RU2805899C1 - Shaft-planetary hybrid transmission - Google Patents

Abstract

FIELD: mechanical engineering.

SUBSTANCE: shaft-planetary hybrid transmission contains a multi-mode shaft gearbox, including an input shaft, with the possibility of its connection with the engine. It also has at least two intermediate shafts parallel to the input shaft, an output gear mechanism, a gearbox output shaft parallel to the intermediate shafts, gears and gear shift clutches, and disc friction controls. A simple summing planetary gear mechanism with clutch function is installed at the entrance to the gearbox. Its sun gear is connected to the input shaft of the gearbox. The carrier is equipped with brake T₀ and is configured to communicate with the said engine. The epicycle is equipped with brake T₁ and is configured to communicate with an additional motor. At the gearbox output, an additional gearbox is installed in the form of a controlled stepped planetary mechanism based on simple planetary gear sets, the sun gears of which are combined and connected to the gearbox output shaft. The epicycle of the first row and the carrier of the subsequent rows are combined and brought out as output shaft X. The carrier of the first row is equipped with brake T_R. The epicycle of each subsequent row is equipped with brake - T₂, T₃,…, and the epicycle of the last row is connected with output shaft X indirectly through clutch - C₃ or C₄.

EFFECT: improved performance of the transmission and the vehicle as a whole.

2 cl, 2 dwg

Description

The invention relates to transmissions with shaft-type gearboxes of the “Romashka” and “Configuration” families, mainly for trackless ground vehicles - tracked and wheeled vehicles.

Current issues for tracked and wheeled vehicles for various purposes are the provision of a number of modes (including gears in the gearbox) sufficient for straight-line movement in a wide range of operating conditions, and the use of hybrid power plants, mainly in a combination of an internal combustion engine (ICE) and traction an electric motor, or better yet, a reversible electric machine (REM).

Among the ways to improve the technical, operational and tactical-technical characteristics (TEC, TTX) of transport vehicles in these areas is the use of multi-mode gearboxes, preferably with preselective control, for example, [1. Shuvalov E.A. Improving the performance of tractor transmissions. P.: Mechanical engineering. Leningr. dept. 1986 - 126 p., ill. - P. 1-10, 14, fig. 1.1, 1.2, 1.3, 1.4, 1.10; 2. RU 00131781, IPC B60K 17/32, 05/27/2000; RU 2419007, IPC F16H 3/083, F16H 37/04, 05/20/2011; RU 2167772, MPK B60K 17/00, B60K 17/08, 05/27/2001; 3. RU 2657483, MPK F16H 3/095, F16H 3/097, 06/14/2018 “18-speed mechanical shaft transmission, mainly for tractors”]; “Romashka” checkpoint family [4. RU 2658474, MPK F16H 3/095, F16H 3/097, 06/21/2018, “Romashka” multi-shaft gearbox; 5. RU 2691678, MPK F16H 3/093, F16H 37/02, 06/17/2019, “20-mode single-flow shaft gearbox “Configuration-20””; 6. RU 2691506, MPK F16H 3/093, F16H 3/093, 06/14/2019 “24-mode single-flow shaft gearbox “Configuration-24”; 7. RU 2723206, MPK F16H 37/04, F16H 3/087, 06/09/2020, “Preselective gearbox “Romashka-3F” for vehicle transmissions”];

The technical characteristics of the mentioned gearboxes [1, 2], with all their positive properties and demand in the past, present and future of the automotive and tractor industry, in the current century no longer satisfy the modern needs of consumers (customer requirements) and the level of development of transmissions of traction vehicles, which include tractors. This also applies to layout problems. In particular, the practice of using disc friction controls (gear shifting) is expanding [8. RU 2167772, MPK B60K 17/00, B60K 17/08, 05/27/2001], [3], which significantly increase the smoothness of shifting and are a tool for implementing the principle of seamless gear shifting in the gearbox (despite such disadvantages as somewhat larger dimensions, cost, increased requirements for working conditions).

As for hybrid power drives and, accordingly, hybrid transmissions [9. Hybrid transmission - URL: https://wiki.zr.ru/ Hybrid_transmission. (date of access: 05/10/2022)], then it is their gear part that often turns out to be poorly suited for these purposes.

