Continuously variable driveline for vehicle

FIELD: transportation.

SUBSTANCE: in drive of each axis mover driveline module is used which comprises central gearbox with differential and device for its remote locking, two safety couplings, two variators with flexible metal members, two device for changing radius of variator pulleys rolling, two or more universal-joint drives, two sensors for measuring of rotation speed of driving variator pulleys, two sensors for torsion torque measuring which are located between central gearboxes and movers, two sensors for rotation speed measuring located between movers and driven variator pulleys. Driveline electronic control unit is connected to torsion torque measuring sensors, to rotation speed measuring sensors of driving variator pulleys, to sensors for measuring of lateral and longitudinal vehicle accelerations, to sensors for measuring of powertrain crankshaft rotation speed, to sensors recording transfer case operation modes.

EFFECT: improvement of continuous wheel traction variation capability within large range of ratios, elimination of power circulation phenomena, increase in driveline assemblies and units standardisation.

9 cl, 11 dwg

 

The invention relates to transport machinery and vehicles, and can be applied mainly on two-axle, three-axle and four-axle vehicles intended for use in all road conditions and off-road, as well as in conditions requiring high maneuverability.

As a prototype of the present invention taken continuously variable transmission wheeled vehicles (RF patent 2219076 from 22.05.2002)transmitting torque from a power plant on the four leading wheels via a Central gear, two variable-speed drive, four on-Board gear. This transmission provides infinitely variable transmission of torque, improves maneuverability and mobility of the vehicle, however, does not resolve the phenomenon of the circulation of power", resulting in aggregates and nodes transmission locked differentials, or the lack thereof, to provide the desired distribution of torque on the propulsion, providing better performance properties, such as controllability, stability, efficiency, be equipped with a brake system of a vehicle anti-lock braking system, because it is impossible to regulate the angular speed and the input torque of each thruster in which eljnosti. Also the lack of transmission of the prototype is the inability to transmit a relatively large torque, making it impossible for her to use on a fairly heavy vehicles, because of the peculiarity of the scheme and the existence of the limit torque transmitted by the variator with a flexible metal element.

The present invention is directed to the extension of functionality, reducing the load at the nodes and transmission units, increasing efficiency, increasing unification of units and parts of the transmission, increasing the density and reducing the complexity of the control variable transmission of a vehicle, increasing maneuverability.

The invention consists in the following essential features sufficient to achieve provided by the invention technical results. Continuously variable transmission of a vehicle includes a kinematically interconnected power unit electronic control unit 1, unit 2, allows you to break, to transform and to take out the transmission part power flow (for example, the torque Converter), transfer case 3 with reversing gearbox, differential and remote differential lock (in some cases, it may not the substance of the transfer case). Also the transmission contains at least one transmission module, kinematically connected with the transfer case or reverse gear (in the absence of the transfer case). The transmission module consists of a Central gear 5 with differential and a device to remotely lock, two safety couplings 6, the leading elements which are kinematically connected with gears that transmit torque from the transverse differential, two variable-speed drives with flexible metal elements 7, leading pulleys which are kinematically connected with the output shaft of the safety coupling 6, the two devices change the radii of running leading pulleys of the CVT 4, two cardan or other gear 9, is capable of transmitting rotary motion at a distance, kinematically connected with the driven pulleys of the CVT 7 and propulsion of the vehicle 19, the two sensors measure the torque 16, located between the Central gear 5 and the driver 19 and the two sensors measure the frequency of rotation 14, located between the variable-speed drives 7 and propulsion 19, two sensors measure the frequency of rotation 15, located between the Central gear 5 and a variable-speed drives 7. In the transmission there is an electronic control unit transmission 10, is connected to the incoming is in its composition the position sensor fuel supply 11, the sensors measure the torque 16, the sensors measuring the speed of rotation 14 and 15, the switch movement mode 18, the device changes the radii of running leading pulleys of the CVT 4, the electronic control unit, power unit, a device for remote locking differentials, sensors, longitudinal and transverse accelerations of the vehicle 17, the gauge of frequency of rotation of the motor 13, the angle sensor of the steering wheel 12.

