RU2743769C1 - Multi-axle long-wheel chassis - Google Patents

Abstract

FIELD: physics.SUBSTANCE: invention relates to chassis for transportation of special-purpose equipment. Multi-axle long-wheel chassis has device for loading equipment on side of cargo platform lowered onto roadway and their lifting with power hydraulic cylinders. Between two bogies of drive axles on vertical guides there is a cargo platform, which is supported by cantilever brackets on rods of power hydraulic cylinders located on shelves of carrying frame of bogies of drive axles. Chassis has also all-wheel drive transmission.EFFECT: improvement of layout and operational capabilities of multiaxial long-wheel chassis.1 cl, 6 dwg

Description

The invention relates to transport engineering, in particular to a multi-axle long-wheelbase chassis, which consists of a chassis, transmission and control systems.

Known road trains, consisting of a tractor and a semi-trailer-heavy truck, used for the transportation of technical items of large mass - armored vehicles, etc. (1. Car MAZ-537 and its modifications. Technical description and operating instructions. - M .: Voenizdat, 1971. - 440 p. 2. Special wheeled tractor KZKT-7428 and its modifications. Operation manual. - Kurgan, 1980 - 520 pp. 3. Selivanov II Automobiles and transport tracked vehicles of high cross-country ability - Moscow: Nauka, 1967. - 272 pp.).

The closest to the proposed multi-axle long-wheelbase chassis is the chassis of a tractor produced by KZKT (Kurgan Wheel Tractor Plant) [1-3].

The KZKT-7428 tractor is four-axle, wheel arrangement 8 × 8. The mass of the equipped tractor is 23700 kg. Overall dimensions of the tractor: length 10060 mm; width 2880 mm; height 3063 mm. The maximum speed is 65 km / h. Maximum engine power 478 kW (650 hp). Maximum torque 2450 Nm at 1300-1500 rpm. The tractor has a complex transmission consisting of an overdrive, a torque converter, a three-stage planetary gearbox (gearbox), a two-stage RC (transfer case) with an intercarriage differential, two through gearboxes with inter-axle differentials, four double spaced main gears, consisting of a central gearbox with a bevel gear and interwheel differential, cardan gears to eight wheel planetary gearboxes (see 3, p. 18, fig. 12). Tires 18.00-24: static radius 725 ± 8 mm; the maximum permissible load is 8000 kgf at a tire pressure of 5.0 kgf / cm ² at a speed of 50 km / h.

The total mass of the road train is 93700 kg. Automobile semi-trailer heavy truck MAZ-5247G (ChMZAP-5247G): gross weight of the semi-trailer - 68000 kg; payload - 50,000 kg. The ground clearance under load is 350 mm. Overall dimensions: length 15335 mm; width 3395 mm; height 2780 mm. The length of the loading platform is 5690 mm, the width is 3230 mm.

The frame of the semitrailer is welded from rolled sections and consists of two main and two additional I-section side spars. The front and rear parts of the frame are raised: the front part is to ensure the coupling with the KZKT tractor, the rear part is to ensure the operation of the wheel suspension. In the rear part of the frame, hinged ladders are hinged, equipped with mechanisms for lifting them into the transport position and lowering them into the working position.

The undercarriage of the chassis of these road trains has large dimensions and metal consumption, loading heavy tracked vehicles on them causes difficulties when overcoming the bogie of bridges of a semi-trailer-heavy truck.

The transmission of tractors, primarily the GMKP (hydromechanical transmission), is structurally complex and leads to difficulties in operation. For example, when testing the KZKT tractor in the southern regions: Azerbaijan, Turkmenistan, Uzbekistan, ensuring the operability of transmission units required special attention. The thermal mode of operation of the GMKP is extremely tense - when overcoming protracted climbs, the sands of the Kara-Kum desert, the oil temperature quickly reached a critical level and the road train had to be stopped to cool the oil in the GMKP. When driving for a long time at maximum speed, the oil temperature in the transmission units: driving axles, transfer case reached 150-170 ° С; and rubber shaft seals become ineffective at 120 ° C.

The problem to be solved by the claimed invention is to improve the layout and operational capabilities of a multi-axle long-wheelbase chassis by loading special-purpose equipment from the side onto a cargo platform lowered onto the roadway and lifting them with hydraulic power cylinders.

The task is solved by achieving a technical result, which consists in a deep modernization of the four-axle tractor KZKT-7428 when installing a loading platform between the bogies of the driving axles on vertical guides, which with cantilever brackets rests on the rods of the hydraulic cylinders located on the shelves of the supporting system (frame) of the bogies of the driving axles. axles, the use of a mechanical MRK (multistage transfer case) using only cylindrical gears.

