RU2740523C1 - Diagonal drive of driving wheels - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: invention relates to drive of four wheels on diagonals both in vehicle as a whole and in trolley of bridges. On one axis of double-symmetrical conical differential cross-piece there installed are satellites of small diameter engaged with conical wheels fixed on shafts of main gears drive, for example, right front and left rear wheels. On other axis of spider of this differential there installed are satellites of large diameter engaged with conical wheels fixed on shafts of drive of main transmissions of left front and right rear wheels.EFFECT: enabling increasing vehicle performance and layout characteristics.1 cl, 4 dwg

Description

The invention relates to the transmission of land vehicles, in the first place, to vehicles with a wheel arrangement of 4 × 4.

Known drives for driving wheels of cars, containing driving axles, located in them, the main gears, differentials and axle shafts (drive shafts of the driving wheels). 1) Osepchugov V.V., Frumkin A.K. Automobile: Structural analysis, calculation elements. M .: Mashinostroenie, 1989 .-- 304 p. 2) V.I. Nekrasov Multistage transmission. Construction, design and calculation: Textbook. allowance. -Kurgan, Publishing house of the Kurgan State University, 2001. - 155 p.

All-wheel drive vehicles are widely used, especially in off-road conditions or on unpaved roads.

Currently, two types of power flow separation are used: bridge and side.

With the on-board transmission scheme, the power flow from the engine goes to the gearbox (gearbox), and from it to the two-stage RK (transfer case), in which a bevel symmetric differential is equally distributed to the final drives of the drive wheel drive. This transmission arrangement is used for armored personnel carriers and special vehicles that need a free middle part of the body.

The most widespread is the transmission bridge scheme, in which the power flow from the RK goes to the drive axles along the transmission shafts located longitudinally.

The drive of the drive wheels can be differential, locked and mixed (combined) with a switchable front axle drive.

The blocked drive ensures high cross-country ability of the car, but at the same time there is a circulation of parasitic power due to the kinematic imbalance of the wheel movement, for example, when turning. Vehicle handling deteriorates, increased fuel consumption and tire wear occur.

The differential drive ensures compliance with the kinematics of the wheel movement when turning, eliminates the disadvantages inherent in the locked drive. But the differential drive is structurally more complicated, the number of differentials is one less than the number of driving wheels. To ensure high cross-country ability in difficult road conditions, it is necessary to provide for either forced locking of simple differentials or install complex limited slip differentials.

An analysis of the kinematics of the curvilinear movement of a car with a 4 × 4 wheel arrangement shows that two wheels located on the same diagonal, for example, the right front and left rear, make the same path as the wheels located on the other diagonal - the left front and right rear.

The diagonal transmission diagram can simplify the design of the drive of the driving wheels of the car (2. p. 145-147). For example, the diagonal drive of the driving wheels according to the patent RU No. 2 013 225 (2. p. 148).

The closest to the proposed design is the diagonal drive of the driving wheels under the patent RU No. 2 588 412 (Bull. No. 18 dated 06/27/2016. Authors: Nekrasov. VI, Shpitko GN).

The gearbox output shaft by a pair of cylindrical gears transmits the torque to the housing and the crosspiece with the satellites of the symmetrical bevel differential. The right bevel gear at the output of the differential along the shaft transmits the torque through the bevel main gear to the left front wheel, with another shaft and cardan gear to the main gear and the right rear wheel. The left gear at the differential output along the tubular shaft and the bevel main gear transmits torque to the right front wheel, a pair of cylindrical gears, another shaft and cardan gear to the main gear and the left rear wheel.

The main disadvantage of the considered drive is that the wheels on each diagonal have a blocked drive and the circulation of parasitic power.

The problem to be solved by the present invention is to improve the operational and layout characteristics of the vehicle.

The set task of improving the reliability of the transmission is solved by installing a double symmetric bevel differential with satellites of two different diameters, mounted perpendicularly on the axes of the cross.

