Gear ratio limiting facility
FIELD: machine building.
SUBSTANCE: limiting drive ratio of variator (8) is facilitated by means of overrunning clutch (22 or 24). Overrunning clutch (22 or 24) is joined with both input and output of variator (8) and is designed for engagement (locking), when variator (8) reaches its maximum ratio.
EFFECT: raised reliability of facility.
5 cl, 1 dwg
The present invention relates to a device for limiting the drive transmission ratio of the variator in a continuously variable transmission.
In any continuously variable transmission, such as transmission of a vehicle, a device, referred to here as the variator, which enables stepless change gear ratio. The variable can take various forms. For example, in some existing automotive transmissions use a variable of type "belt and pulley in which the belt passes through the expanding rollers or pulleys. Another well known type of variable has one or more pairs of coaxial set of tracks, which have the form for the joint education of the toroidal cavity. The driving force is transferred from one track to another using a set of rollers located inside the cavity and runner tracks. The tilt of the rollers can be changed to change the drive transmission ratio of the variator.
For progressive transmission usually requires some mechanism, referred to here as the "end stop", to ensure the absence of the variator for the range of gear ratios, it can ensure that otherwise may cause damage. For example, in the toroidal CVT with tracks, if the transmission gear num and accordingly the inclination of the rollers is changed in the range, the rollers can generally leave toroidal paths, which leads to catastrophic failure. Function limit limiter is especially important in the variator of the type with a controlled torque", in which the gear ratio changes under the influence of torque on the input and output of the transmission.
You can imagine that a simple mechanical stop in the path of movement of the respective parts, such as the inclination of the rollers or the extension of the pulleys, can serve this purpose. However, this is not usually the ideal solution. To understand the reasons for this, it should be understood that the inside of the variator need a balance between torque, which handles the variator, and the contact force with which the transmitting torque of the elements, such as belts and pulleys or rollers and the disks are shifted to each other. If this force is offset too large decreases the effectiveness and unnecessarily increases the wear. If it is not enough, it can happen slippage, which reduces not only the efficiency, but can also lead to breakage. The required force is changed depending on the processed torque, so are usually provided with means to modify the efforts of the bias depending on the torque. In the toroidal CVT with tracks that can ASU is estolate by hydraulic mechanism, where as the force displacement and the reaction force applied to the rollers depends on the total hydraulic pressure. The mechanism of this type is described, for example, in published international patent application PCT/GB 2004/002139 (publication number WO 2005/015059) in the name of Torotrak (Development) Ltd. The problem created by the mechanical stop, is that when it works, it can create a sudden change in the torque of the variator. To the appropriate coordination efforts bias there is a danger of slipping inside the variator.
In the above hydraulically controlled CVT with toroidal paths function limit limiter can be done hydraulically, as described in the aforementioned international patent application. In this case, the reaction force applied to the rollers by using a cylinder and piston mechanisms. Supply of working hydraulic fluid in the cylinders is carried out through the side entrances, which are closed by the piston, when they reach the end of its path of movement, with the formation of a hydraulic lock to lock movement of the pistons and their respective rollers. The resulting increased hydraulic pressure in the cylinders is transmitted to the hydraulic plunger, providing a force bias, which thereby automatically and increased if necessary.
Although these end stops are highly effective, they are not universally applicable and is associated with some difficulties in the management of hydraulic resources. Thus, it is necessary to have an alternative limit limiter.
In the application for U.S. patent US 2003/0083170 (Ooyama) disclosed transmission, in which a chain drive connects the input of the variable-speed drive with freewheel outer part of which is connected to the output of the variator. The clutch is engaged to prevent exceeding the ratio of the selected maximum. The device leads to additional complexity of the design due to the use of the chain drive to provide the desired gear ratio and the transmission of drive force from the input gear box on the freewheel.
The author found that in some transmissions, you can use the freewheel for the function of the limit limiter gear ratio of the variator more directly.
