RU2798151C1 - Four-track chassis - Google Patents

Abstract

FIELD: tracked vehicles.

SUBSTANCE: vehicles with power distribution between the drive wheels. The four-track chassis contains a power plant and a transmission, the input shaft of which is connected to the output shaft of the power plant, the output shafts are connected to the four drive wheels of the caterpillar mover and includes a device for changing the speed and direction of movement, four service brakes and four final reduction gears. The power plant is made hybrid with an internal combustion engine and an electric motor or a reversible electric machine. The device for changing the speed and direction of movement of the chassis is made in the form of a series-connected interaxial controlled gear power distribution mechanism MPM0 and two identical inter-board controlled gear power distribution mechanisms MRM1. MPM0 consists of a central planetary gear set with the kinematic parameter k₀=2 and a simple differential function and two side planetary gear sets with the same kinematic parameters k₁. At the same time, the central gear set is made with a double epicycle, the input link of the MPM0 mechanism combines the epicycle of the central gear set, the sun gears of the outer gear sets and, through the friction C₀, the carrier of the central and first side gear sets with the output link x₁ MPM0, the sun gear of the central gear set is combined with the carrier of the second side gear set with an output link x₂ MPM0, and the epicycles of the side gear sets are equipped with brakes T₁ and T₂, respectively. An additional set of features of the device in terms of MRM1 is also proposed.

EFFECT: increasing performance or operating characteristics of the vehicle is achieved.

2 cl, 3 dwg

Description

The invention relates primarily to tracked vehicles (vehicles - vehicles) with power distribution between the drive wheels.

A significant part of the time of movement of the vehicle is in a turn in a wide range of changes in resistance to movement. 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, patency on the ground of modern vehicles that form the performance characteristics (TTX) or technical and operational characteristics (TEH) are provided by the installation of power distribution mechanisms (MRM) on their chassis between the "sides" - the left (and ) and the right(s) drive(s) wheel(s) and/or between wheel axles (bridges), which in many literary sources (mainly in relation to tracked vehicles) are called transmission and turning mechanisms (MPP) [1. Calculation and design of tracked vehicles / N.A. Nosov and others; ed. prof. ON THE. Nosov. - P .: Mashinostroenie, 1972. - 560 p. - Ch. IX “Mechanisms of rotation, S.346-398; 2. RU 2634062 C1, V60K 17/35, F16H 48/30, F16H 37/08, 10/23/2017].

A special kind of tracked vehicles are transport vehicles on a four-track chassis, which are either articulated (two- and multi-section) or single-section (mono-hull).

Chassis with two swivel tracked bogies installed in series are more common: at different times, all-terrain vehicles BT361A-01 Tyumen, SVG-701 Yamal, URAL 5920, Husky 8, etc. were mass-produced; known technical solutions described in the sources [3. US 3265146 "Steering system for four-track snow vehicles", 1966] and [4. SU 1152854 "Tracked vehicle", 1985].

In the case of using a mechanical transmission and active sections, a very complex coupling device appears in the design of the machine, which is additionally assigned the functions of the turning mechanism [5. Two-link conveyors DT-10 and DT-10P: technical description and operating instructions. - M .: "Military publishing house", 1988. - 160 s].

Apparently, the only example of a parallel arrangement of pairs of caterpillars is the experimental tank Ob.279 [6. M.V. Pavlov, I.V. Pavlov. Domestic armored vehicles 1945-1965 Tank "Object 279; URL: https://russian7.ru/post/vpervye-za-60-let-v-kubinke-zaveli-sovet/].

Known monohull tracked vehicle with a kinematic rotation mechanism (2021) [7. RU 208 727 MPK51 B62D 55/065, 01/11/2022]).

It is designed for transportation of oversized cargoes of large mass in especially difficult traffic conditions.

In addition, a chassis has been developed with a serial arrangement of two contours on board (such a scheme is sometimes called a "split-contour caterpillar mover"). According to this scheme, the chassis of the experimental tank Ob.490 was made.

This principle was used to create the GSD LuWa demonstrator (der Gesamtsystemdemonstrator für einen zukünftigen Luftbeweglichen Waffenträger), fig. 18. Marco Klöckner und Ulrich Schael (2021). Gesamtsystem demonstrator für einen zukünftigen Luftbeweglichen Waffenträger. https://soldat.-und-technik.de/2021/08/mobilitaet/ 28007/gesamt systemdemonstrator-fuer-einen-zukuenftigen-luftbeweglichen-waffentraeger/ (Date of access: 03/24/2022)].