The specified technical result is achieved by the fact that the multi-axle long-wheelbase chassis has a frame with two bogies of driving axles, each bogie has two axles with double spaced main gears, consisting of a central bevel gearbox with an interwheel differential, wheel planetary gearboxes and cardan gears to them; two drive-through gearboxes with inter-axle differentials installed between the driving axles, cardan gears are connected to the inter-bogie locking differential of the transfer case, while the cargo platform with folding sides-ladders is fixed on vertical guides installed movably in similar vertical guides fixed at the ends of the frames of the bogies of the driving axles , on the horizontal shelves of the frames, power hydraulic cylinders are fixed, which with their rods interact with the console brackets of the cargo platform, equipped with transport position locks; mechanical transmission consists of a reverse gear and a two-shaft multistage transfer case, on the input shaft of the reverse gear between two bevel gears with toothed rims, a ring gear is fixed, a three-position switching clutch is located on it, the leading bevel gear is freely installed on the shaft and the intermediate gear is meshed with the gear, which fixed at the input of the input shaft, parallel to it there is a secondary shaft, five pairs of gears are freely installed on the shafts, oppositely deployed single-action clutches of two-position clutches are installed on the gear rims of the middle pairs of gears, interconnected by a common shift fork, a gear ring is fixed on the input shaft near the extreme pair of gears with a three-position shift clutch located on it, a three-position clutch is located on the secondary shaft between the fourth and fifth pairs of gears, the gear rim of which is fixed on the tubular input shaft of the intercarriage housing differential gear, the differential satellites are meshed with gears, one of them is fixed on the secondary shaft with a drive to the through gear of the front bogie of the driving axles, the second gear is fixed on the drive shaft of the through gear of the rear bogie of the driving axles; the cardan gear from the transfer case to the rear bogie of the driving axles has two gears located in vertical guides, each of them consists of two bevel gears, on the vertical shafts the upper gears are movably mounted on splined joints, the lower bevel gears are mounted on the shafts of the long longitudinal cardan gear of the cargo platforms.

The proposed technical solution provides convenient loading and unloading of products (armored vehicles, etc.) on the cargo platform while reducing the dimensions and metal consumption of the multi-axle long-wheelbase chassis.

FIG. 1 shows a general view of a multi-axle long wheelbase chassis in transport position. In the vertical guides, transmissions are shown with two bevel gears each for transmitting the power flow to the rear bogie of the driving axles.

FIG. 2 shows the chassis in the position of loading and unloading products. The load platform is lowered and rests on the roadbed.

FIG. 3 shows a cross-section A-A of the cargo platform in the state lowered onto the roadway. Side board ladders are fixed on the longitudinal pipes with rotary cylindrical brackets. The left side board ladder is lowered onto the roadway, the right side board ladder is in the transport position. The hydraulic drive for lifting and lowering the side ramps is not shown. In the middle part, at the top, there is a section of the shaft of a long longitudinal cardan transmission between the bogies of the driving axles. To eliminate the critical rotational speed, the cardan transmission must be divided into several shafts with cardan joints between them. The angle of inclination between the shafts should be at least 2-3 ° to exclude brinelling - flattening of the bearing needles and the spikes of the crosses in the absence of rolling of the needles when the cardan transmission is operating. An increase in the angle of inclination between the shafts of more than 5 ° is undesirable, since with an increase in this angle, the efficiency of the cardan joint operation significantly decreases. In the space between the side members of the I-section, the compartments of the fuel tanks made of a sealed elastic material can be located. The large amount of space between the side members allows it to be used as a fuel tanker. To take fuel from low-lying tanks, it is advisable to install a self-priming vortex pump. Along the side members, it is possible to install exhaust gas ducts in order to heat the fuel in the cold season.

FIG. 4 shows a cross-section of the vertical guides of the cargo platform relative to the frames of the bogies of the driving axles. In the middle of these guides, there are transmissions with two bevel gears for driving a long longitudinal cardan transmission.

FIG. 5 shows a kinematic diagram of a mechanical transmission. The torque from the engine goes to the drive shaft of the reverse gearbox at the top left, then along the two-shaft MRK with an inter-bogie symmetric differential, from it half the torque of the MRK along the secondary shaft to the through gear of the front bogie of the driving axles with an inter-axle differential, to the bevel gears of the central gearboxes of double spaced main gears, from cross-axle differentials by cardan gears to planetary wheel gears (the right row of wheel gears is not shown). From the rear gear wheel of the intercarriage differential, the second half of the torque of the MRK by cardan transmission goes to the upper bevel gearing, along the shaft with a splined tip to the lower bevel gearing, a long longitudinal cardan transmission along the cargo platform to the gearbox of the rear bogie of the driving axles with an inter-axle differential, then similar to the front bogie (three wheel drive not shown).

FIG. 6 shows a structural ray diagram of the MRK with tables of the positions of the shift clutches in various gears. In the upper part of the table, the pairs of gears included in the work are indicated (d, a-b-d, etc.). 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 lower scale is uniform in a logarithmic form, the upper scale is uneven in natural form. The upper horizontal corresponds to the gear ratios on the output shaft, the lower horizontal corresponds to the input shaft. Point 0 is the input of torque to the MRK from the bevel gearbox of the reverse. The designations of the pairs of gears 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 pair of gears. The slope of the beam of each pair of gears is constant on any part of the ray diagram.