From the nearest analogue, taken as a prototype, the declared transmission differs from a design excluded final drive with self-locking differentials, side drive shafts that transmit torque to the other axle, final drives and drive shafts of the drive propulsors of this axis, so as to drive the two propellers, one axis of the vehicle using one of the transmission module, and to transmit torque to the propulsion of the other axles of the vehicle, which is now in a bridge circuit of the power distribution, uses the same transmission modules, between which you can use center and magaliessig differentials with device remote lock. This transmission when the number of driving axles more than one contains one or more single stage, two stage or with Bo is lsee the number of stages of transfer boxes, which may include differentials with device lock, reversing gears, mechanisms, PTO, sensors, recording modes the transfer case, the mechanisms that control the modes of operation of the transfer case. From a design excluded the device off the steering wheel and locking of the steering mechanism, but in addition to the electronic unit is connected to several sensors for measuring angular velocity, one or more sensors for measuring longitudinal and transverse accelerations of the vehicle. The declared transmission of the vehicle in contrast to the transmission of the prototype has not only one sensor for measuring the torque, and several, a number of which is equal to the number of engines.

The following features characterize the invention in particular cases, specific forms of its implementation.

1. Torque from the cross-axle differential to the safety coupling is transmitted through bevel gears (1, 2).

2. Torque from the cross-axle differential to the safety coupling is transmitted through bevel gears (it is also possible torque transmission belt or chain through the pulley), and the transmission of torque from the output shaft of the variator to the axes through bevel gears. Oh and the rotation of the drive and driven pulleys of the same variable are on one side relative to the vertical longitudinal plane or in it, which belongs to the axis of rotation transverse differential (figure 3).

3. Torque from the cross-axle differential to the safety coupling is transmitted through bevel gears (it is also possible torque transmission belt or chain through the pulley), and the transmission of torque from the output shaft of the variator to the axes through bevel gears. The axis of rotation of the drive and driven pulleys of the same variator lie on different sides relative to the vertical longitudinal plane, which belongs to the axis of rotation transverse differential (3, 4).

4. Torque from the cross-axle differential to the safety coupling is transmitted through bevel gears (it is also possible torque transmission belt or chain through the pulleys lying in the same plane), and the transmission of torque from the output shaft of the variator to the axes through bevel gears. The axis of rotation of the drive and driven pulleys of the same variable are on one side relative to the vertical longitudinal plane, which belongs to the axis of rotation transverse differential or her. The axis of rotation of the elements of the safety clutches and hull transverse differential coincide, and the torque from the safety coupling to the traveling pulley variator is transmitted through bevel gears or through the pulleys by a belt or chain.

5. Torque from the cross-axle differential to the safety coupling is transmitted through bevel gears (it is also possible torque transmission belt or chain through the pulleys lying in the same plane), and the transmission of torque from the output shaft of the variator to the axes through bevel gears. The axis of rotation of the drive and driven pulleys of the same variator lie on different sides relative to the vertical longitudinal plane, which belongs to the axis of rotation of the transverse differential. The axis of rotation of the elements of the safety clutches and hull transverse differential coincide, and the torque from the safety coupling to the driven pulleys of the variator is transmitted through bevel gears or through the pulleys by a belt or chain.

6. Torque from the cross-axle differential to the safety coupling is transmitted through bevel gears (it is also possible torque transmission belt or chain through the pulleys lying in the same plane), and the transmission of torque from the output shaft of the variator to the axes through bevel gears. The axis of rotation of the leading pulley variator, elements of safety couplings, casing transverse differential overlap (figure 5).

7. Bestu encata transmission of a vehicle according to one of the above first six signs, describing the invention in particular cases, the peculiarity of which is that the driven pulleys of the two variators one of the transmission module to transmit torque to one or more of the propellers of one side of a vehicle (Fig.7).

8. Continuously variable transmission of a vehicle according to one of the above first six features that characterize the invention in particular cases, the peculiarity of which is that the driven pulleys of the two variators one of the transmission module to transmit torque to one or more of the propellers of one side of a vehicle, and the torque transmission is carried out in parallel to the transmission modules of the left and right sides (Fig).

9. Continuously variable transmission of a vehicle, consisting of a set of transmission modules, or any combinations thereof, which are used in the transmissions described in the previous characteristics of particular cases. For example, a combination of pavement and airborne transmission schemes torque described in the characteristics of 1 and 7 (figure 9).

Problem solving is achieved by the fact that the continuously variable transmission of a vehicle represents a set of compact uniform transmission modules.

Each transmission module which holds two safety clutch, necessary for the protection of variable-speed drives and other transmission units from overload, which can occur when driving the vehicle (for example, when the loss of one of the wheels contact with the ground). In the schema variable transmission of a vehicle applied the Central gear box, which allows you to skip torque directly to the next module. Through this scheme achieves high unification of the transmission modules, the compact size and the same efficiency of all power flow. Declared a continuously variable transmission of a vehicle in contrast to the transmission of the prototype has not only one sensor for measuring the torque, and several, a number of which is equal to the number of propellers. Thanks to the use of such a scheme, the transmission becomes possible to regulate the angular speed and the input torque of each thruster individually.

