case, the braking device (25) carries the jamming element (21) behind the drive or driven gear, increasing the distance between the friction surfaces. Thus, the controlled clutch operates in overtaking mode. Friction surfaces also come out of contact if the drive gear (5), carried away by the transmission units connected to the driven shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2), or if the driven shaft, carried away by the transmission units, starts to rotate with angular speed exceeding the speed of rotation of the driven gear.

The controlled overrunning clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). The rod can be moved either simultaneously with the removal of the load, or in advance. With the indicated movement of the rod, the first pusher (29) of the latch falls into the area of the groove (10). When removing the load, the jamming element (21) moves in a helical gear away from the gear. When, in this movement, the latch (9) is opposite the first pusher (29), due to the action of the spring (31), it enters the corresponding hole of the drive shaft (2) (or the driven shaft), ensuring that the jamming element (21) is fixed on the shaft. At the same time, the action of the spring (31) on the brake (25) is reduced and it comes out of contact with the gear. When the load is subsequently applied to the drive shaft (2), the jamming element (21) is held by the lock (9) at a distance from the gear, ensuring its free rotation.

Example 3 of option 2. The gearbox contains two drive and two driven gears mounted on bearings. One driven gear and one driven gear are installed on the controlled clutches.

The jammed clutch member (21) and the corresponding pinion gear (5) comprise adjacent conical friction surfaces (27) and cylindrical surfaces (23) (FIG. 10). The pinion gear (5) is mounted on the drive shaft on the bearing (12) with the possibility of free rotation. The jamming element (21) is mounted on the drive shaft (2) in a helical gear and provided with a groove (213) on the threaded surface for the lock (9). For technological purposes, the thread of the aforementioned helical gear is not placed directly on the drive shaft, but on the sleeve (203), which is mounted on the drive shaft with a dowel or ball, or placed on this shaft on the splines. For the purposes of the further description, it is assumed that the sleeve (203) is part of the drive shaft (2).

The latch (9) is a cylindrical pusher with a ball and is made with the possibility of partial extension of the ball from the drive shaft into the corresponding groove of the jamming element (21) when moving the control rod along the shaft axis, including and disabling the controlled overrunning clutch of the drive gear (5). For this, the control rod (8) is provided with a longitudinal groove (10). To increase the normal component of the force of pushing out the latch, this groove has a gentle transition step (101). To move the control rod along the drive shaft, a lever pivotally connected to it is used.

An annular groove is made on the cylindrical surface (23) of the jamming element (21) to accommodate the braking device (25), made in the form of a split spring ring. One end of this ring can be fixed in the jamming element (21) to increase friction between the gear (5) and the jamming element (21) when the controlled clutch is engaged.

In the area of the annular groove for the braking device (25), the jamming element (21) is provided with two or four radial through holes (32) for accommodating the braking control elements. Holes (32) correspond to holes in the drive shaft (2). To control the brake (25), additional grooves (33) are made on the control rod (8). The brake control elements (25) are:

- cylindrical pushers (34) resting against one end of the control rod (8) and placed in the holes of the drive shaft (2);

- an intermediate spring ring (35) installed in the groove of the sleeve (203) of the drive shaft (2). Pushers (34) abut against the ring (35) with the other end face;

- balls (36) located in the holes (32) in the jamming element (21) and in contact with the intermediate spring ring (35);

- springs (37) installed in the holes (32) between the balls (36) and the brake (25).

The shape of the friction surfaces (27) may be cone-shaped, curved, or other. Friction surfaces can be made corrugated for the purpose of increasing friction forces. The gear (5) and the jamming element (21) in a particular case can be made in the form of disks. Then the friction surfaces (27) are essentially flat.

The above-described design of the controlled clutch for the pinion gear (5) is similarly applicable for the controlled clutch of the driven gear, taking into account the fact that the controlled clutch of the driven gear provides torque transmission only in the direction from the driven gear to the driven shaft. The brake of the jamming element of the driven clutch of the driven gear is made so that the jamming element is carried away by the driven gear when a load is applied to it from the drive gear and the drive shaft.

When the controlled gear overrunning clutch is disconnected, its lock (9) is located on the high level of the groove (10) and the lock ball enters the groove (213) of the jamming element (21), blocking its movement along the drive shaft (2) (or the driven shaft) along the helical transmission. Between the friction surfaces of the gear and the jamming element, a certain distance is provided at which the drive gear (5) (or the driven gear) rotates freely on the shaft. Pushers (34) of the brakes (25) are located in additional grooves (33) and the brakes (25) are not in contact with the surface of the gear (5).

When the gearbox is operating, the control rod rotates with the drive or driven shaft in which it is located.

The controlled overrunning clutch is engaged by moving the control rod (8) along the drive shaft (2) (or the driven shaft) with a lever. In this case, the latch (9) falls into the region of the low stage of the groove (10) of the rod (8). At the same time, the pushers (34) of the brakes (25) come out of the additional grooves (33), pressing the brakes (25) to the drive gear (5) (or the driven gear) through an intermediate spring ring (35), balls (36) and springs (37) .

When, under load, the rotational speed of the drive shaft (2) exceeds the rotational speed of the jamming element (21) mounted on the drive shaft, the jamming element (21) moves through the helical gear towards the drive gear (5) due to the action of the braking mechanism (25). In this case, the friction surfaces (27) are in contact and increase the braking force of the jamming element (21) during its rotation on the drive shaft. Moreover, due to the helical transmission, the friction surfaces (27) are pressed against each other with greater force. As a result of the described process, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft.

The operation of the jamming element mounted on the driven shaft is similar. When, under load, the rotational speed of the driven gear exceeds the speed of the jamming element mounted on the driven shaft, the jammed element moves through the helical gear towards the driven gear due to the action of the braking mechanism. In this case, the friction surfaces touch and increase the acceleration force of the jamming element during its rotation on the driven shaft. Moreover, due to the helical transmission, the friction surfaces are pressed against each other with greater force. As a result of the described process, the driven gear is blocked on the driven shaft and torque is transmitted to the driven shaft.

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the jamming element (21), the drive gear (5), the driven gear and the driven shaft, the jamming element (21) is rotated in a helical gear with the drive shaft (2) and removes friction surfaces (27) from contact, allowing the drive gear (5 ) rotate freely on the drive shaft. In this case, the brake (25) carries the jamming element (21) behind the gear (5), increasing the distance between the friction surfaces. Thus, the controlled coupling mounted on the drive shaft operates in the overtaking mode.

A controlled clutch mounted on a driven shaft works similarly. When the load is removed from the drive shaft, this shaft slows down, as well as the drive gear rigidly mounted on it and connected to the last driven gear. Due to the inertia of the driven shaft, the jamming element rotates in helical gear with the driven shaft and brings friction surfaces out of contact, allowing the driven gear to rotate freely on the driven shaft. In this case, the braking of the jamming element carries this element behind the driven gear, increasing the distance between the friction surfaces.

Friction surfaces also come out of contact if the drive gear (5), carried away by the transmission units connected to the driven shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2), or if the driven shaft, carried away by the transmission units, starts to rotate with angular speed exceeding the speed of rotation of the driven gear.

The controlled overrunning clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). When removing the load, the jamming element (21) moves along the helical gear away from the gear (5). In this case, the control rod (8) pushes the cylindrical pusher of the clamp (9) from the deep stage of the groove (10), ensuring that the ball of the clamp (9) enters the groove (213) and fixes the jamming element (21) on the drive shaft (2). At the same time, the pushers (34) of the brakes (25) fall into the area of additional grooves (33), leading to a decrease in the action of the springs (37) on the brakes (25), which comes out of contact with the gear (5). When a load is applied to the drive shaft (2), the jamming element (21) is held by the lock (9) at a distance from the gear (5), ensuring its free rotation. Similarly, a controlled overrunning clutch mounted on a driven shaft operates.

Example 4 of option 2. For the purposes of driving gears (5) with a minimum diameter in examples 1-3, the friction surface (27) is made on them at the end of the gear (Fig. 11). In this case, the drive gear (5) is placed on the drive shaft (2) on two radial bearings (38) and one thrust bearing (12). Bearings (12, 38) may be needle bearings or plain bearings.

Similarly, a driven gear can be made.

Example 5 of option 2. The controlled clutch (6) of the leading (5) and driven (4) disk elements are made bypass (Fig. 18). The brake (15) is installed only on the drive shaft (2).

The gearbox is equipped with a braking unit containing primary (56) and secondary (57) shafts on which pairs of disc braking elements (58) are mounted. The housing of the braking unit is fixed to the housing of the gearbox. The input shaft (56) of the braking unit is fixed by a clutch to the driven shaft (3). The secondary shaft (57) of the braking unit is fixed by a coupling to the drive shaft (2).

Pairs of disc braking elements (58) are made similarly to pairs of leading (5) and driven (4) disc elements according to any of the variants of the claimed technical solution. In the particular case shown in FIG. 18, the braking unit is provided with three pairs of braking gears (58). One of the braking gears in each pair is mounted on a controlled overrunning clutch. In particular, on controlled overrunning clutches (6), braking gears (58) are mounted on the input shaft (56). Such an overrunning clutch (6), when turned on, blocks the braking gear (58) on the input shaft (56) when the input shaft (56) rotates with an angular speed greater than the angular speed of the gear (58). This ensures the transmission of braking to the drive shaft (2) from the transmission elements connected to the primary braking shaft.

The clutches (6) of the braking gears (58) are controlled by moving the control rod inside the input shaft.

The control rod for the clutches (6) of the drive gears (5) passes inside the secondary shaft (57) of the braking unit.

The gearbox is equipped with a demultiplier (40) with two gears, one of the shafts of which is made integral with the primary shaft (56) of the braking unit. The gears of the demultiplier placed on this shaft are mounted on controlled overrunning clutches. Therefore, the braking unit and the multiplier have one control rod.

Example 6 of option 2. The controlled clutch (6) of the leading (5) and driven (4) disk elements are made bypass (Fig. 19).

The gearbox is equipped with a braking unit containing primary (56) and secondary (57) shafts on which pairs of disc braking elements (58) are mounted. The housing of the braking unit is fixed to the housing of the gearbox. The input shaft (56) of the braking unit is secured by a safety clutch to the driven shaft (3). The secondary shaft (57) of the braking unit is fixed by a coupling to the drive shaft (2).

Pairs of disc braking elements (58) are made similarly to pairs of leading (5) and driven (4) disc elements according to any of the variants of the claimed technical solution. In the particular case shown in FIG. 19, the braking unit is provided with three pairs of braking gears (58). One of the braking gears in each pair is mounted on a controlled overrunning clutch. In particular, on controlled overrunning clutches (6), braking gears (58) are mounted on the secondary shaft (57). Such an overrunning clutch (6), when turned on, blocks the braking gear (58) on the secondary shaft (57) when the gear rotates (58) with an angular speed greater than the angular speed of the secondary shaft (57).

This ensures the transmission of braking to the drive shaft (2) from the transmission elements connected to the driven shaft (3) (in Fig. 19 to the right of the driven shaft).

Clutches (6) of the braking gears (58) are controlled by moving the control rod inside the secondary shaft (57). The same rod controls the clutches (6) of the drive gears (5).

The implementation of the proposed technical solution for option 2 is not limited to the above examples.

The transmission of option 2 can be implemented as described in example 5 of option 1.

The shafts can be composite or made in the form of a system of shafts connected to each other. Gears can be mounted on shafts on angular contact ball bearings, plain bearings or other types of bearings. The number of elements used, for example, springs, pushers, clips, can be different. Their shape and location can also be varied. Couplings can have various additional details to improve their functioning, for example, mechanisms for locking on or off, various additional latches, springs, bearings. Friction surfaces can be smooth, corrugated to increase friction, and also have other shapes and qualities. It is also allowed the layout in one device of the structural elements described in different examples. The control rod can exit the shaft and connect to the control lever from any end of the shaft.

Description of the operation of the gearbox according to option 2.

When the gearbox is in operation, the drive shaft (2) is driven into rotation by the engine's traction force.

When one of the controlled clutches (6) of the driving (5) or driven (4) gears is engaged, the rotation of the drive shaft (2) is transmitted to the driven shaft (3) and through it to the wheel.

To change the gear ratio from the drive shaft (2) to the driven shaft (3), move the control rod (8) inside the drive and / or driven shafts. In this case, first, the switched-on controlled clutch is disconnected by fixing the jamming element (21) with a latch (9) on the drive or driven shaft (Fig. 8). Then, the inclusion of another controlled clutch is ensured by releasing the jamming element.

The presence of an uncontrolled overrunning clutch at the output of the driven shaft (3) protects the gearbox during jamming and allows you to extend the service life of the brakes of controlled clutches due to less abrasion in overtaking mode.

Implementation of the technical solution according to option 3.

The gearbox according to option 3, similarly to the gearbox according to option 1, contains a housing in which a drive shaft (2), a driven shaft (3), a reverse gear shaft (28) are placed (Fig. 1).

The drive shaft (2) when using the gearbox is connected to the engine through the clutch mechanism (1).

On the drive shaft (2), a brake (15) can be installed similarly to the gearbox according to option 1.

Also, similarly to the transmission according to option 1, the drive shaft (2) is connected to the driven shaft (3) by a mechanical transmission with a variable gear ratio. This mechanical transmission is a drive disk element (5) mounted on a drive shaft, pairwise in constant engagement with driven disk element (4) mounted on a driven shaft (3).

One disk element in each pair of master-slave disk elements is mounted on its shaft on a controlled clutch (6). Preferably, in each of the aforementioned pairs, a disk element with the largest diameter is mounted on the controlled coupling (6).

Clutches in pairs of master-driven disk elements are controlled by moving the control rods (8) inside the corresponding master and / or driven shafts (Fig. 12). Preferred is the control due to the movement of the rod rotating with the speed of the shaft in which it is placed along this shaft. However, control is also possible due to the relative rotation of the rod in the corresponding shaft or due to the combination of rotation and longitudinal movement.

The controlled clutch is equipped with a jamming element (21). In this case, the controlled coupling for the leading disk elements (5) is made so that in the on state the jamming element (21) blocks the element (5) on the drive shaft (2) at least when the shaft (2) rotates relative to the drive disk element (5) with a greater angular velocity (under load on the drive shaft). The controlled clutch for the driven disk elements (4) is designed so that in the on state the jamming element blocks the element (4) on the driven shaft (3) at least when the driven disk element (4) rotates relative to the driven shaft (3) with a higher angular velocity (under load on the drive shaft). For this, the controlled clutch is equipped with a retractable latch (9), which when moving the control rod (8) inside the drive or driven shaft partially extends from one part of the jamming element into the groove of the other part of the jamming element.

The gearbox of option 3 is equipped with a reverse gear similar to the gearbox of option 1.

The output of the driven shaft (3) can be equipped with an uncontrolled overrunning clutch.

The driven shaft can be connected to a demultiplier (40), made similar to the gearbox according to option 1.

Examples of specific technical solutions for option 3.

Example 1 of option 3. A spur gear (5) is mounted on the drive shaft (2) on a controlled clutch, the wedging element of which is made integral (Fig. 12, 13). The first (211) and second (212) parts of the jamming element are disk, with flat friction surfaces (27) made on their ends. In this case, the drive gear (5) is made integral with the first part (211) of the jamming element. The first part (211) of the jamming element is mounted on its second part (212) in a helical gear. The second part (212) of the jamming element rotates freely on the drive shaft (2).

The jamming element is placed on the drive shaft (2) between the two thrust plates (20) fixed with dowels or balls fixed to this shaft. The surfaces of the thrust plates (20) facing the jamming element are friction surfaces (27) adjacent to the corresponding friction surfaces of the parts of the jamming element (211, 212).

In the non-through hole of the first part (211) of the jamming element, a spring-loaded lock (9) is placed, which can be partially extended into the corresponding groove (213) located on the threaded surface of the second part (212) of the jamming element.

