RU2625397C1 - Multisturry multistage transmission 10r4 - Google Patents

Abstract

FIELD: machine engineering.

SUBSTANCE: transmittion contains a front divider with a shift clutch, three links of a simple three-link planetary gear and five clutches at the input and output of the planetary gear.

EFFECT: reduction of overall dimensions and metal capacity of the transmission unit.

2 dwg

Description

The invention relates to transport engineering, to the transmission of transport vehicles, to the STS (ground transportation systems), including TTM (transport and technological vehicles), cars, tractors, etc.

Transmission aggregates are known - gearboxes (gearboxes) with step change of gear ratios, containing gears, shafts, bearings, gear shifting devices used on domestic and foreign cars. (1. Osepchugov V.V., Frumkin A.K. Automobile: Structural analysis, calculation elements. - M .: Mashinostroenie, 1989. - 304 p. 2. Nekrasov V.I. Multistage transmission. Design, construction and calculation: Textbook.- Kurgan, Publishing House of the Kurgan State University, 2001. - 155 p.).

These units are structurally complex and metal-intensive.

Modern NTS require the use of manual gearboxes (multi-stage gearboxes), which, due to the selection of the required gear ratio in the transmission, provide the possibility of the internal combustion engine (internal combustion engine) operating at optimum speed with minimal fuel consumption and the release of environmentally harmful substances.

MCPs, as a rule, are created on the basis of the basic 5-speed gearbox of the traditional layout, which are widely used both in the longitudinal (1. Fig. 37, p. 61; Fig. 35, p. 59) and transverse (1. Fig. 34, p. 58) the layout of the transmission. They can be three-shaft (1. Fig. 37, p. 61) or two-shaft (1. Fig. 35, p. 59; Fig. 34, p. 58).

To create a manual gearbox, two schemes are used: 1. installing the front divider in front of the base gearbox, doubling the number of gears (1. Fig. 41, p. 64); 2. Installing the rear gearbox-demultiplicator behind the base gearbox, the gearbox can consist of two rows of cylindrical gears (2. Fig. 28, c, p. 45; Fig. 29, p. 47) or from a simple PM (planetary gear - 2. Fig. 27, p. 44; Fig. 28, d). Sometimes both schemes are simultaneously used (2. Fig. 31, p. 48). In the traditional layout, the clutch is installed between the internal combustion engine and gearbox, in this case, with the transverse layout of the internal combustion engine and the transmission of the engine, the main gear is shifted from the center of the NTS, the drive shafts of the drive wheels (axles) will have different lengths; replacement of the clutch discs is difficult, since in this case it is necessary to remove the transmission unit (MCP and GM).

Closest to the proposed device is a nine-speed manual gearbox YaMZ-201 with PM at the outlet (2. Fig. 27, p. 44; Fig. 28, d).

MKP YaMZ-201 is composed of a pine 5-step three-way base gearbox and a planetary demultiplier. The basic gearbox consists of a housing in which the primary, secondary and output shafts are coaxially located, and an intermediate shaft is installed parallel to them. On the shafts of the base gearbox there are five rows of forward gears and a row of reverse gears, between the gear rows there are three shift clutches, two of them with synchronizers.

The drawback of the KP of the traditional layout is that for each forward gear they require their own pair of gears, and for reverse gear three or four gears. Rows of gears increase the longitudinal dimension and the metal consumption of the gearbox. Spur gears have limited load capacity due to single-pair (single-threaded) gearing, while increasing the transmitted torque it is necessary to increase the center-to-center (center-to-center) distance, which increases the transverse dimensions of the gearbox.

The requirement to reduce the metal consumption of machines from all types of mechanical gears is most fully satisfied by planetary gears, which are characterized by small dimensions and weight. This is due to the multithreading effect and the use of internal gearing.

A simple PM (planetary mechanism) consists of three links: the sun gear ( a ), the epicyclic wheel (b), and the carrier (h) with satellites.

PM is characterized by an internal parameter K = Z _b / Z _a = 1.5-5, which is equal to the ratio of the number of teeth of the epicyclic wheel Z _b to the number of teeth of the sun gear Z _a . A smaller value of K is limited by the minimum dimensions of the satellites, a larger value is limited to the sun gear.