If we take the interval between gears, convenient for switching, q = 1.21; then the MRC range will be D = U _1G / U _16G = q ¹⁵ = 1.21 ¹⁵ = 17.45.

Gear ratios: the first pair of gears U _a = U _9G = q ⁴ = 1.21 ⁴ = 2.14; the second pair and the 10th gear U _b = U _10G = q ³ = 1.21 ³ = 1.77; the third pair and the 12th gear U _c = U _12G = q = 1.21; the fourth pair in the accelerating mode and the 16th gear U _d = U _16G = 1 / q ³ = 1 / 1.21 ³ = 1 / 1.77 = 0.564; fifth pair and 8th gear U _e = U _8G = q ⁵ = 1.21 ⁵ = 2.59.

The cargo platform 1 (see Fig. 1-3) consists of longitudinal spars 2 of the I-section and two pipes 3 along the periphery of the platform 1. They are fastened with metal sheets 4. On the pipes 3 with rotary cylindrical brackets 5, side board ramps are installed 6. In the central part of the platform is a long longitudinal cardan transmission 7. The cargo platform 1 is fixed to the vertical guides 8, which are movably located in the vertical guides 9, fixed on the frames 10 and 11 of the front and rear bogies of the driving axles. Guides 8 and 9 are reinforced with welded plates (Fig. 4). Console brackets 12 are fixed to the vertical guides 8 and the vertical locks 13 of the transport position of the brackets 12 of the cargo platform 1 are movably installed. In the lower part of the frames 10 and 11 there are rotary end locks 14 of the movable vertical guide 8 (the lock on the frame 11 is not shown). It is possible to use clamps of a different type. On the horizontal shelves of frames 10 and 11, power hydraulic cylinders 15 are installed, the tips of the rods 16 are fixed in the console brackets 12. Power hydraulic cylinders 15 can be installed both on the middle and on the upper horizontal shelves of frames 10 and 11. When installing on the upper shelves, it will be necessary to lengthen the movable vertical rails 8 or change the design of the console brackets 12.

In the support of the housing 17 of the reverse gear and the MRK, an input shaft 18 is installed with a gear rim 19 fixed on it and a bevel gear 20 freely located on the shaft. Opposite the gear 20 is a bevel gear 21 fixed on the input shaft of the MRK. Gears 20 and 21 are intermeshed through gear 22 mounted on axle 23. A three-position reversing clutch 24 R is located on a ring gear 19. A secondary shaft 26 is installed parallel to the input shaft 25 - the drive shaft of the front bogie of the driving axles. Gears 27-31 are freely installed on the input shaft 25, gears 30 and 31 form a block on the upper tubular shaft 32. Gears 33-37 are freely installed on the secondary shaft 26, meshing with gears 27-31, respectively, gears 33 and 34 form a block on the lower tubular shaft 38. Gears are equipped with toothed rims. The ring gear 39, with a three-position shifting clutch 40 (A) mounted on it, is fixed on the input shaft 25 between gears 27 and 28. The ring gear 41, with a three-position shifting clutch 42 (D) mounted on it, is fixed on the tubular shaft of the differential housing between gears 36 and 37. Upper clutches 43 and 44, mounted on toothed rims between gears 28-30 and lower oppositely deployed clutches 45 and 46, mounted on toothed rims between gears 34-36, are connected by shift forks 47 and 48. Intercarrier housing 49 symmetric differential is mounted on the input tubular shaft 50 with a gear rim 41 and the output shaft 51 with a gear ring 52 fixed on it. On the crosspiece 53 of the housing 49 there are satellites 54 meshed with bevel driven gears 55 and 56. Gear 55 is fixed on the secondary shaft 26, which is the drive shaft of the front bogie of the driving axles. Gear 56 is fixed on the drive shaft 57 of the rear bogie of the driving axles. On the shaft 57, a gear ring 58 is fixed next to the gear ring 52, on which the differential lock clutch 59 is located. Cardan gear 60 connects the shaft 26 with the through gear 61 of the front bogie of the driving axles. Cylindrical gear 62 interacts with a cylindrical gear 63, fixed on the housing 64 of an inter-axle differential with a cross 65 and satellites 66 meshed with bevel gears 67 and 68. Gear 67 is fixed on shaft 69, and gear 68 on shaft 70. A drive bevel is fixed on shaft 69 gear 71 meshed with the driven bevel wheel (gear) 72 of the central gearbox of the double spaced final drive. The wheel 72 is fixed on the casing 73 of the interwheel differential with the crosspiece 74 and the satellites 75 meshed with the bevel gear 76, fixed on the shaft 77, and the bevel gear 78, fixed on the shaft 79 of the cardan drive 80 of the right wheel gearbox. A cardan gear 81 connects the shaft 77 to the shaft of the sun gear 82 of the planetary wheel gear. The sun gear 82 by satellites 83 mounted on the axles of the carrier 84 is intermeshed with the epicyclic wheel 85, which is stopped relative to the gear housing. The drive wheel 86 receives a drive from the carrier 84. The cardan gear 87 connects the shaft 70 of the bevel gear 68 of the inter-axle differential with the shaft 69 of the bevel gear 71 of the central gearbox of the double spaced main gear of the second axle of the front axle bogie, which is structurally almost similar to the main gear of the first axle of the axle bogie. The bevel gear 56 of the intercarriage differential by the shaft 57 and the cardan gear 88 interacts with the shaft 89 on which the drive bevel gear 90 of the upper gearbox of the vertical guide of the front bogie of the driving axles is fixed, meshed with the driven bevel wheel 91, movably mounted on the shaft 92 with a splined tip. The bevel gear 93 of the lower gear, fixed on the shaft 92, meshes with the bevel gear (wheel) 94, fixed on the drive shaft 95 of the longitudinal cardan gear 7, located in the middle part of the cargo platform 1. The cardan gear 7 is connected to the drive shaft 96 of the drive bevel gear 97 of the lower gearbox of the vertical guide of the rear bogie of the driving axles. The driven bevel gear 98 of the lower gearbox by the shaft 99 with a splined tip is connected to the driving bevel gear 100 of the upper gearbox, movably mounted on the splines of the shaft 99. The driven bevel gear 101 of the upper gearbox, fixed on the shaft 102 (cardan joints are not shown), interacts with the through gearbox 61 rear bogie of driving axles, structurally similar to the front bogie of driving axles.