The specified demonstrator seems to be the closest analogue of the claimed invention in terms of purpose and device, is taken as a prototype and is characterized by the following set of essential design features (as a device) that are common with the claimed tracked chassis:

the presence of a power plant and transmission (electromechanical), the input shaft of which is connected to the output shaft of the power plant (internal combustion engine - ICE), the output shafts - with four drive wheels of the caterpillar mover, while the transmission includes a device for controlling the speed of the chassis and the direction of its movement , as well as four stopping brakes and four final drives.

The prototype chassis is being developed for military use as a promising replacement for the Wiesel 1.2 amphibious assault vehicles. Considering that it is the demonstrator that is presented, there are no sufficient grounds for discussing the security of the vehicle and the features of combat use. But some features of the mover and the principles of building a transmission have already been sufficiently identified. A diesel engine is considered as the main source of energy, the driving wheels are driven by individual traction electric motors (TED). The drive wheels of the "split bypass" are located in the bow and stern of the machine body.

It seems that the above decisions should entail the following negative consequences, which in principle can be prevented.

Firstly, the used scheme of a sequential hybrid power plant (HPU) with individual TED leads to the need to overestimate the power by about 15% and, consequently, the weight and size characteristics of the TED. The principle of parallel hybrid electromechanical transmission would provide the best combination of performance characteristics [9. The choice of a schematic option for constructing transmissions of military vehicles with a hybrid power plant / R.Yu. Dobretsov et al. // Collection of articles of the scientific-practical conference "Development and use of electric transmissions for weapons and military equipment (JSC VNIITransmash), October 20, 2016". - Publication of JSC "VNIITransmash", St. Petersburg, 2016. - 169 p. - S. 87-100].

Secondly, when overcoming the rise (and for military vehicles, the requirement is the ability to move uphill at an angle of 30-32 °), it can be expected that the share of the adhesive weight falling on the front contours will not be enough to realize the traction force developed by the TED (caterpillars will slip). Feed contours, on the contrary, will be overloaded and feed TEDs will work in more difficult conditions. In the case of an external force acting on the machine (for example, towing a trailer), the situation may worsen - the diagram of normal pressures under the front bypass may become triangular and not extend over the entire length of the supporting surface, which may lead to an increase in resistance to movement [10. Efficiency of using the supporting surface of a caterpillar mover in the transmission of normal loads / Yu.V. Galyshev, R.Yu. Dobretsov // Scientific and Technical Bulletin of St. Petersburg State Polytechnical University. Ser.: Science and education. - 2013. - No. 3. - S. 272-278]. Therefore, in the later version of Ob. 490 lines were of unequal length: four rollers at the rear and two at the front. Damage was also reduced when the front contours were damaged during a mine explosion.

Thirdly, during the rectilinear movement of the machine, due to the instability of the tracks when the road wheels roll over them, oscillations of the tracks occur, which provokes vibrations that impede the operation of the armament stabilizer [11. Soldat und Technik (1982), N6. S. 488-497], accompanied by an increase in energy consumption for movement [12. Dobretsov R.Yu. Features of the caterpillar mover in the field of small specific traction forces // Tractors and agricultural machines - 2009. - No. 6 - P. 25-31]. In the range of values of the specific traction force of 0.10…0.12, the consequence is the use of trucks [13. Mazur A.I., Kryukov V.V., Fadeev I.F. The mechanism of interaction of caterpillars with the ground // VBT, 1983, No. 3]. For a “split bypass”, this can lead to the fact that the tracks of one side will go through different paths and either one of the lines will slip or the TED will be overloaded. It is possible to improve the operating conditions of the TED by installing a closed control system that allows you to coordinate the rotational speeds of all TEDs, but this does not solve the issue of increasing the resistance to movement.

Fourthly, recuperation is possible, but the engines and switches of the incoming side are overloaded. It is desirable to transfer the recuperation power to the running board along the mechanical branch. Energy consumption per turn increases [14. Lozin A.V., Dobretsov R.Yu. Caterpillar bypass with two driving wheels. Actual problems of protection and security: Proceedings of the XXII All-Russian Scientific and Practical Conference of the RARAN (April 1-4, 2019). Publication of the Federal State Budgetary Institution "Russian Academy of Rocket and Artillery Sciences". Moscow - 2019. Volume 3. “Armored weapons and equipment”, 232 p. - S. 64-73].

