Stepless transmission

FIELD: transport engineering.

SUBSTANCE: invention can be used as gearbox in vehicles or as actuator in tank armament stabilizers. Proposed stepless transmission contains power differential 1, comparing differential 30, regulating differential 2, two self-braking mechanisms 3, 4 operating in release mode, two regulators, and mechanism 36 for equalizing speeds of rotation of central gears of regulating differential. Input of power differential 1 is connected with drive and with input of regulating differential 2. Central gears 17, 18 of power differential are rigidly connected with driven members 15, 16 of self-braking mechanisms and are connected with central gears of comparing differential 30 to provide rotation of the latter in opposite directions. Driving members 13, 14 of self-braking mechanisms are connected with central gears of regulating differential by mechanism 36 equalizing speeds of rotation and are rigidly connected with regulators.

EFFECT: enlarged range of change of gear ratio, improved dynamic characteristics of vehicle, its reliability and multipurposeness.

1 dwg

 

The invention relates to transport machinery and can be used as a transmission for vehicles or, for example, as the actuator stabilizer tank weapons.

A device with speed control on SU # 1208376 A1, 1986, containing a differential planetary gear and control gear, made in the form of a friction clutch with brake and freewheel mechanisms.

The disadvantages of this device are low reliability and low cost.

The closest in technical essence to the present invention is a device infinitely variable speed change for SU # 1788365 A1, 1993, containing coaxial input, intermediate and output shafts and two blocks, one of which is a differential planetary transmission, and the other is a means of speed control. The leading differential planetary gear rigidly connected with the input shaft and kinematically connected with the intermediate shaft and the slave link is kinematically connected with the intermediate and output shafts. The vehicle speed control of kinematically connects the input and intermediate shafts. The control device determines the speed of the intermediate shaft and performed in the de sets the friction of the variator disk, drum and roller.

The disadvantage of this device is the low reliability and a narrow range of change of gear ratio.

Object of the invention is the extension of the range of change of gear ratio, the improvement of the dynamic characteristics of the vehicle, improving the reliability and versatility.

The problem is solved due to the fact that the continuously variable transmission containing power differential effect mechanism and the regulator according to the invention contains a differential comparison governing differential, two effect mechanism operating in the mode of release, two controllers, leveling mechanism of the speed of rotation of the Central wheel governing differential, with the input of the power differential is connected to drive the input of the governing differential, Central wheel power differential is rigidly connected with the slave units effect mechanisms and connected to the Central wheel differential comparison so that the latter rotates in different directions, and leading the links effect mechanisms are connected with the Central regulating wheels differential mechanism of equalization of speeds of rotation and rigidly connected with the regulators.

This set of features is new is, not known from the prior art and allows to solve the problem, since the presence of governing differential allows you to synchronize the rotation speed of the leading elements effect mechanisms with the speed of rotation of the slave units effect mechanisms. Effect mechanisms operate in the mode of release, acting as mechanical amplifiers when the host link runs away from rolling his slave link, setting the speed of rotation of the latter. The closer the effect of the mechanism is made to the border of the automatic braking, the less force is needed to control the amplifier and the correspondingly higher gain (A.A. Blagonravov Mechanical stepless transmission non-friction type. - M.: Mashinostroenie, 1977, p.59). Regulators, creating a moment of resistance, change the speed of the leading link effect mechanism. The power differential distributes the momentum supplied to him from the actuator, between the main wheels of the differential comparison. The differential comparison, depending on the difference in speeds of rotation of the Central wheel, rotates the output gear with a certain velocity. The greater the difference in speeds of rotation of the Central wheel differential comparison, the faster it rotates the output gear. The mechanism of alignment speed is th rotation of the Central wheel governing differential equalizes the speed of their rotation in the neutral position of the control.

The drawing shows a diagram of a continuously variable transmission.