Simple PM, in addition to the differential, is mainly used as a single-stage wheel reducer of a double spaced main gearbox (main transmission) of the vehicle’s drive axle (1. Fig. 110, p. 138) or a two-stage gearbox-demultiplier at the MCP output (2. Fig. 27, p. 44; Fig. 28, d).

The disadvantage of such a PM is that it implements only two gears: a direct one when the PM is blocked due to the connection of a clutch between two links: the epicyclic wheel (b) and the carrier (h) and slow in the mode U _ah ^b = K + 1. Where U is the gear ratio, the index at the top is the stopped link, the indices at the bottom are the input and output links of the torque. The epicyclic wheel (b) is stopped, the torque is applied to the sun gear (a) and removed from the carrier (h).

The problem to which the invention is directed, is to reduce the size and metal consumption of the transmission unit MCP NTS while improving the layout and operational characteristics.

The problem is solved by making better use of the kinematic capabilities of a simple three-link PM, installing a front divider - a two-stage gearbox at the PM input and transferring the clutch to the edge of the transmission unit.

The essence of the proposed device lies in the fact that the multi-stage gearbox contains a housing with shafts installed in it, rows of external gears and a gearshift clutch, a simple three-link planetary mechanism consisting of a carrier with satellites engaged with a sun gear and an epicyclic wheel, the carrier and the housing epicyclic wheels have shafts with gears and a stop clutch of the epicyclic wheel, while the clutch housing with the flywheel is remote from the engine, connected to this housing the front divider case, the planetary gear case and the main gear case are installed, a long input shaft is installed in the supports of these cases, a flywheel is fixed on the end of the shaft, primary and secondary tubular shafts are located on the input shaft, an intermediate shaft of the front divider is parallel to them, three gears are fixed on the shafts , on the secondary shaft, the gear is mounted freely, between the gear rims of the gears at the input of the secondary shaft there is a gear rim with a three-position clutch installed on it, at the output of the secondary shaft a three-position gear ring is mounted on which a switching clutch is mounted, a long tubular shaft of the sun gear with gear rings at the ends is located on the input shaft, the carrier is fixed on the input and output tubular shafts with gear rings, the epicyclic wheel housing is fixed on the input and output coaxial shafts with gear crowns, on the inner walls of the planetary gear housing, next to the gear crowns of the input and output shafts, gear crowns with stopping couplings or epicyclic about the wheel, next to the gear rims of the output shafts, a driving tubular shaft with a gear rim and a shift clutch is installed at the input of the shaft and a pinion gear with a gear rim at the output of this shaft next to the gear rim of the sun gear shaft, on which the switch clutch is located, next to the gear rim rear wall of the main gear housing.

The proposed solution provides ten forward gears and four reverse gears with a sufficient range (D = U ₁ / U ₁₀ = 3.35 / 0.38 = 8.8), equal to the ratio of gear ratios of lower and higher gears, while reducing dimensions and metal consumption in comparison with standard designs.

In FIG. 1 shows a diagram of a manual gearbox (multi-stage gearbox) with a clutch extended to the edge, with a front splitter, in the form of a two-stage gearbox with its own shift clutch, and a simple three-link PM (planetary gear), which has five shift clutches, input, output, and stop shafts three links of PM with gear rims. In the upper part of the clutch, they are shown in the state of 1st forward gear, in the lower part - 4th reverse gear 4R.

In FIG. 2 shows a beam diagram of the MCP for K = 1.62. A change in the value of the internal parameter K leads to a change in the kinematic characteristics of the MCP. When K = 1.62, we obtain equal segments between the transmissions on the horizontal scale in a logarithmic scale lq 1.62 = 0.21, where the values of the gear ratios of the PM are postponed. The front divider equally divides the segments between gears. A vertical beam indicates a direct transmission of torque from the engine to the drive gear of the GP drive (final drive). The beam to the right upwards characterizes the decelerating mode of operation of the PM, the more positive the beam, the higher the gear ratio. A beam up to the left characterizes the accelerating mode of operation of the PM, the more positive the beam, the lower the gear ratio. Beam diagrams are convenient for understanding the operation of the MCP, since the magnitude of each beam is constant in all parts of the diagram. Above the beam diagram is a table of the positions of the shift clutches in various gears. The upper part of the table shows the state of the PM in each gear and transmission of a two-stage gearbox - front divider. Below are the positions of the shift clutches: A-F.