Some modifications of 8 × 8 tractors excluded from the design the inter-axle differential in the rear bogie of the driving axles, since the kinematic mismatch of the movement of the wheels of the axles of this bogie is small and practically does not affect the movement of the NTS. For the proposed multi-axle long wheelbase chassis, it is advisable to exclude this differential.

The work of a multi-axle long-wheelbase chassis is carried out as follows.

The chassis approaches a level area and stops (Fig. 1). A small volume of working fluid is supplied to the hydraulic cylinders 15 under pressure under the pistons of the rods 16 to raise the console brackets 12 and release the locking devices 13 and 14. The vertical clamps 13 are removed from under the console brackets 12 of the guides 8 (Fig. 2), and the rotary end clamps 14 are turned and removed from contact with the lower surface of the vertical guides 8 of the cargo platform 1. The side board ladders 6 are transferred to the horizontal position of the lower plane - left view of FIG. 3. The hydraulic distributor of the hydraulic drive (not shown in the figure) is switched to drain, the rods 16 of the hydraulic power cylinders are lowered under the action of the gravity of the loading platform 1, which lies on the surface of the platform (FIG. 2).

A product, for example, armored vehicles, on its own along the side board-ladder 6, moves to the cargo platform 1, the dimensions of which should ensure the possibility of turning the product on the platform. After turning the product into the transport position - along the center of the platform, it is fixed relative to the loading platform. Side board ladders 6 are turned by hydraulic power cylinders (not shown) into the transport position - right view of FIG. 3. The hydraulic distributor is moved to the "lift" position, the working fluid under pressure enters the power cylinders 15, the pistons of the hydraulic cylinders with the rods 16 raise the console brackets 12 and the vertical guides 8 with the loading platform 1 and the product placed on it. The vertical clamps 13 are installed under the cantilever guides 12, the rotary end clamps 14 are rotated and brought into contact with the lower surface of the vertical guides 8 of the cargo platform 1. The product is transported.

Upon arrival at the place of unloading, the chassis stops on a level area (Fig. 1). A small volume of working fluid is supplied to the hydraulic cylinders 15 under pressure to release the locking devices 13 and 14. The side board ladders 6 are transferred to the horizontal position of the lower plane, the cargo platform 1 with the product is lowered onto a flat platform - left view of FIG. 3. In this case, the gears 91 and 100 move down the splines of the shafts 92 and 99. The product is released from fixation on the cargo platform, it turns around and slides down the side ramp 6 under its own power.

The cargo platform 1 is raised, fixed and the long-wheelbase multi-axle chassis is ready for further work.

The transmission works as follows.

The reverse bevel gearbox directs the torque from the input shaft 18, the ring gear 19 along the clutch 24 in the right position (see top view of Fig. 5) to the bevel gear ring gear 21 and the input shaft 25. When the clutch 24 is switched to the left position (see. bottom view) the torque from the input shaft 18, the ring gear 19 through the clutch 24 goes to the gear 20, the gear 22 transfers the rotation to the gear 21, which rotates the input shaft 25 in the opposite direction.

First gear

Couplings A, B and C are in the left (L) position (see the table of Fig. 6, right above p. 1G).

On the ray diagram (see Fig. 6), this transmission is represented by three rays: ray "a" comes out of point 0 on the lower horizontal and is directed to the right up to point 9G, then ray "d" to the right downward and a gentle ray "e" up to the right to point 1G.

