RU2789152C1 - Power distribution mechanism in vehicle transmission - Google Patents

Abstract

FIELD: differential power distribution mechanisms.

SUBSTANCE: invention relates to differential power distribution mechanisms. The power distribution mechanism contains an auxiliary gearbox connected by an input link to the engine, the output link of which is connected in parallel with a controlled differential and a planetary gear reducer, the output link of which is connected to one of the axle shafts. Four disc friction clutches are also provided, controlled by a hydraulic or electromagnetic drive and an electronic control system. The reducer is made in the form of a single planetary gear set, the epicycle of which is inhibited by a constant connection with the crankcase, and the sun gear and carrier are connected to the input and output links through friction clutches.

EFFECT: increase in technical and operational or tactical and technical characteristics is achieved.

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Description

The invention relates to wheeled and tracked vehicles (TS) - ground vehicles and planetary rovers, mainly to small mobile platforms.

A significant part of the time of movement of the vehicle is in a turn, in a wide range of resistance from the environment (terrain). In addition, even with a rectilinear movement of the vehicle, the unequal resistance to movement under the left and right sides (tracks or wheels) causes the instability of the given mode of movement.

Stability, controllability, traction and dynamic characteristics, terrain patency of modern vehicles are ensured by the installation of power distribution mechanisms (MRM) on their chassis between the "sides" - the left (s) and right (s) drive (s) wheel (s), which in many literary sources (mainly in relation to tracked vehicles) are called transmission and rotation mechanisms (MPP) [1. Calculation and design of tracked vehicles / N.A. Nosov and others; ed. prof. ON THE. Nosov. - L.: Mashinostroenie, 1972. - 560 p. - Ch. IX "Mechanisms of rotation, S. 346-398.].

One of the examples of MRM (MPP) can serve as MRM, containing a two-stage gear part, the input link of which is indirectly connected to the engine, and the output links are indirectly, for example, through axle shafts, connected to the left and right drive wheels of the vehicle, with planetary gear rows - zero, first and the second one, moreover, zero, directly connected with the mentioned input link, with the function of a simple differential, and also containing brake elements with the possibility of selective, controlled braking action on the links of the gear part and the electronic control system of the mentioned brake elements, while the gear part is made with four cylindrical three-link planetary gear trains, including an additional gear train, while its input link is directly connected to the links of two planetary gear sets, and the brake element control system is made with the possibility of pulse-width modulation of pressure (PWM) in the friction pairs of brake elements ents [2. RU 2634062 C1, V60K 17/35, F16H 48/30, F16H 37/08, 10/23/2017].

In connection with the mention of SHIMD, it should be noted that in the field of transport engineering (including control systems for the rotation of tracked vehicles using friction brake elements), the possibilities of implementing SHIMD are being considered [3. On the method for estimating the frequency of impulse control of the turn of a tracked vehicle / Boikov A.V., Grigoriev A.P., Rusinov R.V. // Working processes in compressors and units with internal combustion engines: interuniversity collection. - L .: Publishing house LPI im. M.I. Kalinina, 1987. - S. 73-78].

The disadvantages of the mentioned MRM (regardless of the absence or presence of SHIMD) include the unforeseen turning with a zero radius (i.e. around the center of gravity of the vehicle, "on the spot") and detaching from the engine.

A close analogue of the claimed device is the MRM in the transmission of a car, containing a gear part with two degrees of freedom ("two-stage gearbox"), the input link of which is indirectly connected to the engine, and the output links are indirectly, for example, through axle shafts, connected to the driving wheels of the vehicle, with planetary gears. in rows - zero, first and second, and zero, directly connected with the input link, is a simple differential, brake elements with the possibility of differentiated braking action on the links of the gear part and the electronic control system of the said brake elements associated with the steering mechanism with the possibility of turning the steered wheels of the vehicle [4. Dr. Claus Granzov. ZV Vector Drive - better driving dynamics and diving Satety through Torque Vectoring // http://www.irs.kit.edu/download/131213_GC_TorqueVectoring_ZF_Handout. pdf. December 13, 2013].

In it, the gear part is made with a simple conical differential and two, to the left and to the right of the mentioned conical differential, the same cylindrical three-link planetary gear sets with stepped satellites, while the input link of the gear part (conical differential housing) is connected to the gear sun of the small stage of the specified satellite, a large stage of the latter is connected by means of another toothed sun with one of the semi-axes and, further, with one of the driving wheels of the car, and the carrier is connected with disc movable brake elements.