Continuously variable transmission consists of:

the power differential 1 with the Central wheels 17, 18, 24 satellites and gear 22;

governing differential 2 with the Central wheels 19, 20, 25 satellites and gear 23;

differential comparison 30 with the Central wheels 32, 33, 35 satellites and gear 34;

effect mechanisms 3 and 4, each of which consists of slave units 15, 16 and the leading elements 13, 14;

two regulators, each of which consists of a gear pump 5, 6, and adjustable throttle 7, 8;

gears 9, 10, 11, 12, 21, 26, 27, 28, 29, 31, 37, 38, 39, 40;

leveling mechanism of the speed of rotation of the Central wheel 36.

Continuously variable transmission operates as follows.

The gear 21 rotates at a constant speed from the engine, such as an internal combustion engine, and the throttles 8, 7 fully open. Thus in the strength of the kinematic chain 21-22-24-18-26-28-32-35 rotation is transmitted to the satellite 35 differential 30. According to another power kinematic chain 21-24-17-27-29-31-33-35 rotation is transmitted on the same satellite 35, and the rotation of the Central wheel 32 and 33 occurs at the same speed and in opposite directions, the gear 34 remains stationary. Concurrently, the governing kinematic chain 21-23-25-20-12-10-14 BP is the communication is transmitted to the host link 14 effect mechanism 4, and since the link 14 is connected with a gear pump 6, and then at him, and through gears 38, 40 on the mechanism of equalization of speeds of 36. On the other governing kinematic chain 21-23-25-19-11-9-3 rotation is transmitted to the host link 13 effect mechanism 3 and, therefore, the gear pump 5, and through gears 37, 39 on the mechanism of equalization of speeds of 36. Thus, the continuously variable transmission is in equilibrium, leading the links 14, 13 effect mechanisms 4 and 3 work release and have time to escape from the slave units 16, 15. Central wheel all differentials rotate with equal pairwise velocities, while 32 and 33 rotate in different directions and the gear 34 fixed. When reducing the flow area of the throttle 8 is reduced, the speed of gear pump 6, and the Central wheel 20 differential 2 and the leading link 14 effect mechanism 4. As a result of this also reduces the speed of the slave link 16 effect mechanism 4, the Central wheel 18 of the differential gear 1 and the Central wheel 32 of the differential gear 30. Simultaneously, all differentials, there is a transfer of momentum between the Central wheel and the speed of rotation of the gears 19, 17, 33 proportionally increase. As a result the Central wheel 33 rotates at a greater speed than the Central wheel gear 32 and 34 begin to rotate. With full overlap of the throttle 8 gear pump 6 is stopped, the Central wheel 32 also completely stops, and the Central wheel 33 receives double the speed compared to the speed in the neutral position of the controls, and the gear 34 rotates as fast as possible. When the overlap of the throttle 7, respectively, reduces the speed of rotation of the Central wheel 33, and the Central wheel 32 is increased and the gear 34 rotates in the opposite direction. Thus there is a reversal of the output gear 34.

Thus, the use of this invention allows stepless change speed in a wide range of constant and optimal speed of a drive motor, allowing it to operate in the mode of maximum torque with the lowest specific fuel consumption. This mode allows to improve the dynamic characteristics of the vehicle. We offer a continuously variable transmission that implements the function of the Parking brake, because it contains effect mechanisms. When the position of the control corresponding to zero speed of rotation of the output gear, the vehicle can stand on the slope, not down. If necessary to move a mountain it is enough to set the output W is stubble required speed of rotation and the movement will begin without the slightest rolling back. Because the proposed continuously variable transmission has a wide range of change of gear ratio, it allows you to set the output gear infinitesimal rotation speed.

Continuously variable transmission containing power differential effect mechanism and the regulator, characterized in that it contains a differential comparison governing differential, two effect mechanism operating in the mode of release, two controllers, leveling mechanism of the speed of rotation of the Central wheel governing differential, with the input of the power differential is connected to drive the input of the governing differential, Central wheel power differential is rigidly connected with the slave units effect mechanisms and connected to the Central wheel differential comparison so that the latter rotates in different directions, and leading the links effect mechanisms are connected with the Central wheels governing differential mechanism leveling speed rotation and rigidly connected with the regulators.



 

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Power amplifier // 2263838

FIELD: mechanical engineering.

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