The torque from the input shaft 18 of the bevel gearbox of the reverse (see Fig. 5) is transmitted to the input shaft 25, along the ring gear 39 and the clutch 40 (A) to the first pair of gears 27-33 (a), along the lower tubular shaft 38 of the gear block 33 and 34, along the lower coupling 45 to gear 35, along the lower coupling 46 to the fourth pair of gears 36-30 (d), then along the upper tubular shaft 32 to the fifth pair of gears 31-37 (e) and along the coupling 42 (D) on the ring gear 41, the tubular input shaft 50 of the center differential housing 49 and the crosspiece 53.

The satellites 54 of the symmetrical differential with the internal parameter K = 1.0 equally distribute the torque to the gear 55 and the secondary shaft 26 - the drive shaft of the front bogie of the driving axles and the gear 56, then with the shaft 57 to the drive of the rear bogie of the driving axles. In difficult road conditions, the clutch 59 blocks the inter-bogie differential, closing the gear rims 58 of the shaft 57 of the gear 56 and 52 of the tubular output shaft 51 of the housing 49.

Second gear

We switch the clutch 40 (A) to the right position - we replace the first pair of gears with the second pair.

On the ray diagram, this transmission corresponds to three beams: beam "b" leaves point 0 and is directed upward to the right to point 10G, then beam “d” to the right downward and a gentle ray “e” to the right upward to point 2G.

The torque from the input shaft 18 of the reversing bevel gearbox is transmitted to the input shaft 25, through the ring gear 39 and the clutch 40 (A) to the second pair of gears 28-34 (b), then as in 1st gear.

Third gear

We return clutch A to the left position, switch clutch B to the right position. We include in the work 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 9G, then ray "b" to the left downward, then a steep ray "c" to the right upward to point 11G, then ray "D" to the right downward and a gentle beam "e" to the right upward to point 3G.

In the MRK, the torque to the tubular shaft 38 of gears 33 and 34 is transmitted as in 1st gear, then to a pair of gears 34-28, along the upper clutch 43 to the third pair of gears 29-35, along the lower clutch 46 to the fourth pair of gears 36- 30, then along the upper tubular shaft 32 to the fifth pair of gears 25-37 and along the coupling 42 (D) to the ring gear 41, then as in the previous gears.

Fourth gear

We switch the clutch 40 (A) to the right position - turn off the first and second pair of gears from work.

On the ray diagram, this transmission corresponds to three beams: a steep beam "c" emerges from point 0 and is directed upwards to the right to point 12G, then beam "d" to the right downward and a shallow beam "e" to the right upward to point 4G.

The torque from the input shaft 18 of the reverse bevel gearbox is transmitted to the input shaft 25, along the ring gear 39 and the clutch 40 (A) to the gear 28, along the upper clutch 43 to the third pair of gears 29-35 (c), then as in the previous gears.

Fifth gear

We switch clutches A and B to the left position, and clutch C to the right position.

On the ray diagram, this transmission is represented by three rays: ray "a" leaves point 0 and is directed upwards to the right to point 9G, then a steep ray "c" to the left downward and a gentle ray "e" to the right upward to point 5G.

The torque from the input shaft 18 of the reverse bevel gearbox is transmitted to the input shaft 25, along the ring gear 39 and the clutch 40 (A) to the first pair of gears 27-33, along the lower tubular shaft 38 and the lower clutch 45 to the third pair of gears 35-29 ( c), along the upper coupling 44 to the upper tubular shaft 32, then as in the previous gears.

Sixth gear

We switch the clutch 40 (A) to the right position - we replace the first pair with the second pair of gears.

On the ray diagram, this transmission is represented by three rays: ray "b" leaves point 0 and is directed up to point 10G to the right, then a steep ray “c” to the left downward and a shallow ray “e” to the right upward to point 6G.

The torque from the input shaft 18 of the reverse bevel gearbox is transmitted to the input shaft 25, along the ring gear 39 and the clutch 40 (A) to the second pair of gears 28-34, the lower clutch 45 to the third pair of gears 35-29 (c), then as on previous program.

Seventh gear

We switch clutch A to the left position, and clutch B to the right position. We turn off the third pair of gears from work, and turn on the first.

On the ray diagram, this transmission is represented by three rays: ray "a" leaves point 0 and is directed upward to the right to point 9G, then ray “b” to the left downward and gently sloping ray “e” to the right upward to point 7G.

The torque from the input shaft 25 through the clutch A is transmitted to the first pair of gears 27-33, along the tubular shaft 38 to the second pair of gears 34-28, along the upper couplings 43 and 44, then along the tubular shaft 32 to the fifth pair of gears 25-37 and along the clutch 42 (D) to the ring gear 41, then as in the previous gears.

Eighth gear

All couplings are 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 emerges from point 0 and is directed upward to the right to point 8G.

The torque from the input shaft 25 through the coupling A is transmitted to the gear 28, through the upper couplings 43 and 44, then along the tubular shaft 32 to the fifth pair of gears 31-37 and through the coupling 42 (D), then as in the previous gears.