This analog allows you to implement the power supplied to the driving wheels of the car in accordance with the driving conditions. However, firstly, the location of this MRM after the main gear and, secondly, the “fouling” of the MRM with additional mechanical, hydraulic and electronic devices leads to a deterioration in weight and size indicators and an increase in cost.

Another close analogue is the MRM in the transmission of a car, containing a two-stage gear part with a zero with the function of a simple differential, the first and second planetary gears - rows, the input link of which, consisting of two parallel parts, on the one hand indirectly, at least through the gearbox , connected to the vehicle engine, on the other hand connected to the links of at least two of its planetary gear sets, and the output links are indirectly, for example, through axle shafts and final drives, connected to the driving wheels of the vehicle, brake elements with the possibility of a differentiated braking effect on links of the gear part, and an electronic control system for brake elements associated with the control device for turning the vehicle, while the gear part is made with three cylindrical three-link planetary gear rows, while its input link is connected to links, at least re, two planetary gear sets, and the control system of the brake elements is made using the principle of SHIMD in friction contact pairs of brake elements [5. RU 2618830 C2, V60K 17/35, F16H 48/30, F16H 37/08, 05/11/2017, paras. 1 and 2 f-ly of the invention].

As a disadvantage of the analogue, one can note its relative design complexity.

The closest analogue of the claimed MRM (selected as a prototype) is a power distribution mechanism in the transmission of a vehicle, containing an auxiliary gearbox R1 connected by an input link with an electric motor, the output link of which is connected, in parallel, with a controlled differential and a gear planetary gearbox R2 for redistributing the traction force along the semiaxes x ₁ and x ₂ transmission, the output link of which is connected to one of the mentioned semi-axes, for example x ₂ , disc friction clutches controlled by hydraulic or electromagnetic drives and an electronic control system, interconnected with the vehicle turning control device, as well as the mechanism housing [ 6. RU 2763002 C1, IPC (2006.01) V60K 17/35; F16H 48/30; F16H 37/08, 24.12.2021].

In it, the gearbox R2 is made in the form of two planetary gear sets with double satellites, while the input link (1) of the gearbox R2 is connected to the epicycle of the first (left) planetary gear set, the output link (3) is connected to the epicycle of the second (right) row, and the carrier ( 4) and (5) of these rows are cross-connected with the sun gears of adjacent rows and with controlled brakes (T3), (T4), while a friction clutch and a brake are provided at the input to the differential.

However, despite the relative (in comparison with analogue [5]) advantages, the prototype [6] still has insufficiently high technical and operational characteristics in terms of simplicity, compactness and weight and size characteristics, mechatronics requirements and adaptation to the transmission and the entire power plant to the tasks of creating such light highly maneuverable vehicles as buggies and active trailers, mainly with traction motors.

The task is to eliminate these shortcomings of the prototype [6] and to improve the technical and operational (as applied to the chassis of civilian vehicles) or performance characteristics (as applied to the chassis of military and special vehicles).

The solution of this problem is achieved by the fact that in the power distribution mechanism in the vehicle transmission, containing the auxiliary gearbox R1 connected by the input link 0 to the engine, the output link x of which, branching, is connected with the controlled differential and the gear planetary gearbox R2, redistribution of the traction force along the semiaxes x ₁ and x ₂ transmission, the output link of which, in turn, is associated with one of the mentioned semi-axes, for example x ₂ , disc friction clutches controlled by hydraulic or electromagnetic drives and an electronic control system, interconnected with the vehicle turning control device, as well as the crankcase of the mechanism, according to the invention, the gearbox R2 is made in the form of a single planetary gear set, the epicycle of which is inhibited by a constant connection with the crankcase, and the sun gear and the carrier are connected, in parallel, with the input 0 and output x links through friction clutches C ₀₁ , C ₁ x and C ₀₃ , C ₃ x respectively but, with the possibility of an independent selective connection of these links of the planetary gear set with the axle shafts x ₁ and x ₂ by the corresponding inclusion of the said couplings.

