RU2723206C1 - Daisy-3f pre-selective gearbox for transmissions of vehicles - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: invention relates to pre-selective gearboxes with several intermediate parallel shafts with toothed wheels. Pre-selective gearbox comprises input drive (1), intermediate driven (3–6) in number m and output (2) shafts located in parallel to each other. Master input shaft (1) is installed as central one, and intermediate driven shafts (3–6) are arranged around central shaft (1) symmetrically with angular pitch φ = 360°/m. There are also mounted on shafts (1, 3–6) gear wheels (8) with possibility of their selective engagement into operation by means of disk friction control elements (PEM), part of which (9–11) is installed on drive shaft (1), called central, and rest (12–15) - one at output of each intermediate driven shaft (3–6) before summing transmission (7) to output shaft (2) and further referred to as output ones. There is a possibility of a fully-connected state selectively by two of them (9–15) by means of a control system. Latter is made with possibility of fully connected state of at least the third photomultiplier simultaneously with the above two, at least one of which is central (9, or 10, or 11) and minimum one is output (12, or 13, or 14, or 15). Thereby, it is possible to transfer power from input shaft (1) to output shaft (2) at any ntransfer and simultaneously prepare pre-selective non-discontinuous switching selectively to (n+1), (n-1), (n+2)or (n-2)and so on depending on number of intermediate shafts m. That is, on adjacent transmissions or with omission of transmission or transmission of both front and rear strokes or with omission of transfer or forward gear.EFFECT: improved technical and operational characteristics of gearbox.1 cl, 3 dwg, 2 tbl

Description

The group of inventions relates to preselective gearboxes (KP) with several intermediate parallel shafts with gears, for transmissions of construction and special vehicles, specifically to a device and control method.

For domestic and foreign wheeled tractors, for example, mechanical type shaft transmissions (KP) are widely used, with several driven (intermediate) parallel, sequential or parallel-sequential shafts on which gears and control elements (friction and / or gears) are mounted couplings), moreover, they are usually automated or adapted to automation [1. Shuvalov E.A. Improving the performance of tractor transmissions. L .: Mechanical engineering. Leningra. rest 1986.– 126 p., Ill. - S. 5-8, Fig. 1.1, 1.2; S. 1-10, 14, fig. 1.3, 1.4, 1.10; 2. RU 00131781, IPC B60K 17/32, 05.27.2000; 3. RU 2419007, IPC F16H 3/083, F16H 37/04, 05.20.2011; 4. RU 2167772, IPC B60K 17/00, B60K 17/08, 05.27.2001].

Despite all its positive properties and the demand in the past, present and future of automotive tractor construction, the technical and operational characteristics (TEC) of such gearboxes no longer satisfy the modern demands of consumers (customer requirements) and the level of development of traction vehicle transmissions, which include tractors and construction vehicles for their base. This also applies to layout issues.

In particular, the practice of using disk friction control elements (gear shifting) - PMTs [4] is expanding, which significantly increase smoothness of shifting and are an instrument for implementing the principle of continuity of gear shifting in gearboxes (despite such a drawback, as compared to gear couplings, as they are somewhat large in size , cost, increased requirements for working conditions).

Preselective gearboxes (Direct-Shift Gearbox - DSG) can compete with automatic hydromechanical planetary transmissions in fuel economy, weight and size characteristics, gear shifting speed, simplicity and technological design [5. URL: https://vwts.ru/index.php?p= page05_02e (Date of access: 03/30/2019)].

However, the construction principle of the DSG gearbox allows you to switch only sequentially to a pre-prepared gear: the possibility of skipping gear is not provided.

To increase the speed of switching from gear n, it is advantageous to have two prepared gears: adjacent high n + 1 and adjacent low n – 1.

However, the binary logic of the traditional DSG eliminates this.

By itself, this principle is known and implemented, for example, in the transmission of Three clutch powersift transmission [6. US 7,552,658 B2, F16H3 / 08, 09/20/2007].