MCP (multi-stage gearbox) consists of sequentially mounted clutch housing 1, front divider housing 2, PM housing (planetary gear) with switching clutches 3 and GP housing (main gear) 4. A long drive shaft of the engine 5 is located in the bearings of the housings 1-4 with the flywheel 6 fixed on it. The clutch pressure plate 7 is connected to the flywheel 6 by guiding elements 8. Between the flywheel 6 and the pressure disk 7 there is a clutch disc 9, which is axially movable mounted on the primary tubular Alu 10 front divider. A clutch disengaging clutch 11 is located on the shaft 10 (the remaining elements are not shown) and the pinion gear 12 is engaged, engaged with the gear 13 mounted on the intermediate shaft 14. The pinion gear 15 is also fixed on the shaft 14, engaged with the driven gear 16 freely mounted on the tubular the secondary shaft 17 with a gear ring 18 at the input of the shaft and a three-position gear ring 19 at the output of the shaft 17. On the long drive shaft 5 is a long tubular shaft 20 of the drive of the sun gear 21 (a) with gears 22 and 23 at the input and output of this Ala. On the long tubular shaft 20 there are installed short tubular shafts of the carrier 24 (h): input shaft 25 and output shaft 26 with gear rims 27 and 28 at the input and output of shafts 25 and 26. Satellites 29 are located on the axles of the carrier 24, which are engaged with the sun gear 21 (a) and an epicyclic wheel 30 (b). An input coaxial shaft 32 with a gear rim 33 is fixed at the input of the housing 31 of the epicyclic wheel 30 (b), and an output coaxial shaft 34 with a gear rim 35 is fixed at the output. Above the input coaxial shaft 32 on the front inner wall of the housing 3 next to the gear rim 33 is located three-position gear ring 36, on the rear inner wall of the housing 3 near the gear ring 35 there is a three-position gear ring 37. On the long tubular shaft 20, next to the gear ring 28, a drive tubular shaft 38 with a three-position gear ring 39 n is installed and at the input of this shaft and with the drive gear 40 of the GP (main gear) with a ring gear 41 at the output of the drive shaft 38. The GP can be cylindrical as in FIG. 1, conical, hypoid. Opposite the ring gear 41, next to the ring gear 23 of the shaft 20, a ring gear 42 is located on the rear wall of the housing 4. A three-position shift clutch 43 (A) is mounted on the ring gear 18 at the inlet of the secondary tubular shaft 17 for selectively connecting the ring gear 12 or the ring gear gear ring 16 or for neutral position. Three-position switching clutch 44 (B) is mounted on a three-position gear ring 19 at the output of the secondary tubular shaft 17 for selectively connecting to the gear ring 22 of the sun gear drive 21 ( a ), with the gear ring 27 of the drive carrier 24 (h), with the ring gear 33 of the drive epicyclic wheels 30 (b). The shift clutch 45 (C) is located on the ring gear 36 of the front inner wall of the housing 3 for stopping the carrier 24 (h) with the ring gear 27 or the epicyclic wheel 30 (b) with the ring gear 33, neutral (N) - off state is ensured by the installation of the coupling between the ring gears 27 and 33 or by moving it to the wall. The shift clutch 46 (D) is located on the ring gear 37 of the rear inner wall of the housing 3 for stopping the carrier 24 (h) with the ring gear 28 or the epicyclic wheel 30 (b) with the ring gear 35, the neutral (H) - off state is ensured by the installation of the coupling between the ring rings 27 and 33 or by moving it to the wall. Clutches 45 (C) and 46 (D) partially overlap one another. Switch clutch 47 (E) is installed at the input of the driving tubular shaft 38 for selectively connecting to the gear ring 35 of the output coaxial shaft 34 of the epicyclic wheel 30 (b) or to the gear ring 28 of the output tubular shaft 26 of the carrier 24 (h), neutral (N) state provided by the installation of the coupling between the crowns 35 and 28 or its movement in the extreme right position (Fig. 1, below). The clutch 48 (F) is located on the ring gear 23 at the output of the long tubular shaft 20 of the sun gear 21 to drive the pinion gear 40 when connected to the ring gear 41 or to stop the sun gear 21 when connected to the ring gear 42 of the rear wall of the housing 4.