The essence of the proposed device lies in the fact that a diagonal drive of the driving wheels, containing a mechanical transmission with a drive to the housing of a symmetric bevel differential, a crosspiece with axles mounted on them with satellites and meshed with gears fixed on the output shafts, while on one axis of the crosspiece there are satellites small diameter, meshed with bevel gears fixed on the drive shafts of the main drives of the driving wheels, located diagonally, for example, the right front and left rear wheels; on the other axis of the crosspiece of this differential, satellites of large diameter are installed, meshed with bevel gears fixed on the drive shafts of the main gears of the left front and right rear wheels; the mechanical transmission of the differential drive consists of a reverse gear with cylindrical gears and a two-shaft multistage transfer case, on the input shaft of the reverse gear between two gears with toothed rims, a ring gear is fixed, a three-position shift clutch is located on it, the drive gear is freely installed on the input shaft and intermeshed gears, fixed on additional shafts, meshed with a gear, which is fixed at the input of the input shaft, a tubular long secondary shaft is located parallel to it, five pairs of gears are freely installed on the shafts, oppositely deployed single-acting clutches of two-position clutches are installed on the gear rims of the middle pairs of gears, interconnected by a common fork switching, on the input shaft near the extreme pair of gears there is a gear ring with a three-position switching clutch located on it, on the secondary shaft between the fourth and fifth pairs of gears there is a three-position is a clutch, the ring gear of which is fixed on the axial input shaft of the differential housing drive.

FIG. 1 shows a kinematic diagram of the diagonal drive of the driving wheels of a car with a 4 × 4 wheel arrangement. Drive wheels are not marked - wheel drive shafts are shown. The differential shows engagement from small diameter satellites on bevel gears of the drive shafts. In the drive of a double symmetric bevel differential, it is possible to use a reversible non-aligned two-shaft MRK (multistage RC) shown in Fig. one.

FIG. 2 shows the engagement from the satellites of large diameter on the bevel gears of the tubular shaft drive.

FIG. 3 shows a section of the satellites along the axes of the cross.

FIG. 4 shows a structural ray diagram of the MRK and a table of positions of the shift clutches in various gears. At the top of the table, the pairs of gears included in the work (d, c, b-c-d, etc.) are indicated. On horizontal scales in a logarithmic form, the values of the gear ratios of pairs of gears and gears are given. On the lower horizontal, the upper scale is uniform in a logarithmic form, the lower scale is uneven in natural form. The upper horizontal corresponds to the gear ratios on the secondary shaft and the differential housing, the lower horizontal corresponds to the input shaft of the MRK. Point 0 - torque input to the MRK from the reverse gear. The designations of the gear pairs are indicated on the beams. The more the beam tilts to the right, the greater the gear ratio. The left tilt of the beam indicates the accelerating mode of the gear pair. The slope of the beam of each pair of gears is constant on any part of the ray diagram.

At the bottom right, the total reduction of the MRC is indicated, which is equal to the sum of the ray segments in the intervals: P = 5.5 + 1.5 + 0.5 + 1.5 + 6.5 = 15.5. For example, the maximum gear ratio in the fifth pair of gears "e" is 6.5 intervals; the minimum in the third pair "c" is 0.5 interval.

If we take a convenient interval between gears for switching q = 1.22; then the MRC range will be D = U ₁ / U ₁₆ = q ¹⁵ = 1.22 ¹⁵ = 19.74.

Gear ratios: the first pair of gears and the 9th gear U _a = U ₉ = q ^5.5 = 1.22 ^5.5 = 2.99; the second pair and the 13th gear U _b - U ₁₃ = q ^1.5 = l, 22 ^1.5 = 1.348; the third pair and the 15th gear in the accelerating mode U _c = U ₁₅ = 1 / q ^0.5 = 1 / 1.22 ^0.5 = 0.91; the fourth pair in accelerating mode and the 16th gear U _d = U ₁₆ = 1 / q ^1.5 = 1 / 1.22 ^1.5 = 1 / 1.348 = 0.742; fifth pair and 8th gear U _e = U ₈ = q ^6.5 = 1.22 ^6.5 = 3.64.

Gear ratio of 1st gear U ₁ = q ^13.5 = 1.22 ^13.5 = 14.65.

U ₁ = U _a U _d U _e = 2.99 * 1.348 * 3.64 = 14.65.

Range check D = U ₁ / U ₁₆ = 14.65 / 0.742 = 19.74.