The closest analogue (prototype) in terms of purpose and set of essential design features to the claimed device is (in the designations adapted by the applicant to the claimed device) a ground vehicle (VV) transmission based on a shaft gearbox (Gearbox) of the "Romashka" and "Configuration" families ", containing a multi-mode shaft gearbox, including an input shaft with the possibility of its connection with the engine, at least two intermediate shafts parallel to the input, an output gear mechanism and an output shaft of the gearbox parallel to the intermediate ones, gear wheels and gear shift clutches installed on the shafts, as well as disc friction control elements, with the ability to connect the output shaft of the gearbox with devices for additional reduction, reversal, rotation and braking of the drive wheels or other drive elements [5. RU 2691678, IPC F16H 3/093, F16H 37/02, 06/17/2019].

The prototype is described in detail and protected by the specified patent in the part of the gearbox, since it is this that is the subject of the invention in the source of information [5]. At the same time, the object of protection - the gearbox - is not taken out of context: in the description and essence of the technical solution there is an “unobtrusive presence”, along with the engine (power unit), of other integral components, together with the gearbox making up the transmission, as an energy relationship engine with an actuator (for a vehicle these are drive wheels), namely an additional gearbox between the engine shaft and the input shaft of the gearbox, a steering control device in one form or another (this is not important here), stopping brakes and final drives at the drive wheels.

The technical result of using the prototype [5] is the expansion of the layout capabilities of the gearbox due to the multivariate choice of configuration of the set of axes of all shafts in the cross section of the box, in accordance with the layout and/or aggregation of the engine-transmission compartment and the vehicle as a whole, ensuring a tight layout. What is especially important from the standpoint of joint installation and, especially, aggregation of the gearbox with the engine. And this determines the improvement of the technical characteristics / performance characteristics of the vehicle.

However, the prototype has a number of imperfections and does not fully utilize the technical potential for improving a number of properties and characteristics. So, the prototype can be noted:

- insufficiently wide layout capabilities of the gearbox and insufficient compactness;

- problems of vehicle dynamics when the internal combustion engine operates in maximum efficiency mode, which means limited use of this mode;

- problems of ensuring full transmission reverse;

- problems of ensuring recovery;

- problems of implementing the “ICE start” mode; and etc.

The technical problem (task) to which the claimed invention is aimed is to eliminate the indicated shortcomings of the prototype and, accordingly, to develop a compact hybrid transmission with extended technical characteristics / performance characteristics.

A hybrid transmission, built on the basis of new multi-shaft gearboxes, which includes the mentioned “Romashka” gearbox family [4-7], would make it possible to more rationally use the technical potential of these units. Moreover, without significantly complicating the unit control system.

The solution to this problem is achieved by the fact that in a shaft-planetary hybrid transmission containing a multi-mode shaft gearbox, including an input shaft with the possibility of its connection with the engine, at least two intermediate shafts parallel to the input, an output (shaft) gear mechanism and an output shaft gearboxes, parallel to intermediate gearboxes, gear wheels and gearshift clutches mounted on shafts, as well as disc friction control elements, with the ability to connect the output shaft of the gearbox with devices for additional reduction, reversal, rotation and braking of the drive wheels or other drive elements, according to the claimed invention, at the entrance to the gearbox there is a simple summing planetary gear mechanism with a clutch function, the sun gear of which is connected to the input shaft of the gearbox, the carrier is equipped with a brake T ₀ and is configured to communicate with the said engine, the epicycle is equipped with a brake T ₁ and is configured to communicate with an additional engine, thus forming two input transmission links, and at the output of the gearbox, an additional gearbox is installed in the form of a controlled stepped planetary mechanism based on at least one simple planetary gear set, the sun gears of which , when there are two or more rows, combined and connected to the output shaft of the gearbox, the epicycle of the first row and the carrier of subsequent rows are combined and output as the output shaft X, the carrier of the first row is equipped with a brake _TR , the epicycle of each subsequent row is equipped with a brake - T ₂ , T ₃ , ... and the epicycle of the last row is connected to the output shaft X indirectly through the clutch - C ₃ or C ₄ , depending on the serial number of the clutch in the list of friction control elements after the mentioned brakes.

