RU2649538C2 - Design of seven-eight-speed gearbox (options) - Google Patents

Abstract

FIELD: transportation.

SUBSTANCE: invention relates to transmission of transport vehicles. On the driven shaft there are a gear and a seventh-gear clutch combined with the reverse-gear clutch or with the sixth-gear clutch.

EFFECT: broader operational capabilities and characteristics of the vehicle are provided.

10 cl, 30 dwg

Description

The invention relates to transport engineering, to the transmission of transport vehicles.

Known transmission units with a step change of gear ratios, containing gears, shafts, their bearings, gear shifting devices used in domestic and foreign cars (Cars: Design, construction and calculation. Transmission. Edited by A.I. Grishkevich. - Mn. : Higher school, 1985 .-- 240 s.).

Currently, there is a steady tendency to increase the number of gears, especially in automated and automatic transmissions. It is possible that in the near future this will affect mechanical gearboxes (KP), in which the process of gear shifting is also increasingly being automated. The increase in the number of gears is associated with a constant tightening of environmental requirements, a decrease in the working volume of internal combustion engines, etc. Therefore, in promising mechanical gearboxes it is necessary to provide for the possibility of increasing the number of gears, which will reduce production time and costs in the future.

The most suitable as a prototype is a 6-speed non-coaxial gearbox Daimler AG (see patent ER 1482208 A2 of 1,12,2004).

The gearbox consists of a housing with parallel input and two output shafts located therein, external gears and three clutches for switching six forward gears and a reverse gear clutch located between them. Gears and clutches for engaging higher (5 and 6) and reverse gears are located on the first output shaft. Clutches and gears of the remaining gears are located on the second output shaft. At the ends of the output shafts, the main gears of the main gear are cut, engaged with a driven wheel fixed to the differential housing. The driven gear of the reverse gear is coupled to the driving gear of the first gear through a block of two gears mounted on an additional axis. Two driven gears of the fourth and fifth gears mounted on different output shafts have a common drive gear.

The disadvantage of KP is the inability to increase the number of gears from 6 to 7.

The closest in technical result and design are design options for Getrag Getriebe 7-speed coaxial gearboxes (see patent EP 2660492 A1 of 6.11.2011).

Options include 7-speed gearboxes, consisting of a housing with a drive shaft and a drive shaft of the drive wheels coaxially disposed therein, parallel to it by two driven shafts, with pinion gears rigidly connected thereto, coupled to the driven wheel fixed to the drive drive shaft wheels. On the shafts there are pairs of gears of constant engagement of the corresponding gears, which are able to be tightly coupled to the shafts with the help of three clutches for switching six forward gears and a clutch for reverse gear and / or seventh gear (see Fig. 4) or first gear (see . 7). One clutch is installed with the possibility of rigidly connecting the drive shaft and the drive shaft of the drive wheels, and a pair of gears of one of the gears is combined with a pair of gears of the drive of the drive wheels. Moreover, to reduce the axial dimension of the gearbox (indicated in the framework of the patent and claimed as one of the objectives of the invention), three couplings are located on the driven shafts.

A common drawback of the gearbox is the location on the driven shafts of three clutch switches in a "checkerboard pattern", instead of installing two of the three couplings in the same plane - one clutch opposite the other. As a result, the magnitude of the reduced axial dimension is equal to the sum of the width of the seventh gear gear and the width of the reverse gear. The gears of two gears are also irrationally located on the shafts and the only clutch for engaging these gears mounted on one of the driven shafts and shifted towards the vehicle engine. As a result, the length of this driven shaft increases, the metal consumption of the gearbox increases, etc.

The aim of the invention are the design options for seven to eight-speed gearboxes, based on the typical schemes currently existing, six-speed gearboxes.

This goal is achieved by the fact that a gear and a seventh gear shift clutch are installed on the driven shaft, combined with a reverse gear clutch or a sixth gear clutch.

It is also possible that the driven gear of the first gear through a block of two gears mounted on a separate axis or on an additional shaft with bearings is coupled to the gear rigidly connected to the driven gear of one of the gears.

It is also possible that one of the clutch couplings is mounted with the possibility of rigidly connecting the drive shaft to the drive shaft of the drive wheels, and a pair of gears of one of the gears is combined with a pair of gears of the drive of the drive wheels, while to reduce the axial dimension of the gearbox, the two clutches are located on the driven shafts in a common plane perpendicular to the axis of the shafts and bounded by pairs of gears installed next to the respective couplings.