In the housing 1 of a double symmetric bevel differential, a cross is fixed with perpendicularly located axes 2, on which satellites 3 and 4 are installed. Satellites of small diameter 3 are meshed with bevel gears 5 and 6, and satellites of large diameter 4 - with bevel gears 7 and 8. Gear 5 fixed on the long shaft 9, and the gear 6 on the shaft 10. Gear 7 is fixed on the tubular shaft 11, and the gear 6 on the tubular shaft 12. The bevel gear 13 is fixed on the shaft 9, meshed with the gear 14, fixed on the shaft 15 of the drive of the right front wheel ... A bevel gear 16 is fixed on the shaft 10, meshed with the gear 17, fixed on the shaft 18 of the drive of the left rear wheel. On the long tubular shaft 11, a bevel gear 19 is fixed, meshed with the gear 20, fixed on the drive shaft 21 of the left front wheel. A bevel gear 22 is fixed on the tubular shaft 12, meshed with the gear 23, fixed on the drive shaft 24 of the right rear wheel.

In the drive of a double symmetrical bevel differential, it is possible to use a reversible misaligned two-shaft MRK shown in FIG. 1. An input shaft 26 with a gear ring 27 and a cylindrical gear 28 freely located on the shaft is installed in the support of the housing 25 of the reverse gear and the MRK. Gear 29 is located opposite the gear 28 and is fixed on the input shaft of the MRK. Gears 28 and 29 are intermeshed through gears 30,31,32 and 33, located on shafts 34 and 35, installed in the bearings of the housing 25. A three-position reversing clutch 36 R is located on a ring gear 27. The reversing gear can also be tapered. Parallel to the input shaft 37 is a long tubular secondary shaft 11 - the drive shaft of the bevel gear 19. Gears 38-42 are freely installed on the input shaft 37, gears 41 and 42 form a block on the upper tubular shaft 43. Gears 44 are freely installed on the long tubular secondary shaft 11 -48, meshed with gears 38-42, respectively, gears 44 and 45 form a block on the lower coaxial shaft 49 loosely mounted on a long tubular output shaft 11. The gears are provided with toothed rims. Toothed ring 50, with a three-position shifting clutch 51 (A) mounted on it, is fixed on the input shaft 37 between gears 38 and 39. Ring gear 52, with a three-position shifting clutch 53 (D) installed on it, is fixed on the coaxial shaft of the differential housing drive 1 between gears 47 and 48. Upper clutches 54 and 55 mounted on toothed rims between gears 39-41 and lower oppositely developed clutches 56 and 57 mounted on gear rims between gears 45-47 are connected by shift forks 58 and 59. Housing 1 double symmetric differential is installed on the input coaxial shaft of the drive 60 with the gear ring 52 fixed on it and on the output tubular shaft 61. The gear ring 62 is fixed on the long shaft 9, next to it at the outlet of the long tubular shaft 11 there is the gear ring 63 with the lock clutch 64 differential 1. The differential lock clutch can be installed on the ring gear of the shaft 10 and gear 22.

The transmission works as follows:

The cylindrical reverse gear (Fig. 1) directs the torque from the input shaft 26, the ring gear 27 along the clutch 36 (R) in the right position to the gear ring of the cylindrical gear 29 and the input shaft 37. When the clutch 36 is switched to the left position, the torque from the input shaft 26, ring gear 27 through coupling 36 is fed to a pair of cylindrical gears 28-30, along shaft 35, a pair of cylindrical gears 31-32, along shaft 34, a pair of cylindrical gears 33-29 to the input shaft 37, which rotates in the opposite direction.

First gear - ade

Clutches A, B and C are in the left (L) position, clutch D in the right (R) position (see the table of Fig. 4, right above p. 1).

On the ray diagram (see Fig. 4), this transmission is represented by three rays: ray "a" leaves point 0 on the lower horizontal and is directed upwards to the right to point 9, then ray “d” to the right downward and a gentle ray “e” right up to point 1.

The torque from the input shaft 26 of the reverse gear (see Fig. 1) is transmitted to the input shaft 37, through the ring gear 50 and the clutch 51 (A) to the first pair of gears 38-44 (a), along the lower axial shaft 49 of the gear block 44 and 45, along the lower clutch 56 to gear 46, along the lower clutch 57 to the fourth pair of gears 47-41 (d), then along the upper tubular shaft 43 to the fifth pair of gears 42-48 (e) and along the clutch 53 (D) to ring gear 52, axial input shaft 60 of the differential housing 1 and the axis of the crosspiece 2 with satellites 3 and 4.