According to the first embodiment of the present invention proposed continuously variable transmission containing rotating the input gear and the rotary output of the transmission, the variator having a rotatable input of the variator and the rotating output of the variator, between which it transmits driving force from the devil is TwinCAT variable gear ratio of the variator, gear forming the first drive path that connects the input of the gearbox through the variator with the first shaft so that a first ratio of speeds between the input gear and the first shaft is a function of the gear ratio of the variator and decreases with the increase of the gear ratio of the variator and the gear forming the second drive path that connects the input of the transmission with the second shaft so that the second ratio of speeds between the input gear and the second shaft is a function of the gear ratio of the variator and increases with the increase of the gear ratio of the variator, with a certain gear ratio of the variator ("synchronized gear ratio"), in which the speed of the first and second shafts are equal, the gearbox further comprises polling the device to selectively connect the first shaft or the second shaft with the rotating output of the gearbox to provide first and second modes of transmission, and the device freewheel, which prevents the excessive speed of the first shaft speed of the second shaft and thereby prevents the output of the drive transmission ratio of the variator outside the synchronized gear.
According wider second option n the present invention, an apparatus for limiting the transmission ratio of the variator in a continuously variable transmission, when this variable is the input and output shafts, between which it transmits driving force infinitely variable gear ratio, and the device comprises a freewheel, the opposite side of which is connected with the possibility of transmission of drive force respectively on the input and output of the variator, and the freewheel is made with the possibility of free rotation when the gear ratio of the variator is located within the gear ratios, and entering into gear if necessary to prevent the output of the variator beyond the gear ratio.
Since the freewheel is connected both to the input and output of the variator, when entering engaged it locks the gear ratio of the variator in the selected range.
The invention can be implemented with very little additional complexity of the design in the gearbox multimode type, which provides the upper and lower modes and has a synchronized gear ratio at which the change between the upper and lower modes does not change the gear ratio of the transmission. Such transmissions are well known. In this context, the invention can be implemented by locating freewheel for entering into engagement with sinhronizovano the transfer number.
There are two ways to transfer drive force through the gearbox, the corresponding upper and lower modes, respectively gearbox, while the opposite side of the freewheel are rotated in the appropriate ways, so that when synchronized transmission among both sides of the clutch are rotating at the same speed, causing her entry into gear.
Where the transmission has at least one coupling mode used to enable one or the other mode, the freewheel is preferably connected in parallel coupling regime.
More preferably, the gearbox contains two modal coupling, and the corresponding clutch connected in parallel with both modal couplings and provide the function of the end delimiter in the upper and lower modes, respectively.
In the most preferred embodiment, the transmission has (i) the coupling of the lower mode having an input side connected to the variator, and the output side connected to the output of the gearbox, so that the occurrence engages the clutch of the lower mode provides lower mode transmission; and (ii) the coupling of the upper mode having an input side connected to the variator, and the output side, the connection is nnow with the output of the gearbox, so entering the clutch engages the upper mode provides top mode transmission, the device limits the gear ratio contains (a) a first freewheel connected in parallel with the coupling of the lower mode, to prevent exceeding its input speed output speed (in the forward direction of transfer); and (b) a second freewheel connected in parallel with the upper coupling regime, to prevent exceeding its output speed input speed (in the forward transmission direction).
Below is a detailed description of specific embodiments of the present invention, only as an example, with reference to the accompanying drawing, which schematically shows a continuously variable transmission according to the present invention.
As shown in the drawing, the input shaft 2 of a transmission connected to the engine (4) (or any other rotating actuator such as a motor), and the output shaft 6 of the transmission connected to drive wheels (not shown) of the vehicle. In the gearbox uses a variator 8, has an input shaft 10 of the variator and the output shaft 12 of the variator, between which is passed a driving force infinitely variable gear ratio. The input shaft 10 of the variator is connected to the input shaft 2 of the box front is. The output shaft 12 of the variator can be connected with the output shaft 6 of the transmission according to any one of two ways, corresponding to two different modes of transmission, as explained below.