The solution to the problem posed is also achieved due to an additional design feature (with the main set of features formulated above): the input links - the carrier and the epicycle of the mentioned input planetary mechanism can be made with the ability to communicate, respectively, with an internal combustion engine and with a traction electric motor or reversible electric machine (this significantly expands the possibilities of “hybridization” of the transmission, corresponding to the capabilities of the vehicle chassis).

Among the known devices and methods, no such devices have been found whose set 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.

A clear delineation of the restrictive and distinctive parts of the given sets of essential features, reflecting the results of a comparative analysis of the claimed device with the prototype, correlates with the world level of novelty of the technical solution. The world level of novelty is the first of a triad of features (criteria) of an invention.

Further, the totality of distinctive essential features of the proposed hybrid transmission is not a simple sum of the known technical results of using individually known components of the device. There is a “super-effect” (in the patent meaning of this term), which was not obvious to a specialist from the achieved level of technology (of course, before considering the proposed technical solution). With a whole range of additional technical and operational capabilities. This convincingly demonstrates the inventive level of development as the second of the triad of qualifying features of an invention.

The third qualification, industrial applicability, is also undeniable and stems, first of all, from the same accumulated experience in the design, production and operation (practical use) of two- and three-degree planetary gear mechanisms, friction elements and control systems for transmissions and their components.

The inventive transmission is illustrated in the drawings of Figs. 12:

- in fig. Figure 1 shows a simplified kinematic diagram of the first particular case (example) of a shaft-planetary hybrid transmission, where CM ₀ is the input summing planetary gear mechanism; Gearbox - gearbox; SM _gearbox - output planetary gear mechanism (three-link); DKP - additional gearbox; 0, 0*, 0 _gearbox , Х _gearbox , X - input and output links; 1,…, n - parallel intermediate shafts (two such shafts are visible in the figure - lower and upper); M ₁ ... M _n - gearshift clutches in the gearbox; k _1,2,R - kinematic parameters of planetary mechanisms; T _0,1,2,R - disc friction controls (brake); C ₃ - disc friction control element (clutch) on the output link X;

- in fig. 2 is a diagram of the second special case (example) of a shaft-planetary hybrid transmission and a three-row DCT, where (in addition to the designations in Fig. 1) T ₃ is a disc friction control element (brake); C ₄ - disc friction control element (clutch) on the output link X (similar to C ₃ in Fig. 1).

The shaft-planetary hybrid transmission contains a multi-mode shaft gearbox (Gearbox) with parallel shafts, including the input shaft 0 _gearbox , with the possibility of its connection with the engine (usually internal combustion - internal combustion engine), at least two intermediate shafts parallel to the input shaft 0 _gearbox (a total of 1...n parallel shafts in the general case, 1 and n are shown), output gear mechanism (SM), output shaft of the manual transmission, parallel to the intermediate shafts 1...n, gear wheels and clutches M1...Mn gear shift ( gear, gear with synchronizers or in the form of individual disc friction clutches with gears) mounted on intermediate shafts, as well as disc friction controls (brakes, specifically designated below in the text and in the figure). With the possibility of connecting the output shaft X _of the gearbox with devices for additional reduction, reversal, rotation and braking of the drive wheels or other drive elements, characteristic, in particular, of land vehicles (TS).

A simple summing planetary gear mechanism (SM ₀ ) is installed at the entrance to the gearbox. Its sun gear is connected to the input shaft 0 _of the gearbox, the carrier is equipped with a brake T ₀ and is configured to communicate with the mentioned engine (here - internal combustion engine), the epicycle is equipped with a brake T ₁ and is configured to communicate with an additional engine, thus forming two input links of the transmission (in the figure - on the far left).