Thus, all of the listed analogues, including the prototype, despite their positive qualities, however, are far from perfect in terms of rational power distribution over the drive wheels in a wide range of operating conditions typical for the vehicle of the intended purpose.

The prototype, like other analogues, has insufficiently high performance characteristics / performance characteristics.

The problem (task) to which the claimed invention is directed is to eliminate these shortcomings (taking into account the mentioned analogues from among the MRM) and to improve the performance characteristics (in the application to the chassis of military and special vehicles) or technical characteristics (in the application to the chassis of civil vehicles) due to the relatively simple structural and original provision of the ability to redistribute, in a fairly wide ratio range, the torque between the drive wheels of the four-track chassis.

The solution to this problem is achieved by the fact that in a four-track chassis containing a power plant and a transmission, the input shaft of which is connected to the output shaft of the power plant, the output shafts are connected to the four drive wheels of the caterpillar mover, and includes a gear and rotation device with friction and control brakes , four stopping brakes and four final drives, according to the claimed invention, the power plant is made hybrid, with an internal combustion engine and an electric motor or a reversible electric machine, the device for changing the speed and direction of movement is made in the form of a mechanical gear and rotation mechanism, specifically - in the form of a series-connected interaxle controlled gear power distribution mechanism MRM0 and two identical inter-board controlled gear power distribution mechanisms MRM1, and MRM0 consists of a central planetary gear set with a kinematic parameter k ₀ =2 and a simple differential function and two side planetary gear sets with the same kinematic parameters k ₁ , while the central row is made with a double epicycle, the input link of the MPM0 mechanism combines the epicycle of the central row, the sun gears of the outer rows and, through the clutch C ₀ , the carrier of the central and first side rows with the output link x ₁ MPM0, the sun gear of the central row is combined with the carrier of the second side row with the output link x ₂ MPM0, and the epicycles of the side rows are equipped with brakes T ₁ and T ₂ , respectively.

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

each side-to-side controlled gear power distribution mechanism MPM1 is made with an input link 0*, output links x* ₁ and x* ₂ , three central and one peripheral planetary gear sets, respectively, with kinematic parameters k* ₀ , k ₃ and k ₄ and k ₀ = 2, while the input link 0* is connected to the sun gear of the first central row MPM1 and, through the clutch C ₀ * and in parallel, with the brake T _0* and through the gear pair and epicycle of the peripheral row, the carrier of the first central row is closed to the crankcase MPM1, the epicycles of the first and second central rows are combined, the carriers of the second and third central rows are combined and equipped with a brake T ₃ , the epicycle of the third central row is equipped with a brake T ₄ , and the sun gears of the second and third central rows are also combined and connected through a gear with the second output link x * ₂ MPM1 (this allows you to get a rational device - in which all the desired characteristics of the transmission and chassis of the vehicle as a whole are achieved, moreover, in an acceptable total weight and size "framework").

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 device 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 claimed device four-track chassis is illustrated in the drawings:

in fig. 1 shows a simplified kinematic diagram of a four-track chassis transmission, where 0 is the input link (power supply from a hybrid power plant); MPM0 - interaxle controlled gear power distribution mechanism; MPM1 - inter-board controlled gear power distribution mechanism (functionally replaces the turning mechanism, 2 pcs.); T - side stop brake; BR - final drive; VK - driving wheel;

in fig. 2 is a simplified kinematic diagram of an interaxle controlled gear power distribution mechanism, where 0, x ₁ and x ₂ are input and output links; k ₀ =2 and k ₁ - kinematic parameters of the central and side planetary mechanisms; C ₀ , T ₁ and T ₂ - controls - respectively friction clutch (friction clutch), side brakes;

in fig. 3 is a simplified kinematic diagram of an inter-board controlled gear power distribution mechanism, where 0*, x _1* and x _2* are input and output links; k ₀ =2, k* ₀ , k ₃ and k ₄ - kinematic parameters of planetary mechanisms; С _0* , T _0* , T ₃ and T ₄ - controls - friction clutch (friction clutch) and brakes, respectively.

The four-track chassis contains (see Fig. 1) a power plant and a transmission, the input shaft of which is connected to the output shaft of the power plant, the output shafts - with four drive wheels (drive sprockets) of the caterpillar mover, and includes a device for changing the speed of the chassis and its direction movement, four service brakes and four final drives.