It is also possible that in the gearbox housing there is a transverse partition with supports for the shafts.

It is also possible that the driven gear of the seventh gear is coupled to the driven gear of one of the gears through a block of two gears mounted on a separate axis or on an additional shaft with bearings.

Also, this goal is achieved by the fact that on the driven shaft there is a gear and a seventh gear engagement clutch combined with a sixth gear engagement clutch.

Also, this goal is achieved by the fact that a pair of gears and a seventh gear clutch are installed on the shafts.

It is also possible that the clutch and the pair of gears of the seventh gear are mounted on the shafts behind their supports in the gearbox housing.

It is also possible that the clutch of the seventh gear is installed with the possibility of rigidly connecting the drive shaft and the drive shaft of the drive wheels, and a pair of gears of the seventh gear is combined with a pair of gears of the drive of the drive wheels.

It is also possible that a pair of gears and an eighth gear clutch combined with a seventh gear clutch are installed on the shafts.

In FIG. 1 shows a kinematic diagram of a possible seven-speed gearbox according to claim 1 with a seventh gear clutch combined with a sixth gear clutch.

In FIG. 2 presents a table with the main characteristics of the gearbox, including gear numbers, possible gear ratios (given taking into account the final gear ratio) and the intervals between adjacent gear ratios (q).

In FIG. 3 shows a kinematic diagram of a possible seven-speed gearbox according to claim 1 with a seventh gear clutch combined with a reverse gear clutch.

In FIG. 4 shows a table with the main characteristics of the gearbox shown in FIG. 3.

In FIG. 5 shows a kinematic diagram of a possible seven-speed gearbox according to claim 2.

In FIG. 6 shows a table with the main characteristics of the gearbox shown in FIG. 5.

In FIG. 7 shows a kinematic diagram of a possible seven-speed gearbox corresponding to paragraphs 1 and 5 of the claims.

In FIG. 8 shows a table with the main characteristics of the gearbox shown in FIG. 7.

In FIG. 9 shows a kinematic diagram of a possible seven-speed gearbox according to claim 3.

In FIG. 10 shows a kinematic diagram of a possible seven-speed gearbox according to claim 4.

In FIG. 11 shows a kinematic diagram of a possible seven-speed gearbox according to claim 6.

In FIG. 12 shows a table with the main characteristics of the gearbox shown in FIG. eleven.

In FIG. 13, FIG. 14 and FIG. 15 shows the kinematic diagrams of possible seven-speed gearboxes according to claim 6.

In FIG. 16 shows a table with the main characteristics of the gearbox shown in FIG. fourteen.

In FIG. 17 shows a kinematic diagram of a possible seven-speed gearbox according to claim 7.

In FIG. 18 shows a table with the main characteristics of the gearbox shown in FIG. 17.

In FIG. 19 shows a kinematic diagram of a possible eight-speed gearbox according to claim 10.

In FIG. 20 shows a table with the main characteristics of the gearbox shown in FIG. 19.

The figures numbered 21 to 30 show the kinematic diagrams and tables with the main characteristics of the possible options for KP with the corresponding design of the invention.

The composition shown in FIG. 1 of the kinematic scheme of the gearbox includes the drive shaft 2 installed in the bearings of the housing 1 and two driven shafts 3 and 4 installed in parallel with it. The gears 5, 6, 7, 8 and 9 are rigidly mounted on the drive shaft 2. The gears 10, 11, 12 and 13 freely mounted on the driven shaft 3 and pairwise coupled with gears 6, 7, 8 and 9, respectively. Gears 14, 15, 16 and 17 are freely mounted on the driven shaft 4 and are in constant engagement with gears 5, 11, 8 and 9, respectively. Two gears 12 and 16 mounted on different driven shafts have a common drive gear 8. Also, gears 13 and 17 have a common drive gear 9. The drive gears of the main gear 18 and 19 are rigidly connected to the driven shafts 3 and 4, respectively, and are constantly engaged with the main gear driven wheel 20 mounted on the differential housing (not shown in FIG. 1). Clutches A (21) and B (22) are located on the driven shaft 3 between the gears 10-11 and 12-13, respectively. Clutches C (23) and D (24) are located on the driven shaft 4 between the gears 14-15 and 16-17, respectively. The seventh gear clutch is combined with the sixth gear clutch B (22).

