WO2023233429A1 - Chaîne cinématique pour un véhicule - Google Patents

Chaîne cinématique pour un véhicule Download PDF

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Publication number
WO2023233429A1
WO2023233429A1 PCT/IN2023/050521 IN2023050521W WO2023233429A1 WO 2023233429 A1 WO2023233429 A1 WO 2023233429A1 IN 2023050521 W IN2023050521 W IN 2023050521W WO 2023233429 A1 WO2023233429 A1 WO 2023233429A1
Authority
WO
WIPO (PCT)
Prior art keywords
speed
gear
range
driving gear
drivetrain
Prior art date
Application number
PCT/IN2023/050521
Other languages
English (en)
Inventor
Rajat Magotra
Vipin Rai
Jatinder Singh Chawla
Manjot Singh ARNEJA
Original Assignee
Mahindra & Mahindra Limited
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Mahindra & Mahindra Limited filed Critical Mahindra & Mahindra Limited
Publication of WO2023233429A1 publication Critical patent/WO2023233429A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
    • F16H3/24—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially with driving and driven shafts coaxial
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/20—Off-Road Vehicles
    • B60Y2200/22—Agricultural vehicles
    • B60Y2200/221—Tractors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0052—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising six forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
    • F16H2200/0091—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising three reverse speeds