The power plant is a hybrid (either series or parallel hybrid) - HSU, with an internal combustion engine and an electric motor or (most preferably - see the use of energy recovery) a reversible electric machine (OEM).

The device for changing the speed of the chassis and the direction of its movement is a mechanical device - a gear and turn mechanism (MPP, according to the existing classification). MPP is made in the form of serially connected inter-axle controlled gear power distribution mechanism MPM0 and two identical inter-board controlled gear power distribution mechanisms MRM1.

MPM0 consists (see Fig. 2) of the central planetary gear set with the kinematic parameter k ₀ =2 and the function of a simple differential and two side planetary gear sets with the same kinematic parameters k ₁ .

At the same time, the central row is made with a double epicycle, the input link of the MPM0 mechanism combines the epicycle of the central row, the sun gears of the extreme rows and, through the friction clutch (disk friction clutch) C ₀ , the carrier of the central and first side rows with the output link x ₁ MPM0, the sun gear of the central the row is combined with the carrier of the second side row with the output link x ₂ MPM0, and the epicycles of the side rows are equipped with brakes T ₁ and T ₂ , respectively.

Various options for constructing MRM1 circuits are possible.

Each inter-board controlled gear power distribution mechanism MRM1 (see Fig. 3) can be (recommended particular example - see Fig. 3) made with an input link 0*, output links x _1* and x _2* , peripheral and three central planetary rows, respectively, with kinematic parameters k ₀ =2, k* ₀ , k ₃ and k ₄ , while the input link 0* is connected to the sun gear of the first central row MPM1 and, through the clutch C _0* and in parallel, with the brake T _{0 *} and through the gear pair and epicycle of the peripheral row, the carrier of the first central row is closed to the MPM1 crankcase, the epicycles of the first and second central rows are combined, the carriers of the second and third central rows are combined and equipped with a brake T ₃ , the epicycle of the third central row is equipped with a brake T ₄ , and the sun gears of the second and third central rows are also combined and connected through a gear train to the second output link x _2* MPM1.

Other kinematic schemes and designs of the four-track chassis are possible within the framework of the claimed main and additional sets of essential features.

The claimed device works as follows.

Power is supplied (see Fig. 1) to the input shaft 0 from the GSU of a series or parallel type (the parallel type is preferable, if only for reasons of the possibility of providing movement with a failed TED or diesel engine). The operating modes and features of such HCS are discussed in detail in the article [9, pp. 87-100].

Recall that the interaxle controlled gear power distribution mechanism MPM0 (see Fig. 2) is composed of three planetary gear sets. The central row, having a kinematic parameter k ₀ =2, performs the functions of a simple differential. The side planetary gear sets have the same kinematic parameters k ₁ . The values of these parameters are calculated during design, based on the required value of the ratio of torques on the output links x ₁ and x ₂ .

The MPM0 provides four modes of operation.

0.1. Simple (symmetrical) differential mode. All controls are disabled. The moments at the output links are equal to half the moment at the input link. The angular speeds of the output links can be unequal to each other, that is, the front and rear tracks can travel different paths without the appearance of longitudinal power circulation.

0.2. Blocking mode. Clutch C ₀ is on. The torques on the output links are equal to the torque on the driving link. The mode can be used in difficult road conditions.

0.3. Asymmetrical differential mode. Brake T ₁ is on. Additional torque is taken from the input link and transferred to the output shaft x ₁ . The MPM0 works like an asymmetrical differential. The very principle of supplying additional power to one of the axle shafts is used, for example, in the cross-axle controlled differential ZF Vector Drive [15. Granzow, S. ect. (2008). ZF vector drive® - From the technical gear concept to improved vehicle performance of driving dynamics. S. 537-550] and other MPMs. The mode can be used when overcoming steep ascents or descents, towing, etc.

0.4. Asymmetrical differential mode. Brake T ₂ is on. MPM0 works similarly to the third mode, but the additional torque is applied to the output link x ₂ .

A simplified version of the MRM is proposed for the transmission of a truck in [16. Eremin E.S., Dobretsov R.Yu. Controlled interaxle power distribution mechanism. Modernization and scientific research in the transport complex: materials of the international scientific and practical conference - Perm: Publishing House of PNRPU, 2021. - 216 p. - S. 34-37].