The composition shown in FIG. 3 of the kinematic diagram of the gearbox includes most of the same parts as in the gearbox shown in FIG. 1, but with an alternative arrangement of pairs of gears and clutch couplings on the shafts. Namely, in the bearings of the housing 1, the drive shaft 2 is installed and two driven shafts 3 and 4 are parallel to it. The gears 5, 6, 7, 8 and 9 are rigidly mounted on the drive shaft 2. The gears 10, 11, 12 and 13 are freely mounted on driven shaft 3 and pairwise coupled with gears 5, 6, 7 and 9, respectively. Gears 14, 15 and 16 are freely mounted on the driven shaft 4 and are in constant engagement with gears 7, 8 and 9, respectively. Two gears 12 and 14 mounted on different driven shafts have a common driving gear 7. Also, gears 13 and 16 have a common driving gear 9. The driven gear 17 of the reverse gear is mounted on the driven shaft 4. The driving gears of the main gear 18 and 19 are rigidly connected with driven shafts 3 and 4, respectively, and are in constant engagement with the driven wheel 20 of the main gear mounted on the differential housing (not shown in FIG. 3). Clutches A (21) and B (22) are located on the driven shaft 3 between the gears 10-11 and 12-13, respectively. Clutches C (23) and D (24) are located on the driven shaft 4 between the gears 14-17 and 15-16, respectively. The seventh gear clutch is combined with the reverse gear clutch C. The driven gear 17 for reverse gear engagement with the drive gear 5 through gear 25, combined with the intermediate gear 26 in a block of two gears mounted on an additional shaft 27 with bearings in the gearbox housing 1.

The composition shown in FIG. 5 of the kinematic diagram of the gearbox includes the same details as in the gearbox shown in FIG. 1, but instead of gear 5, the driven gear 14 of the first gear through the block of two gears 28-29 mounted on a separate axis 30 is engaged with the gear 31 rigidly connected to the driven gear 16 of the fourth gear. And also the driven gear 15 of the reverse gear is engaged with the driving gear 7 through the gear 32, combined with the intermediate gear 11 in the block of two gears.

The composition shown in FIG. 9 of the kinematic diagram of the gearbox includes most of the same parts as in the gearbox shown in FIG. 1, but with an alternative arrangement on the shafts of pairs of gears, clutches, bearings in the gearbox housing and there is no gear 5. Namely, in the bearings of the housing 1 a drive shaft 2 is installed, two driven shafts 3 and 4 are parallel to it and mounted coaxially with the drive shaft 2 drive shaft of the drive wheels 33. Gears 6, 7, 8 and 9 are rigidly fixed to the drive shaft 2. Gears 10 and 11 are freely mounted on the driven shaft 3 and are coupled in pairs with gears 6 and 7, respectively. Gears 12 and 13 are freely mounted on the driven shaft 4 and are in constant engagement with gears 8 and 9, respectively. The driven gear 14 of the reverse gear is engaged with the driving gear 9 through the intermediate gear 13. The driven gear of the seventh gear 15 is engaged with the driven gear of the fourth gear 11 through a block of two gears 16-17 mounted on a separate axis. Driving gears 18 and 19 are rigidly connected with driven shafts 3 and 4, respectively, and are constantly engaged with a driven wheel 20 fixed to the drive shaft of the driving wheels 33. Clutches A (21) and B (22) are located on the driven shaft 3 between the gears 10 -11 and 14-15, respectively. The clutch C (23) is located on the driven shaft 4 between the gears 12-13. Clutch D (24) is installed with the possibility of rigidly connecting the drive shaft 2 to the drive shaft of the drive wheels 33, and the pair of fifth gears is combined with a pair of drive wheels of the drive wheels 18-20, while to reduce the axial dimension of the gearbox, two clutches B and C are located on the driven shafts in a common plane perpendicular to the axis of the shafts and bounded by pairs of gears 15-14 and 12-13 installed next to the respective couplings (in Fig. 9, the boundaries of the common plane are schematically indicated by two vertical dash-dotted lines niyami). Next to the clutch D (24), the gear 34 is freely mounted, coupled to the gear 35, which is mounted on the driven shaft 3.