A simple three-link PM (planetary gear) can provide five gears without changing the direction of rotation, two reverse gears and three gears in integral (summing) modes, when the torque is applied to two PM links with different rotational speeds, and is removed from the third link. In the MCP, we do not use integral (summing) modes. When K = 1.62 we get:

1st gear PM: U _ah ^b = K + 1 = 2.62; lq 2.62 = 0.42;

2nd gear PM: U _bh ^a = (K + 1) / K = 2.62 / 1.62 = 1.62; lq 1.62 = 0.21;

3rd gear PM: Direct U = 1,0; lq 1.0 = 0.0;

4th gear PM: U _hb ^a = K / (K + 1) = 1.62 / 2.62 = 0.62; lq 0.62 = -0.21;

5th gear PM: U _ha ^b = 1 * (K + 1) = 1 / 2.62 = 0.38; lq 0.38 = -0.42;

1st reverse gear PM: U _ab ^h = -K = 1.62; lq 1.62 = 0.21;

2nd reverse gear PM: U _ba ^h = - (1 / K) = 1 / 1.62 = 0.62; lq 0.62 = -0.21.

A minus sign indicates a change in the direction of rotation at the output compared to the input.

The front divider halves the 1.62 interval:

U _pd = (1.62) ^0.5 = 1.273; lq 1.273 = 0.105.

The device operates as follows.

First gear

In the beam diagram (Fig. 2), this mode is indicated by three beams: a steep beam from t. 0 to the right down, then a steep beam to the right up, then a gentle beam to the right up to t. 1.

Above this point, the states of the switching clutches are shown (see Fig. 1, the upper position of the couplings): A, C and E - right (P), B and D - left (L), F - neutral (H). The upper part of the table shows U _ah ^b = K + 1 state of the PM. Front splitter in downshift position.

The epicyclic wheel 30 (b) is stopped by a coupling 45 (C), which closes the gears 36 of the front inner wall of the housing 3 and 33 of the tubular shaft 32 of the housing 31 of the epicyclic wheel 30. Torque (Fig. 1) from the drive shaft of the engine 5, the driving elements 6 and 7, the clutch driven disk 9 is transmitted to the primary tubular shaft 10, a pair of gears 12-13, the intermediate shaft 14, a pair of gears 15-16, a clutch 43 (A) to the ring gear 18, the secondary tubular shaft 17, from the ring gear 19 by the coupling 44 (B) is transmitted to the ring gear 22 and the long tubular shaft 20 to the sun pole rubbish 21 (a). The sun gear 21 (a) rotates the satellites 29, which, rolling around the epicyclic wheel 30 (b), rotate the carrier 24 (h) with a reduced frequency, but with increased torque. The tubular shaft 26, the ring gear 28, the coupling 47 (E) torque is supplied to the ring gear 39, the leading tubular shaft 38 and the driving gear GP 40.

When K = 1.62 gear ratio 1st gear

U _1n = U _pd U _ah ^b = U _pd (K + 1) = 1.273 * 2.62 = 3.35; lq 3.35 = 0.525.

Second gear

In the beam diagram (Fig. 2), this mode is indicated by a gentle beam from t. 0 to the right up to t. 2.

We switch clutch A from the right to the left (L) position - the front splitter goes into the direct gear position. The state of the PM did not change U _ah ^b = K + 1.

The torque (Fig. 1) from the clutch driving elements 6 and 7 by the driven disk 9 is transmitted to the primary tubular shaft 10, by the coupling 43 (A) to the ring gear 18, then as in the 1st gear.