Half of the torque from the MRK satellites 3 with a small diameter is equally distributed to the gears 5 and 6. From the gear 5 along the shaft 9, the force is sent to a pair of bevel gears 13-14, then by the shaft 15 to the right front drive wheel. From the gear 6, the torque along the shaft 10 is supplied to a pair of bevel gears 16-17, then by the shaft 18 to the left rear drive wheel. The second half of the torque from the MRK satellites 4 with a large diameter is equally distributed to the gears 7 and 8. From the gear 7 along the long tubular shaft 11, the force is fed to a pair of bevel gears 19-20, then by the shaft 21 to the left front drive wheel. From the gear 8, the torque through the tubular shaft 12 is supplied to a pair of bevel gears 22-23, then by the shaft 24 to the right rear drive wheel. In difficult road conditions, the differential 1 clutch 64 is blocked, closing the gear rims 62 of the shaft 9 from the gear 7 and 63 of the long tubular shaft 11 from the gear 7.

Second gear - ace

We switch clutches C to the right position - we replace the fourth pair of gears with the third pair.

On the ray diagram, this transmission corresponds to three rays: ray "a" leaves point 0 and is directed to the right upward to point 9, then a steep ray “c” to the right downward and a gentle ray “e” to the right upward to point 2.

The torque from the input shaft 26 of the reverse gear is transmitted to the input shaft 37, along the ring gear 50 and clutch 51 (A) to the first pair of gears 38-44 (a), along the lower axial shaft 49 of the gear block 44 and 45, along the lower coupling 56 on the third pair of gears 46-40 (c), on the upper clutch 55, then as in 1st gear.

Third gear - abcde

Return clutches C to the left position, switch clutches B to the right position. We turn on all five pairs of gears.

On the ray diagram, this transmission is represented by five rays: ray "a" leaves point 0 and is directed upwards to the right to point 9, then ray “b” to the left downward in accelerating mode, then a steep ray “c” to the left up to point 11 also in accelerating mode, then beam "d" to the right downward and a gentle beam "e" to the right upward to point 3.

In MRK, torque to the axial shaft 49 of gears 44 and 45 is transmitted as in 1st gear, then to a pair of gears 45-39, along the upper clutch 54 to the third pair of gears 40-46, along the lower clutch 57 to the fourth pair of gears 47- 41, along the upper tubular shaft 43, then as in the previous gears.

Fourth gear - abe

We switch clutches C to the right position - turn off the third and fourth pairs of gears from work.

On the ray diagram, this transmission corresponds to three beams: a steep beam "a" leaves point 0 and is directed to the right up to point 9, then beam “b” to the left downward in an accelerating mode and a gentle beam “e” to the right up to point 4.

The torque from the input shaft 26 of the reverse gear to the upper clutch 54 is transmitted as in the previous gear, then along the upper clutches 54 and 55, along the upper tubular shaft 43, then as in the previous gears.

Fifth gear - bde We switch clutches B and C to the left position, and clutch A to the right position.

On the ray diagram, this transmission is represented by three rays: a steep ray "b" leaves point 0 and is directed upward to the right to point 13, then a steep ray “d” to the right downward and a gentle ray “e” to the right upward to point 5.

The torque from the input shaft 26 of the reverse gear is transmitted to the input shaft 37, along the ring gear 50 and clutch 51 (A) to the second pair of gears 39-45, along the lower couplings 56 and 57 to the fourth pair of gears 47-41, along the upper tubular shaft 43, then as in the previous programs.

Sixth gear - bce

We switch clutches C to the right position - we replace the fourth pair with the third pair of gears.

On the ray diagram, this transmission is represented by three rays: a steep ray "b" leaves point 0 and is directed upward to the right to point 13, then a steep ray “c” to the right downward and a gentle ray “e” to the right upward to point 6.

The torque from the input shaft 26 of the reverse gear is transmitted to the input shaft 37, along the ring gear 50 and clutch 51 (A) to the second pair of gears 39-45, along the lower clutch 56 to the third pair of gears 46-40, along the upper clutch 55, then as in the previous program.

Seventh gear - cde

We switch clutches C to the left position, and clutches B to the right position. We turn off the second pair of gears from work, and turn on the fourth.

On the ray diagram, this transmission is represented by three rays: a steep ray "c" leaves point 0 and is directed to the left upwards in an accelerating mode to point 15, then ray “d” to the right downward and a gentle ray “e” to the right upward to point 7.

Torque from the input shaft 37 through clutch A is transmitted to gear 39, through the upper clutch 54 to the third pair of gears 40-46, along the lower clutch 57 to the fourth pair of gears 47-41, then as in the previous gears.