At the output of the gearbox, an additional gearbox (DCT) is installed in the form of a controlled stepped planetary mechanism on the basis of at least one simple planetary gearset (it is recommended on the basis of two or three such rows, as shown in the examples in Fig. 1 and 2). So in the example of FIG. 1 - with two rows, according to Fig. 2 - with three rows. The sun gears of these rows (if there are two or more rows) are combined and connected to the output shaft X of the _gearbox . The epicycle of the first row and the carrier of subsequent rows (the second in the example of Fig. 1, or the second and third in the example of Fig. 2) are combined and output as the output shaft X. The carrier of the first row is equipped with a brake T _R . The epicycle of each subsequent row is equipped with a brake - T ₂ in a two-row DCT (according to Fig. 1) or T ₂ , T ₃ in a three-row DCT (according to Fig. 2). The epicycle of the last row is connected to the output shaft X indirectly through the clutch - C ₃ in a two-row DCT (according to Fig. 1) or C ₄ in a three-row DCT (according to Fig. 2), that is, depending on the serial number of clutch C in the list of friction control elements after the mentioned brakes.

The input links, namely the carrier and the epicycle of the input planetary mechanism SM ₀ , can be made (recommended) with the ability to communicate, respectively, with the internal combustion engine and with the traction electric motor (TED) or (more preferably) with a reversible electric machine (REM).

The first planetary gear set of the DCT can be made (recommended) with a kinematic parameter k _R from the range [-3, -2]: k _R = -3…-2. In this case, the gear ratio on the output shaft X increases in absolute value by 2…3 times compared to the value on the _gearbox link X - the output from the gearbox.

If there are two intermediate shafts, you can get three operating modes: a basic range of gears plus additional (lower) gears plus reverse. The option with three shafts allows you to use the volume more rationally and ultimately get up to twelve forward gears and six reverse gears.

In the given examples of implementation of the invention (see Fig. 1 and 2), we recall that a well-known gearbox (from the author’s family “Romashka”) was used as a basic gearbox. Therefore, it is not advisable to repeat a detailed description of the design and operation of the gearbox part of the gearbox, especially since this is not the subject of the invention , a reference to the prototype [5], analogue [6], etc. is enough. Let us dwell on the features of the presented example of implementation (mainly according to Fig. 1, since the differences between the second example and the first example are small) and, most importantly, on the features of the operation of additionally introduced nodes and elements - SM ₀ , DKP, friction control elements T _0,1,2,3,R and C ₃ , C ₄ .

The kinematic parameters of planetary mechanisms k _1,2,3,R (see Fig. 1) are set (selected, calculated) based on the theory and practice of synthesis and design of planetary gears.

For some traction and transport vehicles, twelve forward gears are not enough. It is possible to add another (third) planetary gear set with its own controls to the DCT (see the second example in Fig. 2), which will provide an additional group of low gears. For example, the range of changes in gear ratios characteristic of a transforming mechanism is from 0.97 to 11.33 (see [10. Theory and calculation of the Kirovets tractor / E.A. Shuvalov et al. Under the general editorship of A.V. Boykov. - L., “Mechanical Engineering”, 1980. - 208 p.]) can be evenly covered by eighteen gears, divided according to a geometric progression with a denominator of 1.13, and twelve gears with a denominator of 1.25.

The inventive device (using the example of the device in Fig. 1) works as follows.

The friction control element (brake) T ₁ acts as a clutch if it slips when the vehicle starts moving on the internal combustion engine with the traction motor turned off. It’s better to start on the TED. At this time, the internal combustion engine is already running and idling. Further work occurs with _T1 normally switched off.

From the engine(s) (ICE and/or TED and/or OEM, taking into account the summation in the planetary three-link series SM ₀ , through the drive shaft 0 _{of the gearbox} , the power flow is directed to one of the parallel intermediate shafts connected by the corresponding coupling M (see construction principle diagrams of the gearbox of the "Romashka" family in the prototype [5]). In the gearbox, reduction occurs in accordance with the gear engaged. From the gearbox, power is removed through the output (shaft) mechanism SM _gearbox , to the output shaft of the gearbox - X _gearbox and immediately or indirectly (for example, cardan transmission in another particular example) is supplied to the sun gears of the DCP.The operation of the latter is determined by the position of the “local” control elements - T ₂ , C ₃ and _TR .

Forward gears are implemented using brake T ₂ (low gear group) or clutch C ₃ (main gear group). Reverse gears are obtained when the brake T _R is applied.

Full reverse is carried out in forward gears due to a change in the direction of rotation of the TED. This can only be done in electric propulsion mode.