It consists of three shafts with gears, two of which are coaxial, and three PMTs, with the possibility of simultaneous preparation for the inclusion of a choice of two gears - (n + 1) or (n-1) adjacent to gear n.

But this technical solution has its drawbacks - the complexity of the design, the increase in mass of the gearbox. Skipping gears when shifting remains unrealizable.

Gear shifting without breaking the power flow in combination with automation of the control of the transforming mechanism is an urgent task for construction, transport and special equipment. The large torques characteristic of the transmissions of such machines make it difficult to scale the DSG design and use similar gearboxes on special equipment. Thus, the search for new principles for constructing gearboxes with preselective switching, adapted to work on construction and special equipment, is an urgent problem.

On the indicated path of improving KP, the authors prepared and patented the KP design, which can (and should be) considered not only as a successful, adapted “workpiece” for solving the indicated problem, but also as the closest analogue (prototype) of the claimed invention.

This is a multi-shaft “Camomile” gearbox containing an input drive, driven, including intermediate in the amount of m, and output, shafts located parallel to each other, while the input drive has been installed as the central one, and the intermediate driven have been arranged symmetrically around the central shaft with an angular step φ = 360 ° / m, and gears mounted on the shafts with the possibility of their selective inclusion into operation by means of disk friction controls, some of which are mounted on the drive shaft and hereinafter referred to as central, and the rest - one at the output of each intermediate follower shaft before summing the transmission to the output shaft and hereinafter referred to as output, with the possibility of fully switched on selectively two of them through a control system [7. RU 2658474, IPC F16H 3/095, F16H 3/097, 06/21/2018].

In it, on the input drive shaft, several (in particular two-three) two central PMTs are sequentially installed, with the possibility of selectively switching on only one of them, each with a drive gear on a bearing permanently engaged with its own group of driven gears, rigidly mounted one by one on each intermediate driven shaft, with the possibility of transmitting power from the input shaft to the output shaft in any nth gear.

In particular, at m = 5, the CP contains PMTs in the amount of either seven or eight, depending on the number of gears (modes).

The camomile transmission control method is known from the description of its operation in the source [7]. It consists in the selective inclusion of the nth transmission by means of switching, by means of a control system, two PMTs corresponding to this transmission, one of which is central and the other output.

At the same time, a limited-smooth (that is, without preselective switching) transition from one gear to a higher or lower gear is carried out.

Thus, in KP “Camomile”, with all its obvious advantages, the principle of preselectivity of gear shifting is not implemented, especially with the possibility of skipping gears (Ah) (shifting “through one or a choice”). This conditions the still insufficiently high TEC and the capabilities of the KP prototype Camomile (along with the imperfection of the mentioned American preselective KP close analogue [6].

The technical problem (problem), which the claimed group of inventions is aimed at, is to eliminate these drawbacks and, accordingly, to improve the performance and layout capabilities of the gearbox, by implementing the principle of preselective gear shifting, and with the possibility of skipping gears or gears (switching through one or even two or three to choose from) when switching both “up” and “down” in the range of gear ratios.

The solution of the problem (problem) is achieved, firstly, by the use of the device, namely by the fact that in a preselective multi-shaft gearbox containing an input drive, driven, including intermediate in the amount of m, and output, shafts located parallel to each other, the leading input shaft is set as the central one, and the intermediate slaves are placed symmetrically around the central shaft with an angular pitch of φ = 360 ° / m, and gear wheels mounted on the shafts can be selectively turned on by disk friction controls, some of which are installed on the drive shaft and hereinafter referred to as central, and the rest - one at the output of each intermediate output shaft before summing transmission to the output shaft and hereinafter referred to as output, with the possibility of fully switched on selectively in two of them through the control system according to the invention, the system control performed with the possibility a fully engaged state of at least the third friction control element simultaneously with the two mentioned, at least one of which is the central one and at least one is the output one, with the possibility of transmitting power from the input shaft to the output shaft in any nth gear and simultaneously preparing a preselective continuous transfer selectively to the (n + 1) th, (n-1) th, (n + 2) th or (n-2) th and so on depending on the number of countershaft m, that is, to adjacent gears as forward and reverse gears, or with skipping gears or forward gears.