Both of these ways include limiting torque of the clutch 14, one side of which is connected with the output shaft 12 of the variator, while the other side is connected with a gear R2. The first path, which corresponds to the lower mode of transmission, further comprises epicycle shunt 16. Epicycle gear is well known to specialists in this field of technology. The shunt 16 is:
1. drove With, connected through gear R1 to the input shaft 2 gearbox;
2. the sun wheel S intended for connection with the output shaft 12 of the variator through limiting torque of the clutch 18 and the transmission gear R2; and
3. ring or fixed gear And intended for connection through the coupling of the lower mode and the transmission gear R3, Ra with the output shaft 6 of the transmission.
When selected the lower mode transmission through the circuit of the clutch 18, the annular gear wheel And shunt connected through the first shaft 17 and the sleeve 18 with the output of the transmission. Is formed a closed circuit power, containing the variator 8 and the sun gear S, and drove With shunt 16, is all right known from the prior art.
A second path connecting an output shaft 12 of the variator with the output of the transmission passes through the second shaft 19 and the sleeve 20 of the upper mode, which is used in the circuit for connecting the output of the variator through limiting torque of the clutch 14 and the transmission gear R2, R3, Ra with the output shaft 6 of the transmission. When you select the top mode transmission through the circuit of the clutch 20 of the upper mode and disconnection of the coupling 18 of the lower mode, the shunt 16 rotates freely and does not play any role in the transmission of drive force through the gearbox.
The lower mode provides lower gear ratio range of the transmission. It should be noted that the gear ratio of the gearbox and the variator is defined in this case as the output speed divided by the input speed. As is well known in the prior art through the use of shunt 16 this range may include both a front and rear transmission and infinite speed reduction (zero gear ratio of the gearbox), called included neutral". The upper mode provides a higher front gear ratio of the transmission. It should be noted that in the upper mode increase the gear ratio of the variator leads toincreasethe gear ratio of the gearbox, while in the lower mode increase paradatec the CSOs number of variable leads to reductionthe gear ratio of the transmission. To pass through the entire range of gear ratios of a transmission from reverse to accelerate the transfer, you must first enable the lower mode with a transmission ratio of the variator at its maximum. Then the variator is held to its lowest gear ratio, translating transmission enabled through neutral into forward gear. At a certain "synchronized" top gear the number of turns on the upper mode, and then the variator goes back to its maximum gear ratio, causing the transmission in its high gear. "Sinhronizovano" in this context refers to the transmission number (a variable-speed drive, and gear boxes), in which the transition from the lower to the upper mode does not change the gear ratio, so that the gear can perform a smooth transition from one mode to another. Synchronized gear ratio of the variator forms the lower limit of the gear ratio required from the variator.
According to the present invention, the transmission includes freewheel, which provide limiting the transmission ratio of the variator. In particular, it is shown an embodiment has:
1. the first clutch 22 free running parallel, i.e. connected across the coupling 18 h the life of the regime and designed to prevent exceeding the output speed of the coupling its input speed; and
2. the second clutch 24 free running parallel to the coupling 20 of the upper mode and designed to prevent exceeding the output speed of the coupling its input speed.
The concept of the freewheel is well known to specialists in this field of technology. She has the first and second rotating shafts and provides relative rotation of the two shafts in one direction and not in another. Freewheel can be implemented using, for example, a ratchet mechanism or a mechanism with Salineville by the cracker. Coupling Salineville the biscuit is preferred for the present invention, however, you can use other types.