Eighth gear - e All clutches in the right position - only the fifth pair of gears is in operation.

On the ray diagram, this transmission is represented by a shallow ray "e" that comes out of point 0 and is directed upward to the right to point 8.

The torque from the input shaft 37 through the clutch A is transmitted to the gear 39, through the upper couplings 54 and 55, along the upper tubular shaft 43, then as in the previous gears.

Ninth gear - a

All couplings are in the left position - only the first pair of gears is in operation.

On the ray diagram, this transmission is represented by a shallow ray "a" that comes out of point 0 and is directed upward to the right to point 9.

The torque from the input shaft 37 through the clutch A is transmitted to the first pair of gears 38-44, along the lower axial shaft 49, along the lower couplings 56 and 57, through the clutch 53 (D), then as in the previous gears.

Tenth gear - acd

We switch clutches C to the right position - we additionally turn on the third and fourth pairs of gears.

On the ray diagram, this transmission is represented by three rays: ray "a" leaves point 0 and is directed to the right upward to point 9, then a steep ray “c” to the right downward and a steep ray “d” to the left upward in an accelerating mode to point 10.

Torque from the input shaft 37 through clutch A is transmitted to the first pair of gears 38-44, along the axial shaft 49, along the lower coupling 56 to the third pair of gears 46-40, along the upper clutch 55 to the fourth pair of gears 41-47, then as on previous program.

Eleventh gear - abc

We switch clutches C to the left position, and clutches B to the right position - we replace the fourth pair with the second pair of gears.

On the ray diagram, this transmission is represented by three rays: ray "a" leaves point 0 and is directed to the right upward to point 9, then ray “b” to the left downward in accelerating mode and steep ray “c” to the left upward also in accelerating mode to point 11.

The torque from the input shaft 37 through clutch A is transmitted to the first pair of gears 38-44, along the axial shaft 49 to the second pair of gears 45-39, along the upper clutch 54 to the third pair of gears 40-46, along the lower clutch 57, then as on previous broadcasts.

Twelfth gear - abd

We switch clutches C to the right position - we replace the third pair with the fourth pair of gears.

On the ray diagram, this transmission is represented by three beams: beam "a" leaves point 0 and is directed upwards to the right to point 9, then a steep beam “b” to the left downward in accelerating mode and a steep ray “d” to the left upward also in accelerating mode to point 12.

The torque from the input shaft 37 to the upper clutch 54 is transmitted as in the previous gear, then through the upper clutches 54 and 55 to the fourth pair of gears 41-47, then as in the previous gears.

Thirteenth gear - b

We switch clutch A to the right position, the remaining clutches to the left position. Only the second pair of gears is in operation.

On the ray diagram, this transmission is represented by ray "b", which comes out of point 0 and is directed upwards to the right to point 13.

The torque from the input shaft 37 through the clutch A is transmitted to the second pair of gears 39-45, through the lower couplings 56 and 57, then as in the previous gears.

Fourteenth gear - bcd

We switch clutches C to the right position - we additionally turn on the third and fourth pairs of gears.

On the ray diagram, this transmission is represented by three rays: ray "b" leaves point 0 and is directed upwards to the right to point 13, then a steep ray “c” to the right downward and a steep ray “d” to the left upward in an accelerating mode to point 14.

The torque from the input shaft 37 through clutch A is transmitted to the second pair of gears 39-45, along the lower clutch 57, then as in 10th gear.

Fifteenth gear - the first accelerating - c. Switch clutches B to the right position, and clutches C to the left position - only the third pair of gears is in operation.

On the ray diagram, this transmission is represented by a steep ray "c", which leaves point 0 and is directed upwards to the left in an accelerating mode to point 15.

Torque from the input shaft 37 through clutch A is transmitted to gear 39, through the upper clutch 54 to the third pair of gears 40-46, along the lower clutch 57, then as in the previous gears.

Sixteenth gear - second acceleration - d

We switch clutches C to the right position - only the fourth pair of gears is in operation.

On the ray diagram, this transmission is represented by ray "d", which comes out of point 0 and is directed to the left upwards in accelerating mode to point 16.

The torque from the input shaft 37 through the clutch A is transmitted to the gear 39, through the upper couplings 54 and 55 to the fourth pair of gears 41-47, then as in the previous gears.