Ninth gear

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 emerges from point 0 and is directed upward to the right to point 9G.

The torque from the input shaft 25 through the coupling A is transmitted to the first pair of gears 27-33, along the tubular shaft 38, through the lower couplings 45 and 46, then through the coupling 42 (D) to the gear ring 41 and the shaft 50.

Tenth gear

Switch clutch A to the right position - replace the first pair with the second pair of gears.

On the ray diagram, this transmission is represented by ray "b", which goes out from point 0 and is directed upwards to the right towards point 10G.

The torque from the input shaft 25 through the clutch A is transmitted to the second pair of gears 28-34, through the lower couplings 45 and 46, then as in the previous gears.

Eleventh gear

We switch clutch A to the left position, and clutch B to the right position - we additionally turn on the first and third 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 9G, then ray “b” to the left downward and a steep ray “c” to the right upward to point 11G.

The torque from the input shaft 25 through the clutch A is transmitted to the first pair of gears 27-33, along the tubular shaft 38 to the second pair of gears 34-28, along the upper clutch 43 to the third pair of gears 29-35, along the lower clutch 46, then as on previous broadcasts.

Twelfth gear

We switch clutch A to the right position - the third pair of gears is in operation.

On the ray diagram, this transmission is represented by a steep ray "c" that emerges from point 0 and is directed upwards to the right towards point 12G.

The torque from the input shaft 25 through the clutch A is transmitted to the gear 28, along the upper clutch 43 to the third pair of gears 29-35, along the lower clutch 46, then as in the previous gears.

Thirteenth gear

We switch clutch A to the left position, and clutch C to the right position. Additionally, we turn on the first and fourth pairs of gears.

On the ray diagram, this transmission is represented by three rays: ray "a" leaves point 0 and is directed upwards to the right to point 9G, then a steep ray “c” to the left downward and ray “d” to the left upward to point 13G above point 0.

The torque from the input shaft 26 through the clutch A is transmitted to the first pair of gears 27-33, along the tubular shaft 38, along the lower clutch 45 to the third pair of gears 35-29, along the upper clutch 44 to the fourth pair of gears 30-36, then as on previous broadcasts.

Fourteenth gear - the first acceleration

Switch clutch A to the right position - replace the first pair with the second pair of gears.

On the ray diagram, this transmission is represented by three rays: ray "b" leaves point 0 and is directed to the right upward to point 10G, then a steep ray “c” to the left downward and ray “d” to the left upward to point 14G.

The torque from the input shaft 25 through the clutch A is transmitted to the second pair of gears 28-34, then as in the previous gear.

Fifteenth gear - second acceleration

We switch clutch A to the left position, and clutch B to the right position - we replace the third pair with the first 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 9G, then ray “b” to the left downward and ray “d” to the left upward to point 15G.

The torque from the input shaft 25 through the clutch A is transmitted to the first pair of gears 27-33, along the tubular shaft 38 to the second pair of gears 34-28, through the upper couplings 43 and 44 to the fourth pair of gears 30-36, then as in the previous gear.

Sixteenth gear - third acceleration

We switch clutch A 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 goes out from point 0 and is directed upwards to the left to point 16G.

The torque from the input shaft 25 through the clutch A is transmitted to the gear 28, through the upper couplings 43 and 44 to the fourth pair of gears 30-36, then as in the previous gear.

First gear ratio: U _1G = U ₁ U ₄ U ₅ = 2.14 * 1.77 * 2.59 = 9.85 or U _1G = q ¹² = 1.21 ¹² = 9.85.

Second gear ratio: U _2G = U ₂ U ₄ U ₅ = 1.77 * 1.77 * 2.59 = 8.14 or U _2G = q ¹¹ = 1.21 ¹¹ = 8.14, etc. ...

Gear ratio of sixteenth gear: U _16G = 1 / q ³ = 1 / 1.21 ³ = 1 / 1.77 = 0.564. Checking the interval q = U _1G / U _2G = 9.85 / 8.14 = 1.21.

Range check D = U _1G / U _16G = 9.85 / 0.564 = 17.45. This value will ensure the successful operation of the NTS in a wide range of operating conditions with comfortable gear shifting.

From the intercarriage differential 49, half of the torque of the MRK by the shaft 26 and the cardan gear 60 is transmitted to the gearbox 61 of the front bogie of the driving axles. A pair of cylindrical gears 62 and 63, the force is applied to the housing 64 of the symmetrical inter-axle differential. From the crosspiece 65 by satellites 66, the torque is equally distributed to the bevel gears 67 and 68. The gear 67 is fixed on the shaft 69, and the gear 68 - on the shaft 70. From the gear 67 by the shaft 69, the force is sent to the pair of bevel gears 71 and 72 and the case of the symmetrical interwheel differential 73. The crosspiece 74 and the satellites 75 distribute the torque equally to the bevel gears 76 and 77. The gear 76 is fixed on the shaft 78, and the gear 77 is on the shaft 79, then to the cardan transmission 80 of the drive of the right wheel reduction gear. From the gear 76 by the shaft 78 and the cardan transmission 81, the force is sent to the sun gear 82, then to the satellites 83 mounted on the axles of the carrier 84. The satellites 83, rolling over the stopped epicyclic wheel 85, transmit increased torque to the carrier 84 of the wheel reducer and the left drive wheel 86 front axle.

