RU2566585C1 - Designing coaxial gearbox with two clutches (versions) - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: claimed gearbox comprises dual clutch assembly, housing with parallel input shafts, output shaft, countershaft and extra shaft. Two input shafts are fitted one into another, one supporting the gears of even gearing and another support the gears of odd gearing. Said gears engage with constant mesh gears of appropriate gearing that rigidly engage with shafts with the help of clutches. Output shaft is aligned with input shaft and engaged therewith by the clutch. Output and countershaft gears are rigidly fitted thereat to make a gear set. The clutch, reverse gear and/or that in constant mesh with input shaft, or gears in constant mesh with input shaft gears are fitted on extra shaft. The gear free running on extra shaft is engaged by the clutch and via tubular shaft with extra shaft gear.

EFFECT: high degree of unification, lower costs of production and repair.

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Description

The invention relates to transport machinery, in particular to automated transmissions.

A known gearbox with two multi-plate clutches, containing two coaxial drive shafts located one inside the other, with even and odd gears mounted on them, engaged with permanent gears of the corresponding gears, which can be rigidly connected using synchronizers with driven shafts ( Ivanov A.N., Solntsev A.N., Gayevsky V.V. et al. Fundamentals of the design of a car. - M.: “Publishing House” LLC “Driving” ”, 2005. - 166 p.

In modern automotive gearboxes (KP) with two clutches, mainly gears with constant gearing are used. Often, modern cars, different in their intended purpose, are equipped with the same engines and gearboxes. For example, in one embodiment, the car can be used in a cargo version, in another - in a cargo-passenger one, and in the third - to have an all-wheel drive transmission with a passenger version. An example is a Volkswagen transporter. Or a car of one model can be equipped with engines with a significant difference in power (BMW-5). Or one modification of the car has a four-wheel drive transmission, and the other - all-wheel drive (Audi A6). Thus, promising gearboxes for solving a larger number of operational tasks should be able to modify, in particular, to increase the number of gears. At the same time, it is especially important to ensure the maximum possible unification between various modifications of the gearbox.

A known method of obtaining design options for a 7-speed coaxial gearbox with two clutches (see patent EP 1837553 A2, from 26.09,2007).

The method consists in obtaining options for the gearbox by installing the output shaft coaxially with the input shafts, connecting them with a clutch and transmitting torque to the rear wheels with a longitudinal arrangement of the engine. And also parallel to the gearbox shafts an additional shaft is installed, with gears and a shift clutch placed on it. The method includes a 7-speed gearbox with two clutches, consisting of a double clutch assembly, a housing with input and output shafts aligned with it and parallel with intermediate and additional shafts, the two input shafts being coaxial and located inside each other, with gears of even gears rigidly mounted on one of them (tubular shaft), and gears of odd gears on the other. In this case, on the input shaft of the odd gears, the gear is rigidly fixed, engaged with the drive gear, rigidly fixed on the additional shaft, and on which the driven gears of the even gear and the reverse gear are also freely mounted, and between them the clutch. On the intermediate shaft, between freely installed driven gears of the respective gears, two hubs of the couplings are rigidly fixed. At the end of the input shaft of the odd gears, the hub of the fifth or seventh gear clutch is fixed. In the first embodiment, the use of direct transmission KP (u = 1) may be the fifth gear (see patent EP 1837553 A2, from 26.09,2007, FIG. 1). In the second embodiment, the seventh gear (see patent EP 1837553 A2, dated September 26, 2007, FIG. 7). In the third version - a 7-speed gearbox is converted into a 5-speed with a third gear, which is direct (see patent EP 1837553 A2, dated 26.09.2007, FIG. 5). In these three design options, there is a method for producing dual clutch gearbox variants.

The disadvantage of this method is that the additional shaft is not used as a means of obtaining modifications of the gearbox, but as a means of reducing the axial dimension (indicated in the patent) and the location of the gears and the clutch of one of the even gears and reverse gears. This leads to the fact that to obtain a 5-speed gearbox, it is necessary to replace shafts, gears, the arrangement of gears on shafts, gears, shift clutches and, accordingly, in the control system. This increases the number of parts for various modifications and, accordingly, increases the cost of production and repair.

The aim of the invention is a method of obtaining design options for coaxial gearbox with two clutches (base gearbox), namely, a method of increasing the number of gears of the base gearbox.

This goal is achieved by the fact that the gear is freely mounted on the additional shaft through a tubular shaft is connected by a clutch with at least one gear mounted on the additional shaft.

The analysis of patents, scientific and technical literature did not reveal the fame of the claimed combination of existing features.

Considering as a prototype a method of obtaining design options for a 7-speed coaxial gearbox with two clutches, taking into account the above design flaws and eliminating them, in the framework of this invention, we obtain the basic coaxial, for example, 5-speed gearbox, and its modifications will be obtained with the help of additional up and down gears, by placing on the additional shaft the necessary couplings and gears for this. At the same time, while maintaining the main components, parts, the system for shifting the main gears of the forward gear, reverse gear of the base gear and modified gearboxes.