The control of the latch (9) is as follows:

- the second part (212) of the jamming element in the groove region (213) is provided with a through hole in which the second pusher (30) is placed. In the particular case shown in FIG. 12 and 13, the second pusher is made in the form of a pair of balls;

- under the second part (212) of the jamming element in the corresponding groove of the drive shaft (2), a spring ring (49) is pressed against the shaft (2). The second pusher (30) rests against the spring ring (49);

- the first pusher (29) is placed in the hole of the drive shaft (2), abutting on one side of the ring (49), and on the other hand, in the control rod (8). In a particular case, the first pusher (29) is made in the form of a cylinder with an end face rounded on the side of the rod. The control rod (8) is provided with a longitudinal groove (10). To increase the normal component of the pushing force of the pusher (29), this groove has a gentle transition step (101).

On the side of the drive shaft (2), the second part (212) of the jamming element is provided with a groove for the spring ring (49) having a width greater than the width of this ring by the amount of clearance between the second part (212) of the jamming element and the thrust plates (20).

The jamming element is equipped with a return mechanism designed to position the parts of the jamming element so that the latch (9) is located opposite the groove (213) in the absence of loads on the second part (212) from the side of the drive shaft (2).

The return mechanism is a pair of identical spring-loaded return pushers (217) in the form of balls mounted in the same through holes located in the first part (211) of the jamming element parallel to its rotation axis and symmetrically with respect to the plane of symmetry perpendicular to this axis. The return pushers (217) abut against the sides (214) of the second part (212) of the jamming element. The holes can be located at an angle to the axis of rotation of the first part according to the thread direction of the screw connection of the first and second parts. The flanges (214) in this case contain recesses for the return pushers (217) to ensure normal contact of the pusher (217) with the flange (214), perpendicular to the direction of movement of the pusher.

An annular groove is made on the drive shaft (2) in the region of the second part (212) of the jamming element to accommodate the braking effect (25) of the jamming element made in the form of a split spring ring. One end of this ring can be fixed in the drive shaft (2) to increase friction between it and the second part (212) of the jamming element when the controlled clutch is engaged.

In the area of the annular groove for the brake (25), the drive shaft (2) is provided with a radial through hole (32) to accommodate the spring-loaded pusher (34) of the brake. To control the brakes (25), an additional groove (33) is made on the first stem (8).

Similarly, a controlled clutch of a driven gear can be made taking into account that a controlled clutch of a driven gear provides torque transmission only in the direction from this gear to the driven shaft. The brake of the jamming element of the driven clutch of the driven gear is made so that the jamming element is carried away by the driven gear when a load is applied to it from the drive gear and the drive shaft.

When the driven pinion clutch is disconnected, its lock (9) is located in the hole of the first part (211) of the jamming element and in the groove (213) of the second part (212) of the jamming element, blocking the movement of the parts of the jamming element relative to each other in a helical gear. Between the friction surfaces of the thrust plates (20) and the jamming element, a certain distance is provided at which the jamming element with the drive gear (5) freely rotates on the drive shaft (2). The first pusher (29) is located in the area of the groove (10) and is pressed against the stem (8) by a spring ring (49). The pusher (34) of the brake (25) is located in the additional groove (33) and the brake (25) is not in contact with the surface of the second part (212) of the jamming element.

When the gearbox is in operation, the control rod rotates with the drive shaft.

The controlled clutch is engaged by moving the control rod (8) along the drive shaft (2). In this case, the first pusher (29) is pushed out of the groove (10) and through the spring ring (49) and the second pusher (30) pushes the latch (9) out of the groove (213). At the same time, the pusher (34) of the braking device (25) leaves the additional groove (33), pressing the braking device (25) to the second part (212) of the jamming element.

When, under load, the rotational speed of the drive shaft (2) does not coincide with the rotational speed of the first part (211) of the jamming element, two parts (211, 212) of the jamming element due to the action of the braking device (25) are moved in a helical gear relative to each other side. In this case, the friction surfaces (27) of the parts of the jamming element and the thrust plates are in contact and increase the force aimed at equalizing the angular speeds of rotation of the drive shaft (2) and gear (5). Moreover, due to the helical transmission, the friction surfaces (27) are pressed against each other with greater force. As a result of the described process, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted from the drive shaft (2) to the driven shaft, or in the opposite direction.

The controlled clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). In this case, the first pusher (29) is in the region of the groove (10) and is pressed against it by a spring ring (49). At the same time, the pusher (34) of the braking device (25) enters the region of the additional groove (33), leading to a decrease in its effect on the braking device (25), which comes out of contact with the second part (212) of the jamming element.

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the first part (211) of the jamming element is rotated in a helical gear with its second part (212) and brings the friction surfaces (27) out of contact. Moreover, the second part (212) of the jamming element is free of any load (with the exception of sliding friction on the drive shaft and friction in a helical gear). Under such conditions, the return pushers (217) advance the parts (211, 212) of the jamming element to a position in which the latch (9) is located opposite the groove (213). Since the second pusher (30) in this position is no longer supported by the first pusher (29), the latch (9) enters the groove (213) and blocks the subsequent movement of the parts (211, 212) of the jamming element relative to each other in a helical gear.

Simultaneously with the fixation of the parts of the jamming element relative to each other from the moment of breeding of the friction surfaces (27), the drive gear (5) freely rotates on the drive shaft.

When a load is applied to the drive shaft (2), the jamming element is held by the lock (9) from wedging, providing free rotation of the gear (5).

Example 2 of option 3. A spur gear (5) is mounted on the drive shaft (2) on a controlled clutch, the wedging element of which is made integral (Fig. 14, 15). The first (211) part of the jamming element is disk, made integral with the drive gear (5) and mounted to rotate on the shelf (215) of the second part (212) of the jamming element. The second part (212) of the jamming element is also provided with a disk stop (216) for the first part (211) of the jamming element. Adjacent end surfaces of the first part (211) of the jamming element and the stop (216) are wavy, repeating the shape of each other. At the opposite ends of the first part (211) of the jamming element and the stop (216), flat friction surfaces (27) are made. The second part (212) of the jamming element rotates freely on the drive shaft (2).

Adjacent wavy surfaces of the first part (211) and the stop (216) are made so that the rotation of these elements relative to each other around the axis leads to their axial displacement relative to each other. In the particular case shown in FIG. 14, ridges and troughs of the wave surfaces are located along the radii of the first part (211) of the jamming element and the stop (216).

The jamming element is placed on the drive shaft (2) between the two thrust plates (20) fixed with dowels or balls fixed to this shaft. The surfaces of the thrust plates (20) facing the jamming element are friction surfaces (27) adjacent to the corresponding friction surfaces of the parts of the jamming element (211, 212). The distance between the friction surfaces (27) of the thrust plates (20) is less than the total thickness of the first part (211) of the jamming element and the stop (216) in the widest places. This design provides a total gap between the friction surfaces (27), not exceeding the height of the unevenness of the wave surfaces of the first part (211) and the stop (216). This, in turn, prevents the unevenness of the wave surfaces of these elements from slipping when they are mutually rotated relative to each other.

In the non-through hole of the first part (211) of the jamming element, a spring-loaded lock (9) is placed, which can be partially extended into the corresponding groove (213) located on the shelf (215) of the second part of the jamming element.

The control of the latch (9) is as follows:

- the second part (212) of the jamming element in the groove region (213) is provided with a through hole in which the second pusher (30) is placed. In the particular case shown in FIG. 14, the second pusher is made in the form of a cylinder;

- under the second part (212) of the jamming element in the corresponding groove of the drive shaft (2), a spring ring (49) is pressed against the shaft (2). The second pusher (30) rests against the spring ring (49);

- the first pusher (29) is placed in the hole of the drive shaft (2), abutting on one side of the ring (49), and on the other hand, in the control rod (8). In a particular case, the first pusher (29) is made in the form of a cylinder with an end face rounded on the side of the rod. The control rod (8) is provided with a longitudinal groove (10). To increase the normal component of the pushing force of the pusher (29), this groove has a gentle transition step (101).

On the side of the drive shaft (2), the second part (212) of the jamming element is provided with a groove for the spring ring (49) having a width greater than the width of this ring by the amount of clearance between the second part (212) of the jamming element and the thrust plates (20).

The jamming element is equipped with a return mechanism designed to position the parts of the jamming element so that the latch (9) is located opposite the groove (213) in the absence of loads on the second part (212) from the side of the drive shaft (2).

The return mechanism is a disk return spring (218) installed between the first part (211) of the jamming element and the flange (214) of the second part (212) of the jamming element.

An annular groove is made on the drive shaft (2) in the region of the second part (212) of the jamming element to accommodate the braking device (25), made in the form of a split spring ring. One end of this ring can be fixed in the drive shaft (2) to increase friction between it and the second part (212) of the jamming element when the controlled clutch is engaged.

In the area of the annular groove for the brake (25), the drive shaft (2) is provided with a radial through hole (32) to accommodate the spring-loaded pusher (34) of the brake. To control the brake (25), an additional groove (33) is made on the control rod (8).

Similarly, a controlled clutch of a driven gear can be made taking into account that a controlled clutch of a driven gear provides torque transmission only in the direction from this gear to the driven shaft. The brake of the jamming element of the driven clutch of the driven gear is made so that the jamming element is carried away by the driven gear when a load is applied to it from the drive gear and the drive shaft.

When the driven pinion clutch is disconnected, its lock (9) is located in the hole of the first part (211) of the jamming element and in the groove (213) of the second part (212) of the jamming element, blocking the movement of the parts of the jamming element relative to each other. Between the friction surfaces of the thrust plates (20) and the jamming element, a certain distance is provided at which the jamming element with the drive gear (5) freely rotates on the drive shaft (2). The first pusher (29) is located in the area of the groove (10) and is pressed against the stem (8) by a spring ring (49). The pusher (34) of the brake (25) is located in the additional groove (33) and the brake (25) is not in contact with the surface of the second part (212) of the jamming element.

When the gearbox is in operation, the control rod rotates with the drive shaft.

The controlled clutch is engaged by moving the control rod (8) along the drive shaft (2). In this case, the first pusher (29) is pushed out of the groove (10) and through the spring ring (49) and the second pusher (30) pushes the latch (9) out of the groove (213). At the same time, the pusher (34) of the braking device (25) leaves the additional groove (33), pressing the braking device (25) to the second part (212) of the jamming element.

When under load the rotational speed of the drive shaft (2) does not coincide with the rotational speed of the first part (211) of the jamming element, two parts (211, 212) of the jamming element due to the action of the braking device (25) are moved relative to each other in one or the other direction. Due to the presence of wavy surfaces, these parts move apart (they also move along the axis of rotation). In this case, the friction surfaces (27) of the parts of the jamming element and the thrust plates are in contact and increase the force aimed at equalizing the angular speeds of rotation of the drive shaft (2) and gear (5). Moreover, due to the wavy surfaces of the parts of the jamming element, the friction surfaces (27) are pressed against each other with greater force. As a result of the described process, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted from the drive shaft (2) to the driven shaft, or in the opposite direction.

The controlled clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). In this case, the first pusher (29) is in the region of the groove (10) and is pressed against it by a spring ring (49). At the same time, the pusher (34) of the braking device (25) enters the region of the additional groove (33), leading to a decrease in its effect on the braking device (25), which comes out of contact with the second part (212) of the jamming element.

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the first part (211) of the jamming element is rotated relative to its second part (212), and the action of the return spring (218) removes friction surfaces (27) from contact. In this case, the second part (212) of the jamming element is free of any load (with the exception of sliding friction on the drive shaft). Under such conditions, the return spring (218) moves the parts (211, 212) of the jamming element to a position in which the latch (9) is located opposite the groove (213). Since the second pusher (30) in this position is no longer supported by the first pusher (29), the latch (9) enters the groove (213) and blocks the subsequent movement of the parts (211, 212) of the jamming element relative to each other.

Simultaneously with the fixation of the parts of the jamming element relative to each other from the moment of breeding of the friction surfaces (27), the drive gear (5) freely rotates on the drive shaft.

When a load is applied to the drive shaft (2), the jamming element is held by the lock (9) from wedging, providing free rotation of the gear (5).

Example 3 of option 3. A spur gear (5) is installed on the drive shaft (2) on a controlled overrunning clutch, the wedging element of which is made integral (Fig. 16, 17). The first (211) part of the jamming element is disk, made integral with the drive gear (5) and mounted to rotate on the shelf (215) of the second part (212) of the jamming element. The second part (212) of the jamming element is also provided with a disk stop (216) for the first part (211) of the jamming element. Adjacent end surfaces of the first part (211) of the jamming element and the stop (216) are wavy, repeating the shape of each other. At the opposite ends of the first part (211) of the jamming element and the stop (216), flat friction surfaces (27) are made. The second part (212) of the jamming element rotates freely on the drive shaft (2).

Adjacent wavy surfaces of the first part (211) and the stop (216) are made with asymmetric waves or teeth. Such asymmetric execution of the waves provides mutual engagement of the contacting elements (211, 216) during their relative rotation in one direction. When one element rotates relative to the other in the other direction, their axial displacement relative to each other also occurs.

The jamming element is placed on the drive shaft (2) between the two thrust plates (20) fixed with dowels or balls fixed to this shaft. The surfaces of the thrust plates (20) facing the jamming element are friction surfaces (27) adjacent to the corresponding friction surfaces of the parts of the jamming element (211, 212). The distance between the friction surfaces (27) of the thrust plates (20) is less than the total thickness of the first part (211) of the jamming element and the stop (216) in the widest places, taking into account the wavy surface of their adjacent surfaces. This design provides a total gap between the friction surfaces (27), not exceeding the height of the unevenness of the wave surfaces of the first part (211) and the stop (216). This, in turn, prevents the unevenness of the wave surfaces of these elements from slipping when they are mutually rotated relative to each other.

In the non-through hole of the first part (211) of the jamming element, a spring-loaded lock (9) is placed, which can be partially extended into the corresponding groove (213) located on the shelf (215) of the second part of the jamming element.

The control of the latch (9) is as follows:

- the second part (212) of the jamming element in the groove region (213) is provided with a through hole in which the second pusher (30) is placed. In the particular case shown in FIG. 16 and 17, the second pusher is made in the form of a short cylindrical rod;

- in the hole of the drive shaft (2) opposite the second pusher (30) there is a first pusher (29) made in the form of a rod with a hat;

- the spring ring (49), acting on the edge of the cap of the first pusher (29), presses it to the first rod (8);

- the control rod (8) in the area of contact with the first pusher (29) is provided with a longitudinal groove (10), at the bottom of which a spring clip (102) is laid.

On the side of the drive shaft (2) in the area of the second pusher (30), the second part (212) of the jamming element is provided with a profiled recess (219) for the head of the first pusher (29).

The jamming element is equipped with a return mechanism designed to position the parts of the jamming element so that the latch (9) is located opposite the groove (213) in the absence of loads on the second part (212) from the side of the drive shaft (2).

The return mechanism is a spring-loaded return pusher (217) installed in a through hole located in the first part (211) of the jamming element parallel to its rotation axis. The return pusher (217) abuts against the side (214) of the second part (212) of the jamming element.

When the driven pinion clutch is disconnected, its lock (9) is located in the hole of the first part (211) of the jamming element and in the groove (213) of the second part (212) of the jamming element, blocking the movement of the parts of the jamming element relative to each other. Between the friction surfaces of the thrust plates (20) and the jamming element, a certain distance is provided at which the jamming element with the drive gear (5) freely rotates on the drive shaft (2). The first pusher (29) is pressed by the spring ring (49) to that part of the spring bracket (102) that is directly adjacent to the bottom of the groove (10) (at this point, the bracket does not act elastically on the pusher).

When the gearbox is in operation, the control rod rotates with the drive shaft.

The controlled clutch is engaged by moving the control rod (8) along the drive shaft (2). In this case, the first pusher (29) is pushed out of the groove (10) by a spring clip (102). When the drive shaft (2) rotates relative to the second part (212) of the jamming element, the first pusher (29) enters the profiled recess (219) and entrains the second part (212) of the jamming element, while pushing the lock (9) out of the groove (213) using the second pusher (30).