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

- friction clutches C ₀₁ , C ₀₃ on one side of the mentioned single planetary gear set and friction clutches C _1x , C _3x on the other side of it can be structurally combined in pairs based on the same drums of the input 0 and output x links (this further rationalizes the MPM layout in general, improves its weight and size characteristics, thereby enhancing the claimed technical result);

- with the previous signs, pairwise combined friction clutches C ₀₁ , C ₀₃ and C _1x , C _3x can be arranged either one above the other, or all in one row with a single size of external friction disks and a single size of internal friction disks (this is even more least rationalizes the design of the MRM in terms of dimensions in width in the first case, and in length in the second case);

- the mechanism can be made completely schematically and structurally symmetrical with respect to the plane of the mentioned single planetary gear set (this creates very favorable conditions for the unification of the MRM design, and hence the additional strengthening of the claimed technical result);

- the mechanism can be arranged in a single crankcase, with the formation of a mechanical monoblock (this rationalizes the MRM design in terms of compactness and in greater sulfur meets the design recommendation of the vehicle's modularity, which is especially important for mobile transport platforms).

Among the known devices and methods, no such devices have been found, the totality of the essential features of which would coincide with the claimed one. At the same time, it is due to the latter that a new technical result is achieved in accordance with the task.

A clear distinction between the restrictive and distinctive parts of the given sets of essential features, reflecting the results of a comparative analysis of the proposed device with the prototype, correlates with the world level of novelty of the technical solution. The world level of novelty is the first of the triad of features (criteria) of an invention.

Further, the set of distinctive essential features of the claimed MRM is not a simple sum of the known technical results of using separately known components of the device. There is a "super-effect" (in the patent meaning of this term), which was not obvious to a specialist from the state of the art (of course, before considering the proposed technical solution). With a whole range of additional technical and operational capabilities. This convincingly demonstrates inventive development as the second of the triad of invention qualifications.

The third qualifying feature - industrial applicability - is also undeniable and follows, first of all, from the same accumulated experience in design, production and operation (practical use) of two- and three-stage planetary gear mechanisms, friction elements and transmission control systems and their components.

The inventive MPM device in the transmission of the vehicle is explained (using the example of an interwheel differential functionally combined with the power distribution mechanism in the turn) in the drawings (Fig. 1-3):

in fig. 1 shows a general block diagram of the proposed MPM (device) where 0 is the input link (from an electric or other vehicle engine) of the gearbox R1; R1 - auxiliary planetary gear; x - output link of the gearbox R1; R2 - planetary gear reducer for redistribution of traction force along the semi-axes ("along the sides"); D* - differential (cross-wheel controlled); x ₁ and x ₂ - respectively, the left and right axles of the vehicle; A is the branching point of the power flow at the output of the gearbox R1 (in relation to the design and functionality of the differential D*);

in fig. 2 - the first special case (the first example, MRM-1) of the kinematic diagram of the gear part R2 of the claimed MRM (device), where, in addition to the notation in FIG. 1, C ₀₁ , C ₀₃ , C _1x . C _3x - disc friction clutches (clutches); k - internal gear ratio of the planetary gear set;

in fig. 3 - the second special case (the first example, MRM-2) of the kinematic diagram of the gear part R2 of the claimed MRM (device), where the designations are similar to those in FIG. 2.

In figures 1-3 positions are indicated:

1 (0*) - output link of the gearbox R1; 2 (0*) - input link of the differential D*; 3 (0*) - input link of the reducer R2; 4 - output link of the gearbox R2; 5 - crankcase (case) MRM; 6, 7, 8 - respectively, the epicycle, the sun gear and the carrier of the planetary gear set as part of the gearbox R2.

The power distribution mechanism (MRM) in the transmission of a vehicle according to any of the claimed design examples (MRM-1 and MRM-2) contains (see Fig. 1) an auxiliary gearbox connected by an input link 0 with an electric or other motor (not shown). R1 (for example, a two-stage planetary gearbox), the output link 1 (0*) of which branches at point A (in relation to the design and functionality of the differential D* mentioned below); connected, in parallel, with a controlled differential D* (its input 2) and a planetary gear reducer R2 for redistribution of traction along the axle shafts x ₁ and x ₂ of the transmission (its input 3), the output link 4 of which is connected to one of the mentioned axle shafts (x ₁ , x ₂ ), for example x ₂ .