When K = 1.62 gear ratio 2nd gear

U _2n = U _pd U _ah ^b = U _pd (K + 1) = 1.0 * 2.62 = 2.62; lq 2.62 = 0.42.

Third gear

In the beam diagram (Fig. 2), this mode is indicated by three beams: a steep beam from t. 0 to the right down, then a steep beam to the right up, then a steep beam to the right up to t. 3.

We return clutch A in the 1st gear position (P), clutch B from the left position to the right (P), clutch C from the right position to neutral (H) - off - to the wall of the housing 3, clutch D from the left position to neutral ( H), clutch F from neutral to right (P). The upper part of the table shows the U _bh ^a state of the PM. In comparison with the 1st gear, the links were replaced: the sun gear 21 ( a ) was stopped, the torque is supplied to the epicyclic wheel 30 (b).

The sun gear 21 ( a ) is stopped by a clutch 48 (F), which closed the gear rims 42 of the rear wall of the housing 4 and 23 of the long tubular shaft 20 (see Fig. 1 on the right). Torque from the clutch to the ring gear 19 is transmitted as in 1st gear. Then, the clutch 44 (B) is transferred to the ring gear 33 and the coaxial shaft 32 through the housing 31 to the epicyclic wheel 30 (b), which rotates the satellites 29, they, rolling around the sun gear 21 ( a ), rotate the carrier 24 (h), then as in 1st gear.

When K = 1.62 gear ratio 3rd gear

U _3n = U _pd U _bh ^a = U _pd (K + 1) / K = 1.273 * 2.62 / 1.62 = 2.065; lq 2.065 = 0.315.

Fourth gear

In the beam diagram, this mode is indicated by a steep ray from t. 0 to the right up to t. 4.

We switch clutch A from the right to the left (L) position - the front splitter goes into the direct gear position. The state of the PM did not change U _bh ^a .

The torque (Fig. 1) from the clutch driving elements 6 and 7 by the driven disk 9 is transmitted to the primary tubular shaft 10, by the coupling 43 (A) to the ring gear 18, then in 3rd gear.

When K = 1.62 gear ratio 4th gear

U _4n = U _pd U _bh ^a = U _pd (K + 1) / K = 1.0 * 2.62 / 1.62 = 1.62; lq 1.62 = 0.21.

Fifth gear

In the beam diagram (Fig. 2), this mode is indicated by three beams: a steep beam from t. 0 to the right down, then a steep beam to the right up, then a vertical beam to t. 5.

Return clutch A in the 1st and 3rd gear positions (P), clutch B from the right to middle position (C), and clutch F from the right to neutral (H) position. In the upper part of the table is shown U _CP = 1,0 state PM - direct transmission.

The torque from the clutch to the ring gear 19 is transmitted in both 1st and 3rd gears. Then the clutch 44 (B) is transmitted to the ring gear 27 and the tubular shaft 25 to the carrier 24 (h), then as in the 1st and 3rd gear.

When K = 1.62, the gear ratio of the 5th gear

U _5n = U _pd U _hh = 1.273 * 1.0 = 1.273; lq 1.273 = 0.105.

Sixth gear - direct

On the beam diagram, this transmission is represented by a vertical beam from t. 0 to t. 6.

Clutch A return the left (L) position.

The torque (Fig. 1) from the clutch driving elements 6 and 7 by the driven disk 9 is transmitted to the primary tubular shaft 10, by the coupling 43 (A) to the ring gear 18, then in the 5th gear.

When K = 1.62, the gear ratio of the 6th gear is U _6p = 1.0.

Seventh gear

In the beam diagram (Fig. 2), this mode is indicated by three beams: a steep beam from t. 0 to the right down, then a steep beam to the right up, then a steep beam to the left up to t. 7.

Return clutch A in the 1st, 3rd and 5th gear position (P), clutch E from the right to the left (L), and clutch F from the neutral position to the right (P), while compared with 3 The 1st gear replaced the input and output torque links. The upper part of the table shows the U _hb ^a state of the PM.