Definitions

  • the embodiments herein generally relate to drivetrains in vehicles and more particularly, to the drivetrain which can be operated in a reduction drive mode and an overdrive mode in the vehicle such as an agricultural vehicle.
  • a drivetrain is used to transfer power from a power source (engine/ electric motor) to the wheels of a vehicle.
  • the drivetrain of an agricultural vehicle such as a tractor mainly includes a speed transmission unit, a range transmission unit, and a differential unit.
  • the range transmission unit of the tractor’s drivetrain enables an operator to choose between different gear ranges such as a low range and a high range, and in some tractors, a middle range is provided.
  • Each gear within the range transmission unit offers a specific set of gear ratios and these ratios determine the relationship between the input speed from the engine and the output speed to the wheels.
  • a shifting mechanism comprising a lever is provided in the vehicle.
  • the transmission units in agricultural vehicles require a greater number of gears of overdrive and reduction drive ratios and also require additional components such as shifting sleeves, shifting forks, rails, and levers for selecting the required gear for achieving overdrive and reduction drive mode.
  • the overdrive mode refers to a gear range in which the gear ratio is higher than 1:1 of direct drive, i.e., the output speed of the transmission is higher than the input speed from the engine. This mode is typically used for achieving higher speeds during transportation or when operating in lighter-duty tasks. Tractors equipped with overdrive gears allow the engine to run at a lower speed while maintaining a higher ground speed. In some types of agricultural vehicles, the overdrive mode is achieved by incorporating an extra gear with more teeth on the input shaft compared to the corresponding gear on the output shaft. When the overdrive gear is engaged, the power from the engine is transmitted through this gear arrangement, resulting in a higher output speed.
  • an auxiliary transmission also known as a splitter or a range multiplier, is incorporated to achieve the overdrive mode.
  • the auxiliary transmission is a separate gearbox that is mounted in line with the main transmission and generally consists of additional gears that provide extra gear ratios, including an overdrive ratio. By engaging the overdrive gear in the auxiliary transmission, the output speed of the main transmission is increased, allowing for higher ground speeds.
  • the reduction mode refers to a gear range in which the gear ratio is lower than the 1:1 ratio of direct drive. In this mode, the output speed of the transmission is lower than the input speed from the engine. This mode is typically used to increase torque and power output for tasks that require more pulling force. By engaging the reduction gears the torque generated by the engine is multiplied, allowing the vehicle to handle heavy loads, or overcome obstacles more effectively.
  • the reduction ratio is achieved by pairing gears with a smaller number of teeth on the input shaft relative to the output shaft. In some agricultural vehicles, particularly those used in specialized applications, an additional set of creeper gears is incorporated to achieve a lower gear ratio.
  • the principal object of embodiments herein is to provide a compact drivetrain for a vehicle, which can be operated in a reduction drive mode and an override drive mode.
  • Another object of embodiments herein is to provide the drivetrain with six forward speeds and three reverse speeds.
  • Another object of embodiments herein is to provide an integrated first sliding gear for selecting one of a first speed gear, a second speed gear and a third speed gear thereby eliminating usage of a greater number of shift forks, shifting sleeve and speed gear pairs.
  • Another object of embodiments herein is to provide an integrated second sliding gear for selecting a low range gear, a high range gear and a reverse speed gear thereby eliminating usage of a greater number of shift forks, shifting sleeve and gear pairs.
  • Another object of embodiments herein is to provide a third speed gear pair in the drive train as reduction ratio for 1 st low range, 2 nd low range, 1 st reverse speed and 2 nd reverse speed, and conversely as overdrive ratio in 3 rd high range for higher ground speed.
  • Another object of embodiments herein is to provide the compact drivetrain which achieves a reduced (shorter) wheelbase of the vehicle.
  • FIG. 1 illustrates a drivetrain operated in an overdrive mode, according to embodiments as disclosed herein;
  • Fig. 2 illustrates the drivetrain operated in a reduction drive mode, according to embodiments as disclosed herein.
  • Fig. 1 illustrates a drivetrain (10) operated in an overdrive mode, according to embodiments as disclosed herein.
  • the drivetrain (10) includes a speed input shaft (102), a constant mesh driving gear (104), a constant mesh driven gear (106), a speed countershaft (108), integrated first sliding gear (110, 112, 114), a third speed driving gear (116), a first speed driven gear (118), a second speed driven gear (120), a third speed driven gear (122), a speed output shaft (124), a high range member (125), a range input shaft (126), a low range driving gear (128), a reverse speed driving gear (130), an integrated second sliding gear (132, 134, 136) an a range output shaft (138).
  • the drivetrain (10) is explained herein with below reference to be provided in an agricultural vehicle such as a tractor. However, it is also within the scope of the invention to use/practice the components of the drivetrain (10) in any other agricultural machines or any other off-road vehicles or any other vehicles without otherwise deterring the intended function of the drivetrain (10) as can be deduced from the description and corresponding drawings.
  • the speed input shaft (102) is rotatably supported to a transmission housing (not shown) through a pair of first bearings (101), as shown in fig. 1).
  • the constant mesh driving gear (104) is rotatably mounted onto the speed input shaft (102).
  • the constant mesh driven gear (106) is rotatably mounted onto the speed countershaft (108) and is in constant mesh with the constant mesh driving gear (104).
  • a front end of the speed countershaft (108) is rotatably supported to the transmission housing through a third bearing (105), as shown in fig. 1), and a rear end of the speed countershaft (108) is freely mounted onto a front end of the range input shaft (126) through a first needle roller bearing (not shown).
  • the integrated first sliding gear (110, 112, 114) is slidably mounted onto the speed countershaft (108).
  • the integrated first sliding gear (110, 112, 114) includes a first speed driving gear (110), a second speed driving gear (112) and a first shifting member (114).
  • the second speed driving gear (112) is integrated to the first speed driving gear (110).
  • the first shifting member (114) is integrated to the second speed driving gear (112).
  • a first shift fork (not shown) is connected to the first shifting member (114).
  • the integrated first sliding gear (110, 112, 114) is adapted to be moved between one of a first speed gear position or a second speed gear position or a third speed gear position or a neutral position.
  • the first speed driving gear (110) is engaged with the first speed driven gear (118).
  • the second speed driving gear (112) is engaged with the second speed driven gear (120).
  • the first shifting member (114) is engaged with the third speed driving gear (116).
  • the first shifting member (114) defines a plurality of internal splines (not shown) corresponding to plurality of external splines (not shown) on the third speed driving gear (116).
  • the internal splines of the first shifting member (114) are engaged with external splines of the third speed driving gear (116).
  • the neutral position the first speed driving gear (110), the second speed driving gear (112) and the first shifting member (114) are dis-engaged from the first speed driven gear (118), the second speed driving gear (112) and the third speed driving gear (116) respectively.
  • the third speed driving gear (116) is rotatably mounted onto the range input shaft (126).
  • the third speed driving gear (116) is spline fitted onto the range input shaft (126).
  • the first speed driven gear (118), the second speed driven gear (120), the third speed driven gear (122) and the high range member (125) are defined on the speed output shaft (124).
  • the third speed driven gear (122) is in constant mesh with the third speed driving gear (118).
  • the first speed driven gear (118) and the second speed driven gear (120) are separate parts which are mounted on the speed output shaft (124).
  • the third speed driven gear (122) and the high range member (125) are integral parts of the speed output shaft (124).
  • the high range member (125) is considered to be external splines defined on the speed output shaft (124).
  • a front end of the speed output shaft (124) is freely mounted to a rear end of the speed input shaft (102), and a rear end of the speed output shaft (124) is rotatably supported to the transmission housing through a second bearing (103), as shown in fig. 1).
  • the low range driving gear (128) and the reverse speed driving gear (130) are defined on the range input shaft (126).
  • the low range driving gear (128) and the reverse speed driving gear (130) are separate parts which are mounted onto the range input shaft (126).
  • a front end of the range input shaft (126) is rotatably supported to the transmission housing through a fourth bearing (107), as shown in fig. 1), and a rear end of the range input shaft (126) is rotatably supported to the transmission housing through a fifth bearing (109), as shown in fig. 1).
  • a front end of the range output shaft (138) is freely mounted onto the rear end of the speed output shaft (124) through a second needle roller bearing (not shown), and a rear end of the range output shaft (138) is rotatably supported to transmission housing through a sixth bearing (111), as shown in fig. 1).
  • the integrated second sliding gear (132, 134, 136) is slidably mounted onto the range output shaft (138).
  • the integrated second sliding gear (132, 134, 136) includes a low range driven gear (132), a reverse speed driven gear (134) and the second shifting member (136).
  • the reverse speed driven gear (134) is integrated to the low range driven gear (132) at a corresponding side.
  • the second shifting member (136) is integrated to the low range driven gear (132) at a corresponding another side.
  • a second shift fork (not shown) is connected to the second shifting member (136).
  • the drivetrain (10) includes a reverse idler gear (not shown) rotatably connected to the reverse speed driving gear (130).
  • the integrated second sliding gear (132, 134, 136) is adapted to be moved between one of a low range gear position or a high range gear position or a reverse speed gear position or a neutral range position.
  • the low range driven gear (132) is engaged with the low range driving gear (128).
  • the second shifting member (136) is engaged with the high range member (125).
  • the second shifting member (136) defines a plurality of internal splines (not shown) corresponding to high range member (125, external splines).
  • the internal splines of the second shifting member (136) are engaged with high range member (125, external splines).
  • the reverse speed driven gear (134) In the reverse speed gear position, the reverse speed driven gear (134) is engaged with the reverse idler gear (not shown) thereby rotatably connecting reverse speed driving gear (130) with the reverse speed driven gear (134) through the reverse idler gear.
  • the low range driven gear (132), the second shifting member (136) and the reverse speed driven gear (134) are disengaged from the low range driving gear (128), the high range member (125) and the reverse idler gear (not shown) respectively.
  • the drivetrain (10) is configured to be operated in a reduction drive mode (as shown in fig. 2) in which the integrated first sliding gear (110, 1121, 114) is moved to the first speed gear position, and the integrated second sliding gear (132, 134, 136) is moved to the low range gear position.
  • the constant mesh driving gear (104) is adapted to drive the speed countershaft (108) through the constant mesh driven gear (106)
  • the first speed driving gear (110) is adapted to drive the speed output shaft (124) through the first speed driven gear (118)
  • the third speed driven gear (122) is adapted to drive the range input shaft (126) through the third speed driving gear (116)
  • the low range driving gear (128) is adapted to drive the range output shaft (138) through the low range driven gear (132).
  • the drivetrain (10) is configured to be operated in an overdrive mode (as shown in fig. 1) in which the integrated first sliding gear (110, 1121, 114) is moved to the third speed gear position, and the integrated second sliding gear (132, 134, 136) is moved to the high range gear position.
  • the constant mesh driving gear (104) is adapted to drive the speed countershaft (108) through the constant mesh driven gear (106), and the third speed driving gear (116) is adapted to drive the speed output shaft (124) through the third speed driven gear (112), and the high range member (125) is adapted to drive the range output shaft (138).
  • the technical advantages of drivetrain (10) are as follows.
  • the drivetrain is provided with six forward speeds and three reverse speeds.
  • the third speed gear pair is provided in the drive train as reduction ratio for 1 st low range, 2 nd low range, 1 st reverse speed and 2 nd reverse speed, and conversely as overdrive ratio in 3 rd high range for higher ground speed.
  • the drivetrain is compact and eliminates usage of a greater number of shift forks, shifting sleeve and speed gear pairs.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)