The solution to this problem is also achieved due to an additional design feature (with the main set of features formulated above): the gearbox can contain four intermediate driven shafts located around a central one with an angular pitch of 90 ° and seven friction controls, including three central and four output, with the possibility of a preselective gear shift in no more than one. (This is the result of optimizing the KP scheme in the application to the above classes of construction and special transport equipment, including tractors of traction class 4 and 6-8, high-speed wheeled and tracked vehicles weighing more than 20 tons, requiring a fairly large number of gears).

To solve the same problem (problem), secondly, the claimed method of controlling a gearbox with the above structural features is directed, which selectively includes the nth gear by switching, by means of a control system, two friction control elements corresponding to this gear, one of which is central, and the other is output, and in which case, according to the invention, they preliminarily prepare the inclusion of at least two other gears to choose by additional inclusion, by means of a control system, of a third friction control element - either another output, or another central , depending on the number of the selected transmission from among the possible (n + 1) -th, (n-1) -th, (n + 2) -th, (n-2) -th and so on, that is, adjacent to n -th gear or skipping one or more than one gear.

Among the known devices and methods, no such combination of essential features would coincide with those declared. At the same time, it is due to the latter that a new technical result is achieved in accordance with the problem.

The inventive device is a preselective multi-shaft gearbox explained, on the example of a three-speed gearbox with a central input drive shaft, four intermediate driven shafts and three central PMTs, in the drawings:

figure 1 shows a simplified diagram of the gearbox, a transverse projection of the gearbox, where φ is the angular pitch between the intermediate driven shafts with respect to the central shaft; O, X, A (B, C, R) - input, output, parallel cargo shafts; C _{O1 ... O3} and C _{A (B, C, R)} - disk couplings on the input and cargo shafts; Σ - summing gear mechanism (adder).

in FIG. 2 is a view K of FIG. 1;

in FIG. 3 schematically shows gear groups for an example gearbox of FIG. 1, in other words, sections of the gearbox by planes normal to the axis of the shafts in the regions of the central PMTs 9-11 (С _О1 , С _О2 , С _О3 ), where numbers 1-9 indicate the numbers of forward gears, R _1-3 - reverse gears.

For convenience of understanding and speculative perception, in FIG. 1, 2, the main components of the device have a double (duplicate) designation - in numbers (item numbers) and letters with indices.

With reference to FIG. 1, 2 are indicated:

1 - centrally located leading input shaft 0; 2 - driven output shaft X; 3-6 - four driven intermediate (cargo) shaft located parallel to the shaft 1 around it; 7 - summing gear mechanism (adder); 8 - gears in the amount of three pairs with different gear ratios to the drive from the central shaft 1 to each intermediate shaft 3-6 (total 12 pairs); 9, 10, 11 - respectively, the first, second and third disk central PMTs, controlled by a control system (CS), mainly hydraulic; 12 (13-15, not shown) - disk output PMTs, also controlled by the control system; 16 is an example of a driving gear of an adder 7.

A preselective multi-shaft gearbox, mainly for transmissions of construction and special vehicles, contains (see Fig. 1, 2) an input drive shaft 0, driven intermediate (cargo) shafts in the amount of m (in this example there are four: m = 4, respectively shafts 3 -6), and output shaft X located in parallel.

In this case, the shaft 0 is set as the central one, and intermediate 3-6 parallel to it are placed symmetrically around the shaft 0 (taking into account the possible moderate variation of the radial dimensions to ensure the gear ratio spectrum i _n gear pairs 8) with an angular pitch of φ = 360 ° / m ( see Fig. 2).

On the shafts 1, 3-6, gears 8 are mounted, grouped in pairs (3 × m = 3 × 4 = 12 pairs), and three for each of the three "transverse" rows (see Fig. 3). In this case, the driving wheels of each pair 8 are connected with the corresponding drum (or are made on the drum) of the first, second and third central PMTs 9-11, that is, with the possibility of connecting to the shaft 0 only when the “PMT” 9-11 is turned on, and the driven gears are in constant tight connection with the corresponding intermediate shaft 3-6.