Torque from the clutch to the ring gear 19 is transmitted in 1st, 3rd and 5th gear. Then the clutch 44 (B) is transmitted to the ring gear 27 and the tubular shaft 25 to the carrier 24 (h), which rotates the satellites 29, they, rolling around the stopped sun gear 21 ( a ), rotate the epicyclic wheel 30 (b), along the housing 31 on the coaxial shaft 34, the ring gear 35, the coupling 47 (E), the torque is supplied to the ring gear 39, the leading tubular shaft 38 and the driving gear GP 40.

When K = 1.62, the gear ratio of the 7th gear

U _7n = U _pd U _hb ^a = 1.273 * K / (K + 1) = 1.273 * 1.62 / 2.62 = 0.785; lq 0.785 = -0.105.

Eighth gear

In the beam diagram, this mode is indicated by a steep ray from t. 0 to the top left to t. 8.

Switch clutch A from the right to the left (L) position.

The torque (Fig. 1) from the clutch driving elements 6 and 7 by the driven disk 9 is transmitted to the primary tubular shaft 10, by the coupling 43 (A) to the ring gear 18, then in the 7th gear.

When K = 1.62, the gear ratio of the 8th gear

U _8n = U _hb ^a = K / (K + 1) = 1.62 / 2.62 = 0.62; lq 0.62 = -0.21.

Ninth gear

In the beam diagram (Fig. 2), this mode is indicated by three beams: a steep beam from t. 0 to the right down, then a steep beam to the right up, then a gentle beam to the left up to t. 9.

Return clutch A in the 1st, 3rd, 5th and 7th gear positions (P), switch C from neutral to right (P), clutch D from neutral to left (L), clutch E from the left to the neutral (H) position, and the clutch F from the right to the left (L) position, while in comparison with the 1st gear, the input and output torque links were replaced. The upper part of the table shows the U _ha ^b state of the PM.

The epicyclic wheel 30 (b) is stopped by a coupling 45 (C), which closes the gears 36 of the front inner wall of the housing 3 and 33 of the coaxial shaft 32 of the housing 31 of the epicyclic wheel 30. The torque (Fig. 1) to the carrier 24 (h) is transmitted as In the 8th gear, which rotates the satellites 29, they, rolling around on a stopped epicyclic wheel 30 (b), rotate the sun gear 21 (a), then along the long tubular shaft 20 to the gear ring 23, by the coupling 48 (F) to the ring gear 41 and drive wheel GP 40, but with an increased speed and reduced torque entom.

When K = 1.62, the gear ratio of the 9th gear

U _9n = U _pd U _ha ^b = 1.273 * 1 / (K + 1) = 1.273 * 1 / 2.62 = 0.484; lq 0.484 = -0.315.

Tenth gear

In the beam diagram, this mode is indicated by a flat beam from t. 0 to the left, up to t. 10.

Switch clutch A from the right to the left (L) position.

The torque (Fig. 1) from the clutch driving elements 6 and 7 by the driven disk 9 is transmitted to the primary tubular shaft 10, by the coupling 43 (A) to the ring gear 18, then in the 9th gear.

When K = 1.62, the gear ratio of the 10th gear

U _10n = U _ha ^b = 1 / (K + 1) = 1 / 2.62 = 0.38; lq 0.38 = -0.42.

First gear reverse 1R

In the beam diagram (Fig. 2), this mode is indicated by three beams: a steep beam from t. 0 to the right down, then a steep beam to the right up, then a steep beam to the right down to t. 1R.

The states of the switching clutches are shown in the rightmost column of the table below under 1R: A - right (P), B, C and E - left (L), D and F - neutral (H). The bottom part of the table shows the U _ab ^h = -K state of the PM. A minus sign indicates a change in the direction of rotation of the pinion gear 40 compared to the drive shaft 5. Compared to the 1st forward gear, the states of the output and stopped PM links have changed.