From the gear 68 by the shaft 70, the cardan transmission 87, the force is supplied to the shaft 69 and a pair of bevel gears 71 and 72 and the case of the symmetrical interwheel differential 73 of the second drive axle of the front bogie. Further, it is similar to the front driving axle.

From the bevel gear 56 of the intercarrier differential 49, the second half of the torque of the MRK shaft 57 and the cardan gear 88 is transmitted to the shaft 89 and a pair of upper bevel gears 90-91, which, by the shaft 92, transmit torque to a pair of lower bevel gears 93-94. Further, by a long cardan gear 7 and shaft 96, the torque is supplied to a pair of lower bevel gears 97-98 to drive the rear bogie of the driving axles, then by shaft 99 to a pair of upper bevel gears 100-101. Then, by the shaft 102, the torque is supplied to the gearbox 61 of the rear bogie of the driving axles, then similar to the front bogie of the driving axles. Inter-axle differential 64 can be excluded from the rear bogie design. Gears 90, 93 and 97 are fixed on shafts 89, 95 and 96. Gears 91 and 100 of the upper gearboxes are movably mounted on the splined tips of shafts 92 and 99. When moving the cargo platform 1 with vertical guides 8 along vertical guides 9 frames 10 and 11 of the driving bogies bridges, gears 91 and 100 move along shafts 92 and 99.

Compared to the prototype consisting of the KZKT-7428 tractor with the MAZ-5247 heavy-duty semitrailer, the proposed long-wheelbase multi-axle chassis will have significantly smaller dimensions and weight due to the exclusion of the bogie from two axles with eight wheels from the bogie design, a significant simplification of the transmission when using a multi-stage transfer case. a gearbox that replaces several transmission units: an overdrive, a hydromechanical gearbox consisting of a torque converter and a complex planetary gearbox, a massive two-stage transfer case. All this significantly improves the layout and operational capabilities of the long-wheelbase multi-axle chassis.

Legend:

1 - cargo platform;

2 - longitudinal spars of the I-section;

3 - longitudinal pipes of the cargo platform periphery;

4 - metal sheets;

5 - rotary cylindrical brackets of side board ladders;

6 - side board ladders;

7 - long longitudinal cardan transmission;

8 - movable vertical guide of the bracket, fixed on the cargo platform 1;

9 - vertical guide of the bracket, fixed on the frame of the bogie of the driving axles;

10 - the frame of the front bogie of the driving axles;

11 - the frame of the rear bogie of the driving axles;

12 - a cantilever bracket mounted on a movable vertical guide 8;

13 - vertical lock of the transport position of the bracket 12 of the cargo platform 1;

14 - rotary end lock of the transport position of the movable vertical guide 8;

15 - hydraulic power cylinders installed on the shelves of frames 10 and 11;

16 - rods of hydraulic power cylinders 15, the tips of which are fixed in the console brackets 12;

17 - reverse gear housing;

18 - input shaft of the reverse gear;

19 - toothed rim of the input shaft 18;

20 - bevel gear, freely mounted on the input shaft 18;

21 - bevel gear fixed on the primary shaft of the MRK;

22 - bevel gear meshed with gears 20 and 21;

23 - the axis of the bevel gear 22;

24 - three-position clutch on a gear ring 19;

25 - primary shaft of MRK;

26 - secondary shaft MRK - drive shaft of the front bogie of the driving axles;

27-31 - gears freely installed on the input shaft 25;

32 - the upper tubular shaft of the block of gears 30 and 31;

33-37 - gears freely mounted on the secondary shaft 26;

38 - lower tubular shaft of gears 33 and 34;

39 - a toothed ring fixed on the input shaft 25;

40 (A) - three-position switching clutch on the ring gear 39;

41 - a toothed ring fixed on the input tubular shaft of the intercarriage differential;

42 - three-position switching clutch on the gear rim 41;

43 - upper clutch of two-position double clutch B between gears 28 and 29;

44 - upper clutch of two-position double clutch C between gears 29 and 30;

45 - lower oppositely deployed clutch for switching clutch B between gears 34 and 35;

46 - lower oppositely deployed clutch for switching clutch C between gears 35 and 36;

47 - fork for switching clutches 43 and 45;

48 - fork for switching clutches 44 and 46;

49 - body of the intercarriage differential;

50 - input tubular shaft of housing 49;

51 - output tubular shaft of housing 49;

52 - a toothed ring fixed on the shaft 51;

53 - crosspiece of differential satellites;

54 - satellite of the intercarriage differential;

55 - bevel gear of the symmetrical differential, fixed on the shaft 26 of the drive of the front bogie of the driving axles;