The composition shown in FIG. 11 of the kinematic scheme includes the same details as the composition of the gearbox shown in FIG. 1, but without a pair of gears 5-14. And additionally, in the bearings of the housing 1, a third driven shaft 36 is installed with the driving gear of the main gear 37 fixed thereon, which is in constant engagement with the driven wheel 20 of the main gear. And also, the gear 15 is the gear drive of the tubular shaft 38, which is freely mounted on the driven shaft 4, and at the end of the tubular shaft there is a reverse gear or first gear clutch C (23), and a leading gear 39 of the first gear, coupled to a gear 40 fixed to the driven shaft 36. The ring gear 41 is fixed to the driven shaft 4 next to the gear 16.

The composition shown in FIG. 19 of the kinematic scheme includes the same details as the composition of the gearbox shown in FIG. 1, but the gear 15 is in constant engagement with the gear 7. And further, in the bearings of the housing 1, a third driven shaft 36 is mounted with a drive gear of the main gear 37 fixed therein, which is in constant gear with the driven gear 20 of the main gear. As well as the driven gear 42, the reverse gear is engaged with the driving gear 5 through the gear 43, combined with the intermediate gear 14 into a block of two gears. The clutch E (44) is located on the driven shaft 36 next to the gear 42. A pair of gears 9-13 and the clutch of the eighth gear are combined with the clutch of the seventh gear B (22).

Let us consider the work of possible design options for seven-eight-speed gearboxes using the example of kinematic schemes depicted in FIG. 1, FIG. 3, FIG. 5, FIG. 9, FIG. 11 and FIG. 19.

The operation of the embodiment shown in FIG. 1 is carried out as follows.

1, 4, 5 gears and reverse gear.

The method of transmitting torque from the drive shaft 2 using a pair of gears 5-14 (1st gear), 7-11-15 (reverse), 8-16 (4th gear), 9-17 (5th gear) and clutches C, in the left (1st gear) or right (reverse) position, of the D clutch, in the left (4th gear) or right (5th gear) position, on the driven shaft 4, the pinion gear 19 and the gear wheel rigidly connected to it 20 main gear, and then according to the well-known level of technology of the main gear.

2, 3, 6 and 7 gears.

They carry out a method for transmitting torque from the drive shaft 2 that is understandable to a specialist using pairs of gears 7-11 (2nd gear), 6-10 (3rd gear), 8-12 (6th gear), 9-13 (7th gear) and clutch A, located in the right (2 gear) or left (3 gear) position, clutch B, in the left (6 gear) or right (7 gear) position, on the driven shaft 3, the pinion gear 18 and the gear wheel 20 of the main gear transmission, and then according to the well-known prior art of the main transmission.

The operation of the embodiment shown in FIG. 3 is carried out as follows.

1, 2, 3 and 4 gears.

They carry out a method for transmitting torque from a drive shaft 2 that is understandable to a specialist using pairs of gears 5-10 (1st gear), 6-11 (2nd gear), 9-13 (3rd gear), 7-12 (4th gear) and clutch A, located in the left (1 gear) or right (2 gear) position, clutch B, in the right (3 gear) or left (4 gear) position, on the driven shaft 3, the pinion gear 18 and the gear wheel 20 of the main gear transmission, and then according to the well-known prior art of the main transmission.

5, 6, 7 gears and reverse gear.

The method of transmitting torque from the drive shaft 2 using a pair of gears 9-16 (5th gear), 8-15 (6th gear), 7-14 (7th gear), a pair of gears 5-25, axis 27 and a pair of gears 26-17 (reverse), coupling C, in the left (reverse) or right (7th gear) position, coupling D, in the right (5th gear) or left (6th gear) position, on the driven shaft 4, rigidly the associated pinion gear 19 and the gear wheel 20 of the main gear, and then according to the well-known prior art of the main gear.

The operation of the embodiment shown in FIG. 5 is carried out as follows.

1st gear.

Torque from the drive shaft 2 through gear 8, gear 16 and gear 31 rigidly connected thereto, gear block 29-28 and gear 14, clutch C, in the right position, is transmitted to the driven shaft 4, the gear gear 19 rigidly connected to it and the gear wheel 20 of the main gear, and then according to the well-known prior art of the main gear.