It is possible to selectively engage gear pairs 8 in operation (power transmission through the gearbox) by means of PMTs 9-15, some of which (9, 10 and 11) are mounted on shaft 0 and hereinafter referred to as central, and the rest (12, 13, 14 and 15 ) - one at the output (directly in front of the adder 7) of each intermediate shaft (3, 4, 5, and 6) before the summing transmission (adder) 7 to the output shaft X and hereinafter referred to as output, with the possibility of their selective inclusion through the control system.

The control system is configured to fully turn on (with compressed friction disks in the package) at least a third PMT (out of the seven (9-15) indicated simultaneously with the two mentioned above, at least one of which is central and at least one is output. transmitting power from input shaft 0 to output shaft X by means of one (and only one!) on any nth gear and simultaneously preparing a preselective continuous transfer selectively to the (n + 1) th, (n-1) th, (n +2) th or (n-2) th and so on depending on the number of countershaft m, that is, on adjacent gears of both forward and reverse gears, or with skipping gears or forward gears. , and for the considered example with m = 4 - preferably no more than one maximum.

In the simplest case, the adder 7 is a block of gears with fixed axles. It summarizes the torques (taking into account their sign), but not the speed of rotation of the links. In the presence of a shaft 3-6 (R), however, it is preferable to connect it to the adder 7 through a differential mechanism.

In addition, in the design of the PMT 15 (C _R ) it is advisable to apply the provisions formulated in the source [8. RU 2618661. Flatterless multi-plate friction clutch for connecting drive shafts with the possibility of their rotation in different directions / Lozin A.V., Dobretsov R.Yu., Semenov A.G. // 05.05.2017. Bull. No. 13].

The described example of gearbox with m = 4 was selected for presentation in the description as optimized by the authors (and therefore, rational, recommended priority), and, as we see, it contains 4 intermediate driven shafts (12-15) located around the central drive shaft 0 with an angular in steps of φ = 90˚ and seven PMTs (9-15), including three central (9-11) and four output (12-15), with the possibility of preselective gear shifting, preferably no more than one (to avoid large dynamic loads on PMT).

Other particular constructive solutions are possible within the framework of the claimed combination of essential features.

The operation of the claimed device (its functioning) is, in essence, the claimed method.

Above the text, the strict wording of the proposed method for controlling the device KP (which is necessary for the formation of the formula of the group of inventions) was given. The following is a detailed description of the operation of the claimed KP in the annex to the described specific example.

Torque is supplied from the power unit to input shaft 1 (0).

If none of the central PMTs 9-11 connected to the shaft 1 (0) is included in the gearbox, neutral is realized in it.

The summation of the torques passing through the shafts occurs on the adder 7.

Starting the vehicle in the normal mode is provided for in second gear (n = 2), and the PMT 9 (C _O1 ) and PMT are turned on, connecting the shaft of this gear to the output shaft 2 (X) - 13 (C _B ). The operation of slipping is scattered between two simultaneously slipping PMTs (9 and 13). If the power unit includes a torque converter, then the slip operation is dissipated on it.

From the moment the PMT 9 (C _O1 ) is turned on, the adjacent gears — the first and third — have been prepared for operational inclusion. This, in fact, is the “preselectivity” of the CP). When a vehicle sets speed and changes gears in the gearbox “up”, it is possible to skip gears (shift, first of all, through one), accordingly organize the shift algorithm and implement it in the control system.

When switching within the first-third gears (see Fig. 3), it is enough to simultaneously turn off the PMT of the current n-th gear and smoothly connect the PMT of the adjacent gear - either the (n + 1) -th or (n-1) -th choice. Therefore, the hydraulic system should provide for the control of slipping of PMT disks. But at the moment of switching on the third gear, it is necessary to “prepare” the fourth gear for inclusion. When the fourth gear is engaged, the PMT 9 (C _O1 ) is smoothly turned off and the PMT 10 (C _O2 ) is turned on. There is no disruption of the power flow.