When under load the rotational speed of the drive shaft (2) does not coincide with the rotational speed of the first part (211) of the jamming element, the two parts (211, 212) of the jamming element move relative to each other. Due to the presence of wavy surfaces, these parts move apart (they also move along the axis of rotation). In this case, the friction surfaces (27) of the parts of the jamming element and the thrust plates are in contact and increase the force aimed at equalizing the angular speeds of rotation of the drive shaft (2) and gear (5). Moreover, due to the wavy surfaces of the parts of the jamming element, the friction surfaces (27) are pressed against each other with greater force. As a result of the described process, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted from the drive shaft (2) to the driven shaft. When the load on the drive shaft (2) increases above a critical value, protection is provided for the controlled clutch to break due to slipping of the jamming element over the friction surfaces and disruption of the engagement of the head of the first pusher (29), spring-loaded by the bracket (102), from the recess profile (219).

In the case when the gear (5) begins to rotate faster than the drive shaft (2), the first part (211) of the jamming element is freed from jamming. Under the action of the return pusher (217), the distance between the friction surfaces (27) increases. With further movement, the first part (211) of the jamming element carries away its second part (212) due to the asymmetric shape of their adjacent wave surfaces. Due to the gentle shape of the profiled recess (219) on the corresponding side, the second part (212) easily disengages from the head of the first pusher (29). The transmission of torque from the gear (5) to the shaft (2) does not occur. The clutch operates in overtaking mode.

The controlled clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). In this case, the first pusher (29) is in the region of that part of the spring clip (102), which is directly adjacent to the bottom of the groove (10). The first pusher (29) is pressed against the bracket (102) by a spring ring (49).

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the first part (211) of the jamming element is rotated relative to its second part (212), and the action of the return pusher (217) removes friction surfaces (27) from contact. In this case, the second part (212) of the jamming element is free of any load (with the exception of sliding friction on the drive shaft). Under such conditions, the return pusher (217) advances the parts (211, 212) of the jamming element to a position in which the latch (9) is located opposite the groove (213). Since the second pusher (30) in this position is no longer supported by the first pusher (29), the latch (9) enters the groove (213) and blocks the subsequent movement of the parts (211, 212) of the jamming element relative to each other.

Simultaneously with the fixation of the parts of the jamming element relative to each other from the moment of breeding of the friction surfaces (27), the drive gear (5) freely rotates on the drive shaft.

When a load is applied to the drive shaft (2), the jamming element is held by the lock (9) from wedging, providing free rotation of the gear (5).

Example 4 of option 3. The controlled clutch (6) of the leading (5) and driven (4) disk elements are made bypass (Fig. 18). The brake (15) is installed only on the drive shaft (2).

The gearbox is equipped with a braking unit containing primary (56) and secondary (57) shafts on which pairs of disc braking elements (58) are mounted. The housing of the braking unit is fixed to the housing of the gearbox. The input shaft (56) of the braking unit is fixed by a clutch to the driven shaft (3). The secondary shaft (57) of the braking unit is fixed by a coupling to the drive shaft (2).

Pairs of disc braking elements (58) are made similarly to pairs of leading (5) and driven (4) disc elements according to any of the variants of the claimed technical solution. In the particular case shown in FIG. 18, the braking unit is provided with three pairs of braking gears (58). One of the braking gears in each pair is mounted on a controlled overrunning clutch. In particular, on controlled overrunning clutches (6), braking gears (58) are mounted on the input shaft (56). Such an overrunning clutch (6), when turned on, blocks the braking gear (58) on the input shaft (56) when the input shaft (56) rotates with an angular speed greater than the angular speed of the gear (58). This ensures the transmission of braking to the drive shaft (2) from the transmission elements connected to the primary braking shaft.

The clutches (6) of the braking gears (58) are controlled by moving the control rod inside the input shaft.

The control rod for the clutches (6) of the drive gears (5) passes inside the secondary shaft (57) of the braking unit.

The gearbox is equipped with a demultiplier (40) with two gears, one of the shafts of which is made integral with the primary shaft (56) of the braking unit. The gears of the demultiplier placed on this shaft are mounted on controlled overrunning clutches. Therefore, the braking unit and the multiplier have one control rod.

Example 5 of option 3. The controlled clutch (6) of the leading (5) and driven (4) disk elements are made bypass (Fig. 19).

The gearbox is equipped with a braking unit containing primary (56) and secondary (57) shafts on which pairs of disc braking elements (58) are mounted. The housing of the braking unit is fixed to the housing of the gearbox. The input shaft (56) of the braking unit is secured by a safety clutch to the driven shaft (3). The secondary shaft (57) of the braking unit is fixed by a coupling to the drive shaft (2).

Pairs of disc braking elements (58) are made similarly to pairs of leading (5) and driven (4) disc elements according to any of the variants of the claimed technical solution. In the particular case shown in FIG. 19, the braking unit is provided with three pairs of braking gears (58). One of the braking gears in each pair is mounted on a controlled overrunning clutch. In particular, on controlled overrunning clutches (6), braking gears (58) are mounted on the secondary shaft (57). Such an overrunning clutch (6), when turned on, blocks the braking gear (58) on the secondary shaft (57) when the gear rotates (58) with an angular speed greater than the angular speed of the secondary shaft (57).

This ensures the transmission of braking to the drive shaft (2) from the transmission elements connected to the driven shaft (3) (in Fig. 19 to the right of the driven shaft).

Clutches (6) of the braking gears (58) are controlled by moving the control rod inside the secondary shaft (57). The same rod controls the clutches (6) of the drive gears (5).

The implementation of the proposed technical solution for option 3 is not limited to the above examples.

The gearbox according to option 3 can be implemented as described in example 5 of option 1.

The shafts can be composite or made in the form of a system of shafts connected to each other. Gears can be mounted on shafts on angular contact ball bearings, plain bearings or other types of bearings. The number of elements used, for example, springs, pushers, clips, can be different. Their shape and location can also be varied. Couplings can have various additional details to improve their functioning, for example, mechanisms for locking on or off, various additional latches, springs, bearings. Friction surfaces can be smooth, corrugated to increase friction, and also have other shapes and qualities. It is also allowed the layout in one device of the structural elements described in different examples. The control rod can exit the shaft and connect to the control lever from any end of the shaft.

Description of the operation of the gearbox according to option 3.

When the gearbox is in operation, the drive shaft (2) is driven into rotation by the engine's traction force.

When one of the controlled clutches (6) of the driving (5) or driven (4) gears is engaged, the rotation of the drive shaft (2) is transmitted to the driven shaft (3) and through it to the wheel.

To change the gear ratio from the drive shaft (2) to the driven shaft (3), move the control rod (8) inside the drive and / or driven shafts. In this case, first, the switched-on controlled clutch is disconnected due to the fixing (9) of the parts (211, 212) of the jamming element with each other (Fig. 12). Then, the inclusion of another controlled clutch is ensured by releasing the jamming element.

The presence of an uncontrolled overrunning clutch at the output of the driven shaft (3) protects the gearbox during jamming and allows you to extend the service life of the brakes of controlled clutches due to less abrasion in overtaking mode.

Implementation of the technical solution according to option 4.

The gearbox according to option 4, similarly to the gearbox according to option 1, contains a housing in which the drive shaft (2), the driven shaft (3), the reverse gear shaft (28) are placed (Fig. 1).

The drive shaft (2) when using the gearbox is connected to the engine through the clutch mechanism (1).

On the drive shaft (2), a brake (15) can be installed similarly to the gearbox according to option 1.

Also, similarly to the transmission according to option 1, the drive shaft (2) is connected to the driven shaft (3) by a mechanical transmission with a variable gear ratio. This mechanical transmission is a drive disk element (5) mounted on a drive shaft, pairwise in constant engagement with driven disk element (4) mounted on a driven shaft (3).

One disk element in each pair of master-slave disk elements is mounted on its shaft on a controlled clutch (6). Preferably, in each of the aforementioned pairs, a disk element with the largest diameter is mounted on the controlled coupling (6).

Clutches in pairs of master-driven disk elements are controlled by moving the control rods (8) inside the corresponding master and / or driven shafts (Fig. 20). Preferred is the control due to the movement of the rod rotating with the speed of the shaft in which it is placed along this shaft. However, control is also possible due to the relative rotation of the rod in the corresponding shaft or due to the combination of rotation and longitudinal movement.

The controlled clutch is equipped with dog-shaped jamming elements (21) located in the space between the drive shaft (2) and the drive gear (5), and / or between the driven shaft and the driven gear. Dogs lean and are pressed to the spring ring (49), which is pressed against the drive shaft (2) (or the driven shaft). The clutch is also equipped with pushers (26) located in the holes of the driving (or driven) shaft and abutting on one side of the ring (49), and on the other hand, in the control rod (8). When moving the control rod (8) inside the drive shaft (2) (or the driven shaft), the pushers tend to bring the jamming element into contact simultaneously with the shaft and gear.

Examples of specific technical solutions for option 4.

Example 1 of option 4. The gearbox contains seven gears and seven driven gears mounted on bearings (12) (Figs. 1, 20, 21). In particular, in FIG. 20, angular contact bearings (12) are conventionally shown. In each pair of leading-driven gears, a gear with the largest diameter is installed on the controlled clutch. At the same time, from the first to the fourth driven gears and from the fifth to the seventh driving gears are installed on the controlled clutches (numbering from right to left in Fig. 1 in decreasing gear ratio). The controlled couplings are made by overtaking ratchets.

In the on state, the controlled clutch mounted on the drive shaft (2) provides torque transmission only in the direction from the drive shaft (2) to the drive gear (5). A controlled clutch mounted on the driven shaft (3) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3). In the off state, the controlled clutch (6) provides free rotation of the drive or driven gears on the corresponding shaft.

The controlled clutch contains a lot of jamming elements (21), which are dogs, mounted on the drive shaft (2) between the bearings (12). Outside, the tongues (220) of the dogs are pressed against the drive shaft (2) by ring springs (48). From the inside, the tongues (220) of the dogs rest on a spring ring (49), pressed against the drive shaft (2). For ring springs (48) and a spring ring (49), the jamming elements - dogs (21) are equipped with corresponding cutouts. Pushers (26) are placed in the holes of the drive shaft (2), abutting on one side of the ring (49), and on the other hand, in the control rod (8). In the particular case, the pushers (26) are made in the form of cylinders with an end rounded on the side of the rod. The pushers (26) abut against the spring ring (49), preferably in the middle of the distance between the points of contact of the spring ring (49) with the tongues (220) of the dogs. The number of dogs (21) can be twice the number of pushers (26).

The control rod (8) is made with a smoothly varying diameter to control the extension of the pushers (26) from the drive shaft (2) when moving the rod (8) along the shaft (2).

From the inside (from the side of the dogs (21)), the drive gear (5) is equipped with asymmetrical teeth (501), which have a stop for dogs on one side.

Instead of two ring springs (48) at the edges of the dogs (21), one such spring can be installed in the center of the dogs.

The above-described design of the controlled clutch for the drive gear (5) is similarly applicable for the controlled clutch of the driven gear (4), given that the controlled clutch of the driven gear (4) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3 )

With the controlled overrunning clutch disconnected, the pushers (26) are located in the region of the small diameter of the control rod (8). The snap ring (49) is pressed against the drive or driven shaft. The tongues of the dogs (21) are pressed by ring springs (48) to the shaft and do not touch the teeth (501). In this case, the drive gear (5) (or driven gear) rotates freely on the shaft.

The controlled overrunning clutch is switched on by moving the control rod (8) along the drive or driven shaft with the load removed from it. In this case, the rod (8) runs into the pushers (26) with its large diameter region and partially extends them from the drive shaft (2) (or the driven shaft). Pushers (26) raise the spring ring (49), and with it the tongues of the dogs (21) until they contact the teeth (501) on the drive gear (5) (or driven gear). Then, a load is applied to the shaft from the engine.

When the speed of the drive shaft (2) compares or exceeds the speed of the drive gear (5), the dogs (21) will abut against the teeth (501) of the drive gear (5). As a result, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft.

Similarly, when the speed of the driven gear compares or exceeds the speed of the driven shaft, the dogs will abut against the teeth of the driven gear. As a result, the driven gear is blocked on the driven shaft and torque is transmitted to the driven shaft.

When the load is removed from the drive shaft (2), this shaft stops. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the drive gear mounted on the controlled clutch is rotated on the drive shaft (2). At the same time, the tongues (220) of the dogs slide along the surface of the teeth (501), jumping from one to another - the controlled clutch operates in the overtaking mode. This also occurs when the drive gear (5), carried away by the driven gear, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2). Similarly, in the overtaking mode, a controlled clutch mounted on a driven shaft works.

The controlled overrunning clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). With the indicated movement of the control rod, the pusher (26) falls into the region of a smaller diameter of the rod (8), the spring ring (49) presses the pushers to the rod (8) and presses itself to the drive shaft (2) (or the driven shaft). When the load is removed, the tongues (220) of the dogs stop abutting against the teeth (501) and, under the action of ring springs (48), are pressed against the spring ring (49) and, after it, onto the drive or driven shaft. In this case, the dogs (21) cease to be in contact with the teeth (501). During subsequent loading of the drive shaft (2), the dogs (21) are held by ring springs (48) at a distance from the teeth (501), providing free rotation of the drive (or driven) gear.

Example 2 of option 4. A cylindrical pinion gear (5) is mounted on the drive shaft (2) on two radial bearings (12) (Figs. 22, 23). The driven freewheel of this pinion gear is ratchet. It contains many jamming elements (21), which are dogs that are mounted on the pinion gear (5) between the bearings (12). Dogs (21) are made in the form of rockers, the shoulders of which are balanced. The stop lever (221) of each dog (21) is spring loaded on both sides. The spring (222) moves the stop lever (221) from the pinion gear (5) towards the drive shaft (2) and presses the lever (221) against the spring ring (49). Thus, the action of the spring (222) tends to turn the tongue (220) of the dog to the pinion gear (5). The snap ring (49) is pressed against the drive shaft (2). The tongues (220) of the dogs are provided with a slot for the spring ring (49) so that it does not interfere with the movement of the tongues to the drive shaft (2).

Pushers (26) are placed in the holes of the drive shaft (2), abutting on one side of the ring (49), and on the other hand, in the control rod (8). In the particular case, each pusher (26) is made in the form of a cylinder with an end rounded from the side of the rod. The pushers (26) abut against the spring ring (49) near the point of contact of this ring with the dog's stop lever (221) when the dog tongue (220) rests on the tooth on the drive shaft (2). This is necessary to ensure the operation of the spring ring (49) when the controlled clutch is engaged in the overtaking mode (when the rotation speed of the pinion gear (5) exceeds the rotation speed of the drive shaft (2)). Instead of choosing the location of the pushers (26) relative to the teeth, it is possible to use a spring-loaded pusher. Then it will allow compression of the spring ring and its installation location is unimportant.

The control rod (8) is made with a smoothly varying diameter to control the extension of the pushers (26) from the drive shaft (2) when moving the rod (8) along the shaft (2).

From the outside, the drive shaft (2) is equipped with asymmetrical teeth (204), having on one side an emphasis for the tongues (220) of the dogs.

The controlled clutch is also equipped with a protective mechanism to prevent shock activation of the controlled clutch, since a large difference in the speed of rotation of the drive shaft and the pinion gear when turning on the clutch is possible. The specified protective mechanism is a spring-loaded protective roller (55), fixed to the pinion gear (5) between the dogs (21) and pushed by its spring towards the spring ring (49). Moreover, the inner surface of the drive gears (5) is provided with protective protrusions (502) in the area between the roller (55) and the tongue (220) of the dog.

Similarly, a controlled clutch of the driven gear can be made.

When the controlled overrunning clutch of the pinion gear is disconnected, the pushers (26) are located in the region of the small diameter of the control rod (8). The snap ring (49) is pressed against the drive shaft (2). The stop levers (221) of the dogs, pressed against the spring ring (49), hold the tongues (220) of the dogs near the pinion gear (5). The tongues (220) of the dogs are divorced with the teeth (204) of the drive shaft (2). In this case, the drive gear (5) freely rotates on the drive shaft (2).