There are also (see Fig. 2, 3) disc friction clutches (clutches) C ₀₁ , C _1x , C ₀₃ , C _3x , controlled by means of a hydraulic or electromagnetic drive and an electronic control system, interconnected with the steering control device (UUP) of the vehicle (mentioned drives, system and UUP are not shown), as well as the crankcase (case) 5 MPM (see Fig. 1-3).

The reducer R2 is made (see Fig. 2, 3) in the form of a single planetary gear set, the epicycle 6 of which is inhibited by a constant connection with the crankcase 5, and the sun gear 7 and carrier 8 are connected, in parallel, with the input 0* and output x links through friction couplings C ₀₁ , C _1x and C ₀₃ , C _3x , respectively, with the possibility of independent selective connection of these links of the planetary gear set with axle shafts x ₁ and x ₂ by the corresponding inclusion of the mentioned couplings.

Friction clutches C ₀₁ , C ₀₃ on one side of the mentioned single planetary gear set and friction clutches C _1x , C _3x on the other side of it can be structurally combined in pairs based on identical drums of input 0 and output x links.

In this case, pairwise combined friction clutches C ₀₁ , C ₀₃ and C _1x , C _3x can be arranged either one above the other (see Fig. 2), or all in one row with a single size of external friction disks and a single size of internal friction disks ( see Fig. 3).

MRM can be arranged (located) both in a composite and in a single crankcase (case), with the formation of a mechanical monoblock (mechanical module). The last special case is preferable, especially for small mobile platforms.

To maximize the technical and operational capabilities of the proposed MRM device, it is recommended to use it in conjunction with vehicle chassis devices that provide reversal of the input link 0 MPM or its gearboxes R1 or R2. It can be, for example, both a reversible traction motor and a reverser (built into one of the described devices or installed outside of them).

C ₀₁ , C ₀₃ , C _1x , C _3x , as MPM controls in R2, have a hydraulic or electromechanical drive.

To control the operation of the MRM, on the output links x ₁ , x ₂ install speed sensors (for example, Hall sensors or induction sensors) - similar to the prototype circuit (see [5], Fig. 1).

Other kinematic schemes and designs are possible within the framework of the declared main and additional sets of essential features.

The device operates as follows, under electronic control.

Work according to the principle diagram (Fig. 1): power is supplied to the gearbox R1 from the engine through link 0, and is removed from link 0*. The R1 gearbox performs the function of a transforming mechanism in the transmission: it ensures that the engine adapts to road conditions.

At the outlet of the reducer R1, the power flow bifurcates (branch point A). From link 0*, power is supplied to the differential box D* (or input link 2, which performs the distributive function of the planetary mechanism - see the specific device of the differential D*, for example, in the prototype [6]), and the leading link 3 of the gearbox R2 (see Fig. . 1).

If the power distribution control is disabled, the differential D* divides the moment equally between the links x1 and x2, and the gearbox R2 does not change this ratio. Links x1 and x2 are output for the mechanism as a whole and are indirectly connected with the driving wheels of the vehicle.

If power distribution control is active, gear R2 increases or decreases the torque on link x2 via link 4(x).

If a turn with a zero radius is implemented, the D* differential is switched to the inversion mode: with the help of the controls included in it, the value of the gear ratio between the semiaxes x1 and x2 is equal to (-1). In this case, the differential box is stopped, link x2 rotates with an angular velocity determined by the kinematics of the gearbox R2, and link x1 - with an angular velocity equal in magnitude to the angular velocity x2 and opposite in sign. If the gearbox R2 provides two modes of operation, it is possible to implement two speed modes of rotation in one direction. To turn in the opposite direction, it is necessary either to reverse the engine, or to provide a reverse as part of the gearbox R1.

If it is necessary to block the differential D *, this is done in the traditional way: by turning on the friction clutch connecting the two main links of the planetary mechanism (not shown).

The operation of the device according to fig. 2 and fig. 3 is fundamentally different. The differences are of a layout nature and relate to the design features of the clutches C ₀₁ , C ₀₃ , C _1x , C _3x . The advantage of the variant according to Fig. 3 is the ability to design the clutch according to the "flutter-free" scheme [see. RU 2618661 C1, IPC F16D 21/00, F16D 64/04, F16D 13/52, F16D 13/69, F16D 25/0638, 05/05/2017 "Flutterless multi-plate friction clutch for connecting drive shafts with the possibility of their multidirectional rotation"].

The power flow from the leading link 0* is supplied to the input link 3.