2, 3, 4, 5, 6 and 7 gears.

They are carried out similarly to the above work of the KP, presented in FIG. one.

Reverse.

Torque from the drive shaft 2 through gear 7, gear 11 and gear 32 rigidly connected thereto, gear 15, clutch C in the left position is transmitted to the driven shaft 4, drive gear 19 and the main gear gear 20 rigidly connected to it , and then according to the well-known prior art of the main transmission.

The operation of the embodiment shown in FIG. 9 is carried out as follows.

1st and 2nd gear.

The method of transmitting torque from the drive shaft 2, using a pair of gears 9-13 (1 gear), 8-12 (2 gear), clutch C, in the right (1 gear) or left (2 gear) position, to the driven shaft 4, the drive gear 19, the gear wheel 20 engaged with it, and the drive shaft of the drive wheels 33.

3, 4, 5 and 6 gears.

The method of transmitting torque from the drive shaft 2, which is understandable to the specialist, is carried out using pairs of gears 6-10 (3rd gear), 7-11 (4th gear), 34-35 (6th gear) and a clutch A located in the left (3rd gear) or right (4th gear) position, clutch D, located in the right (5th gear) or left (6th gear) position, on the driven shaft 3 (except for 5th gear, which is direct), the pinion gear gear 18 connected to it, rigidly connected gear 20 and drive shaft 33.

7th gear.

The torque from the drive shaft 2 through the engaged gears 7-11-16, the gear block 16-17 and the gear 15, the clutch B, which is in the left position, is transmitted to the driven shaft 3, the drive gear 18 rigidly connected with it, the gear connected to it 20 and the drive shaft of the drive wheels 33.

Reverse.

Torque from the drive shaft 2 through the coupled gears 9-13-14, the clutch B, in the right position, is transmitted to the driven shaft 3, the drive gear 18, the gear 20 connected to it and the drive shaft of the drive wheels 33.

The operation of the embodiment shown in FIG. 11 is carried out as follows.

1st gear.

Torque from the drive shaft 2 through the engaged gears 7-11-15, the tubular shaft 38, the clutch C in the left position, a pair of gears 39-40 is transmitted to the driven shaft 36, the drive gear 37 and the gear wheel 20 of the main gear transmission, and then according to the well-known prior art of the main transmission.

2, 3, 4, 5, 6 and 7 gears.

They are carried out similarly to the above work of the KP, presented in FIG. one.

Reverse.

Similarly to the above operation of the gearbox in 1st gear, but from the clutch C in the right position, torque is transmitted through the ring gear 41 to the driven shaft 4, the pinion gear 19 and the main gear gear 20, and then according to a well-known level main gear operation techniques.

The operation of the embodiment shown in FIG. 19 is as follows.

1, 2, 5 and 6 gears.

They carry out a method for transmitting torque from the drive shaft 2 that is understandable to a specialist using pairs of gears 5-14 (1st gear), 7-15 (2nd gear), 8-16 (5th gear), 9-17 (6th gear) and clutch C, in the left (1 gear) or right (2 gear) position, the clutch D, in the left (5 gear) or right (6 gear) position, on the driven shaft 4, the pinion gear 19 and the gear wheel 20 of the main gear transmission, and then according to the well-known prior art of the main transmission.

3, 4, 7 and 8 gears.

They carry out a method for transmitting torque from the drive shaft 2 that is understandable to a specialist using pairs of gears 7-11 (3rd gear), 6-10 (4th gear), 8-12 (7th gear), 9-13 (8th gear) and clutch A, located in the right (3rd gear) or left (4th gear) position, clutch B, in the left (7th gear) or right (8th gear) position, on the driven shaft 3, the pinion gear 18 and the gear wheel 20 of the main gear transmission, and then according to the well-known prior art of the main transmission.

Reverse.

Torque from the drive shaft 2 through gear 5, gear 14 and gear 43 that is rigidly connected to it, gear 42, clutch E, in the left position, is transmitted to the driven shaft 36, drive gear 37 and the main gear gear 20 rigidly connected to it , and then according to the well-known prior art of the main transmission.