The carrier 24 (h) was stopped by the coupling 45 (C), which closed the gears 36 of the front inner wall of the housing 3 and 27 of the tubular input shaft 25. The torque (Fig. 1) is transmitted to the sun gear 21 (a) as in 1st gear forward course. The sun gear 21 (a) rotates the satellites 29, which, rotating on the axes of the carrier 24 (h), rotate the epicyclic wheel 30 (b) in the opposite direction with a lower speed, but with increased torque. Further, as in the 7th forward gear, coaxial shaft 34, gear ring 35, clutch 47 (E), torque is supplied to the ring gear 39, to the leading tubular shaft 38 and the driving gear GP 40.

When K = 1.62, the gear ratio of the first reverse gear 1R

U _1R = U _pd U _ab ^h = 1.273 * 1.62 = 2.06; lq 2.06 = 0.315.

Second gear reverse 2R

In the beam diagram (Fig. 2), this mode is indicated by a steep beam from t. 0 to the right down to t. 2R.

We switch the clutch A to the left (L) position, turned off the gears of the front divider.

The torque (Fig. 1) from the clutch driving elements 6 and 7 by the driven disk 9 is transmitted to the primary tubular shaft 10, by the coupling 43 (A) to the ring gear 18, then as in the 1st reverse gear.

When K = 1.62, the gear ratio of the second reverse gear 2R

U _2R = U _ab ^h = 1.62; lq 1.62 = 0.21.

Third gear reverse 3R

In the beam diagram (Fig. 2), this mode is indicated by three beams: a steep beam from t. 0 to the right down, then a steep beam to the right up, then a steep beam to the left down to t. 3R.

Return clutch A to the right (P) position, switch clutch B from left to right (P), couplings C and E to neutral (H), clutch D from neutral to right (P), and clutch F to left (L) ) At the bottom of the table is shown the U _ba ^h state of the PM.

The carrier 24 (h) was stopped by the coupling 45 (C), which closed the gears 36 of the front inner wall of the housing 3 and 27 of the tubular input shaft 25. The torque (Fig. 1) is transmitted to the epicyclic wheel 30 (b), as on the 3rd forward gear. The epicyclic wheel 30 (b) rotates the satellites 29, which, rotating on the axes of the carrier 24 (h), rotate the sun gear 21 (a) in the opposite direction with an increased speed, but with a reduced torque. Further, as in the 9th forward gear, along the long tubular shaft 20 to the ring gear 23, the coupling 48 (F) to the ring gear 41 and the drive wheel GP 40.

When K = 1.62, the gear ratio of the third reverse gear 3R

U _3R = U _pd U _ba ^h = U _pd (1 / K) = 1.273 * 1 / 1.62 = 0.786; lq 0.786 = -0.105.

Fourth Reverse 4R

In the beam diagram (Fig. 2), this mode is indicated by a steep beam from t. 0 to the right down to t. 4R.

We switch the clutch A to the left (L) position, turned off the gears of the front divider.

The torque (Fig. 1) from the clutch driving elements 6 and 7 by the driven disk 9 is transmitted to the primary tubular shaft 10, by the clutch 43 (A) to the ring gear 18, then as to the 3rd reverse gear.

When K = 1.62, the gear ratio of the fourth reverse gear 4R

U _4R = U _ba ^h = K / (K + 1) = 1.62 / 2.62 = 0.62; lq 0.62 = -0.21.

The MCP range is D = U ₁ / U ₁₀ = 3.35 / 0.38 = 8.8.

A change in K will change the kinematic characteristics of the MCP.

Got a compact transmission unit of low metal consumption due to a significant reduction in the longitudinal dimension, which creates better conditions for the transverse layout of the engine and transmission. Longitudinal arrangement is allowed in RTO mode (multi-stage transfer case). The center differential can be either symmetric (Fig. 1, bottom right) or asymmetric. The traditional layout is allowed: ICE, clutch, manual gearbox, in this case, the drive shaft of the engine is connected directly to the flywheel and the tubular shafts 10, 17, 20 can be solid.