From the output shafts of the MRM0 center differential, power is transmitted to the inter-board controlled gear power distribution mechanisms - MPM1, which functionally replace the turning mechanism. The principle of power distribution control MPM1 is close to that used in the AYC differential [17. Y. Ushiroda ect. (2003) Development of Super AYC. "Technical review", No. 15. 73-76].

Let us now consider the features of the MPM1 according to the presented particular example of execution (see Fig. 3).

From the input link 0* (after MPM0), the power is transferred to the gear part of the mechanism, represented by three planetary gear sets. The mechanism implements the following modes of operation.

1.1. Symmetrical differential mode. Friction C _0* is on, other controls are disabled. The rectilinear motion of the vehicle is unstable.

1.2. Rotation mode with fixed radius. Clutch C _0* is on and one of the brakes is T ₃ or T ₄ . In this example, the values of the kinematic parameters k* ₀ =2.00; k ₃ =(- 2.05) and k ₄ =2.38, which allows turning with a relative radius of 2.78. Power recovery possible.

1.3. The turning mode with an intermediate radius is carried out when the friction clutch C _{0 *} is fully engaged and the brake used is slipping T ₃ or T ₄ . It is possible to use the controlled slipping of the brake disk pack [18. Closed-loop control system for tracked vehicle steering / Yu.V. Galyshev [et al.] // St. Petersburg State Polytechnical University Journal. Series: Science and Education / Ministry of Education and Science of the Russian Federation; St. Petersburg State. polytechnic un-t. - St. Petersburg, 2014. - No. 3 (202). - S. 201-208]. Power recovery possible.

1.4. Rotation mode with zero radius. The brake T _0* and one of the brakes T ₃ or T ₄ are on. The angular velocities of the output shafts are equal in absolute value and opposite in sign.

To ensure the stability of rectilinear movement, it is sufficient to provide for a differential lock. Brake T _{0 *} can be used as a parking brake in the presence of a mechanical drive.

Service brakes are placed in separate units.

Final drives are proposed to be made shaft, which will ensure the desired location of the axles of the drive wheels.

In principle, it is also possible to use the invention on wheeled vehicles with an onboard turning method.

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 circuit and design solution, allows you to eliminate the above disadvantages of the prototype and improve the performance characteristics / performance characteristics due to the relatively simple structurally and original provision of the ability to redistribute, in a fairly wide ratio range, the torque between the driving wheels of the propeller due to the controlled MRM, capable of functionally replacing the vehicle turning mechanism. And also due to the possibility of ensuring the rotation of the vehicle with a zero radius.

Claims (2)

1. A four-track chassis containing a power plant and a transmission, the input shaft of which is connected to the output shaft of the power plant, the output shafts are with four drive wheels of the caterpillar mover, and includes a device for changing the speed and direction of movement, four service brakes and four final drives, characterized in that the power plant is made hybrid, with an internal combustion engine and an electric motor or a reversible electric machine, the device for changing the speed and direction of movement is made in the form of a mechanical gear and rotation mechanism, specifically, a series-connected inter-axle controlled gear power distribution mechanism MRM0 and two identical inter-board controlled gear power distribution mechanisms MPM1, and MPM0 consists of a central planetary gear set with a kinematic parameter and a simple differential function and two side planetary gear sets with the same kinematic parameters, while the central row is made with a double epicycle, the input link of the MPM0 mechanism combines the epicycle of the central row, solar gears of the outer rows and, through the clutch, drove the central and first side rows with the output link x ₁ MPM0, the sun gear of the central row is combined with the carrier of the second side row with the output link MPM0, and the epicycles of the side rows are equipped with brakes T ₁ and T _2, respectively. 2. Chassis according to claim 1, characterized in that each inter-board controlled gear power distribution mechanism MPM1 is made with an input link 0*, output links x* ₁ and x* ₂ , three central and one peripheral planetary gear sets, respectively, with kinematic parameters k * ₀ , k ₃ , k ₄ and k ₀ = 2, while the input link 0* is connected to the sun gear of the first central row MPM1 and, through the clutch C _0* and in parallel, with the brake T _0* and through the gear pair and the epicycle peripheral row, the carrier of the first central row is closed to the MPM1 crankcase, the epicycles of the first and second central rows are combined, the carriers of the second and third central rows are combined and equipped with a brake T ₃ , the epicycle of the third central row is equipped with a brake T ₄ , and the sun gears of the second and third central rows are also combined and connected through a gear with the second output link x* ₂ MPM1.

Images