Abstract

La divulgation concerne de manière générale des chaînes cinématiques dans des véhicules et, plus particulièrement, la chaîne cinématique qui peut être actionnée dans un mode d'entraînement de réduction et un mode de surmultiplication pour le véhicule, tel qu'un véhicule agricole. La chaîne cinématique est pourvue de six vitesses avant et de trois vitesses de recul. La troisième paire d'engrenages de vitesse est disposée dans la chaîne cinématique en tant que rapport de réduction pour une plage basse de première, une plage basse de deuxième, une vitesse de recul de première et une vitesse de recul de deuxième et, inversement, en tant que rapport de surmultiplication dans une plage haute de troisième pour une vitesse au sol supérieure. La chaîne cinématique est compacte et élimine l'utilisation d'un plus grand nombre de fourches de changement de vitesse, d'un manchon de changement de vitesse et de paires d'engrenages de vitesse.
PCT/IN2023/050521 2022-06-02 2023-06-02 Chaîne cinématique pour un véhicule WO2023233429A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
IN202211031700 2022-06-02
IN202211031700 2022-06-02

Publications (1)

Publication Number Publication Date
WO2023233429A1 true WO2023233429A1 (fr) 2023-12-07

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ID=89025892

Family Applications (1)

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PCT/IN2023/050521 WO2023233429A1 (fr) 2022-06-02 2023-06-02 Chaîne cinématique pour un véhicule

Country Status (1)

Country Link
WO (1) WO2023233429A1 (fr)

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0375420B1 (fr) * 1988-12-22 1993-08-11 Isuzu Motors Limited Boîte de vitesses pour véhicule
US5927145A (en) * 1996-07-22 1999-07-27 New Venture Gear, Inc. Compact manual transaxle for motor vehicles

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0375420B1 (fr) * 1988-12-22 1993-08-11 Isuzu Motors Limited Boîte de vitesses pour véhicule
US5927145A (en) * 1996-07-22 1999-07-27 New Venture Gear, Inc. Compact manual transaxle for motor vehicles

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