If to intensify the acceleration of the vehicle it is required to lower the transmission (kick down mode), the kinematic scheme of the gearbox allows this to be done - the only question is debugging the control algorithm.

Likewise, gear skipping is also possible (shifting through a gear and even after several gears if road resistance allows it), both during upshifts and downshifts.

This is apparent from FIG. 3.

A feature of the considered family of KP kinematic schemes is the need to make reverse gears (group R) on a separate shaft 6 (R). (see Fig. 1, 2). It can accommodate from one to three gears in the total composition of pairs 8. The number of reverse gears is determined by the technical specifications. For most vehicles, it is optimal to have two reverse gears, the first of which is essentially technological, and the second is transport.

In the table. 1 shows the order of switching on the PMT for the CP made according to the scheme of FIG. 12.

The specification of the vehicle’s weight and size characteristics, its operating conditions, and the introduction of special requirements can have a significant impact on the required number of gears. So, represented in FIG. 1, 2, the scheme is not completely universal and optimal for all types of construction and special transport vehicles. However, the very principle of organizing such schemes makes them competitive in comparison with planetary gear schemes.

A subgroup of circuits with three degrees of freedom is graphically represented by this option. A different number of gears can be obtained, for example, using a different periphery of the cargo shafts (table. 2).

Table 2.

KP kinematic family with three degrees of freedom

No. p / p Number of PMTs per
drive shaft k Number
freight
shafts, n Number of modes
work, Z General
PMT number, Y General
number of shafts, N 1 2 2 4 4 3 2 2 3 6 5 4 3 2 4 8 6 5 4 2 5 10 7 6 5 2 6 12 8 7 6 3 2 6 5 3 7 3 3 9 6 4 8 3 4 12 7 5 9 3 5 fifteen 8 6 10 3 6 eighteen 9 7 eleven 4 2 8 6 3 12 4 3 12 7 4 thirteen 4 4 sixteen 8 5 14 4 5 twenty 9 6 fifteen 4 6 24 10 7

Thus, the claimed group of inventions (device and method) can eliminate the aforementioned disadvantages of the prototype and close analogue, and improve the TEH KP. First of all, due to the implementation of the principle of preselective gear shifting and more fully than that of a close analogue, and even more so than a prototype, namely, with the possibility of skipping gears or transmissions.

The name for the KP “Romashka-3F” should be kept in the title of the claimed invention, firstly, for its identification in the family (line, spectrum) of KPs of this class and, secondly, to briefly express its distinguishing feature: the selectivity of switching with three at the same time enabled (closed) PMT (3F).

Claims (2)

1. A preselective gearbox for vehicle transmissions, comprising an input master drive, intermediate slaves in the amount of m, and output shafts arranged parallel to each other, while the input drive shaft is installed as the central one, and the intermediate slaves are arranged symmetrically around the central shaft with an angular pitch ϕ = 360 ° / m, and gears mounted on the shafts with the possibility of their selective inclusion into operation by means of disk friction controls, some of which are installed on the input drive shaft and hereinafter referred to as central, and the rest - one at the output of each intermediate driven shaft before summing transmission to the output shaft and hereinafter referred to as output, with the possibility of a fully switched on state selectively in two of them by means of a control system, characterized in that the control system is configured to fully turn on the state of at least the third friction control element simultaneously with the two mentioned, at least one of which is central and at least one is output, with the possibility of transmitting power from the drive input shaft to the output shaft in any nth gear and simultaneously preparing a preselective continuous transfer selectively to the (n + 1) th , (n-1) -th, (n + 2) -th or (n-2) -th, and so on, depending on the number of intermediate driven shafts m, i.e., on adjacent gears of both forward and reverse gears, or with skipping gears or forward gears. 2. The gearbox according to claim 1, characterized in that it contains four intermediate driven shafts located around a central one with an angular pitch of 90 °, and seven friction controls, including three central and four output, with the possibility of selective gear shifting no more than through one.

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