If gear R2 is not used, all controls are disabled, output link 4 rotates without load.

In the power distribution control mode, the mechanism implements two gear ratio options: "direct" (let's denote u) and "reverse" (let's denote 1/u), which corresponds to rotation in opposite directions.

When turning in one direction, the C ₀₁ and C _3x couplings are turned on. Power is supplied to the sun gear 7 of the mechanism, and is removed from the carrier 8 through link 4. The epicycle 6 of the mechanism, as rigidly connected to the crankcase 5, does not rotate in all modes of operation.

When turning in the opposite direction, the couplings C ₀₃ and C _1x are switched on. Power is supplied from link 3 to carrier 8, and is removed from sun gear 7 through link 4.

The slip control of friction clutches is more difficult to implement than for brakes. Therefore, the clutches operate in the on/off mode, and a smooth change in the slipping speed is provided by controlling the slipping of the brakes in the gearbox R1 (not shown).

When the vehicle (TC) moves in a straight line, depending on the road conditions (environmental resistance), the corresponding gear ratio stage (gear) “works” in the gearbox R1. Since this reduction, as a rule (see prototype [6]), is small (the main part of the required gear ratios greater than one is structurally transferred to the final drives behind the output links of the gearbox R2 or directly in front of the drive wheels or in their hubs), or is commensurate with it , which depends on specific projects, the gearbox R2 installed behind the gearbox R1 is loaded with a slightly increased (by the value of the maximum gear ratio R1) torque. This determines the moderation of its weight and size indicators. Looking ahead, we note that in the final drives, the torques increase to the required value on the drive wheels. In case of operational necessity (expediency), along with the control of the engine operation mode, the R1 mode is switched (when it is performed in two or more steps).

MRM redistributes power between the drive wheels (respectively, the product of torque and speed - M ₁ ω ₁ and M ₂ ω ₂ ) on the commands of the control system.

Temporary disconnection of the engine from the drive wheels, with the possibility of towing the vehicle. To do this, turn off all couplings C ₀₁ , C ₀₃ , C _1x , C _3x (in this case, the neutral in the gearbox R1 is required).

Based on what is stated in the description, it can be summarized that the claimed device, regardless of the choice of one or another particular example of the scheme and design (MRM-1, MRM-2, etc.), allows you to eliminate the above disadvantages of the prototype and improve technical and operational (appended to the chassis of civilian vehicles) or tactical and technical (appended to the chassis of military and special vehicles) characteristics.

Claims (6)

1. The power distribution mechanism in the transmission of a vehicle, containing an auxiliary gearbox R1 connected by an input link 0 to the engine, the output link 0* of which, branching, is connected in parallel with a controlled differential and a gear planetary gearbox R2 for redistributing the traction force along the semiaxes x ₁ and x ₂ transmission, the output link of which, in turn, is connected to one of the mentioned semi-axes, for example x ₂ , disc friction clutches controlled by a hydraulic or electromagnetic drive and an electronic control system interconnected with the vehicle turning control device, as well as the mechanism housing , characterized in that the gearbox R2 is made in the form of a single planetary gear set, the epicycle of which is inhibited by a constant connection with the crankcase, and the sun gear and carrier are connected, in parallel, with the input 0* and output x links through friction clutches C ₀₁ , C _1x and C ₀₃ , C _3x respectively with the possibility of independent selection the connection of these links of the planetary gear set with the axle shafts x ₁ and x ₂ by the corresponding inclusion of the mentioned couplings. 2. The mechanism according to claim 1, characterized in that the friction clutches C ₀₁ , C ₀₃ on one side of the mentioned single planetary gear set and the friction clutches C _1x , C _3x on the other side of it are structurally combined in pairs based on the same input drums 0 and output x links. 3. The mechanism according to claim 2, characterized in that pairwise combined friction clutches C ₀₁ , C ₀₃ and C _1x , C _3x are arranged one above the other. 4. The mechanism according to claim 2, characterized in that the pairwise combined friction clutches C ₀₁ , C ₀₃ and C _1x , C _3x are all arranged in one row with a single standard size of the outer friction disks and a single standard size of the internal friction disks. 5. The mechanism according to claim 1, characterized in that it is made completely schematically and structurally symmetrical with respect to the plane of the said single planetary gear set. 6. The mechanism according to claim 1, characterized in that it is arranged in a single crankcase to form a mechanical monoblock.

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