Under the action of its springs, the protective roller (55) is pushed into the gap between the spring ring (49) and the protective protrusion (502). The rotation of the drive shaft (2) with the snap ring (49) contributes to this process. In FIG. 23 shows a configuration in which the working direction of rotation of the drive shaft (2) is clockwise rotation.

The action of the spring of the protective roller (55) can be calculated so that the direction of its elastic force is reversed when the roller reaches the spring ring (49) in the off state of the controlled clutch. In this case, the spring ring (49) is pressed against the drive shaft (2). When the drive gear (5) and the drive shaft (2) do not rotate, the protective roller (55) is pressed by its spring against the spring ring (49) and after that the force of the spring of the roller (55) ceases. Later, when the drive shaft (2) comes into motion (clockwise in Fig. 23), the spring ring (49) rotating with it carries the roller (55) along with it (due to the friction forces and the viscosity of the environment). In this case, the spring of the roller (55) is stretched and begins to tend to compress, returning the roller back.

The controlled overrunning clutch is turned on by moving the control rod (8) along the drive shaft (2) when the load is removed from it. In this case, the rod (8) runs into the pushers (26) with its large diameter region and partially extends them from the drive shaft (2). Pushers (26) raise the spring ring (49) above the surface of the shaft (2). If the difference in the rotational speeds of the drive gear (5) and the drive shaft (2) is large, then the protective roller (55) prevents the push rods from moving out and the spring ring (49), since the force with which the push rod acts is insufficient to overcome the forces acting on roller and pressing spring ring (49). After alignment of the rotation speeds of the drive gear (5) and the drive shaft (2), the pressing force of the spring ring (49) by the rollers (55) decreases and the pushers become able to lift the spring ring (49).

The rising spring ring (49) presses the stop levers (221) of the dogs to the pinion gear (5) and lowers the tabs (220) of these dogs to contact the drive shaft (2). At the same time, the spring ring (49) moves the protective rollers (55) along the protrusions (502) to their base.

A load is then applied to the drive shaft from the engine. When the speed of the drive shaft (2) compares or exceeds the speed of the drive gear (5), the tabs (220) of the dogs (21) will abut against the teeth (204) of the drive shaft (2). As a result, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft through the driven gear.

When the load is removed from the drive shaft (2), this shaft stops. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the drive gear rotates on the drive shaft (2). At the same time, the tongues (220) of the dogs slide along the surface of the teeth (204), jumping from one to another - the controlled clutch operates in the overtaking mode. Due to the choice of the location of the pushers (26) relative to the teeth (204), the spring ring (49) is slightly lowered when the tongues (220) pass through the area of the stops (steps) of the teeth (204). This also happens when the drive gear (5), carried away by the driven gear and the driven shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2).

The controlled freewheel clutch is disconnected by moving the control rod (8) when the load is removed from the drive shaft (2). With the indicated movement of the control rod, the pusher (26) falls into the region of the smaller diameter of the rod (8), the spring ring (49) presses the pushers to the rod (8) and presses itself against the drive shaft (2). When the load is removed, the tongues (220) of the dogs (21) cease to abut against the teeth (204) and under the action of the springs (222) of the dogs, they are pressed against the drive gear (5). In this case, the dogs (21) cease to be in contact with the teeth (204). During subsequent loading of the drive shaft (2), the tongues (220) of the dogs are held at a distance from the teeth (204), providing free rotation of the drive gear (5).

The implementation of the proposed technical solution for option 4 is not limited to the above examples.

The gearbox of option 4 can be implemented as described in example 5 of option 1 or examples 5 and 6 of option 2 using controlled clutches of option 4.

The shafts can be composite or made in the form of a system of shafts connected to each other. Gears can be mounted on shafts on angular contact ball bearings, plain bearings or other types of bearings. The number of elements used, for example, springs, pushers, clips, can be different. Their shape and location can also be varied. Couplings can have various additional details to improve their functioning, for example, mechanisms for locking on or off, various additional latches, springs, bearings. Friction surfaces can be smooth, corrugated to increase friction, and also have other shapes and qualities. It is also allowed the layout in one device of the structural elements described in different examples. The control rod can exit the shaft and connect to the control lever from any end of the shaft.

Description of the operation of the gearbox according to option 4.

When the gearbox is in operation, the drive shaft (2) is driven into rotation by the engine's traction force. When one of the controlled clutches (6) of the driving or driven gears is engaged, the rotation of the drive shaft (2) is transmitted to the driven shaft (3) and through it to the wheels.

To change the gear ratio from the drive shaft (2) to the driven shaft (3), move the control rod (8) inside the drive and / or driven shaft. In this case, first, the switched-on controlled clutch is disconnected by pressing the jamming element (21) either to the driving (2) or driven shaft (Fig. 21), or to the driving (5) or driven gear (Fig. 23). Then, another controlled clutch is activated by extending the pusher (26), which brings the jamming element (21) into contact simultaneously with the drive shaft (2) and the drive gear (5) or with the driven gear and driven shaft.

Implementation of the technical solution for option 5.

The gearbox of option 5, similarly to the gearbox of option 1, contains a housing in which a drive shaft (2), a driven shaft (3), a reverse gear shaft (28) are placed (Fig. 1).

The drive shaft (2) when using the gearbox is connected to the engine through the clutch mechanism (1).

On the drive shaft (2), a brake (15) can be installed similarly to the gearbox according to option 1.

Also, similarly to the transmission according to option 1, the drive shaft (2) is connected to the driven shaft (3) by a mechanical transmission with a variable gear ratio. This mechanical transmission is a drive disk element (5) mounted on a drive shaft, pairwise in constant engagement with driven disk element (4) mounted on a driven shaft (3).

One disk element in each pair of master-slave disk elements is mounted on its shaft on a controlled clutch (6). Preferably, in each of the aforementioned pairs, a disk element with the largest diameter is mounted on the controlled coupling (6).

Clutches in pairs of master-driven disk elements are controlled by moving the control rods (8) inside the corresponding master and / or driven shafts (Fig. 24). Preferred is the control due to the movement of the rod rotating with the speed of the shaft in which it is placed along this shaft. However, control is also possible due to the relative rotation of the rod in the corresponding shaft or due to the combination of rotation and longitudinal movement.

The controlled clutch is equipped with a jamming element (21) located in the space between the drive shaft (2) and the drive gear (5), and / or between the driven shaft and the driven gear. In this case, the jamming element is placed in the cutout for this element in the drive (or driven) shaft. Inside the jamming element there is a spring-loaded lock (9), made with the ability to partially extend beyond the jamming element under the action of its spring (11).

The clutch is also equipped with a pusher (26), which when moving the control rod (8) inside the drive shaft (2) (or the driven shaft) acts on the latch (9) and seeks to bring the jamming element into contact simultaneously with the shaft and gear.

Examples of specific technical solutions for option 5.

Example 1 of option 5. A cylindrical pinion gear (5) is mounted on the drive shaft (2) on two radial bearings (12) (Figs. 24, 25).

The section of the drive shaft (2) between the bearings (12) is made in the profile with asymmetric cutouts for jamming elements. Each neckline is V-shaped and is formed essentially of two surfaces - a small-sized wall (205) and a larger shelf (206). It is advisable that the surface of the flange (206) of the cutout is cylindrical, that is, in the arched profile, convex to the side of the shaft axis (2).

Jamming elements (21) are placed in the cutouts of the drive shaft (2), which are slidable over the surface of the flange (206) of the drive shaft (2) within the cutout.

The annular springs (48) press the jamming elements (21) against the drive shaft (2) and at the same time tend to move them closer to the cutout wall (205). For ring springs (48), the jamming elements (21) are provided with corresponding cutouts.

In the profile, the wall (205) along the entire length or in the area bordering the outer surface of the shaft (2) has a slope relative to the radial direction in the direction opposite to the direction of rotation of the drive shaft (2). When the clutch operates in the overtaking mode, this allows the jamming element (21) to rush along the wall (205) towards the axis of the drive shaft (2), reducing the force with which the jamming element (21) interacts with the drive gear (5).

Inside the jamming element (21) a spring-loaded lock (9) is placed. In the free state of the spring (11), fixed to the latch and the jamming element (21), the latch (9) extends beyond the surface of the jamming element (21) in contact with the shelf (206) of the drive shaft (2), and lifts the element (21) over the shelf.

The drive shaft (2) is provided with an opening into which the latch (9) can fall under the action of ring springs (48) onto the jamming element (21). A pusher (26), predominantly spring loaded, is placed in this hole. The pusher (26) abuts against the control rod (8) and is configured to push the lock (9) out of the hole in the drive shaft (2) while moving the control rod inside the drive shaft and thus bring the jamming element into contact with the gear (5).

In the particular case, the pusher (26) and the clamp (9) are made in the form of cylinders with rounded ends.

The control rod (8) is made with a smoothly varying diameter to control the extension of the pushers (26) to the boundary of the hole of the drive shaft (2) in which they are located when the rod (8) moves along the shaft (2).

The pinion gear (5) from the inside (from the drive shaft (2)) and the jamming elements (21) from the outside can be provided with irregularities to increase friction between them.

When the controlled overrunning clutch of the pinion gear is disconnected, the pusher (26) is located in the region of the small diameter of the control rod (8). Ring springs (48) press the jamming elements (21) against the walls (205) and the shelves (206), the part of the retainer (9) protruding beyond the jamming element (21) enters the shaft hole (2) above the plunger (26). The jamming elements (21) do not touch the pinion gear (5). In this case, the drive gear (5) freely rotates on the drive shaft (2).

The controlled overrunning clutch is turned on by moving the control rod (8) along the drive shaft (2) when the load is removed from it. In this case, the rod (8) runs into the pusher (26) with its large diameter region and pushes it to the boundary of the hole in the drive shaft (2). Pushers (26) push out latches (9) from the indicated hole. In this case, the clamps (9) raise the jamming elements (21) until they come into contact with the inner surface of the drive gears (5). A load is then applied to the drive shaft from the engine. When the speed of the drive shaft (2) compares or exceeds the speed of the drive gear (5), the jamming elements (21) carried away by the drive gears (5) will move to the end of the shelves (206) and block the drive gear on the drive shaft (2) ( Fig. 26). This will ensure the transmission of torque to the driven shaft.

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven disk, the drive gear rotates on the drive shaft (2), wedging the jamming elements (21). Under the action of annular springs (48), the jamming elements (21) are pressed against the wall (205), the latches (9) are mounted on the pusher (26). This also happens when the drive gear (5), carried away by the driven gear and the driven shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2). With this rotation of the gear (5), in addition to the above, the jamming element (21), carried away by the fluid flow in the space between the drive gear (5) and the drive shaft (2), is pressed against the wall (205) and slides along it towards the shaft axis (2) ) by placing the wall at an angle to the radial direction, reducing the force of interaction of the jamming element (21) and the drive gear (5).

The controlled freewheel clutch is disconnected by moving the control rod (8) when the load is removed from the drive shaft (2). With the indicated movement of the control rod, the pusher (26) falls into the region of a smaller diameter of the rod (8). Ring springs (48) press the jamming elements (21) against the walls (205), positioning the latch (9) above the pusher (26) and pressing them to the control rod (8). In this case, the jamming elements (21) cease to contact with the drive gears (5). During the subsequent supply of load to the drive shaft (2), the jamming elements (21) are held by ring springs (48) at a distance from the drive gear (5), ensuring its free rotation.

Similarly, a controlled clutch of the driven gear can be made.

Example 2 of option 5. If the controlled clutch of example 3 should not be overtaking, then it is made as follows (Fig. 27).

The section of the drive shaft (2) between the bearings is made in the profile with selections for jamming elements, which are arched in the profile of the shaft groove, curved to the side from the center of the shaft (2).

In the grooves of the drive shaft (2), jamming elements (21) are placed, made with the possibility of sliding over the surface of the groove.

Ring springs (not shown), pressing the jamming elements (21) against the drive shaft (2), at the same time tend to move them so that the latch (9) is located opposite the hole in which the pusher (26) is located.

When this controlled clutch is in the on state, the jamming element (21) fixes the drive shaft (2) and the drive gear (5) regardless of the direction of their relative rotation.

Similarly, a controlled clutch of the driven gear can be made.

The implementation of the proposed technical solution for option 5 is not limited to the above examples.

The gearbox of option 5 can be implemented as described in example 5 of option 1 or examples 5 and 6 of option 2 using controlled clutches of option 5.

The shafts can be composite or made in the form of a system of shafts connected to each other. Gears can be mounted on shafts on angular contact ball bearings, plain bearings or other types of bearings. The number of elements used, for example, springs, pushers, clips, can be different. Their shape and location can also be varied. Couplings can have various additional details to improve their functioning, for example, mechanisms for locking on or off, various additional latches, springs, bearings. Friction surfaces can be smooth, corrugated to increase friction, and also have other shapes and qualities. It is also allowed the layout in one device of the structural elements described in different examples. The control rod can exit the shaft and connect to the control lever from any end of the shaft.

Description of the operation of the gearbox according to option 5.

When the gearbox is in operation, the drive shaft (2) is driven into rotation by the engine's traction force. When one of the controlled clutches (6) of the driving or driven gears is engaged, the rotation of the drive shaft (2) is transmitted to the driven shaft (3) and through it to the wheels.

To change the gear ratio from the drive shaft (2) to the driven shaft (3), move the control rod (8) inside the drive and / or driven shaft. In this case, first, the switched-on controlled clutch is disconnected by pressing the jamming element (21) against the drive (2) or driven shaft. Then, another controlled clutch is activated by extending the pusher (26), which brings the jamming element (21) into contact simultaneously with the drive shaft (2) and the drive gear (5) or with the driven gear and driven shaft.

Implementation of the technical solution according to option 6.

The gearbox according to option 6, similarly to the gearbox according to option 1, contains a housing in which the drive shaft (2), the driven shaft (3), the reverse gear shaft (28) are placed (Fig. 1).

The drive shaft (2) when using the gearbox is connected to the engine through the clutch mechanism (1).

On the drive shaft (2), a brake (15) can be installed similarly to the gearbox according to option 1.

Also, similarly to the transmission according to option 1, the drive shaft (2) is connected to the driven shaft (3) by a mechanical transmission with a variable gear ratio. This mechanical transmission is a drive disk element (5) mounted on a drive shaft, pairwise in constant engagement with driven disk element (4) mounted on a driven shaft (3).

One disk element in each pair of master-slave disk elements is mounted on its shaft on a controlled clutch (6). Preferably, in each of the aforementioned pairs, a disk element with the largest diameter is mounted on the controlled coupling (6).

Couplings in pairs of master-driven disk elements are controlled by moving the control rods (8) inside the corresponding master and / or driven shafts (Figs. 28, 29). Preferred is the control due to the movement of the rod rotating with the speed of the shaft in which it is placed along this shaft. However, control is also possible due to the relative rotation of the rod in the corresponding shaft or due to the combination of rotation and longitudinal movement.

The controlled clutch is equipped with jamming elements (21) located in the space between the drive shaft (2) and the drive gear (5), and / or between the driven shaft and the driven gear. The jamming elements (21) are rollers freely placed on the shelves with asymmetrical teeth (204) of the drive shaft (2) (or the driven shaft). The rollers (21) are pressed against the ring ring (49) located on the shaft by ring springs (48).

The clutch is also equipped with a pusher (26), which when moving the control rod (8) inside the drive shaft (2) (or the driven shaft) acts on the spring ring and seeks to bring the jamming element into contact simultaneously with the shaft and gear.

Examples of specific technical solutions for option 6.

Example 1 of option 6. A cylindrical pinion gear (5) is mounted on the drive shaft (2) on two radial bearings (12) (Figs. 28, 29). The jamming elements (21) are rollers freely placed in the space between the drive shaft (2) and the drive gear (5). From the outside, the drive shaft (2) is equipped with asymmetrical teeth (204), which have an emphasis on one side for jamming elements - rollers (21). On the shelf of each tooth (204) there is one roller (21). The diameter of each roller has an intermediate value between the smallest and largest distances between the tooth flange (204) and the pinion gear (5).