To explain the principle of regulating torque to individual wheels or axles when unlocked differentials consider two front axles of a multi-axle vehicle with a differential connection between the wheels on each axis. Assume that the inter-axle and cross-axle differentials symmetric and are characterized by low internal friction. To simplify the next discussion we will assume that pleased the mustache rolling wheels do not depend on the applied torque and equal to each other, while the losses in transmission units do not depend on the mode of operation.

In straight-line motion of the vehicle with a constant velocity Vcuon a level support surface, the absence of slippage of the wheels and the equality of the ratios of all individual progressive transmission half-shaft gear all cross-axle differentials will rotate with the same velocity

where ωLSK; ωSKP; ωDCrespectively the angular velocity of rotation of the left and right half-shaft gear and the differential housing k-th axis;

ukr- the gear wheel gear;

uvar- the gear ratio of the variator.

The moments applied to the left and right wheels of the first axis will be equal to

where MKL1; MKP1; M1- moments applied to the left and right wheels and to the housing of the differential, respectively;

ηkr- the efficiency of wheeled gear;

ηvarthe coefficient of the variable.

While increasing the gear ratio of the variator right wheel of the first axle on the value of Δuvarand the reduction gear ratio of the variator left wheel first axis at the same value Δuvarequality (1) n is crumbling and the angular velocity of rotation of the half-shaft gears of the left and right wheels of the first axle will be respectively equal to

where- the angular speed of rotation of the left and right half-shafts of the gear wheels of the first axis after the correction of the gear ratio of the CVT first axis.

Thus, the right half-shaft gear front axle will accelerate and the left will slow down. However, the speed of rotation of the hull transverse differential first axis will remain the same

Despite the fact that the symmetric cross-axle differential splits the torque between pausetime gears equally, the moment applied to the right wheel of the first axis in accordance with the increased ratio of the area of the transmission between the cross-axle differential and a sprocket wheel will be increased

and the point on the left wheel reduced

when the same amount of torque supplied to the front axle

whereaccordingly moments applied to the left and right wheels and the body of the differential after the correction of the gear ratio of the CVT first axis.

While increasing ratios of both options is atarov the first axis by the amount Δ uvarand the reduction gear ratios of both variators second axis at the same value Δuvarthe angular speed of rotation of the drive shafts transmitting torque of the first and second leading axes, respectively, increase and decrease, and will be equal to

where- the angular speed of rotation of the drive shafts transmitting torque to the first and second axes, respectively, after correction of the gear ratio of the CVT of the first and second axes;

ukr- the gear ratio of the Central gear.

The angular velocity of the body center differential will remain constant

where- angular velocity of the body center differential that distributes torque between the first and second axes before and after the correction of the gear ratio of the CVT of the first and second axes, respectively.

As in the symmetric axle and cross-axle differential time is divided equally, the moment applied to the wheels of the first axis, in accordance with the increased ratio of the area of the transmission between the sprocket wheel and center differential bude is increased and the moments on the left and right wheels are equal, and the moment applied to the wheels of the second axis reduced:

Similarly regulated the distribution ratio of torque between the trucks of the vehicle.

Improving the fuel efficiency of the vehicle is achieved, first, by the operation of the power plant on the minimum fuel consumption that is provided by selecting an appropriate stage in the transfer case and the average value of the ratio of the total number of CVT vehicles (average for all vehicles of the gear ratio of the CVT) and, secondly, the correction of the gear ratio of the CVT so that when the movement of a single vehicle at a constant speed to provide the rolling of each of the wheels in a free mode, when the torque applied to any of the wheels equal to the moment of rolling resistance of the wheels. The choice stage in the transfer box and gear ratios of the individual variable-speed drives is an electronic control unit 10 based on information received from the sensor pedal position fuel supply 11, the torque sensors 16, gauge, longitudinal and transverse accelerations 17, the sensor measuring the rotation angle of the steering wheel 12, the speed sensors crankshaft dvigatelya and propulsion 19.

The transition from the mode of operation, providing a minimum fuel consumption, driving with a maximum speed driver is forced by means of the switch 18 or automatically.

When the vehicle turns with the aim of reducing the likelihood of slip of the wheels at the same time increase the gear ratio of the CVT, which leads external to the centre of rotation of the propellers, and accordingly increases the pull on these most loaded vertical force, propellers, and on the inner unloaded the drivers in the reduction gear ratios of the respective variable thrust is reduced.

If the demolition of the front axles or skidding rear axles happens a mode dynamic stability control system works as follows.