The technical result of using the design options proposed by this invention is to expand the operational capabilities and characteristics of the vehicle by increasing the number of gears to seven to eight in gearboxes with kinematic schemes based or close to existing six-speed gearboxes. The envisaged possibility of increasing the number of gears for newly designed six-speed gearboxes will reduce future production costs (if it becomes necessary to increase the number of gears) and / or expand the range of possible gearbox options with a different number of gears, with a high degree of unification and reduce production and repair costs. However, some options allow you to increase the number of gears without changing the total number of clutches. And also the increased number of gears will allow expanding the gear ratio range to eliminate one of the drawbacks of automated gearbox modifications - clutch overheating at low speed, for example, in traffic jams.

On kinematic diagrams confirming the possibility of obtaining gearbox designs proposed by this invention, only some options are presented that differ from other possible options, with the indicated features, essential and interconnected, forming a stable set of essential features sufficient to obtain a technical result - an alternative arrangement on the shafts of pairs of gears, clutches and bearings in the gearbox housing and / or transverse partition (if any).

Claims (10)

1. A gearbox comprising a housing with a drive shaft and two driven shafts parallel to it, with external gears mounted thereon, clutches for six forward gears and a reverse gear, a driven reverse gear that is engaged with the drive gear or through an intermediate gear, or through a gear combined with an intermediate into a block of two gears, driving gears of the main gear, rigidly connected with driven shafts and meshed with a gear wheel mounted on the diffuser housing potential or on the drive shaft of the drive wheels, while two gears mounted on different driven shafts can have a common drive gear, characterized in that a gear and a seventh gear clutch are installed on the driven shaft, combined with a reverse gear clutch or with a clutch inclusion of the sixth gear. 2. The gearbox according to claim 1, characterized in that the driven gear of the first gear through a block of two gears mounted on a separate axis or on an additional shaft with bearings is coupled to the gear rigidly connected to the driven gear of one of the gears. 3. The gearbox according to claim 1, characterized in that one of the clutch is mounted with the possibility of connecting a rigid connection of the drive shaft with the drive shaft of the drive wheels, and a pair of gears of one of the gears is combined with a pair of gears of the drive of the drive wheels, while reducing axial the gearbox is sized, two clutches are located on the driven shafts in a common plane perpendicular to the axes of the shafts and bounded by pairs of gears installed next to the respective clutches. 4. The gearbox according to claim 3, characterized in that the gearbox housing has a transverse partition with supports for the shafts. 5. Transmission according to one of paragraphs. 1-4, characterized in that the driven gear of the seventh gear is coupled to the driven gear of one of the gears through a block of two gears mounted on a separate axis or on an additional shaft with bearings. 6. A gearbox comprising a housing with a drive shaft and three driven shafts arranged in parallel therein, with external gearing gears and gear clutches mounted thereon, final drive gears rigidly connected to the driven shafts and engaged with a gear wheel mounted on the differential case In this case, two gears mounted on different driven shafts can have a common driving gear, as well as one of the driven gears or is directly coupled, or combined in a block with a drive gear an ode of the tubular shaft, which is freely mounted on one driven shaft, and a reverse gear or first gear clutch is installed at the end of the tubular shaft, and a leading gear of the first gear coupled to the gear rigidly mounted on the other driven shaft is freely installed next to it, characterized in that on the driven shaft there is a gear and a seventh gear clutch combined with a sixth gear clutch. 7. A gearbox comprising a housing with driving and at least two driven shafts parallel to it, with external gears mounted thereon, three clutches for six forward gears, a clutch and a driven reverse gear that is engaged with the drive either through an intermediate gear, or through a gear combined with an intermediate in a block of two gears, driving gears of the main gear, rigidly connected with driven shafts and coupled with a gear wheel fixed to differential housing or on the drive shaft of the drive wheels, the two gears mounted on different shafts driven, may have a common drive gear, characterized in that the shafts of a pair of gears and the clutch transmission incorporating the seventh. 8. The gearbox according to claim 7, characterized in that the clutch and the pair of gears of the seventh gear are mounted on the shafts behind their bearings in the gearbox housing. 9. The gearbox according to claim 8, characterized in that the seventh gear clutch is mounted with the possibility of rigidly connecting the drive shaft and the drive shaft of the drive wheels, and the pair of gears of the seventh gear is combined with a pair of gears of the drive of the drive wheels. 10. Transmission according to one of paragraphs. 7-9, characterized in that a pair of gears and an eighth gear clutch are combined on the shafts, combined with a seventh gear clutch.

Images