Under the rollers (21) on the side of the drive shaft (2), a spring ring (49) is placed in the corresponding groove, which is pressed against the shaft (2).

The rollers (21) are pressed against the drive shaft (2) and the spring ring (49) by ring springs (48). The pinion gear (5) is provided on the inside with a groove for ring springs (48).

Pushers (26) are placed in the radial holes of the drive shaft (2), abutting on one side of the ring (49), and on the other hand, in the control rod (8). In the particular case, the pushers (26) are made in the form of cylinders with an end rounded on the side of the rod. Pushers (26) should be placed in the place of the highest height of the teeth of the drive shaft (2). The control rod (8) is made with a smoothly varying diameter to control the extension of the pushers (26) from the drive shaft (2) when moving the rod (8) along the shaft (2).

When the controlled overrunning clutch of the pinion gear is disconnected, the pushers (26) are located in the region of the small diameter of the control rod (8). The snap ring (49) is pressed against the drive shaft (2). The rollers (21) pressed against the drive shaft (2) by ring springs (48) are held on the shelves of the teeth (204) of the shaft 74

(2) in the region of greatest distance between this shaft and pinion gear (5). In this case, the drive gear (5) freely rotates on the drive shaft (2).

The controlled overrunning clutch is turned on by moving the control rod (8) along the drive shaft (2) when the load is removed from it. In this case, the rod (8) runs into the pushers (26) with its large diameter region and partially extends them from the drive shaft (2). Pushers (26) raise the spring ring (49) above the surface of the shaft (2). The rising spring ring (49) presses the rollers (21) against the pinion gear (5). In this case, the annular springs (48), pushed out by the rollers, enter the corresponding groove in the pinion gear (5). A load is then applied to the drive shaft from the engine. When the speed of the drive shaft (2) compares or exceeds the speed of the drive gear (5), the rollers carried away by the drive gear (5) will move along the shallow part of the teeth of the drive shaft (2) to the narrowest point where they are jammed. As a result, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft.

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the drive gear rotates on the drive shaft (2). In this case, the rollers (21) are wedged and move in the opposite direction of the teeth - in the direction of the stops for the rollers. On this side, the rollers (21) do not jam and do not interfere with the rotation of the pinion gear (5) at a speed different from the drive shaft (2) - the controlled clutch operates in the overtaking mode. This also happens when the drive gear (5), carried away by the driven gear and the driven shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2).

The controlled freewheel clutch is disconnected by moving the control rod (8) when the load is removed from the drive shaft (2). With the indicated movement of the control rod, the pusher (26) falls into the region of a smaller diameter of the control rod (8), the spring ring (49) presses the pushers to the rod (8) and presses itself against the drive shaft (2). When the load is removed, the rollers (21) are wedged and under the action of ring springs (48) are pressed against the drive shaft (2) in the area of the stops for the rollers. In this case, the rollers (21) cease to contact the pinion gear (5). When the load is subsequently applied to the drive shaft (2), the rollers (21) are held at a distance from the drive gear (5), ensuring its free rotation.

Similarly, a controlled clutch of the driven gear can be made.

The implementation of the proposed technical solution for option 6 is not limited to the above examples.

The transmission of option 6 can be implemented as described in example 5 of option 1 or examples 5 and 6 of option 2 using controlled clutches of option 6.

The shafts can be composite or made in the form of a system of shafts connected to each other. Gears can be mounted on shafts on angular contact ball bearings, plain bearings or other types of bearings. The number of elements used, for example, springs, pushers, clips, can be different. Their shape and location can also be varied. Couplings can have various additional details to improve their functioning, for example, mechanisms for locking on or off, various additional latches, springs, bearings. Friction surfaces can be smooth, corrugated to increase friction, and also have other shapes and qualities. It is also allowed the layout in one device of the structural elements described in different examples. The control rod can exit the shaft and connect to the control lever from any end of the shaft.

Description of the operation of the gearbox according to option 6.

When the gearbox is in operation, the drive shaft (2) is driven into rotation by the engine's traction force. When one of the controlled clutches (6) of the driving or driven gears is engaged, the rotation of the drive shaft (2) is transmitted to the driven shaft (3) and through it to the wheels.

To change the gear ratio from the drive shaft (2) to the driven shaft (3), move the control rod (8) inside the drive and / or driven shaft. In this case, first, the switched-on controlled clutch is disconnected by pressing the jamming element (21) against the drive (2) or driven shaft (Fig. 29). Then, another controlled clutch is activated by extending the pusher (26), which brings the jamming element (21) into contact simultaneously with the drive shaft (2) and the drive gear (5) or with the driven gear and driven shaft.

Implementation of the technical solution according to option 7.

The gearbox according to option 7 similarly to the gearbox according to option 1 contains a housing in which the drive shaft (2), the driven shaft (3), the reverse gear shaft (28) are placed (Fig. 1).

The drive shaft (2) when using the gearbox is connected to the engine through the clutch mechanism (1).

On the drive shaft (2), a brake (15) can be installed similarly to the gearbox according to option 1.

Also, similarly to the transmission according to option 1, the drive shaft (2) is connected to the driven shaft (3) by a mechanical transmission with a variable gear ratio. This mechanical transmission is a drive disk element (5) mounted on a drive shaft, pairwise in constant engagement with driven disk element (4) mounted on a driven shaft (3).

One disk element in each pair of master-slave disk elements is mounted on its shaft on a controlled clutch (6). Preferably, in each of the aforementioned pairs, a disk element with the largest diameter is mounted on the controlled coupling (6).

Clutches in pairs of master-driven disk elements are controlled by moving the control rods (8) inside the corresponding master and / or driven shafts (Fig. 30). Preferred is the control due to the movement of the rod rotating with the speed of the shaft in which it is placed along this shaft. However, control is also possible due to the relative rotation of the rod in the corresponding shaft or due to the combination of rotation and longitudinal movement.

The controlled clutch is equipped with a jamming element (21) and a carrier (51) placed in the space between the drive shaft (2) or the driven shaft and the drive shaft (5) or the driven gear (Fig. 31). The controlled clutch is also equipped with a sliding lock (9), which when moving the control rod (8) inside the drive shaft (2) extends from this shaft into the carrier groove (511) (51). The carrier (51), in turn, is configured to tighten the jamming element (21) simultaneously to the drive or driven shaft and to the corresponding drive or driven gear.

The controlled clutch (6) in the off state provides free rotation of the drive gear (5) on the drive shaft (2) or the driven gear on the driven shaft.

In the on state, the controlled clutch operates in one of the following modes:

- provides torque transmission from the drive shaft to the drive gear (or from the driven gear to the driven shaft) in both directions of rotation;

- provides torque transmission from the drive shaft to the drive gear (or from the driven gear to the driven shaft) in only one direction of rotation (overrunning clutch);

- provides the transmission of torque from the drive shaft to the drive gear (or from the driven gear to the driven shaft) only in one direction of rotation, which is set when the clutch is turned on (overrunning reversible clutch);

Examples of specific technical solutions for option 7.

Example 1 of option 7. The gearbox contains seven gears and seven driven gears mounted on bearings (12) (Figs. 1, 30, 31). In particular, in FIG. 30, radial bearings (12) are conventionally shown. In each pair of leading-driven gears, a gear with the largest diameter is installed on the controlled clutch. At the same time, from the first to the fourth driven gears and from the fifth to the seventh driving gears are installed on the controlled clutches (numbering from right to left in Fig. 1 in decreasing gear ratio). Controlled couplings are made bypass.

In the on state, the controlled clutch mounted on the drive shaft (2) provides torque transmission only in the direction from the drive shaft (2) to the drive gear (5). A controlled clutch mounted on the driven shaft (3) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3). In the off state, the controlled clutch (6) provides free rotation of the drive or driven gears on the corresponding shaft.

The controlled clutch contains three or more jamming elements (21), which are rollers located in the space between the drive shaft (2) and the drive gear (5) or between the driven gear and the driven shaft. In FIG. Figure 31 shows 4 rollers ensuring uniformity of the action of the controlled clutch on the gear (5) when it is in the on state. The surface of the gear (5) in the aforementioned space between the shaft and the gear is provided with asymmetrical teeth (501), having on one side a stop for jamming elements - rollers (21). Each tooth (501) has one roller (21). In this case, the diameter of each roller has an intermediate value between the smallest and largest distances between the tooth flange (501) and the drive shaft (2). The rollers (21) in the middle part are equipped with a constriction, which is located in the fork (515) of the annular carrier (51) located on the drive shaft (2). In the area of the specified narrowing under the rollers (21) from the side of the drive shaft (2) there is also a spring ring (49), which presses the rollers to the drive gear (5).

The carrier (51) from the side of the drive shaft (2) has a profiled groove (511) for the lock (9). There can be several grooves (511). The shape of the groove (511) corresponds to the shape of the cap of the lock (9), but has two chamfers located on opposite sides of the groove - protective (512) and overtaking (513). The protective chamfer (512) is located on the wall of the groove (511), which senses the pressure of the clamp (9) during operation of the controlled clutch in the on state. The presence of this chamfer (512) ensures that the latch (9) disengages from engagement with the groove (511) when the load on the drive shaft (2) is exceeded in excess of a certain design value. The overtaking chamfer (513) is located on the opposite side of the groove (511) and is designed so that the latch (9) with the least resistance exits the groove (511) in the overtaking mode, i.e. when the carrier (51) rotates on the shaft (2) with more speed.

A protective protrusion (514) is made on the surface of the carrier (51) near the overtight chamfer (513), which acts as a springboard for the retainer (9) and protects the clutch from shock inclusion with a significant difference in the rotational speeds of the drive shaft (2) and the carrier (51).

The latch (9) is placed in the hole of the drive shaft (2) and abuts on one side of the carrier (51), and on the other hand, in the control rod (8). In the particular case, the latch (9) is made in the form of a cylinder with rounded ends. The latch (9) is pressed against the control rod (8) by an annular return spring (11) located in the groove on the drive shaft.

The control rod (8) in the contact zone with the latch (9) is provided with a groove (10). The groove region (10) may be provided with an additional narrower groove (104) to accommodate the spring clip (102). In the area of the central part of the bracket (102), the groove (10) is provided with a protrusion (103) at its bottom.

In the region of the largest tooth size (501), the gear (5) is equipped with through holes with plugs, in which spring-loaded stoppers (52) are placed, abutting against the carrier (51). The stops are made in the form of balls. The surface of the carrier (51) under the stopper (52) in the carrier position corresponding to the placement of the rollers (21) in the region of the greatest depth of the teeth (501) is provided with a recess.

The above-described design of the controlled clutch for the drive gear (5) is similarly applicable for the controlled clutch of the driven gear (4), given that the controlled clutch of the driven gear (4) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3 )

With the steered overrunning clutch of the pinion gear disengaged, the lock (9) is in the deep stage of the groove (10) of the control rod (8). The return spring (11) presses the latch (9) against the stem (8). The rollers (21) pressed against the pinion gear (5) by the spring ring (49) and inertia forces are held on the shelves of the teeth (501) of this pinion in the region of the greatest distance between the pinion and the drive shaft (2). Additionally, the position of the carrier (21) is fixed by stoppers (52). In this case, the drive gear (5) freely rotates on the drive shaft (2).

The controlled overrunning clutch is activated by moving the control rod (8) along the drive shaft (2), preferably with the load removed from it. In this case, the control rod (8) runs into the latch (9) with the protrusion (103) of the groove (10) and partially extends it from the drive shaft (2). The latch (9) lifts and laterally moves the return spring (11), and then the extension of the latch is provided by the spring action of the bracket (102).

When, under load, the rotational speed of the drive shaft (2) exceeds the rotational speed of the carrier (51), the lock (9) enters the profiled groove (511) and carries the carrier (51) with it. Moreover, if the speed of the drive shaft (2) is large and significantly exceeds the speed of the carrier (51), then the latch (9), falling on the protective ledge (514), is discarded to the drive shaft (2) and does not fall into the groove (511) Flying over it. This ensures protection against shock engagement of the clutch at a specified difference in the rotational speeds of the shaft (2) and the carrier (51) (gears (5)).

The carrier (51) following the lock (9), with sufficient load, is released from the locking effect of the stoppers (52) and carries with it jamming elements - rollers (21). The rollers are displaced along the teeth (501) to the bottleneck where they are jammed. As a result, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven gear (4) and the driven shaft (3). If the drive shaft experiences a significant load, then the latch (9), due to the protective chamfer (512) and the spring clip (102), disengages from the groove (511) and scrolls in the carrier (51) until it engages with such a groove (511).

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the drive gear rotates on the drive shaft (2). In this case, the rollers (21) are wedged and are shifted to that part of the teeth, the distance in which to the drive shaft (2) is greater than the diameter of the rollers (towards the stops for the rollers). The rollers (21) do not jam on this side. The carrier (51) carried away by the rollers (21), due to the overtaking chamfer (513), disengages from the lock (9) and does not interfere with the rotation of the pinion gear (5) at a speed different from the drive shaft (2) - the controlled clutch operates in the overtaking mode. This also happens when the drive gear (5), carried away by the driven gear and the driven shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2).

The controlled clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). In this case, the latch (9) is in the region of the deep groove stage (10), where the spring clip (102) does not act on it. The latch (9) is pressed against the groove (10) by the return spring (11).

When the load is removed, the rollers (21) are wedged and, under the action of the spring ring (49), are pressed against the drive gear (5) in the area of the stops for the rollers. In this case, the rollers (21) cease to contact the drive shaft (2). At the same time, the position of the carrier (21) is fixed by stoppers (52). When the load is subsequently applied to the drive shaft (2), the rollers (21) are held at a distance from the shaft (2), providing free rotation of the drive gear (5).

Example 2 of option 7. Similar to example 1. But instead of a fork, the carrier (51) is equipped with a hook (516) (Fig. 32). Like the fork in example 1, the hook (516) is designed to tighten the rollers (21) to the area of the teeth (501), which has the smallest distance to the drive shaft (2) (or the driven shaft).

The latch is a cylinder (901) with a roller (902) abutting against a carrier (51).

Example 3 of option 7. A cylindrical pinion gear (5) is mounted on the drive shaft (2) on two radial bearings (12) (Figs. 33, 34, 35). The steered overrunning clutch of this pinion gear is a wedge. The inner surface of the gear (5) in the space between the bearings (12) in the profile is oval and in this space between the gear (5) and the shaft (2) two jamming elements (21) are placed. The internal shape of the surface of the gear (5), oval in the profile, has two regions of unevenness in which the distance between the gear (5) and the shaft (2) changes. These areas make it possible to realize coupling control according to the principle of jamming. In the General case, the inner surface of the gear (5) may have more areas of unevenness. For example, for a triangular shape in the shape of the inner surface of the gear, there are three regions of unevenness. Consequently, in the controlled clutch there may be three jamming elements. The jamming elements (21) are made essentially repeating the shape of the region of unevenness and at the same time have gaps to this region from all sides or from only one side - from the shaft side (2) or from the gear side (5).

In the middle part from the shaft side (2), the jamming elements (21) have cutouts for an annular carrier (51) located on the drive shaft (2). The carrier is equipped with a hook (516) for tightening the jamming elements (21) in the region of the smallest distance between the shaft (2) and gear (5). A spring element (47) installed between the carrier (51) and the jamming element (21), the latter is pressed against the pinion gear (5).

Analogously to example 1, the carrier (51) from the side of the drive shaft (2) has a profiled groove (511) with a protective and overrunning chamfers, as well as a protective protrusion.

The latch (9) is placed in the hole of the drive shaft (2) and abuts on one side of the carrier (51), and on the other hand, in the control rod (8). In the particular case, the latch (9) is made in the form of a cylinder with a cap. The latch (9) is pressed against the control rod (8) by an annular return spring (11) located in the groove on the drive shaft.

The control rod (8) in the contact zone with the latch (9) is provided with a groove (10) in which the spring clip (102) is laid.

The gear (5) is equipped with through radial holes with plugs, in which spring-loaded stoppers (52) are placed, abutting against the carrier (51). The stops are made in the form of balls. In this case, the surface of the carrier (51) under the stopper (52) in the carrier position corresponding to the disengaged controlled clutch is provided with a recess.