First, it reduces the torque applied to the sliding axis, and increases the torque supplied to the non-slip axis, which in the progressive sliding of the axes of the gear ratio is reduced, and progressive non-slip axis increase.

Secondly, redistribute the torque between the driving force for each of the axes so that the moment created by the forces of thrust of the propellers one axis, prevented the spread of the vehicle. When the demolition of the front propellers on all axes or only carried Alizadeh axes additionally increase the gear ratio of the CVT, along the side of a vehicle, in the direction of which is removed, and decrease the gear ratio of the CVT along the other side. When skidding rear axles on all axes or only on non-slip axles additionally decrease the gear ratio of the CVT, along the side in the direction of which is skidding of the vehicle, and increase the gear ratio of the variator other side.

Thirdly, if necessary, reduced developed by the engine torque and decreases the rotational speed of a crankshaft of the engine.

Locking differentials are produced either by the driver manually with a switch or automatically by an electronic control unit upon detection of slippage of propulsion.

Since it is possible to regulate the angular speed and the input torque of each thruster individually even when locked differentials by changing the current gear ratio of the CVT, then declared a continuously variable transmission of a vehicle is able to eliminate the phenomenon of the circulation of power", resulting in aggregates and nodes of the transmission.

For proof of this fact is sufficient to consider the elimination of the phenomena of the circulation of power" on the example of the two-wheeled bike, sovershaem the th curvilinear motion, wheels which are one and the same chain through the sprocket of the same diameter as the technique of eliminating this phenomenon is similar for all cases and does not depend on the number of wheels and their relative location.

Assumptions into consideration:

1) are not taken into account the factors tilt wheel;

2) the total moment applied to the transmission during the passage just curvilinear trajectory, does not change;

3) the rolling radius of the front wheel is equal to the rolling radius of the rear wheel.

So, find the torque acting on both wheels at different angles of rotation of the front wheel. This will simulate the rotation of the front wheel by changing the radii of the rolling both wheels by an amount dependent on the angle of rotation, in such a way that the sum of the radii of the wheels has not changed (the condition imposed by the nature of the phenomenon, against whom the invention).

where X is the amount by which it is necessary to change the radii of the rolling wheels to simulate rotation of a Bicycle;

rp0- the rolling radius of the front wheel;

rz0- the rolling radius of the rear wheels;

θ - the angle of rotation of the wheel;

rkp0=rp0+X;

rkp0- modified the rolling radius of the front wheel;

rkz0=rz0-X;

rkz0 - modified radius rolling back the Olsen.

As a feature of the actuator due to the equality of the angular velocities of the front and rear wheels, the rolling radii will be equal and increment offset by twisting or slipping of the wheels in different directions of rotation. Find real radius rolling, adjusted the action of the applied torque:

where rk is the real radius of the rolling wheels;

λR - coefficient of tangential elasticity of the front wheel;

λz - coefficient of tangential elasticity of the rear wheels;

M is the total torque.

Now find the torques acting on the wheels:

where MP is the torque acting on the front wheel;

where Mz is the torque acting on the rear wheel.

To find such increase in the angular speed, saying that it will be possible to equalize the torques acting on the different wheels, before finding this increment to the radii of the rolling:

where rr is the value of correction of the radii of the rolling;

where Δω - the value of the correction angular velocity of the wheels.

Now we adjust the torques acting on the wheels:

The phenomenon of the circulation of power" is resolved.

Declared a continuously variable transmission of a vehicle is the following construction. Torque from the power plant through the torque Converter is supplied to the transfer case that distributes torque through the transmission modules, which are carried out through either the entire flow of power coming to them, or part thereof, giving the remainder to other transmission modules behind him. In the transmission module torque is applied to the input shaft of the Central gear. The leading elements of safety couplings are connected each with one of two output shafts of the Central gear and the driven elements are installed in leading the pulleys of the CVT. The driven pulleys of the variator, in turn, transmits torque to the wheel with the gear by means of drive shafts. The output shaft of wheel gear kinematically linked to propulsion. The electronic control unit transmission is connected to the pedal position sensor fuel delivery, sensors measurement torque sensors measure the rotational speed of the leading pulleys of variable-speed drives, sensors measure the frequency of rotation located between the driver and driven pulleys of variable-speed drives, one or some of the sensors measuring the longitudinal and transverse accelerations of the vehicle, if available, the mode switch motion sensor measuring the frequency of rotation of the crankshaft of the power plant, the angle sensor of the steering wheel, the device changes the radius of the running of the pulleys of the variator, devices for remote locking differentials, sensors, recording modes transfer box, if any, to the mechanisms that control the modes of operation of the transfer case, if applicable, the electronic control unit power unit.