The action of the first and second freewheel clutches is to prevent the fall of the gear ratio of the variator below the synchronized gear. Consider first the lower mode. The coupling 18 of the lower mode is engaged. The first clutch 22 free running has no validity because it is blocked by the coupling of the lower mode. The coupling 20 of the upper mode is switched off. The second freewheel provides the function of the limit stop. It is driven at its input side 26 through the upper path mode, i.e. through the variator 8 limiting torque of the clutch 14 and the transmission gear R2. Its output side 28 of the drive is fast in rotation through the path of the lower mode, containing, among other things, the variator 8, the shunt 16 and a closed coupling 18 of the lower mode. With a transmission number of the gearbox below are synchronized (the corresponding ratios of the variator above synchronized), the input side 26 rotates faster than the output side 28 so that the second freewheel is opened. However, if the gear ratio of the gearbox increases to the value of the synchronized gear ratio, then, by definition, the velocity generated by the paths of the upper and lower mode are the same. Therefore two sides of the second clutch 24 free wheel rotate at the same speed. Any further increase in the gear ratio of the gearbox will cause excess output speed of the second clutch 24 free running its input speed, however, this is prevented by the closing of the clutch. This prevents excess ratio gearbox it synchronized values, and accordingly, the gear ratio of the variator cannot fall below its synchronized values.
In the case of the upper mode, the first clutch 22 freewheel provides the function of the limit stop. Its output side 30 is driven through the upper path of the mode that contains the variator 8 limiting torque of the clutch 14, zubchatuyu transfer R2 and closed the coupling 20 of the upper mode. Its input side 32 is driven through the recirculation path of the lower mode, containing, among other things, the shunt 16 and the variator 8. With a transmission number of the gearbox above synchronized, its output speed exceeds its input speed, causing it to freeplay. However, if the gear ratio of the variator and transmission fall to the size of their synchronized gear ratio, then, by definition, the velocity generated by the paths of the upper and lower mode are the same. Any further decline in these ratios is prevented by closing the first clutch 22 free running.
During normal operation, one or the other regime clutches 18, 20 are always in mesh. Limiting torque of the clutch 14 has a protective function "fuse"with the ability of the transmission torque is adjusted so that it can transmit the expected torque, but starts to slip in response to the sudden "bursts" of torque (for example, due to sudden braking by the driver) and thereby prevents their impact on the variator.
In case, when any malfunction leads to the unlocking of both couplings 18, 20 mode, the first clutch 22 free running will usually be limited, providing a way to lead is to be placed in rotation output transmission (and, perhaps the ability of emergency trips to the house). If the gear ratio reaches the synchronized values, the second freewheel is closed, providing a function of the end delimiter.
It should be noted that the device serves to prevent the fall of the gear ratio of the variator below the synchronized values, but does not prevent its increase above the limit value. In practice the limit is reached, the twist is unlikely, and protection from this risk can usually be achieved through electronic control transmission, however, may be required of any mechanical or hydraulic limit limiter upper limit.
1. Continuously variable transmission containing rotating the input gear and the rotary output of the transmission, the variator having a rotatable input of the variator and the rotating output of the variator, between which it transmits driving force infinitely variable gear ratio of the variator, gear forming the first drive path that connects the input of the gearbox through the variator with the first shaft so that a first ratio of speeds between the input gear and the first shaft is a function of the gear ratio of the variator and decreases with increasing predation the th variable, and gear forming the second drive path that connects the input of the gearbox through the variator with the second shaft so that the second ratio of speeds between the input gear and the second shaft is a function of the gear ratio of the variator and increases with the increase of the gear ratio of the variator, with a certain gear ratio of the variator ("synchronized gear ratio"), in which the speed of the first and second shafts are equal, the gearbox further comprises polling the device to selectively connect the first shaft or the second shaft with the rotating output of the gearbox to provide first and second modes of transmission and the device freewheel, which prevents the excessive speed of the first shaft speed of the second shaft and thereby prevents the output of the drive transmission ratio of the variator outside the synchronized gear.
2. Continuously variable transmission according to claim 1, wherein polling the device comprises at least one coupling regime, and the device freewheel contains at least one freewheel connected across a performance clutch to prevent reverse relative rotation of its input and output.<> 3. Continuously variable transmission according to claim 1, characterized in that the selective device comprises a first modal clutch for selective connection of the first shaft with the output shaft of the transmission and a second clutch for selective connection of the second shaft with the output shaft of the gearbox where the device freewheel contains the first freewheel connected across the first modal coupling, and the second freewheel connected across the second coupling regime.