The above-described design of the controlled clutch for the drive gear (5) is similarly applicable for the controlled clutch of the driven gear (4), given that the controlled clutch of the driven gear (4) provides torque transmission only in the direction from the driven gear (4) to the driven shaft (3 )

With the steered overrunning clutch of the pinion gear disengaged, the lock (9) is completely in the drive shaft (2). The return spring (11) presses the latch (9) against the stem (8). The jammed elements (21), pressed against the pinion gear (5) by the spring elements (47) and inertia, are kept from contact with the drive shaft (2). Additionally, the position of the carrier (21) is fixed by stoppers (52). In this case, the drive gear (5) freely rotates on the drive shaft (2).

The controlled overrunning clutch is activated by moving the control rod (8) along the drive shaft (2), preferably with the load removed from it. In this case, the spring clip (102) begins to act on the latch (9) and partially pushes it out of the drive shaft (2). When, under load, the rotational speed of the drive shaft (2) exceeds the rotational speed of the carrier (51), the lock (9) enters the profiled groove (511) and carries the carrier (51) with it. Moreover, if the speed of the drive shaft (2) is large and significantly exceeds the speed of the carrier (51), then the latch (9), falling on the protective ledge (514), is discarded to the drive shaft (2) and does not fall into the groove (511) Flying over it. This ensures protection against shock engagement of the clutch at a specified difference in the rotational speeds of the shaft (2) and the carrier (51) (gears (5)).

The carrier (51) following the lock (9), with sufficient load, is released from the locking effect of the stoppers (52) and carries with it jamming elements (21). The jammed elements are shifted to the bottleneck where they are jammed. As a result, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft. If the drive shaft is under significant load, the lock (9), due to the protective chamfer and spring clip (102), disengages from the groove (511) and scrolls in the carrier (51) until it engages with such a groove (511).

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the drive gear rotates on the drive shaft (2). In this case, the jammed elements (21) are wedged out and under the action of centrifugal forces and spring elements (47) are displaced so that they cease to contact the shaft (2). The carrier (51) carried away by the jamming elements (21), due to the overtaking chamfer, disengages from the lock (9) and does not interfere with the rotation of the pinion gear (5) at a speed different from the drive shaft (2) - the controlled clutch operates in the overtaking mode. This also happens when the drive gear (5), carried away by the driven gear and the driven shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2).

The controlled clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). In this case, the latch (9) is in the region of the groove (10), where the spring clip (102) does not act on it. The latch (9) is pressed against the groove (10) by the return spring (11).

When the load is removed, the jammed elements (21) are wedged out and cease to contact the drive shaft (2). At the same time, the position of the carrier (21) is fixed by stoppers (52). When the load is subsequently applied to the drive shaft (2), the rollers (21) are held at a distance from the shaft (2), providing free rotation of the drive gear (5).

Example 4 of option 7. Similar to example 3. But the recesses in the carrier (51) under the stoppers (52) are made deeper and equipped with pushers (53) (Fig. 36).

When the control clutch is turned on, the latch (9) acts on the pusher (53), which releases the carrier (51) from the stopper (52).

Example 5 of option 7. Similar to example 3. But the stoppers (52) are not radial, but tilted so that their action is directed towards returning the carrier to the off-position of the control clutch (Fig. 37). In this design, the stopper constantly acts on the carrier both when the controlled clutch is turned off and when it is turned on.

Instead of having a spring clip, the latch itself is spring-loaded. Moreover, it contains a dog (905) fixed on the drive shaft (2), supported by a pusher (906) embedded in the glass (903). A spring (904) is placed between the cup and the pusher.

Example 6 of option 7. The spur gear (5) is mounted on the drive shaft (2) on two radial bearings (not shown) (Fig. 38). The driven clutch of this pinion gear is wedge and overrunning. The inner surface of the gear (5) in the space between the bearings in the quadrangular profile with rounded corners and in this space between the gear (5) and the shaft (2) are four jamming elements (21). The quadrangular shape of the surface of the gear (5) in the profile has four regions of unevenness in which the distance between the gear (5) and the shaft (2) varies. These areas make it possible to realize coupling control according to the principle of jamming. The jamming elements (21) are made essentially repeating the shape of the region of unevenness and at the same time have gaps to this region from all sides or from only one side - from the shaft side (2) or from the gear side (5).

In the middle part from the shaft side (2), the jamming elements (21) have cutouts for an annular carrier (51) located on the drive shaft (2). The carrier is equipped with a hook (516) for tightening the jamming elements (21) in the region of the smallest distance between the shaft (2) and gear (5). A spring element (47) installed between the carrier (51) and the jamming element (21), the latter is pressed against the pinion gear (5).

Analogously to example 1, the carrier (51) from the side of the drive shaft (2) has a profiled groove (511) with a protective and overrunning chamfers, as well as a protective protrusion.

The latch (9) is placed in the hole of the drive shaft (2) and abuts on one side of the carrier (51), and on the other hand, in the control rod (8). In the particular case, the latch (9) is made in the form of a cylinder with a rounded end. The latch (9) is pressed against the control rod (8) by a return spring (11) located in the groove (10) of the rod (8). The groove (10) is located in the contact zone with the lock (9) and a spring clip (102) is also placed in it.

Similarly made controlled clutch for driven gear.

The operation of the controlled clutch is similar to example 3.

Example 7 of option 7. A spur gear (5) is mounted on the drive shaft (2) on two radial bearings (not shown) (Fig. 39). The driven clutch of this pinion gear is ratchet and not overrunning. Four jamming elements (21) made in the form of dogs are fixed on the inner surface of the gear (5) in the space between the bearings. Each dog has two tabs (220) to enable abutment in the corresponding teeth (not shown) of the drive shaft.

In the middle part of the tongue (220) have cuts under the annular carrier (51), located on the drive shaft (2). The carrier is equipped with forks (515) for pressing the tongues (220) of the jamming elements - dogs (21) to the shaft (2).

Both tongues of at least one dog are spring-loaded to the drive gear so that, in the absence of external forces, the carrier and dogs return to a position in which no tongues of the dogs contact the drive shaft.

The carrier (51) from the side of the drive shaft (2) has a profiled groove (511) corresponding to the shape of the retainer cap (9).

The latch (9) is placed in the hole of the drive shaft (2) and abuts on one side of the carrier (51), and on the other hand, in the control rod (8). The latch (9) is pressed against the stem (8) by a return spring (not shown) located in the groove of the drive shaft (2).

The control rod (8) in the contact zone with the latch (9) is provided with a groove (10) in which the spring clip (102) is placed.

Similarly made controlled clutch for driven gear.

With the steered clutch of the pinion gear disengaged, the latch (9) is located in that region of the groove (10) in which the spring clip (102) does not act on it. The return spring presses the lock (9) against the stem (8). The tongues of the dogs do not contact the drive shaft (2). In this case, the drive gear (5) freely rotates on the drive shaft (2).

The controlled clutch is engaged by moving the control rod (8) along the drive shaft (2), preferably with the load removed from it. In this case, the rod (8) runs into the latch (9) by the part where the spring clip (102) begins to act on it. The bracket (102) partially extends the latch from the drive shaft (2).

When, under load, the rotational speed of the drive shaft (2) does not coincide with the rotational speed of the carrier (51), the lock (9) enters the profiled groove (511) and carries the carrier (51) with it.

The carrier (51), following the lock (9), carries with it jamming elements - dogs (21). In this case, one of the tongues (220) of each dog is in contact with the shaft (2) and is jammed in its teeth. As a result, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft.

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the drive gear rotates on the drive shaft (2). In this case, the tabs (220) are released from the load of the shaft (2) and return with their springs to the neutral position, in which no tabs are in contact with the shaft (2). If the deceleration of the shaft (2) continues and the gear (5) begins to overtake it, then the dogs carried by the carrier (51) are brought into contact with the shaft (2) with their other tongues (220). These other tongues mesh with the teeth and again lock the gear (5) on the drive shaft (2). In this case, the torque is transmitted from the gear (5) to the shaft (2).

The controlled clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). In this case, the latch (9) is in the region of the groove (10), where the spring clip (102) does not act on it. The latch (9) is pressed against the groove (10) by the return spring.

When the load is removed and there is no effect on the carrier (51) from the shaft side (2), the dogs (21) disengage from the shaft (2) and remain in this position. When the load is subsequently applied to the drive shaft (2), the dogs (21) are kept at a distance from the shaft (2), providing free rotation of the drive gear (5).

Example 8 of option 7. A cylindrical pinion gear (5) is mounted on the drive shaft (2) on two radial bearings (not shown) (Fig. 40). The driven clutch of this pinion gear is ratchet overtaking. Four jamming elements (21) made in the form of dogs are fixed on the inner surface of the gear (5) in the space between the bearings. Each dog has a tongue (220) to enable abutment in the corresponding teeth (not shown) of the drive shaft.

In the middle part of the tongue (220) have cuts under the annular carrier (51), located on the drive shaft (2). The carrier is equipped with forks (515) for pressing the tongues (220) of the jamming elements - dogs (21) to the shaft (2).

The stops can be performed analogously to example 5. Or instead of the stoppers, the tongues (220) of the dogs can be spring-loaded.

Analogously to example 1, the carrier (51) from the side of the drive shaft (2) has a profiled groove (511) with a protective and overrunning chamfers, as well as a protective protrusion.

The latch (9) is placed in the hole of the drive shaft (2) and abuts on one side of the carrier (51), and on the other hand, in the control rod (8). The end of the retainer (9) located in the groove (10) of the control rod (8) is provided with a cutout (907) that enters the hook (105), which allows the retainer to be held in the shaft bore (2).

Similarly made controlled clutch for driven gear.

When the controlled overrunning clutch of the pinion gear is disconnected, the latch (9) is located in that region of the groove (10) in which the spring clip (102) does not act on it. Stoppers or dog springs hold the carrier (51) in a position in which the tongues (220) of the dogs do not contact the drive shaft (2). In this case, the drive gear (5) freely rotates on the drive shaft (2).

The controlled overrunning clutch is activated by moving the control rod (8) along the drive shaft (2), preferably with the load removed from it. In this case, the rod (8) runs into the latch (9) by the part where the spring clip (102) begins to act on it. The bracket (102) partially extends the latch from the drive shaft (2).

When, under load, the rotational speed of the drive shaft (2) does not coincide with the rotational speed of the carrier (51), the lock (9) enters the profiled groove (511) and carries the carrier (51) with it.

The carrier (51), following the lock (9), carries with it jamming elements - dogs (21). In this case, the tongue (220) of each dog is in contact with the shaft (2) and is jammed in its teeth. As a result, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft.

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the drive gear rotates on the drive shaft (2). In this case, the tabs (220) are released from the load of the shaft (2) and, due to the centrifugal force, are returned to the neutral position, in which no tabs are in contact with the shaft (2). The carrier (51), due to the overtaking chamfer, disengages from the latch (9) and does not interfere with the rotation of the pinion gear (5) at a speed different from the drive shaft (2) - the controlled clutch operates in the overtaking mode. This also happens when the drive gear (5), carried away by the driven gear and the driven shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2).

The controlled clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). In this case, the latch (9) is in the region of the groove (10), where the spring clip (102) does not act on it.

When the load is removed and there is no effect on the carrier (51) from the shaft side (2), the dogs (21) disengage from the shaft (2) and remain in this position. When the load is subsequently applied to the drive shaft (2), the dogs (21) are kept at a distance from the shaft (2), providing free rotation of the drive gear (5).

Example 9 of option 7. The controlled clutch of the drive gear (5) contains four jamming elements (21), which are rollers placed in the space between the drive shaft (2) and the drive gear (5) (Fig. 41, 42). The surface of the gear (5) in this space is equipped with symmetrical teeth (501). Between each pair of teeth (501), one roller (21) is placed in the profile. In this case, the diameter of each roller has an intermediate value between the smallest and largest distances between the tooth flange (501) and the drive shaft (2).

The rollers (21) from the ends are equipped with constrictions and placed in the carrier (51). The carrier (51) is a pipe with grooves under the rollers (21). The ends of the rollers (21) with springs (47) are pressed against the drive gear (5). The grooves in the carrier (51) are designed so that the rollers (21) can move relative to the carrier (51) in the radial direction. The carrier (51) is located on the drive shaft (2).

The carrier (51) from the side of the drive shaft (2) at each of its ends has profiled grooves (511) for the latches (9). There can be several grooves (511) at each end. In FIG. 41, 42, two grooves are shown at each end. The shape of the groove (511) corresponds to the shape of the cap of the retainer (9), but has two chamfers located on opposite sides of the groove, as described in Example 1. A protective protrusion is made on the surface of the carrier (51) near the overtaking chamfer.

Placing the chamfers at different ends of the carrier (51) in different directions of bypass allows you to implement a controlled clutch with a selectable direction of overtaking (reversible overrunning clutch).

The latches (9) are located in the holes of the drive shaft (2) and abut on one side of the carrier (51), and on the other hand, in the control rod (8). In the particular case, each latch (9) is made in the form of a cylinder with a cap. The latch (9) is pressed against the control rod (8) by a return spring (11) located in the groove on the drive shaft.

The control rod (8) in the contact zone with the clips (9) is provided with a groove (10) in which the spring clip (102) is laid.

In the region of the largest size of the teeth (501) and the edges of the carrier (51), the gear (5) is equipped with through holes with plugs in which spring-loaded stoppers (52) abutting against the carrier (51) are placed. The stoppers are made in the form of cylinders with rounded ends. The surface of the carrier (51) under the stoppers (52) in the carrier position corresponding to the placement of the rollers (21) in the region between the teeth (501) is provided with a recess. The recesses have asymmetric approaches for the stoppers (52). This is done so that each stopper prevents the turn from driving only one way. In this case, the stoppers (52), placed at one end of the carrier (51) (right in Fig. 41), prevent the carrier (51) from turning counterclockwise (see Fig. 42). And the stoppers (52), placed at the other end of the carrier (51) (left in Fig. 41), prevent the carrier (51) from turning clockwise (see Fig. 42). The recesses in the carrier (51) under the stoppers (52) are equipped with pushers (53).

Similarly, the driven clutch of the driven gear is made.

With the controlled driven freewheel clutch of the drive gear turned off, all the latches (9) are located in the area of the grooves (10) of the control rod (8), where the spring brackets (102) do not act on them. In this case, the return springs (11) press the clamps (9) to the stem (8). The rollers (21) pressed against the pinion gear (5) by the springs (47) and inertia forces are held between the teeth (501) of this pinion in the region of the greatest distance between the pinion and the drive shaft (2). Additionally, the position of the carrier (51) is fixed by stoppers (52). In this case, the drive gear (5) freely rotates on the drive shaft (2).

The controlled overrunning clutch is activated by moving the control rod (8) along the drive shaft (2), preferably with the load removed from it. In this case, the rod (8) runs into the clamps (9) located at one end of the carrier (51) with a spring clip (102) and partially extends them from the drive shaft (2). For the one shown in FIG. 41, 42 of the coupling, in order to transmit rotation from the drive shaft (2) to the gear (5) clockwise, the control rod (8) must be shifted to the left.

When under load the rotational speed of the drive shaft (2) exceeds the rotational speed of the carrier (51), the latches (9) extended from the shaft (2) fall into the profiled groove (511). Acting on the pusher (53), the clamps (9) release the carrier (51) from the stoppers (52) and carry the carrier along with them. Moreover, if the speed of the drive shaft (2) is large and significantly exceeds the speed of the carrier (51), then the latch (9), falling on the protective ledge, is discarded to the drive shaft (2) and does not fall into the groove (511), " through him. This ensures protection against shock engagement of the clutch at a specified difference in the rotational speeds of the shaft (2) and the carrier (51) (gears (5)).

Following the clamps (9), the carrier (51) carries along jamming elements - rollers (21). The rollers are displaced along the teeth (501) to the bottleneck where they are jammed. As a result, the drive gear (5) is blocked on the drive shaft (2) and torque is transmitted to the driven shaft. If the drive shaft experiences a significant load, then the lock (9), due to the protective chamfer and the spring clip (102), disengages from the groove (511) and scrolls in the carrier (51). In this case, the entire load is transmitted by the jamming elements (21), and not by the latch (9).