Figure 1, 3, 5, 7, 8, 9 shown are two options kinematic schemes variable transmission of a vehicle, figure 2, and 4 show two variants of the kinematic patterns of the transmission modules, and figure 6 shows the various options for transmission vehicles, distinguished by different number of driving axles, where:

1 - power unit electronic control unit;

2 - the unit that allows you to break, to transform and to take out the transmission part power flux;

3 - transfer case, which includes differentials with device lock and reverse gearbox;

4 - the device changes the radius of the running of the pulleys of the variator;

5 - pass the Central gear wheel differential and a device to remotely lock;

6 - precochran the coupling part;

7 - CVT with flexible metal element;

8 - wheel reducer;

9 - PTO or another transfer capable of transmitting rotary motion at a distance;

10 - electronic control unit transmission;

11 is a sensor that determines the position of the pedal fuel;

12 is a sensor measuring the rotation angle of the steering wheel.

13 - the gauge of frequency of rotation of the motor;

14 - gauge of frequency of rotation of the propeller;

15 is a sensor for measuring the rotational speed of the driving pulley of the variator;

16 - gauge torque;

17 - sensors longitudinal and transverse accelerations of the vehicle;

18 - switch driving modes;

19 - propulsion.

The variants differ in the arrangement of variable-speed drives or fully gear modules in space and different combinations of transmission elements, but each of them solves the task.

Idle mode is available due to the separation of the leading and trailing elements unit 2 that allows you to break, to transform and to take out the transmission part power flow (for example, the torque Converter).

The starting off: torque Converter is unlocked, the gear ratio of the CVT 7 ultimate. When exposed to the pedal fuel increases the rotational speed of the output shaft is of vegetale. Accordingly, starts to rotate the output shaft of the torque Converter 2, and the vehicle starts to move.

The clock mode: when the frequency of rotation of the output shaft of the torque Converter close to the speed of the input shaft of the torque Converter 2, it is blocked and an electronic control unit transmission 10 gradually reduces the gear ratio of the CVT 7, processing data received from the sensors.

Movement mode normal: in this mode, the differential is unlocked. Electronic control unit transmission 10 is supported by the equality of the ratios of all variable 7. The inequality of the gear ratio of the CVT 7 arising due to inaccuracies of manufacture of parts, is compensated by the operation of the differential.

Mode of motion in especially difficult circumstances: in this mode the lowest step in the transfer case 3 and blocked all the differentials through devices for remote locking differentials, and the rotational speed of each propulsion device 19 and supplied to them torque can be adjusted individually at specified mode switch movement 18 the algorithm by changing the gear ratio corresponding variator 7. The electronic control unit transmission 10, processing the information received from the date the of IKI measurement of torque 16, sensors for measuring angular velocity 13, 14, 15, and variable-speed drives 7, adjusts the gear ratio of each variator 7 separately. This eliminates the circulation of power in transmission resulting from unequal radii propulsion 19, and also with a curved movement when driving over bumps, and therefore, decreases the spin shaft of the transmission, decreases fuel consumption and increases the overall transmission efficiency.

Reversing is accomplished by enabling the reverse gear in the transfer case 3.

Thus, the proposed transmission provides the claimed technical result due to the individual control thrusters, and also due to their design features and significantly extends the functionality of the prototype.

Described in this example and shown on the design drawings the device continuously variable transmission of a vehicle are not only possible to implement the invention and achieve the above technical result and do not exclude other variants for containing the set of features included in the independent claim.