4. Continuously variable transmission according to any one of claims 1 to 3, characterized in that the first drive path includes epicycle gear.
5. Continuously variable transmission according to any one of claims 1 to 3, characterized in that the two drive paths include limiting torque of the clutch.
FIELD: machine building.
SUBSTANCE: gear box consists of fixed case (1), of inlet link (2), of outlet link (3), of planetary mechanism (4), of single shaft (8) and of two-layer shaft (9), of tooth gear and of controlled clutches. Two-layer shaft (9) consists of external shaft (10) and internal shaft (11). Controlled clutch (12) connects internal (11) and external (12) shafts. The tooth gears are mounted on shafts (8, 10, 11) and form pairs (13, 14, 15, 16, 17) continuously engaged and transmitting motion from shaft to shaft by means of controlled clutches (18, 19, 20, 21, 22). Two controlled clutches (23) and (24) join correspondingly internal shaft (11) with fixed case (1) and external shaft (10) with fixed case (1). Carrier (5), sun gear (6) and epicycle (7) of planetary mechanism (4) are connected correspondingly to inlet link (2), internal (11) and external (10) shafts. Single shaft (8) is tied with outlet link (3).
EFFECT: increased reliability and resource of facility operation.
15 dwg, 1 tbl
FIELD: machine building.
SUBSTANCE: facility for continuously variable translation of motion consists of case, of driving shaft with drive pinion, of carrier, of converting mechanism, of driven shaft and of mechanism adjusting gear ratio. The drive pinion engages intermediary gears arranged along circumference. The intermediary gears transfer rotation via converting mechanisms and differentials installed between them to a tooth gear of internal engagement connected with the case and the driven shaft. Also uniform rotating motion of the driving shaft is converted into two separate, but equal by module continuous motions containing sections with accelerated and retarded motions. Further continuous motions are combined. Notably, uniform rotating motion transmitted to the driven shaft is resultant. Gear ratio between the driving and driven shafts is adjusted by phase shift of two separate continuous motions.
EFFECT: simplification of mechanism control and increased service life of transmission.
4 cl, 16 dwg
FIELD: machine building.
SUBSTANCE: converter of gear ratio of transmission consists of planetary differential with driving carrier (2) and two central gears (5, 6) different in diametre. One of central gears (5) transfers rotation to output shaft (7). Second central gear (6) transfers rotation via reducer (8) shifting direction of rotation and friction clutch (9), driven disk of which is rigidly coupled with the output shaft, also to output shaft (7). Both central gears rotate the output shaft in one direction, but have different speed of rotation. Difference of rotation speed is compensated with the friction clutch also distributing load between arms of the differential.
EFFECT: decreased losses and simplification of design.
3 cl, 1 dwg
FIELD: machine building.
SUBSTANCE: double-flow driving axle consists of two main transmissions. A driven gear in the first main transmission is rigidly attached to a carrier of a differential. The driven gear of the second main transmission is installed in a cylinder aperture of the differential carrier and is connected to the half-axle of the assembly with splines.
EFFECT: upgraded compactness and simplification of design.
FIELD: machine building.