When the load is removed from the drive shaft (2), this shaft slows down. Due to the inertia of the drive gear (5), the driven gear and the driven shaft, the drive gear rotates on the drive shaft (2). In this case, the rollers (21) are wedged and shifted to that part of the teeth, the distance in which to the drive shaft (2) is greater than the diameter of the rollers. In this area, the rollers (21) do not jam and are held by centrifugal forces, springs (47) and stoppers (52) on the side of the carrier (51), where the latches (9) are off (located within the shaft (2)). The carrier (51) carried away by the rollers (21), due to the overtaking chamfer of the grooves (511), disengages from the latches (9) and does not interfere with the rotation of the pinion gear (5) at a speed different from the drive shaft (2) - the controlled clutch operates in the overtaking mode. This also happens when the drive gear (5), carried away by the driven gear and the shaft, starts to rotate at an angular speed exceeding the speed of rotation of the drive shaft (2).

The controlled clutch is disconnected by moving the control rod (8) and relieving the load from the drive shaft (2). In this case, all the latches (9) are in the region of the groove (10), where spring brackets (102) do not act on it. The latches (9) are pressed against the groove (10) by the return spring (11).

When the load is removed, the rollers (21) are wedged and, under the action of the springs (47), are pressed against the pinion gear (5) in the region between the teeth (501). In this case, the rollers (21) cease to contact the drive shaft (2). At the same time, the position of the carrier (21) is fixed by stoppers (52). When the load is subsequently applied to the drive shaft (2), the rollers (21) are held at a distance from the shaft (2), providing free rotation of the drive gear (5).

Depending on which direction it is necessary to ensure the rotation of the pinion gear, the clutch is connected by clips (9) on one or the other side of the carrier (51). As mentioned above, in order to transmit rotation from the shaft (2) to the gear (5) in a clockwise direction, the control rod (8) shown in FIG. 41, 42 coupling must be shifted to the left. To transmit rotation from the shaft (2) to the gear (5) counterclockwise, the first stem (8) must be shifted to the right.

Obviously, by changing the configuration of the groove (10) and / or spring clip (102), it is possible to carry out the operation of the clutch according to this example in the locking mode on both sides when the clutch ceases to be overrunning.

The implementation of the proposed technical solution for option 7 is not limited to the above examples.

The gearbox of option 7 can be implemented as described in example 5 of option 1 or examples 5 and 6 of option 2 using controlled clutches of option 7.

The shafts can be composite or made in the form of a system of shafts connected to each other. Driving and / or driven gears can be mounted on their shafts on angular contact ball bearings, plain bearings or other types of bearings. Pushers can be made in the form of cylinders, balls, fungi of various shapes, rectangles, and can also be made of two or more parts. The pusher can be made spring, containing in its body a spring. The number of elements used, for example, springs, pushers, clips, can be different. Their shape and location can also be varied. Couplings can have various additional details to improve their functioning, for example, mechanisms for locking on or off, various additional latches, springs, bearings. Friction surfaces can be smooth, corrugated to increase friction, and also have other shapes and qualities. It is also allowed the layout in one device of the structural elements described in different examples. The control rod can exit the shaft and connect to the control lever from any end of the shaft.

Description of the operation of the gearbox according to option 7.

When the gearbox is in operation, the drive shaft (2) is driven into rotation by the engine's traction force. When one of the controlled clutches (6) of the driving disk elements (5) (or driven disk elements) is turned on, the rotation of the drive shaft (2) is transmitted to the driven shaft (3) and through it to the wheel.

To change the gear ratio from the driven shaft (2) to the driven shaft (3) move the control rod (8) inside the drive and / or driven shafts. In this case, first, the switched-on controlled clutch is disconnected by pressing the jamming element (21) either to the drive shaft (2) (driven shaft) or to the drive gear (5) (driven gear). Then, the inclusion of another controlled clutch is ensured by extending the latch (9), which carries the carrier (51). The carrier (51), in turn, compresses the jamming element (21) between the drive shaft (2) and the drive gear (5) (or between or the driven shaft and the driven gear), which leads to their mutual blocking.

Implementation of the technical solution for option 8.

The gearbox according to option 8, similarly to the gearbox according to option 1, contains a housing in which a drive shaft (2), a driven shaft (3), a reverse gear shaft (28) are placed (Fig. 1).

The drive shaft (2) when using the gearbox is connected to the engine through the clutch mechanism (1).

On the drive shaft (2), a brake (15) can be installed similarly to the gearbox according to option 1.

Also, similarly to the transmission according to option 1, the drive shaft (2) is connected to the driven shaft (3) by a mechanical transmission with a variable gear ratio. This mechanical transmission is a drive disk element (5) mounted on a drive shaft, pairwise in constant engagement with driven disk element (4) mounted on a driven shaft (3).

One disk element in each pair of master-slave disk elements is mounted on its shaft on a controlled clutch (6). Preferably, in each of the aforementioned pairs, a disk element with the largest diameter is mounted on the controlled coupling (6).

Clutches in pairs of master-driven disk elements are controlled by moving the control rods (8) inside the corresponding master and / or driven shafts (Fig. 43). Preferred is the control due to the movement of the rod rotating with the speed of the shaft in which it is placed along this shaft. However, control is also possible due to the relative rotation of the rod in the corresponding shaft or due to the combination of rotation and longitudinal movement.

The controlled clutch (6) of the leading disk element is provided with a jamming element (21). When the clutch is off, the jamming element (21) is held by the control sleeve (41), which rotates when the control rod (8) moves inside the drive shaft (2) and seeks to bring the jamming element into contact simultaneously with the shaft (2) and gear (5).

The controlled clutch of the driven disk element is made as described in options 1-7.

Examples of specific technical solutions for option 8.

Example 1 of option 8. The gearbox contains seven gears and seven driven gears. Three pinion gears (5) are mounted on controlled overrunning clutches (Fig. 43).

The drive shaft (2) is made composite. The middle (201) and end (202) parts of the drive shaft are connected by a helical gear. In this case, the middle part (201) of the drive shaft is connected by a spline connection to the screw drive nut (39), the thread of which engages with the thread on the terminal part (202) of the drive shaft.

The drive gear (5) rotates freely on the control sleeve (41) of the controlled clutch. The pinion gear (5) and the control sleeve (41) are placed between the two parts of the jamming element (21) mounted on the end parts (202) of the drive shaft on the splines. Each part of the jamming element (21) is equipped with a spring-loaded return pusher (217), made in the form of a ball. The end part (202) is provided with a groove for this ball (217). Parts of the jamming element (21) and gear (5) are provided with friction surfaces (27). To reduce the size of the drive gear block, the adjacent parts of the jamming element (21) of the adjacent controlled couplings are made at the same time.

The control sleeve (41) is mounted on the end part (202) of the drive shaft with the possibility of rotation relative to this shaft. In the particular case, the control sleeve (41) is installed on the end part (202) of the drive shaft on the slots thinned through one, on which the parts of the jamming element (21) are installed (Fig. 44). The angle of rotation of the control sleeve (41) on the end part (202) of the drive shaft is set by the rotation lever (44) fixed in the control rod (8) and through the slots in the end part (202) of the drive shaft enters the control hole (45) in the control sleeve (41) (Fig. 45).

At the ends, the control sleeve (41) is equipped with teeth. The response grooves for these teeth are provided with parts of the jamming element (21). The control sleeve (41) is made so that when its position corresponds to the coincidence of its teeth with the mating grooves of the jamming element (21), the friction surfaces (27) are contacted, and if these teeth and grooves do not coincide, the sleeve prevents contact of the friction surfaces (27) and provides a gap between the parts of the jamming element (21) and gear (5).

The configuration of the control hole (45) and the fastening of the rotation lever (44) on the control rod (8) for different controlled couplings are made so that with a certain position of the rod (8) it is possible to turn on only one of the controlled couplings (only for one of these couplings is provided correspondence of the position of the teeth of the control sleeve (41) and the mating grooves of the jamming element (21)).

All controlled freewheels are located between the screw nut (39) and the stop (46).

The shape of the friction surfaces (27) may be cone-shaped, curved, or other. Friction surfaces can be made corrugated for the purpose of increasing friction forces. Parts of the jamming element (21) and gears (5) in a particular case can be made in the form of disks. Then the friction surfaces (27) are essentially flat.

When the load is removed from the drive shaft, the return balls (217) ensure a neutral position of all parts of the jamming element (21), in which the friction surfaces (27) do not touch and the grooves of these parts of the jamming element (21) are disengaged from the teeth of the control bushes (41) ) Drive gears (5) rotate freely.

Using the lever (13) by moving the control rod (8) along the end part (202) of the drive shaft, the selected controlled clutch is engaged. In this case, the movement of the control rod (8) and the rotation lever (44) rotates the control sleeve (41) of the specified controlled clutch to a position in which the teeth of the sleeve (41) are opposite the corresponding grooves of the jamming element (21).

When a load is applied to the drive shaft from the engine, the speed of the middle part (201) of the drive shaft begins to exceed the speed of its end part (202). This leads to the tightening of the screw drive nut (39) and the tightening of the package of controlled couplings located between the nut (39) and the stop (46).

For the controlled clutch engaged, this leads to the teeth of the control sleeve (41) entering the grooves of the jamming element (21). In this case, the friction surfaces (27) of this coupling are in contact and increase the braking force of the end part (202) of the drive shaft.

For disconnected controlled couplings, this leads to the fact that the teeth of the control sleeve (41) abut against parts of the jamming element (21) and do not fall into their grooves. The friction surfaces (27) of the disconnected couplings do not touch and the corresponding drive gears (5) freely rotate on the shaft (2).

Further, due to the helical transmission, the friction surfaces (27) of the included controlled clutch are pressed against each other with greater force. As a result of the described process, the drive gear (5) of the included controlled clutch is blocked on the end part (202) of the drive shaft and torque is transmitted to the disk driven shaft.

When the load is removed from the drive shaft (2), its middle part (201) tends to stop. Due to the inertia of the end part (202), the jamming element (21), the drive gears (5), the driven gears and the driven shaft, the end part (202) is rotated in a helical gear with a nut (39) and displays the friction surfaces (27) of the activated controlled clutch out of contact, allowing the corresponding drive gear (5) to rotate freely on the end portion (202) of the drive shaft. The return balls (217) move all parts of the jamming element (21) to a neutral position.

The implementation of the proposed technical solution for option 8 is not limited to the above examples.

The gearbox according to option 8 can be implemented as described in example 5 of option 1 or examples 5 and 6 of option 2 using controllable couplings according to option 8 on the drive shaft.

The shafts can be composite or made in the form of a system of shafts connected to each other. Driving and driven gears can be mounted on their shafts on angular contact ball bearings, plain bearings or other types of bearings. It is also allowed the layout in one device of the structural elements described in different examples. The control rod can exit the shaft and connect to the control lever from any end of the shaft.

Description of the operation of the gearbox in option 8.

When the gearbox is in operation, the drive shaft (2) is driven into rotation by the engine's traction force.

When one of the controlled clutches (6) of the drive (5) or driven gears is engaged, the rotation of the drive shaft (2) is transmitted to the driven shaft (3) and through it to the wheel.

To change the gear ratio from the drive shaft (2) to the driven shaft, move the control rod (8) inside the drive shaft. This ensures that the switched-on controlled clutch is turned off by turning its control sleeve (41) in disagreement with the parts of the jamming element (21) and the other controlled clutch is turned on by turning its control sleeve, which brings the jamming element (21) into contact simultaneously with the drive shaft (2 ) and pinion gear (5).

Industrial applicability.

The claimed technical solutions are implemented using industrially produced devices and materials, can be manufactured on 97

any industrial enterprise and will find wide application in the field of vehicle transmissions.

Claims (42)