1. Continuously variable transmission of a vehicle, consisting of a power unit with electronically the m block management, unit that allows you to break, to transform and to take out the transmission portion of the power flow, electronic control unit transmission that is connected to the pedal position sensor fuel supply, switch mode, the device changes the radius of the running of the pulleys of the variator, the device for remote locking differentials, propeller or other gears, capable of transmitting rotary motion at a distance, connecting the transmission units, the Central gearbox with differential, variable-speed drives with flexible metal elements, characterized in that the transmission is enabled sensor measuring the frequency of rotation of the output shaft of the power plant, the sensors measure the longitudinal and transverse accelerations of the vehicle, for drive two propellers, one axis of the vehicle using one transmission module, consisting of a Central gearbox with differential and a device to remotely lock, two safety couplings, the leading elements which are kinematically connected with the cross-axle differential through bevel gear wheels, two variable-speed drives with flexible metal elements, leading pulleys which are kinematically connected with the non-driven elements of the safety coupling, the two devices changes radio is and running pulleys of the variator, two or more u-joints and/or other gears, capable of transmitting rotary motion at a distance, transmitting torque from a variable-speed drives for propulsion, two sensors measure the rotational speed of the leading pulley variator, two sensors measure the torque distributed between the Central gear and propellers, two sensors measure the frequency of rotation located between the driver and driven pulleys of the variator and to transmit torque to the propulsion of the other axles of the vehicle, carried out in a bridge circuit of the power distribution, apply the same transmission modules, made a passing or not passing, kinematically interconnected through inter-axle differentials with device lock, PTO, or other transmission, capable of transmitting rotary motion at a distance, and if the transmission has a number of leading axes more than one, the transfer case may have one or more steps which may include a differential device for locking differentials, reverse gear, one or more mechanisms PTO, one or more sensors registering the modes of operation of the transfer case, the mechanisms that control the modes of operation of the transfer case which operate the transfer case in one mode, two or more propellers, while the electronic control unit transmission is connected to the measurement sensors torque sensors measure the rotational speed of the leading pulleys of variable-speed drives, sensors measure the longitudinal and transverse accelerations of the vehicle, the sensors measure the rotational speed of the crankshaft of the power plant, sensors, recording modes, transfer case, and transmission module torque is applied to the input shaft of the Central gear, the driven pulleys of the variator transfer the torque to the wheel with the gear by means of drive shafts, the output shaft of wheel gear kinematically linked to propulsion.

2. Continuously variable transmission of a vehicle according to claim 1, characterized in that the torque from the cross-axle differential to the safety coupling is transmitted through bevel gears or through the pulleys by a belt or chain, and the transmission of torque from the output shaft of the variable-speed drives for propulsion is via a bevel gear wheel, and the axis of rotation of the driven and driving pulleys of the same variable are on one side relative to the vertical longitudinal plane or it belongs to the axis of rotation of the transverse differential, with possible option is, when the axis of rotation of one pair of pulleys belong to the vertical longitudinal plane, which belongs to the axis of rotation of the transverse differential, and the axis of rotation of the other pair of pulleys of the variator does not belong to her.

3. Continuously variable transmission of a vehicle according to claim 1, characterized in that the torque from the cross-axle differential to the safety coupling is transmitted through bevel gears or through the pulleys by a belt or chain, and the transmission of torque from the output shaft of the variable-speed drives for propulsion is via a bevel gear wheel, and the axis of rotation of the drive and driven pulleys of the same variator lie on different sides relative to the vertical longitudinal plane, which belongs to the axis of rotation transverse differential.

4. Continuously variable transmission of a vehicle according to claim 2, characterized in that the axis of rotation of the elements of the safety clutches and hull transverse differential coincide, and the torque from the safety coupling to the driven pulleys of the variator is transmitted through bevel gears or through the pulleys by a belt or chain.

5. Continuously variable transmission of a vehicle according to claim 3, characterized in that the axis of rotation of the elements of the safety clutches and housing mikolasko the differential coincide, and torque from the safety coupling to the driven pulleys of the variator is transmitted through bevel gears or through the pulleys by a belt or chain.

6. Continuously variable transmission of a vehicle according to claim 2, characterized in that the axis of rotation of the leading pulley variator, elements of safety couplings, casing transverse differential match.

7. Continuously variable transmission of a vehicle according to any one of claims 1 to 6 formulas, characterized in that the driven pulleys of the two variators one of the transmission module to transmit torque to one or more of the propellers of one side of a vehicle.

8. Continuously variable transmission of a vehicle according to claim 7, characterized in that the torque transmission is carried out in parallel to the transmission modules of the left and right sides.

9. Continuously variable transmission of a vehicle made according to any one of the preceding eight claims, characterized in that it includes elements or certain their entirety, are included in the continuously variable transmission of a vehicle described in any of the previous eight claims.



 

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7 cl, 16 dwg

FIELD: automotive industry.

SUBSTANCE: proposed multiple-speed gearbox is designed to transmit drive power from engine to drive axles and driving wheels of automobile of automobile. Gearbox 9 contains non-synchronized main gear train 15, 17, 21, 18, 22, 19, 23, 20, 28, 30, one additional synchronized gear train 12, 13, 15, 16, 17 and unit 45 to control engagement and disengagement of gears and shifting of gears of gearbox 9 in to neutral position. Control unit 45, having received signal indicating selection of neutral position, changes over synchronized additional gear train 12, 13, 15, 16, 17 into neutral position.

EFFECT: facilitated manufacture, increased efficiency, reduced fuel consumption.

3 cl, 2 dwg

FIELD: transport engineering; checking and recording facilities.