Designations:

1 - clutch housing;

2 - front divider housing;

3 - housing PM (planetary gear);

4 - housing GP (main transmission);

5 - a long drive shaft of the engine;

6 - flywheel;

7 - clutch pressure plate;

8 - guiding elements of the clutch pressure plate;

9 - a clutch disc;

10 - primary tubular shaft of the front divider;

11 - clutch;

12 - the driving gear of the front divider, mounted on the shaft 10;

13 - driven gear of the front splitter, mounted on the shaft 14;

14 - an intermediate shaft of the front divider;

15 - the driving gear of the intermediate shaft 14 of the front divider;

16 - driven gear divider freely mounted on the shaft 17;

17 - secondary tubular shaft of the front divider;

18 - a gear rim at the input of the shaft 17 between the gears 12 and 16;

19 - three-position gear ring on the output of the shaft 17;

20 - a long tubular shaft drive the sun gear 21 (a);

21 ( a ) - sun gear PM;

22 - gear ring at the input of the shaft 20;

23 - gear ring at the output of the shaft 20;

24 (h) - carrier PM (planetary gear);

25 - short tubular input shaft of carrier 24 (h);

26 - short tubular output shaft of carrier 24 (h);

27 - the gear ring of the shaft 25 at the entrance of the carrier 24 (h);

28 - the ring gear of the shaft 26 at the exit of the carrier 24 (h);

29 - satellites on the axles drove 24;

30 (b) - PM epicyclic wheel;

31 - the body of the epicyclic wheel 30;

32 - input coaxial shaft of the housing 31 of the epicyclic wheel;

33 - the gear rim of the input coaxial shaft 32;

34 - output coaxial shaft of the housing 31 of the epicyclic wheel;

35 - the gear rim of the output coaxial shaft 34;

36 - three-position gear ring of the front inner wall of the housing 3;

37 - three-position gear ring of the rear inner wall of the housing 3;

38 - the leading tubular shaft of the drive gear 40;

39 - three-position gear ring of the leading tubular shaft 38;

40 - the leading gear of the GP (main transmission);

41 - gear ring at the output of the driving tubular shaft 37;

42 - a gear ring of the rear wall of the housing 4 next to the ring gear 23;

43 (A) - three-position switching clutch on the ring gear 18 at the input of the secondary tubular shaft 17 of the front divider;

44 (B) - three-position switching clutch on the ring gear 19 at the output of the secondary tubular shaft 17;

45 (C) - coupling stop links PM on the ring gear 36 of the front inner wall of the housing 3;

46 (D) - coupling stop links PM on the ring gear 37 of the rear inner wall of the housing 3;

47 (E) - switching clutch at the input of the driving tubular shaft 38;

48 (F) - switching clutch on the ring gear 23 at the output of the long tubular shaft 20 of the drive of the sun gear 21 ( a ).

Claims (1)

A multi-stage gearbox, comprising a housing with shafts installed in it, rows of external gears and a gearshift clutch, a simple three-link planetary mechanism consisting of a carrier with satellites engaged with a sun gear and an epicyclic wheel, the carrier and the epicyclic wheel body have shafts with gear rings and an epicyclic wheel stop clutch, characterized in that the clutch housing with the flywheel is remote from the engine, the front splitter housing is attached to this housing, the housing is pl non-sized mechanism and main gear housing, in the bearings of these housings there is a long input shaft with a flywheel fixed to its end, primary and secondary tubular shafts are located on the input shaft, an intermediate shaft of the front splitter is parallel to them, three gears are fixed to the shafts, the gear is installed on the secondary shaft freely, between the gear rims of the gears at the input of the secondary shaft a gear rim is fixed with a three-position clutch installed on it, a three-position gear rim is fixed at the output of the secondary shaft, on which the shift clutch is installed, a long tubular shaft of the sun gear with gear rims at the ends is located on the input shaft, the carrier is fixed on the input and output tubular shafts with gear rims, the body of the epicyclic wheel is fixed on the input and output coaxial shafts with gear rims, on the inner walls planetary gear housings next to the gear rims of the input and output shafts, gear rims with stopping couplings of the carrier or the epicyclic wheel are fixed, next to the gear rims of the output Of the output shafts, a driving tubular shaft with a gear ring and a shift clutch at the input of the shaft and a pinion gear with a gear ring at the output of this shaft is installed next to the gear ring of the sun gear shaft, on which the switch clutch is located, next to the gear ring of the rear wall of the main gear housing.

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