In the example (transmission modification), where shaft 0 is connected to the internal combustion engine, and shaft 0* to the TED or OEM, the internal combustion engine operates in maximum efficiency mode (minimum specific fuel consumption).

In OEM, vehicle braking is accompanied by energy recovery.

When the friction element T ₀ is turned on, shaft 0 and, accordingly, the internal combustion engine shaft is inhibited and the vehicle operates in electric propulsion mode - from the electric motor or from the OEM in the electric motor mode.

The internal combustion engine is started, if necessary, from the electric motor or OEM in the electric motor mode with the friction elements T ₀ and T ₁ normally switched off. In this case, the brakes are T ₂ and T _R. are turned on simultaneously (DCT is locked), and one of the control elements is turned on in the gearbox.

In the first and second examples (see Fig. 1 and 2), clutch C ₃ and C ₄ , respectively, in combination with brake T ₂ and T ₃ , respectively, further expand the capabilities of the device.

Using the principle of controlled slipping [11. Closed-loop control systems for turning tracked vehicles / Yu.V. Galyshev [etc.] // “Scientific and Technical Gazette of St. Petersburg State Polytechnic University”. No. 3, vol. 2, 2014. - P. 201-209] will allow achieving high smoothness of operation.

The use of OEM and high-capacity energy storage devices makes it possible to abandon the traction electric generator (TEG), the presence of which is usually implied in “hybrid” circuits. In this case, the OEM operates in generator mode, for example, during uniform vehicle motion and recuperation, but is used as a motor in other modes.

Thus, the claimed device allows:

- expand the layout capabilities of the gearbox due to the multi-variant selection of the configuration of the set of all shafts in the cross-section of the gearbox, in accordance with the layout and/or aggregation of the engine-transmission compartment and the machine as a whole;

- ensure, with a multi-mode device (including a wide range of gear ratios), high compactness in the axial direction, short and, accordingly, rigid shafts, ease of automation of transmission control;

- ensure smooth and selective gear shifting (transmission operating modes);

- ensure vehicle dynamics when the internal combustion engine is operating in maximum efficiency mode;

- ensure complete transmission reverse;

- provide recuperation when braking the vehicle;

- provide an additional mode - electric propulsion of the vehicle, due to the additional control element To, through which you can stop the shaft of the disconnected internal combustion engine;

- start the internal combustion engine using an electric motor or OEM.

All this determines the improvement of the technical characteristics or performance characteristics of the vehicle, a noticeable expansion of the capabilities of the transmission and the entire vehicle.

Claims (2)

1. Shaft-planetary hybrid transmission containing a multi-mode shaft gearbox, including an input shaft with the possibility of its connection with the engine, at least two intermediate shafts parallel to the input, an output gear mechanism and a gearbox output shaft parallel to the intermediate shafts, gears and gear shift clutches mounted on the shafts, as well as disc friction control elements, with the ability to connect the output shaft of the gearbox with devices for additional reduction, reversal, rotation and braking of the drive wheels or other drive elements, characterized in that at the entrance to the gearbox there is a change gears, a simple summing planetary gear mechanism with a clutch function is installed, the sun gear of which is connected to the input shaft of the gearbox, the carrier is equipped with a brake T0 and is configured to communicate with the mentioned engine, the epicycle is equipped with a brake T1 and is configured to communicate with an additional engine, forming , thus, two input links of the transmission, and at the output of the gearbox, an additional gearbox is installed in the form of a controlled stepped planetary mechanism based on simple planetary gears, the sun gears of which, when there are two or more rows, are combined and connected to the output shaft of the gearbox gears, the epicycle of the first row and the carrier of the subsequent rows are combined and output as the output shaft X, the carrier of the first row is equipped with a TR brake, the epicycle of each subsequent row is equipped with a brake - T2, T3,..., and the epicycle of the last row is connected to the output shaft X indirectly through the clutch - C3 or C4 depending on the serial number of the clutch in the list of friction control elements after the mentioned brakes. 2. The transmission according to claim 1, characterized in that the input links - the carrier and the epicycle of the said input planetary mechanism - are configured to communicate, respectively, with an internal combustion engine and with a traction electric motor or a reversible electric machine.

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