SUBSTANCE: proposed device contains speedometer and sensor for recording oscillations of automobile body in vertical plane which are connected to computing device providing determination of values of automobile acceleration and values of oscillations of automobile body in vertical plane, being essentially party terminal equipment additionally with navigation and communication device. Party terminal storage unit contains records of ranges of tolerable values of automobile acceleration and values of oscillations of automobile body in vertical plane. Party terminal makes it possible to compare definite values of oscillations of automobile body in vertical plane with range of tolerable values, record results of comparing of automobile acceleration and oscillations of automobile body in vertical plane in storage unit and/or transmit to control station data of discrepancies of definite values of automobile acceleration and values of oscillations of automobile body in vertical plane from range of tolerable values.

EFFECT: improved quality of estimation of automobile driving, increased service life of vehicles, improved safety of traffic.

2 cl

FIELD: mechanical engineering; tractors and road-building machines.

SUBSTANCE: invention relates to fixed-ratio transmissions with gearbox friction clutch control hydraulic drive. Proposed vehicle gearbox hydraulic system contains pump connected with pressure-relief valve and power cylinders of friction clutches. Gearbox hydraulic system is furnished additionally with protective regulating unit including balancing and drain channels, temperature controller with sensing and actuating elements and connected by main lines with working liquid cooling system and transmission assemblies lubrication system.

EFFECT: improved efficiency and reliability of gearbox.

1 dwg

FIELD: transportation.

SUBSTANCE: in transmission there is possibility to individually change speed ratio and torsion torques distribution among separate branches of driveline power flows. The method consists in optimisation of driveline operation by means of arranging of certain control algorithms for speed ratios and torsion torques distribution among various branches of driveline power flows.

EFFECT: individual distribution of torsion torques ratio among separate vehicle wheels and elimination of power circulation phenomenon.

4 dwg

The invention relates to a transport engineering

FIELD: transportation.

SUBSTANCE: in transmission there is possibility to individually change speed ratio and torsion torques distribution among separate branches of driveline power flows. The method consists in optimisation of driveline operation by means of arranging of certain control algorithms for speed ratios and torsion torques distribution among various branches of driveline power flows.

EFFECT: individual distribution of torsion torques ratio among separate vehicle wheels and elimination of power circulation phenomenon.

4 dwg

FIELD: transportation.

SUBSTANCE: in drive of each axis mover driveline module is used which comprises central gearbox with differential and device for its remote locking, two safety couplings, two variators with flexible metal members, two device for changing radius of variator pulleys rolling, two or more universal-joint drives, two sensors for measuring of rotation speed of driving variator pulleys, two sensors for torsion torque measuring which are located between central gearboxes and movers, two sensors for rotation speed measuring located between movers and driven variator pulleys. Driveline electronic control unit is connected to torsion torque measuring sensors, to rotation speed measuring sensors of driving variator pulleys, to sensors for measuring of lateral and longitudinal vehicle accelerations, to sensors for measuring of powertrain crankshaft rotation speed, to sensors recording transfer case operation modes.

EFFECT: improvement of continuous wheel traction variation capability within large range of ratios, elimination of power circulation phenomena, increase in driveline assemblies and units standardisation.

9 cl, 11 dwg

FIELD: transport.

SUBSTANCE: proposed bike comprises front drive multi-speed chain transmission (8, 14) coupled with transfer coupling (9) arranged at top part of fork (10) of front wheel (2). Transfer coupling (9) is coupled, for example gimbal joint (13), with chain transmission (29) to rear wheel (3). One part of gimbal joint (13) fitted on fork (10) is coupled, via chain transmission (21), with transfer coupling (9). The other part of gimbal joint (13) fitted on frame (1) is coupled, via chain transmission (29), with rear wheel (3). Rear drive throw-in mechanism comprises shift lever interacting with drive and idle sprockets fitted on the axle of transfer coupling (9) and coupled, via chain transmission (21), with gimbal mechanism (13).

EFFECT: possibility to throw in rear wheel drive.

5 cl, 3 dwg

FIELD: transport.

SUBSTANCE: invention relates to electric transport facilities. Proposed vehicle comprises body, running gear, vertical T-like fixed handle, traction motor with reduction gears, storage batteries, and control mechanisms. Running gear is composed of two caterpillar propulsors arranged on body sides. Said caterpillar propulsors represents endless rubber band with metal plates pressed therein. Permanent neodymium magnets are bolted to said plates. Several square-section sleeves arranged in row are arranged on body longitudinal lateral flanges receiving vertically displacing supports and provided with transverse slots with permanent neodymium magnets. Permanent neodymium magnets are bolted to said plates. Band and support permanent magnets have their like poles facing each other. Front geode wheel runs free on axle and displaces horizontally and is provided with circular groove on outer surface. Permanent neodymium magnets are secured inside said groove. Rear drive wheel has two ring gears. Annular clearance is provided between said ring gears.Traction motor shaft is coupled with bevel gear differential with brakes.