In FIG. 1 shows the kinematic diagram of the base gearbox (5-speed coaxial gearbox with two clutches).

In FIG. 2 shows the radiation diagram of the base CP. On the horizontal lines are the logarithms of gear ratios and the numbers of the various gears. On the lower scale and in the upper table are the gear ratios (u). The bottom table shows the intervals between adjacent gear ratios (q). The vertical beam corresponds to a gear ratio of one. A beam pointing to the right indicates a deceleration. The better the beam, the greater the gear ratio. A beam pointing to the left indicates an accelerating gear.

In FIG. Figure 3 shows the kinematic diagram of a modified base gearbox with an additional overdrive (6-speed gearbox).

In FIG. 4 is a beam diagram of a modified base gearbox with an additional upshift (6-speed gearbox).

In FIG. 5 shows a kinematic diagram of a modified base gearbox with additional downshifts and upshifts (7-speed gearbox).

In FIG. 6 is a beam diagram of a modified base CP with

additional lowering and raising gears (7-speed gearbox).

In FIG. 7 shows a kinematic diagram of 8, or 9, or 10 speed, depending on the modification, coaxial gearbox with two clutches, corresponding to the invention of the design.

In FIG. 8 is a beam diagram of 8, or 9, or 10 speed, depending on the modification, coaxial dual clutch gearbox according to the invention of the structure.

The composition shown in FIG. 1 of the kinematic diagram of the basic gearbox includes two coaxial input shafts 2 and 3 installed in the bearings of the housing 1, located one inside the other, an output shaft 4 coaxial with it, and an intermediate shaft 5 and an additional shaft 6 installed in parallel with them. The gears 7, 8 and 9 are rigidly fixed on the input shaft 2. Gears 10 and 11 are rigidly mounted on the input shaft 3 and pairwise engaged with gears 12 and 13 freely mounted on the intermediate shaft 5, respectively. Gears 14 and 15 are freely mounted on the countershaft 5 and pairwise engaged with gears 8 and 9, respectively. The gear 16 is mounted on the additional shaft 6 and is in constant engagement with the gear 7. The reverse gear 17 is freely mounted on the additional shaft 6 and engaged with the gear 13. In the bearings of the cover 18, input shaft 3 and the intermediate shaft 5, coaxial to these shafts, are installed output shaft 4 and shaft 19, respectively. Shafts 5 and 19 are rigidly interconnected, and shafts 3 and 4 are loose. Gears 20 and 21 are interlocked and mounted on shafts 19 and 4, respectively. A gear ring 22 is fixed at the end of the input shaft 3. Clutches A (23) and B (24) are located on the intermediate shaft 5 between the gears 12-13 and 14-15, respectively. The clutch C (25) is located on the additional shaft 6 next to the gear 17. The clutch D (26) is located next to the gear 21 on the output shaft 4. The driven disc 27 of the right clutch (P) is mounted on the input shaft 2, and the driven disc 28 of the left clutch (L) mounted on input shaft 3.

The composition shown in FIG. 3 of the kinematic scheme of the modified base gearbox with an additional overdrive (6-speed gearbox) includes the same details as the basic gearbox composition discussed above, and additionally: gear 29 is freely mounted on the additional shaft 6 and engaged with gear 10.

The composition shown in FIG. 5 of the kinematic scheme of the modified base gearbox with additional lower and higher gears (7-speed gearbox) includes the same details as the 6-speed gearbox discussed above, and additionally: gear 30 is freely mounted on the additional shaft 6 and engaged with gear 8. The clutch E (31) is located next to gear 30 on the tubular shaft 32, which is rigidly connected with gear 29.

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

1st gear.

We turn on the left clutch (L), switch the clutch A (23) to the right position, and the clutch B (24) to the left. Torque from the input shaft 3 through a pair of coupled gears 11-13, clutch A is transmitted to the intermediate shaft 5, shaft 19, a pair of gears 20-21 and the output shaft 4.

In the beam diagram (see FIG. 2), this transmission is reflected in series with the beams 0-I-1.

2nd gear.

We turn on the right clutch (P), clutch B (24) in the left position, switch clutch A to the left position. The torque from the input shaft 2, a pair of gears 8-14, the clutch is transmitted to the intermediate shaft 5, the shaft 19, a pair of gears 20-21 and the output shaft 4.

On the beam diagram (see Fig. 2), this transmission is reflected in series by the connected beams O-II-2.

3rd gear.

We turn on the left clutch (L), clutch A (23) in the left position, and switch clutch B (24) to the right. Torque from the input shaft 3 through a pair of gears 10-12, clutch A is transmitted to the intermediate shaft 5, shaft 19, a pair of gears 20-21 and output shaft 4. On the radiation diagram (see Fig. 2) this transmission is reflected in series with connected beams 0-III-3.

4th gear.