1. A mechanical gearbox comprising a drive shaft connected to a driven shaft by a mechanical transmission with a variable gear ratio, in which drive disk elements mounted on the drive shaft are continuously coupled in pairs with driven disk elements mounted on the driven shaft, while the drive or the driven a disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch, characterized in that the controlled clutch is provided with at least one sliding latch, made with the possibility of partial extension from the driving or driven shaft into the corresponding groove of the driving or driven disk element when moving the control rod inside the driving or driven shaft, respectively, while the controlled clutch lock is a ball, cylinder or a cam pressed onto the corresponding driving or driven shaft to the control rod annular return spring, while the control rod is provided with a groove, the length of which is chosen such that when moving the control rod about espechivaetsya or disable all controlled clutch, or the inclusion of one of them. 2. The gearbox according to claim 1, characterized in that the disk elements are made in the form of gears, sprockets or pulleys, while the master-driven disk element on the controlled clutch has the disk element that has the largest diameter, and the driven shaft is connected with a demultiplier. 3. The gearbox according to claim 2, characterized in that it is equipped with a braking unit comprising primary and secondary shafts made integral with or connected by a safety clutch, said primary shaft is connected by a mechanical transmission to a driven shaft, and on the secondary shaft of the braking unit on controlled clutches braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft. 4. The gearbox according to claim 1, 2 or 3, characterized in that the control rod is pivotally connected to the lever . 5. A mechanical gearbox comprising a drive shaft connected to a driven shaft by a mechanical transmission with a variable gear ratio, in which drive disk elements mounted on the drive shaft are continuously coupled in pairs with driven disk elements mounted on the driven shaft, while the drive or driven the disk element in at least two pairs of disk elements mounted on its shaft on a controlled clutch, characterized in that the controlled clutch is provided with at least one jamming element m mounted on the corresponding drive or driven shaft on a helical gear, while the jamming element and, accordingly, the drive or driven disk element are provided with adjacent friction surfaces, the controlled clutch is capable of blocking, respectively, or the drive disk element on the drive shaft at least when it is rotated relative to the leading disk element with a greater angular velocity, or the driven disk element on the driven shaft, at least during rotation of the driven disk element relative to the driven shaft with a greater angular velocity, while the controlled clutch is equipped with at least one retractable latch made with the following possibility when moving the control rod inside, respectively, of the driving or driven shaft: or partial extension from, respectively, the driving or driven shaft into the corresponding groove of the jamming element; or partial extension from the jamming element into the corresponding groove, respectively, of the driving or driven shaft. 6. The gearbox according to claim 5, characterized in that the disk elements are made in the form of gears, sprockets or pulleys, while the master-driven disk element on the controlled clutch has the disk element that has the largest diameter, and the driven shaft is connected with a demultiplier. 7. The gearbox according to claim 6, characterized in that it is equipped with a braking unit comprising primary and secondary shafts made integral with or connected by a safety clutch, said primary shaft is connected by a mechanical transmission to a driven shaft, and on the secondary shaft of the braking unit on controlled clutches braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft. 8. The gearbox according to claim 5, 6 or 7, characterized in that the jamming element is provided with grooves for the clamp on the threaded surface, the clamp of the controlled clutch is a pair of balls or a cylinder and is made with the possibility of partial extension from, respectively, the drive or driven shaft in the corresponding groove of the jamming element when moving the control rod inside, respectively, of the driving or driven shaft, the control rod is equipped with grooves, the length and location of which are chosen such that with longitudinal movement of w control current ensures the inclusion of only one of the controlled couplings, while the control rod is pivotally connected to the lever. 9. The gearbox according to claim 5, 6 or 7, characterized in that the lock of the controlled clutch is located in the jamming element and is a spring-loaded cylinder, the lock is made with the possibility of partial extension from the jamming element into the corresponding groove, respectively, of the drive or driven shaft when the movement of the control rod inside, respectively, of the driving or driven shaft, while the groove of the driving or driven shaft under the lock is a hole in which the first pusher is placed, abutting against the control rod Nation, the control rod is provided with grooves, the length and location of which are selected so that when the control rod is longitudinally moved, only one of the controlled clutches is engaged, while the control rod is pivotally connected to the lever. 10. A mechanical gearbox comprising a drive shaft connected to a driven shaft by a mechanical transmission with a variable gear ratio, in which drive disk elements mounted on the drive shaft are continuously coupled in pairs with driven disk elements mounted on the driven shaft, while the drive or the driven the disk element in at least two pairs of disk elements mounted on its shaft on a controlled clutch, characterized in that the controlled clutch is provided with at least one jamming element ohm and is configured to block, respectively, either the leading disk element on the drive shaft, at least when it rotates relative to the drive disk element with a higher angular velocity, or the driven disk element on the driven shaft, at least when the driven disk element is rotated relative to the driven shaft with greater angular velocity, while the controlled clutch is equipped with at least one retractable latch made with the possibility of partial extension from one part of the jamming element coagulant in another part corresponding slot of the keying element when moving the control rod inside, respectively, a drive or driven shaft. 11. The gearbox according to claim 10, characterized in that the disk elements are made in the form of gears, sprockets or pulleys, while the master-driven disk element on the controlled clutch has the disk element that has the largest diameter, and the driven shaft is connected with a demultiplier. 12. The gearbox according to claim 11, characterized in that it is equipped with a braking unit comprising primary and secondary shafts made integral with or connected by a safety clutch, said primary shaft is connected by a mechanical transmission to a driven shaft, and on the secondary shaft of the braking unit on controlled clutches braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft. 13. The gearbox according to claim 10, 11 or 12, characterized in that the jamming element comprises a disk first part, made integral with, respectively, a master or driven disk element and mounted on a helical gear on a disk second part, which rotates freely on, respectively, a drive or driven shaft between the thrust plates fixed on it, while the ends of the said parts of the jamming element and the adjacent surfaces of the thrust plates are frictional, the clamp of the controlled clutch is placed in part of the jamming element and is a spring-loaded cylinder, while the groove for the retainer of the second part of the jamming element is a hole in which the second pusher is placed, abutting in the spring ring placed in the annular groove of the drive or driven shaft, in which this shaft equipped with a hole in which the first pusher is placed, abutting against the control rod provided with a longitudinal groove, while the jamming element is equipped with a return mechanism, which is a pair of spring-loaded return pushers abutting against the sides of the second part of the jamming element, made in the form of balls installed in the same through holes located in the first part of the jamming element parallel to its rotation axis and symmetrically with respect to the plane of symmetry perpendicular to this axis. 14. The gearbox according to claim 10, 11 or 12, characterized in that the jamming element comprises a disk first part, made integral with, respectively, a driving or driven disk element and mounted to rotate on a shelf of the second part, which rotates freely on, respectively, the drive or driven shaft between the stop plates fixed on it, the second part of the jamming element is provided with a disk stop for its first part, adjacent surfaces of the disk stop and the first part of the jamming element They are wavy, repeating the shape of each other, and their opposite surfaces and adjacent surfaces of the thrust plates are frictional, the lock of the controlled clutch is located in the first part of the jamming element and is a spring-loaded cylinder, while the groove under the lock of the second part of the jamming element is an opening, in which the second pusher is placed, abutting, respectively, the drive or driven shaft, in which a hole is made in the contact zone with the second pusher, in which he first pusher, bears against the control rod equipped with a longitudinal groove on whose bottom is laid spring bracket, wherein the wedging element is provided with a return mechanism, which is a rim bearing against a second part of the wedge element spring-loaded plunger return. 15. The gearbox according to claim 14, characterized in that the adjacent wavy surfaces of the first part of the jamming element and the disk stop are made with asymmetric waves or teeth, with the possibility of mutual engagement of the contacting first part of the jamming element and the disk stop when they rotate relative to one side and axial displacement relative to each other during their relative rotation in the other direction. 16. A mechanical gearbox comprising a drive shaft connected to a driven shaft by a mechanical transmission with a variable gear ratio, in which drive disk elements mounted on the drive shaft are continuously coupled in pairs with driven disk elements mounted on the driven shaft, while the drive or driven the disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch, characterized in that the controlled clutch is equipped with jamming elements made in the ide of dogs pressed against a spring ring mounted on a drive or driven shaft, respectively, and at least one pusher installed in the hole of a drive or driven shaft between the spring ring and the control rod located inside the corresponding shaft, the pusher made with the possibility of bringing the jamming elements into contact simultaneously with the drive shaft and the drive disk element or the driven shaft and the driven disk element when moving the control rod inside, respectively venno, driving or driven shaft. 17. The gearbox according to claim 16, characterized in that the disk elements are made in the form of gears, sprockets or pulleys, while the master-driven disk element on the controlled clutch has the disk element that has the largest diameter, and the driven shaft is connected with a demultiplier. 18. The gearbox according to claim 17, characterized in that it is equipped with a braking unit comprising primary and secondary shafts made integral with or connected by a safety clutch, said primary shaft is connected by a mechanical transmission to a driven shaft, and on the secondary shaft of the braking unit on controlled clutches braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft. 19. The gearbox according to claim 16, 17 or 18, characterized in that the controlled clutch is made by-pass, the dogs are mounted on the drive or driven shaft, respectively, the corresponding drive or driven disk element is provided with asymmetrical teeth on the inside, the tongues of the dogs are pressed outside to the spring ring with annular springs, the control rod is smoothly changed so that when moving the control rod, only one of the controlled clutches is turned on. 20. The gearbox according to claim 16, 17 or 18, characterized in that the controlled clutches are freewheeling, the dogs are mounted on, respectively, the drive or follower disk element and have a thrust lever and tongue, while, respectively, the drive or follower shaft is provided asymmetrical teeth, the stop levers of the dogs are pressed against the spring ring under the action of springs installed between these levers and, accordingly, the leading or driven disk element, and the tabs are provided with slots for the spring ring, while the control rod with a smoothly varying diameter so that when moving the control rod, only one of the controlled clutches is turned on, while the controlled clutch additionally contains protective rollers connected by springs with, respectively, a driving or driven disk element and pushed by these springs towards the spring ring, and each protective roller is placed between the stop lever and the protective protrusion on the corresponding disk element. 21. A mechanical gearbox comprising a drive shaft connected to a driven shaft by a mechanical transmission with a variable gear ratio, in which drive disk elements mounted on the drive shaft are continuously coupled in pairs with driven disk elements mounted on the driven shaft, while the drive or driven the disk element in at least two pairs of disk elements mounted on its shaft on a controlled clutch, characterized in that the controlled clutch is provided with at least one jamming element Ohm, located in the cutout for this element in, respectively, the drive or driven shaft, while inside the jamming element there is a spring-loaded clamp made with the ability to partially extend outside the jamming element under the action of its spring, the controlled clutch is also equipped with at least one pusher, made with the possibility of acting on the latch and bringing the jamming element into contact simultaneously with the drive shaft and the drive disk element or the driven shaft and the driven disk element ntom when moving the control rod inside, respectively, of the driving or driven shaft. 22. The gearbox according to claim 21, characterized in that the disk elements are made in the form of gears, sprockets or pulleys, while the master-driven disk element on the controlled clutch has the disk element that has the largest diameter, and the driven shaft is connected with a demultiplier. 23. The gearbox according to p. 22, characterized in that it is equipped with a braking unit containing primary and secondary shafts, made integral with or connected by a safety clutch, said primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft. 24. The gearbox according to claim 21, 22 or 23, characterized in that the controlled clutches are overrunning and each of them contains two jamming elements, and, accordingly, the drive or driven shaft is equipped with asymmetric V-shaped cutouts for jamming elements in the profile, having a wall and a shelf, the wall having a slope relative to the radial direction in the direction opposite to the direction of rotation, respectively, of the driving or driven shaft, and the shelf is provided with an opening for the pusher, in which the pusher abuts against ok control, while the jamming elements are pressed by ring springs to the junction of the wall and the shelf, where the cutout depth is greater than the height of the jamming element and the latch falls into the hole for the pusher, the control rod is made with a smoothly varying diameter. 25. The gearbox according to claim 21, 22 or 23, characterized in that the controlled clutch contains two jamming elements, and, accordingly, the drive or driven shaft is provided with arcuate grooves in the profile for jamming elements equipped with an opening for the pusher, in which the pusher is located resting against the control rod, while the jammed elements are pressed by annular springs to the middle of the groove, where the jammed element does not touch, respectively, the leading or driven disk element and the latch enters the hole d pusher, the control rod is formed with a continuously varying diameter. 26. A mechanical gearbox comprising a drive shaft connected to a driven shaft by a mechanical transmission with a variable gear ratio, in which drive disk elements mounted on the drive shaft are continuously coupled in pairs with driven disk elements mounted on the driven shaft, while the drive or driven the disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch, characterized in that the controlled clutch is provided with a plurality of jamming elements, In the form of rollers freely placed on the shelves of asymmetrical teeth, respectively, of the driving or driven shaft and pressed by ring springs to the spring ring mounted on, respectively, the driving or driven shaft, the controlled clutch is also equipped with at least one pusher made with the possibility of impact on the spring ring and bringing the jamming elements into contact simultaneously with the drive shaft and the drive disk element or the driven shaft and the driven disk element when moving the rod Ablation inside, respectively, the drive or driven shaft. 27. The gearbox according to claim 26, characterized in that the disk elements are made in the form of gears, sprockets or pulleys, while the master-driven disk element on the controlled clutch has the disk element that has the largest diameter and the driven shaft is connected with a demultiplier. 28. The gearbox according to claim 27, characterized in that it is equipped with a braking unit comprising primary and secondary shafts made integral with or connected by a safety clutch, said primary shaft is connected by a mechanical transmission to a driven shaft, and on the secondary shaft of the braking unit on controlled clutches braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft. 29. The transmission according to p. 26, 27 or 28, characterized in that the pushers are installed in the holes, respectively, of the driving or driven shaft between the spring ring and the control rod, the control rod is made with a smoothly varying diameter. 30. A mechanical gearbox comprising a drive shaft connected to a driven shaft by a mechanical transmission with a variable gear ratio, in which drive disk elements mounted on the drive shaft are continuously coupled in pairs with driven disk elements mounted on the driven shaft, while the drive or the driven the disk element in at least two pairs of disk elements is mounted on its shaft on a controlled clutch, characterized in that the controlled clutch is equipped with a locking element, carrier and retractable m retainer, made with the possibility of partial extension from, respectively, the drive or driven shaft into the corresponding groove of the carrier when moving the control rod inside, respectively, the drive or driven shaft, while the carrier is made with the possibility of pressing the jamming element simultaneously to the drive shaft and the drive disk element or, respectively, to the driven shaft and the driven disk element during rotation, respectively, of the driving or driven shaft and the latch entering the carrier groove. 31. The gearbox according to claim 30, characterized in that the disk elements are made in the form of gears, sprockets or pulleys, while the master-driven disk element on the controlled clutch has the disk element that has the largest diameter and the driven shaft is connected with a demultiplier. 32. The transmission according to p. 31, characterized in that it is equipped with a braking unit containing primary and secondary shafts, made integral with or connected by a safety clutch, said primary shaft is connected by a mechanical transmission to the driven shaft, and on the secondary shaft of the braking unit on controlled clutches braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft. 33. The transmission according to p. 30, characterized in that the jamming elements are rollers located in the space between the drive shaft and the drive disk element or the driven shaft and the driven disk element, the inner surface of the corresponding disk element is made with asymmetrical teeth, the rollers in the middle part have a narrowing under the spring ring, pressing the rollers to, respectively, the leading or driven disk element, and under the fork or hook of the annular carrier, freely rotating I, on the drive or driven shaft, respectively, the latch is placed between the carrier and the control rod in the hole of the drive or driven shaft, respectively, and is pressed against the indicated rod by an annular return spring mounted on the drive or driven shaft, respectively, the control rod is provided with grooves with spring brackets laid in them, with the possibility of turning on only one of the controlled couplings during longitudinal movement of the control rod, while in the region of the largest size of the teeth, respectively, leading sludge and the driven disk element is equipped with spring-loaded stoppers abutting against the carrier, and the surface of the carrier under the stops is provided with a recess in the carrier position corresponding to the placement of the rollers in the region of the greatest tooth depth. 34. The transmission according to p. 30, characterized in that the controlled clutch is made bypass, the inner surface, respectively, of the driving or driven disk element in the profile is oval and in the space between the driving disk element and the drive shaft or, respectively, between the driven disk element and two jamming elements are placed by the driven shaft, each of which is made in the profile in the form of a part of the segment of the said oval, the jamming elements in the middle part have cutouts for the spring element pressing the jamming elements elements to, respectively, a driving or driven disk element, and under an annular carrier freely rotating on a driving or driven shaft, respectively, two clamps are placed between the carrier and the control rod in the holes of the driving or driven shaft, respectively, and are pressed against the ring return spring mounted on, respectively, the drive or driven shaft, the control rod is provided with grooves with spring brackets laid in them, while, respectively, the drive or driven disk element nabzhen spring-loaded stops, rests on the carrier. 35. The gearbox according to any one of paragraphs. 30-34, characterized in that the carrier groove under the retainer has a protective and overtight chamfer, the protective chamfer is made possible to disrupt the engagement of the retainer with the carrier with an increased load on the retainer from the side of the drive or driven shaft, respectively, and the overtaking chamfer is made the possibility of the release of the latch from the groove with the least resistance from the side of the location of this chamfer, while a protective protrusion is made on the surface of the carrier near the overtaking chamfer. 36. The transmission according to p. 30, characterized in that the controlled clutch contains four jamming elements made in the form of rollers, each of which is placed in the profile between two symmetrical teeth on the surface of the drive or follower disk element, respectively, while the rollers are placed their face constrictions in the grooves of the tube-shaped carrier and are pressed by springs to, respectively, the leading or driven disk element, while the control clutch is equipped with at least two latches located between with a fork and a control rod in the holes of the drive or driven shaft, respectively, and annular return springs pressed to the drive shaft, mounted on the drive or driven shaft, respectively, and the grooves corresponding to the latches are located at different ends of the carrier and provided with an overturn chamfer made possible the release of the latch from the groove with the least resistance from the side of the location of this chamfer, while the overtaking chamfers in the grooves at different ends of the carrier are located on the sides of the pa s, enabling the output latches of the slots with the least resistance in different directions, wherein the control rod is provided with a groove laid therein a spring clamp. 37. A mechanical gearbox comprising a drive shaft connected to a driven shaft by a mechanical transmission with a variable gear ratio, in which drive disk elements mounted on a drive shaft are continuously coupled in pairs with driven disk elements mounted on a driven shaft, at least two leading disk elements are mounted on the drive shaft on a controlled clutch, characterized in that the controlled clutch is equipped with a jamming element and a control sleeve, made with the possibility of rotation company when moving the control rod inside the drive shaft and bring the jamming element in contact simultaneously with the drive shaft and the drive disk element. 38. The gearbox according to claim 37, characterized in that the disk elements are made in the form of gears, sprockets or pulleys, while the driven shaft is connected to the demultiplier. 39. The gearbox according to claim 38, characterized in that it is equipped with a braking unit comprising primary and secondary shafts made integral with or connected by a safety clutch, said primary shaft is connected by a mechanical transmission to a driven shaft, and on the secondary shaft of the braking unit on controlled clutches braking gears are installed, which are in constant engagement with those drive gears that are rigidly fixed to the drive shaft. 40. The gearbox according to claim 37, 38 or 39, characterized in that it has a composite drive shaft, consisting of a middle and terminal parts connected by a helical gear, and three drive disk elements, freely rotating on control bushes mounted on the terminal part the drive shaft can be rotated, each control sleeve and the drive disk element mounted on it are placed between two parts of the jamming element mounted on the end of the drive shaft with the possibility of axial movement, leading the skew elements and parts of the jamming elements have adjacent friction surfaces, each control sleeve is provided with teeth at the ends, and parts of the jamming element are equipped with mating grooves, each control sleeve is equipped with a control hole that includes a rotation lever fixed in the control rod and passing through the slot in the terminal parts of the drive shaft, while the configuration of the control holes and the mounting of the rotation levers in the control rod are made so that only one from controlled couplings during longitudinal movement of the control rod.

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