56 - bevel gear of the symmetrical differential, fixed on the shaft 57 of the drive of the rear bogie of the driving axles;

57 - drive shaft of the rear bogie of driving axles;

58 - a toothed ring fixed to the shaft 57;

59 - differential lock clutch when the gear rims 52 and 58 are closed;

60 - cardan transmission from the MRK shaft 26 to the straight-through gearbox 61;

62 and 63 - a pair of cylindrical gears of the inter-axle differential drive;

64 - case of an inter-axle differential;

65 - crosspiece of the inter-axle differential;

66 - satellites of the inter-axle differential;

67 and 68 - bevel gears of the inter-axle differential;

69 - drive shaft of the bevel gearing of the central gearbox of the double spaced main transmission from the gear 67;

70 - cardan drive shaft from gear 68 to the second axle of the front bogie of axles;

71-72 - bevel gears of the central reducer of the double spaced main transmission;

73 - case of the interwheel differential of the driving axle;

74 - crosspiece of an interwheel differential;

75 - satellites of the interwheel differential;

76 and 77 - bevel gears of the interwheel differential;

78 - drive shaft of the cardan transmission of the left drive wheel;

79 - drive shaft of the cardan transmission of the right drive wheel;

80 - cardan transmission of the drive of the right drive wheel;

81 - cardan drive of the left drive wheel;

82 - sun gear wheel reducer;

83 - satellites of the wheel reduction gear;

84 - carrier of wheel reduction gear;

85 - epicyclic wheel of the wheel reduction gear;

86 - driving wheel;

87 - cardan transmission from the bevel gear 68 of the inter-axle differential and the shaft 70 to the shaft 69 of the central gearbox of the second driving axle of the bogie bogie;

88 - cardan transmission from the bevel gear 56 of the intercarriage differential and the shaft 57 to the upper bevel gearbox 90-91 of vertical guides;

89 - drive shaft of the driving bevel gear of the upper gear;

90 - leading bevel gear of the upper gear, fixed on the shaft 89;

91 - driven bevel gear of the upper gearbox, movably mounted on the shaft 92 with a splined tip;

92 - shaft with splined tip between bevel gears;

93 - bevel gear of the lower gear, fixed on the shaft 92;

94 - bevel gear fixed on shaft 95;

95 - drive shaft of a longitudinal cardan transmission 7, located in the middle of the cargo platform 1;

96 - bevel gear drive shaft 97;

97 - leading bevel gear of the lower gearbox of the vertical guide of the rear bogie of the driving axles;

98 - driven bevel gear of the lower gearbox;

99 - shaft with a splined tip;

100 - leading bevel gear of the upper gear, movably mounted on the shaft 99 with a splined tip;

101 - driven bevel gear of the upper gear, fixed on the shaft 102;

102 - drive shaft of the drive-through gearbox of the rear bogie of the driving axles, similar to the gearbox 61 of the front bogie of the driving axles (cardan joints are not shown).

Claims (1)

The multi-axle long-wheelbase chassis has a frame with two bogies of driving axles, each bogie has two axles with double spaced main gears, consisting of a central bevel gearbox with an interwheel differential, wheel planetary gearboxes and cardan gears to them; two pass-through gearboxes with inter-axle differentials installed between the driving axles, cardan gears are connected to the inter-bogie locking differential of the transfer case, characterized in that the cargo platform with folding sides-ladders is fixed on vertical guides installed movably in similar vertical guides fixed at the ends of the bogie frames driving axles, power hydraulic cylinders are fixed on the horizontal flanges of the frames, which with their rods interact with the console brackets of the cargo platform, equipped with transport position locks; mechanical transmission consists of a reverse gear and a two-shaft multistage transfer case, on the input shaft of the reverse gear between two bevel gears with toothed rims, a ring gear is fixed, a three-position switching clutch is located on it, the leading bevel gear is freely installed on the shaft and the intermediate gear is meshed with the gear, which fixed at the input of the input shaft, parallel to it there is a secondary shaft, five pairs of gears are freely installed on the shafts, oppositely deployed single-action clutches of two-position clutches are installed on the gear rims of the middle pairs of gears, interconnected by a common shift fork, a gear ring is fixed on the input shaft near the extreme pair of gears with a three-position shift clutch located on it, a three-position clutch is located on the secondary shaft between the fourth and fifth pairs of gears, the ring gear of which is fixed on the tubular input shaft of the intercarriage housing differential gear, the differential satellites are meshed with gears, one of them is fixed on the secondary shaft with a drive to the through gear of the front bogie of the driving axles, the second gear is fixed on the drive shaft of the through gear of the rear bogie of the driving axles; the cardan gear from the transfer case to the rear bogie of the driving axles has two gears located in the central part of the vertical guides, each of them consists of two bevel gears, on the vertical shafts the upper gears are movably mounted on splined joints, the lower bevel gears are mounted on the shafts of a long longitudinal cardan transfer of the cargo platform.

Images