The transmission of low metal consumption with a diagonal drive of the driving wheels and MRK, having a range of D = U ₁ / U ₁₆ = 14.65 / 0.742 = 19.74, will ensure the successful operation of the NTS in a wide range of operating conditions with convenient gear shifting.

Legend:

1 - case of a double symmetric conical differential;

2 - crosspiece with perpendicularly located axes;

3 - small diameter satellites mounted on axes 2;

4 - satellites of large diameter, mounted on the axes 2 perpendicular to the satellites 3;

5 and 6 - bevel gears meshed with small diameter satellites; 7 and 8 - bevel gears meshed with satellites of large diameter;

9 - long shaft from gear 5; 10 - shaft from gear 6;

11 - long tubular secondary shaft from gear 7;

12 - tubular shaft from gear 8;

13 - bevel gear fixed to shaft 9;

14 - bevel gear meshed with gear 13;

15 - drive shaft of the right front wheel;

16 - bevel gear fixed on shaft 10;

17 - bevel gear meshed with gear 16;

18 - left rear wheel drive shaft;

19 - bevel gear mounted on a long tubular shaft 11;

20 - bevel gear meshed with gear 19, fixed on shaft 21;

21 - left front wheel drive shaft;

22 - bevel gear 22, fixed on the tubular shaft 12;

23 - bevel gear meshed with gear 22;

24 - right rear wheel drive shaft;

25 - housing of reverse gear and MRK;

26 - input shaft of the reverse gear;

27 - toothed rim, fixed on the shaft 26;

28 - cylindrical gear, freely mounted on shaft 26;

29 - a cylindrical gear located opposite the gear 28 and fixed to the input shaft 37;

30,31,32 and 33 - intermeshing gears located on additional shafts 34 and 35 installed in the bearings of the housing 25; 34 and 35 - additional shafts with gears fixed to them;

36 - three-position reversing clutch R, located on the ring gear 27;

37 - primary shaft of MRK;

38-42 - gears freely installed on the input shaft 37; 43 - the upper tubular shaft of the block of gears 41 and 42;

44-48 - gears freely mounted on a tubular long secondary shaft 11, meshed with gears 38-42, respectively;

49 - the lower coaxial shaft of the block of gears 44 and 45;

50 - toothed rim of the input shaft 37;

51 (A) - three-position shift clutch located on the ring gear 50;

52 - toothed ring, with a three-position switching clutch installed on it;

53 (D) - three-position switching clutch on the ring gear 52;

54 and 55 - upper clutches mounted on toothed rims between gears 39-41;

56 and 57 - the lower oppositely deployed clutches mounted on the gear rims between the gears 45-47; 58 and 59 - forks for switching clutches 54-56 and 55-57;

60 - input coaxial drive shaft for differential housing 1;

61 - output tubular shaft of the differential housing 1;

62 - a toothed ring fixed on a long shaft 9;

63 - a toothed ring fixed on the gear 19 of the long tubular shaft 11;

64 - differential lock clutch 1 on the ring gear 63.

Claims (1)

A diagonal drive of the driving wheels, containing a mechanical transmission with a drive to the housing of a symmetric bevel differential, a crosspiece with axles mounted on them with satellites and meshed with gears fixed on the output shafts, characterized in that small diameter satellites are installed on one axis of the crosspiece, meshed with bevel gears attached to the drive shafts of the main drives of the driving wheels, located diagonally, for example, the right front and left rear wheels; on the other axis of the crosspiece of this differential, satellites of large diameter are installed, meshed with bevel gears fixed on the drive shafts of the main gears of the left front and right rear wheels; the mechanical transmission of the differential drive consists of a reverse gear with cylindrical gears and a two-shaft multistage transfer case, on the input shaft of the reverse gear between two gears with toothed rims, a ring gear is fixed, a three-position shift clutch is located on it, the drive gear is freely installed on the input shaft and intermeshed gears, fixed on additional shafts, meshed with a gear, which is fixed at the input of the input shaft, a tubular long secondary shaft is located parallel to it, five pairs of gears are freely installed on the shafts, oppositely deployed single-acting clutches of two-position clutches are installed on the gear rims of the middle pairs of gears, interconnected by a common fork switching, on the input shaft near the extreme pair of gears there is a gear ring with a three-position switching clutch located on it, on the secondary shaft between the fourth and fifth pairs of gears there is a three-position is a clutch, the ring gear of which is fixed on the axial input shaft of the differential housing drive.

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