Vehicle stepless transmission

FIELD: transport engineering; automobiles, tractors, diesel locomotives.

SUBSTANCE: proposed vehicle stepless transmission contains final drive, differential 4 and step-up drive, brake device 13, overrunning clutch 21, damper 22 and regulator 14. Driven gear 3 of final drive is rigidly engaged with case of differential 4. Differential gears 6, 8 are engaged with driven shafts 7, 9. Shaft 7 transmits torque to drive wheels (tracks, screw, etc). Shaft 9 sets brake device 13 into motion through step-up drive. Overrunning clutch 21 and damper 22 are fitted on shaft of brake device 13.

EFFECT: reduced losses of torque, prevention of shock loads.

2 cl, 1 dwg

 

The invention relates to vehicles, primarily transmissions of cars, tractors, locomotives.

Traditionally transmission vehicles include either manual transmission or planetary transmission with manual control (economic, sports, winter).

The disadvantages of the above-mentioned transmission gap is the power flux-switching transmission and mandatory mechanism clutch or torque Converter.

Electrical, hydrostatic transmissions and CVTs provide a stepless transmission of torque, but are not widely used because of their complexity, high cost, small transmit power, and the use of expensive materials.

Recently appeared in print descriptions of devices - hydrolytically transfer (patent RF №1028924), adopted for the prototype, in which torque from the engine is transmitted through a complex system of gears and two hydraulic machines, performing the role of hydrocortisol.

It is argued that the proposed hydrolytically transmission provides infinitely variable automatic change of torque.

In the description section of the operating modes of the device it is reported that, when rotating driven shaft, part of the impulse of the moment of consumption, what is the acceleration of the intermediate shaft, which consequently reduces torque output.

The second disadvantage of the prototype is to change the direction of torque on the shafts, gears and hydraulic machines inside the differential mechanism in the process.

Sudden acceleration and sudden stops short of gears, shafts and rotors, hydraulic machines, with significant moment of inertia will cause the occurrence of shock loads on the gear teeth and bearings.

The above drawbacks are eliminated by the claimed invention.

The objective of the invention is reducing the loss of transmitted torque and the exception shock loads on the details of the proposed device.

The technical solution provided by the present invention, is as follows.

Torque from an engine through a drive shaft, a famous chief of the transmission and the differential is transmitted to the driven shaft and the drive shaft of the brake device.

Using the feedback controller acting on the brake device, changes the torque on the driven shaft of the transmission, and the frequency of rotation of the driven shaft.

The energy spent managing transmission is used to drive auxiliary units (turbocharger, turbo fan, etc.)

During the transition from the mode of transmission of torque by the engine brake and back damper, in connection with a braking device, eliminates shock loads in the transmission, and the freewheel allows the shaft of the drive of the brake device to rotate in one direction only.

Schematic diagram of the proposed device is presented in figure 1 (the case of the transmission and the engine not shown in the figure).

Continuously variable transmission made by one of several variants, consists of a drive shaft 1, through which the transmitted torque from the engine, main transmission, the transmitting torque through gears 2 and 3.

Gear 3 transmits torque to the differential case 4, then through the gear-pinions 5 torque transmitted through the gear 6 on the driven shaft 7, and simultaneously through the gear 8 and shaft 9 to the gear 10.

Next part of torque through increasing the transmission including the gears 10, 11, and through the shaft 12 actuates the brake device 13 is controlled by controller 14.

According to the invention the braking force can be generated by any of the known devices (hydraulic, electrical, mechanical), as well as any of the known types of regulators. The controller 14 may be implemented either in conjunction with a braking device, or separately.

In one of the embodiments of figure 1 shows the device with hydraulic t is mosom 13 and separately executed by the controller 14, interconnected pipeline 17.

According to the invention the working fluid is supplied from the tank 15 through the pipes 16, 17, 18. The return of the working fluid in the tank is made through the pipes 19 and 20.

In figure 1 the arrows indicate the direction of fluid motion.

According to the invention the working fluid after the brake device 13 and the controller 14 through line 18 is supplied to the accessory drive (turbocharger, turbo fan, etc.)

According to the invention on the shaft 12 of the brake device 13 is set to two well-known devices: freewheel 21, which allows the shaft 12 to rotate in only one direction, and the damper 22 bilateral actions.

The freewheel 21 and the damper 22 can be installed as two independent devices, or may be combined into one unit.

Continuously variable transmission according to the invention operates as follows.

In the embodiment shown in figure 1 torque from the engine through the shaft 1 is transmitted to the gear 2, then the driven gear 3.

Gear 3 is rigidly connected with the differential case 4, through the housing of the differential and installed gear-pinions 5 and transfers torque through the gear 6 on the driven shaft 7 driving wheels, tracks or in the NT, the other part of the torque through the gear 8 is transmitted to the shaft 9, the driving mechanisms for the transmission control.

According to the invention by means of mechanical transmission consisting of a driving gear 10 and the driven gear 11 through the shaft 12 is driven into rotation known braking device (pump) 13, the working fluid which flows from the tank 15 through the pipe 16.