We turn on the right clutch (P), clutch B (24) in the right position, turn off clutch A, switch clutch D (26) to the left position. Torque from the input shaft 2 through a couple of coupled gears 9-15, clutch B is transmitted to the intermediate shaft 5, shaft 19, a pair of gears 20-21 and the output shaft 4.

On the radiation diagram (see Fig. 2), this transmission is reflected in series-connected beams 0-IV-4.

5th gear (direct).

We turn on the left clutch (L), the coupling D (26) in the left position. Torque from the input shaft 3, the ring gear 22 and the clutch D is transmitted to the output shaft 4. On the radiation diagram (see Fig. 2) this transmission is reflected by point 0.

Reverse.

We turn on the left clutch (L), switch the clutch C (25) to the right position, and the clutch B (24) to the left. Torque from the input shaft 3 through the connected gears 11-13-17, clutch C, additional shaft 6, a pair of gears 16-7, shaft 2, a pair of gears 8-14, clutch B is transmitted to the intermediate shaft 5, shaft 19, a pair of gears 20-21 and output shaft 4.

In the beam diagram (see FIG. 2), this transmission is reflected in series with 0-B-3X beams.

The operation of the modified base gearbox shown in FIG. 3 is carried out as follows.

1, 2, 3, 4, 5 gears and reverse gear.

They are carried out similarly to the above work of the basic gearbox in 1, 2, 3, 4, 5 gears and reverse gear, respectively.

Additional overdrive (6) gear.

We engage the right clutch (P), clutches C (25) and D (26) in the left position. The torque from the input shaft 2 through a pair of gears 7-16, an additional shaft 6, the coupling C, a pair of gears 29-10, the shaft 3, the gear ring 22 and the coupling D is transmitted to the output shaft 4.

On the radiation diagram (see Fig. 4), this transmission is reflected in series with beams 0-VI-6.

The operation of the modified base gearbox shown in FIG. 5 is carried out as follows.

Reduction gear.

We turn on the right clutch (P), switch the clutch A (23) to the right position, and switch the clutch E (31) to the left position. Torque from the input shaft 2 through a pair of gears 8-30, coupling E, tubular shaft 32, a pair of gears 29-10, shaft 3, a pair of gears 11-13, clutch A is transmitted to the intermediate shaft 5, shaft 19, a pair of gears 20- 21 and output shaft 4.

On the radiation diagram (see Fig. 6), this transmission is reflected in series with the connected rays O-VP-VI-I P-P.

1, 2, 3, 4, 5, 6 gears and reverse gear.

They are carried out similarly to the above work of the basic gearbox in 1, 2, 3, 4, 5, 6 gears and reverse gear, respectively.

In the given example of obtaining modifications of the base 5-speed coaxial gearbox, transmission with variable inclusion of two clutches is considered. Also, sequential gears with operation on the same clutch are possible, but they are not indicated and are not considered in the above example.

Using the method of obtaining design options (modifications) of the coaxial gearbox with two clutches allows you to get, in relation to the base, gearboxes with an increased number of gears. At the same time, most of the components and assemblies of the base and modified gearboxes remain unchanged, which ensures a high degree of unification and a reduction in production and repair costs.

The term "basic coaxial gearbox with two clutches" means existing or newly designed gearboxes to which the above method can be applied within the scope of the claims. At the same time, the obtained modified KP can be in the only version of the design, but with the indicated features, essential and interconnected, forming a stable set of essential features, sufficient to obtain a technical result.

List of cited sources and references

1. Ivanov A.N., Solntsev A.N., Gaevsky V.V. and others. The basics of car design. M.: “Publishing House” LLC “Behind the Wheel”, 2005. - 166 p., Ill.

2. Patent EP 1837553 A2, from 26.09,2007

3. Patent EP 1593877 A1, from 7,11,2007,

4. Patent RU 2481510.

5. Patent RU 2312031.

6. Cars: Design, construction and calculation. Transmission. Ed. A.I. Grishkevich. - Mn. - Vysh. school, 1985 .-- 240 p.

Claims (1)

A method of obtaining design options for a coaxial gearbox with two clutches, which consists in obtaining additional gears from a base gearbox containing a dual clutch assembly, a housing with input shafts parallel to it, output, intermediate and additional shafts, with two input shafts, one-piece and tubular, are coaxial and located one inside the other, with even-gear gears installed on one of them, and odd-gear gears on the other, meshed with gears permanent gearing of the corresponding gears, which can be rigidly connected by means of switching clutches to the shafts, the output shaft being coaxial to the solid input shaft and connected to it by the switching clutch, the gears of the output and intermediate shafts are rigidly fixed to them and make up a gear pair, and located on the additional shaft a shift clutch, a reverse gear and / or a gear that is in constant gear with the gear of the input shaft, or gears that are in constant gear and with gears of input shafts, characterized in that the gear freely mounted on the additional shaft is connected via a tubular shaft to the switching clutch with at least one gear mounted on the additional shaft.

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