SUBSTANCE: eight step offset shaft- planetary gear box consists of 6 gears, of elementary three-link planetary mechanism, dual coupling and two clutches of gear shift. Input shaft (2) and primary shaft (3) are coaxially arranged in supports of case (1) of the gear box. Secondary shaft (4) is mounted parallel to coaxial shafts (2) and (3), while coaxially to shaft (4) there are located output shaft of carrier (5) and output shaft (6) of the assembly. Tubular shaft (7) with gear (8) engaging gear (9) is mounted of primary shaft (3). Block of gears (9) and (10) is freely assembled on secondary shaft (4) whereon there is also freely installed gear (11). Gear (10) of the block engages gear (12) secured on primary shaft (3). Gear (13) is also secured on primary shaft (3) and engages gear (11) of secondary shaft (4). Carrier (14) is fixed on output shaft (5), while sun gear (15) is fixed on secondary shaft (4). Epicyclical gear (16) with tubular shaft (17) is connected with tooth crown (18). Sun gear (15) engage satellites (19) arranged on axles of carrier (14); the satellites are engaged with epicyclical gear (16). Two-position tooth crown (20) of carrier (14) is secured on output shaft of carrier (5); while three-position tooth crown (21) is mounted on output shaft (6). Three-position clutch (22) is installed on tooth crown (21) and is movably connected with slider (23) with fork; double-sided tooth crowns (24) are assembled on the slider; with their external crown they engage tooth crown (25) of the assembly case (1). Three position clutch (26) is mounted on secondary shaft (4) between the second and the third row of gears. Driven disks (27) of left coupling are arranged on primary shaft (3), while driven disks (28) of the right coupling are arranged on tubular shaft (7).
EFFECT: expanded operational functionality of vehicle.
FIELD: mechanical engineering.
SUBSTANCE: invention relates to mechanism of manual gearbox. Mechanism of manual gearbox with continuously variable reduction rate contains five shafts: input, main driven, main driving, intermediate shaft and output, and consists of three units: high range, low range and inverter, connected between intermediate shaft and out. Unit of high range consists of main part and four multitudes of reduction rates, which extend rating of change degree of main part. Main part contains two differential gears. Main driving shaft implements driving of shaft of each differential gear. Drive of main driven shaft is implemented from the other shaft of each differential gear, the third shaft of each differential gear is connected to variator. Unit of low range contains two differential gears. Driving shaft implements shaft driving of one of them, intermediate shaft implements driving of other shaft of other differential gear. Two multitudes of reduction rate units are located between shafts, not connected to input or output.
EFFECT: at provides as raise transmission efficiency as simplify structure.
52 cl, 21 dwg, 5 tbl
FIELD: engines and pumps.
SUBSTANCE: invention is related to hybrid power units of vehicles and may be used in city transport, for instance bus. Hybrid power unit of vehicle comprises primary power supply source (1), energy accumulator in the form of, for instance flywheel (18) or accumulator, and also drive comprising planetary disc variator (4), mechanism (12) for forced variation of gear ratio of planetary disc variator (4), which is arranged, for instance in the form of screw-nut gear, system (14) for control of mechanism for variation of gear ratio of planetary disc variator (4), periodically switched unit, for instance demultiplicator (29) comprising one or several gear switched drives, which transmits rotation from planetary disc variator (4) to drive of traction wheels (35) of vehicle. Range of gear ratios variation of periodically switched unit is arranged as lower than range of planetary disc variator variation.
EFFECT: saving of fuel and improved ecological compatibility of vehicle.
18 cl, 5 dwg
FIELD: engineering industry.
SUBSTANCE: invention refers to transport engineering industry, and namely to through drive axles. Through hypoid final drive consists of reduction gear case (1), driving flange (2) installed on drive shaft (3) whereon there pressed is cylindrical drive pinion (4). In case (1), on tapered bearings (5) and (6) there located is drive hypoid pinion (7) provided with a shank. In case (1) there located is a centre differential containing carriers (10) and (11). Carrier (10) is installed on tapered bearing (12) located in the case (1) and that is an integral part of driven pinion (13) engaged with cylindrical drive pinion (4). Carrier (11) is installed on radial thrust bearing (14) located in case (1). Axle shaft pinion (17) of centre differential is connected by means of splines to through shaft (19) of main reverse gear drive the horizontal axis of which is located below axis of cross-axle differential (20). Axle shaft pinion (18) is installed on splines of pinion-shaft (24) coaxially relative to shaft (19) of main reverse gear drive on bearings (25) and (26) located in case (1) and carrier (10) of centre differential respectively. Pinion-shaft (24) is engaged with driven pinion (27) fixed on the splined end of shank of drive hypoid pinion (7).