The controller 14 is designed to distribute the direction and quantity of the working fluid supplied from the hydraulic pump 13 through line 17.

Use the slider 14 through line 18, the working fluid is directed to the aggregates (the turbocharger, the turbo fan etc)

The return of the working fluid in the tank produces the pipeline 20.

According to the invention a continuously variable transmission has three modes of operation

1. Idle speed.

On idling happen rotation of the motor-driven shaft 1, gear 2, gear 3, which is in constant mesh with the gear 2, the differential housing 4, rigidly connected with the gear-satellite 5.

The shaft 7 remains stationary as the drive wheels, which is connected to the driven shaft 7, have much more rolling resistance than all the mechanisms that are driven from the shaft 9 and runs without load.

When the shaft 7 is stationary, the gear 8, the shaft 9 and all wheel drive is provided from these units transmission control rotate at maximum speed, which is determined by the frequency of rotation of the shaft 1 and the gear ratio of the gears 2, 3, 5, 8, 10 and 11.

According to the invention, the brake device (pump) 13 on the idle running without load. The working fluid flows from the tank 15 through line 16, the hydraulic pump 13, the pipe 17, the controller 14, the pipe 1 is returned into the tank 15. The pipe 18 is blocked.

2. The mode of transmission of torque.

According to the invention by means of controller 14 overlaps the pipe 19 and gradually decreases the cross section of the holes on the outlet of the working fluid from the braking device (hydraulic pump) 13.

Thus, on the shaft 12 and, accordingly, the associated gears 10, 11 and the shaft 9 increases the moment of resistance.

When the drag torque on the shaft 9 will exceed the drag torque on the shaft 7 connected with the driving wheels is smooth starting of the vehicle.

The increasing speed of the vehicle is further reduced cross-section orifice at the exit of the working fluid from the braking device (hydraulic pump) 13 control 14.

The decrease in speed is achieved by reducing the torque on the shaft 9, i.e. by increasing the cross-section of the outlet of the brake unit (hydraulic pump) 13.

On the mode of transmission of torque to the pipe 18 is opened and the working fluid under pressure may be supplied to drive the turbocharger, the turbofan, to lubricate the bearings and other drive units, thereby saving the entity engine.

The return of the working fluid in the tank 15 is made through the pipe 20.

3. The engine braking mode.

The engine braking mode is characterized by the fact that the moment of resistance, i.e. from the drive wheels via a shaft 7 is transmitted on the transmission and the engine. When changing the sign of the torque on a shaft 7 changing the sign of the torque on the pinion gear 6, the gear satellites 5, the casing of the differential gear 4, the gear 8 on the shaft 9, the gears 10, 11 and the brake device (pump) 13.

To prevent rotation in the opposite direction of the shaft 12 and the pump 13 on the same shaft with it installed well-known freewheel 21. To prevent rotation in the opposite direction of the shaft 12 and the pump 13 on the same shaft with it installed well-known freewheel 21.

On the same shaft 12 has a known damper bilateral actions, preventing shock loads in the mechanism proposed transmission when switching from mode to mode.

According to the invention after a soft stop of the shaft 12 stop gear 11,10, shaft 9, the gear 8.

When stopped, the gear 8 gear-5 satellites start to our teams around its axis, by means of which they are installed in the housing of the differential gear 4, which is also rotated through the gear 3, 2 and the shaft 1 rotates the motor shaft in which the fuel supply during the braking mode is switched off.

1. Continuously variable transmission of a vehicle, containing the main transmission, differential, Overdrive transmission, brakes, freewheel, the damper regulator, characterized in that the driven gear transmitting torque from the motor, is rigidly connected to the housing of the differential gear, which rotates and drives the gear-pinions associated with the gears installed in the housing of the differential gear and connected with the driven shafts, one of which transmits torque to the drive wheels (caterpillars, screw and so on), and the other shaft drives through increasing the transmission brake device, on the shaft of which is equipped with a freewheel and a damper.

2. Continuously variable transmission of a vehicle according to claim 1, wherein the controller allows you to direct the energy supplied from the engine to the brake device on the accessory drive.



 

Same patents:

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FIELD: transport engineering.

SUBSTANCE: proposed final drive contains housing with oil reservoir, driven bevel gear and driving bevel gear with front and rear taper bearings whose outer races are press-fitted in bearing cup, and oil collecting pocket. Holes to let oil in and out are made in housing and bearing cup. Plate-type oil slinger with hole in central part is installed in cup between bearings. Diameter of slinger hole is less than inner diameter of front bearing outer race.

EFFECT: improved efficiency of lubrication of bearing of final drive driving gear.

FIELD: transport engineering; transmissions of wheeled vehicles.

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FIELD: transport engineering; transmissions of wheeled vehicles.

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2 dwg

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FIELD: transport engineering.

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FIELD: transport engineering; automobiles, tractors, diesel locomotives.

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2 cl, 1 dwg

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3 cl, 3 dwg

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