EFFECT: smooth running.

17 dwg

FIELD: agriculture; machine building.

SUBSTANCE: multi-support sprinkler machine includes water supply pipeline with sprinklers, self-propelled carts on pneumatic wheels and a system of movement synchronisation of self-propelled trucks. Drive of self-propelled carts is made from gear motor installed on knee of water supply pipeline, and comprises a drive shaft connected to gear motor coupling and installed on suspended bearings fitted to water pipeline. Before each suspended bearing there is a cardan joint. On drive shaft in suspended bearing are mounted drive sprocket for torque transfer via circuit on sprocket pneumatic tires. Synchronising movements of self-propelled carts is provided by corresponding gear ratio with removable sprockets. Sprinklers are designed as triple-sprinklers, nozzles are installed at an angle of 25…30° to each other in a horizontal plane and at an angle 29…35° to vertical plane. In internal cavity of shafts are mounted helical guides with a left orientation. Sprinklers are mounted on L-shaped stands. Horizontal part of post has a length providing arrangement of irrigated area behind support wheels of self-propelled cart.

EFFECT: technical result is low power consumption for movement of machine.

1 cl, 5 dwg

FIELD: transport engineering.

SUBSTANCE: invention is designed for automated control of clutch in automobile drive line. Proposed method and device make it possible to initiate warning of driver about incorrect state of clutch at gearbox shaft speed lower than limited value at action onto accelerator pedal by pressure not equal to zero and less than limited value. Invention makes it possible to reveal critical states of vehicle stopping with partly engaged clutch on slope or long clutch slipping, to warn the driver about critical situation and to eliminate such situation.

EFFECT: improved control of clutch.

16 cl, 2 dwg

FIELD: mechanical engineering.

SUBSTANCE: invention relates to devices for automatic control of brake systems of vehicles. According to proposed method, clutch set into action from outside force operates to partially interrupt transmission of torque between drive engine and at least one wheel of vehicle. It is determined, whether speed of vehicle at operating drive engine and forward gear shifted-in is zero, or vehicle rolls backwards. If vehicle rolls backwards, transport system of vehicle is set into action from outside force without use of driver's energy to create brake force and transmission of torque between drive engine and wheel of vehicle is interrupted.

EFFECT: simplified control of vehicle, reduced fuel consumption.

11 cl, 2 dwg

Gear shifter // 2280569

FIELD: mechanical engineering; transport engineering.

SUBSTANCE: invention is designed for use in hydraulic control systems of vehicles furnished with step gearboxes with friction clutches and booster for each gear. Proposed gear shifter contains spool-type hydraulic distributors, driven electromagnets, camshaft and rockers. Hydraulic distributors are hydraulically series-connected to each other and to pressure source and independently connected with boosters and with drain line. Spools are either electromagnetically or manually controlled, each spool being constantly connected directly with corresponding electromagnet, and through rocker and camshaft, with manual control. In initial position, camshaft does not prevent shifting of spools and rockers by drive electromagnets, and in other positions of camshaft, spools are shifted by rockers.

EFFECT: simplified design, improved operating characteristics of car.

3 cl, 2 dwg

FIELD: caterpillar and wheeled vehicles furnished with automatic movement controlling and adjusting system.

SUBSTANCE: system for adjusting continuity of switching transmissions of caterpillar and wheeled vehicles equipped with automatic movement controlling system has internal combustion engine, oil tank, oil pump, electric magnets, slide valves, first friction device, transmission, second friction device, commutation unit, microprocessor control unit, and controlled throttle. Throttle is located in pressure pipeline between oil tank and friction devices and is electrically connected with output of commutation unit whose input is connected to output of microprocessor control unit. Outputs of commutation unit are connected through electric magnets to inputs of slide valves, whose outputs are connected to inputs of friction devices. Adjustment system is further equipped with vehicle movement sensor connected to wheel drive, engine crankshaft rotational speed sensor, device designed for sensing oil pressure in transmission hydraulic control system and connected to inputs of friction devices, device designed for sensing oil temperature in hydraulic system and located in pressure pipeline. Outputs of said sensors are connected to respective inputs of microprocessor control unit.

EFFECT: provision for impact-free switching of transmissions and reduced dynamic loading of transmissions during switching thereof.

3 dwg

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