EFFECT: improving durability of cardan shaft and hypoid gear.
SUBSTANCE: stepless gear ratio variation transmission incorporates an input shat (I), output shat (O) and gear ratio variator coupled with the aforesaid output shaft and furnished with its own output shaft. The 1st gear of the planetary reduction gear with input shafts coupled with the variator (V) output shaft and the transmission input shaft via the first coupling (H) and gear of the second planetary reduction gear with input shafts coupled with the variator output shafts and transmission input shaft come in mesh with the third planetary reduction that comes into mesh with the transmission output shaft via the first braking element (L). The second braking element (B) is arranged to lock the output shaft of the second planetary reduction gear in static state.
EFFECT: reduced rpm of parts and number of gearings.
8 cl, 2 dwg
FIELD: engines and pumps.
SUBSTANCE: invention relates to motor industry. The rpm controller represents a device incorporating a planetary differential gear with driving spider (2) and two various-diameter gear wheels (5, 12). Central gear wheel (5) runs opposite to the running spider (2) to transmit engine power to output shaft (6) via the reduction gear that changes the direction of rotation. Central gear wheel (12) runs in the same direction with spider (2) to transmit rotary motion to output shaft (6) via friction clutch (13). Adjusting actuator with a controlled signal, a function of the engine shaft rpm, varies the rotary motion transmission ratio and allows accelerating or decelerating output shaft (6) along with changing the transmission ratio from its maximum to zero.
EFFECT: automatic adjustment of the engine rpm with variation of transmission ratio in transient behavior.
FIELD: mechanical engineering.
SUBSTANCE: gear transmission comprises planetary reduction gear and worm pair which engages the planetary reduction gear. Worm (1) of the worm pair is mounted for permitting rotation and axial movement along the driving shaft of the gear transmission and is kinematically connected with satellite (7) of the planetary reduction gear. Driving shaft (2) carries small central wheel (9) of the planetary reduction gear and kinematically connected with satellite (10) of the planetary reduction gear. Satellite (10) is kinematically connected with worm wheel (3). The axle of wheel (3) freely rotates around carrier (4). The axle of large central wheel (8) of the planetary reduction gear is the driven shaft of the gear transmission.
EFFECT: improved design.
FIELD: transport engineering.
SUBSTANCE: invention relates to drives of all-wheel-drive cross-country vehicles designed for riding along roads and off-road. Proposed two-step planetary transfer case contains upper planetary reduction gear providing two speeds of transfer case, intermediate shaft with gear 5 and lower planetary reduction gear being essentially differential drive for rear and front driving axles. Driving member of upper planetary reduction gear is crown gear 9 stationary connected with drive shaft 8, driven member is carrier 13 and controlled member is central gear 11. Gears of upper planetary reduction gear, driving gear 4, intermediate gear 5 and driven gear 6 and gears of lower differential mechanism are arranged in one row one over the other.
EFFECT: reduced overall dimensions adapted for mounting transfer case on vehicles.
FIELD: transport engineering.
SUBSTANCE: proposed wheel has rim of regular shape and center of rotation. To drive the wheel, planetary reduction gear is fitted in wheel rim whose drive gear is planet pinion installed on driving "floating shaft whose axis, taking weight of vehicle applied to wheel, executes complex movement relative to axis of wheel rotation making it possible to: 1) spread projections of axis of rotation (being simultaneously point/line of support) of wheel and point of application of vehicle weight P to wheel on horizontal surface by some distance L; 2) change position of projection of point P on vertical; plane by some height h and provide constantly acting "canting" torque PL on wheel creating effect of eccentric wheel at wheel circumference remaining unchanged and eliminating cyclic loads.
EFFECT: improved cross-country capacity of vehicle, its steerability, efficiency of wheeled propulsor, simplified design.
FIELD: agricultural engineering; offroad tractor.
SUBSTANCE: invention relates to driving axle with suspension and agricultural tractor with such axle which has central housing with build-in final drives and left-hand and right-hand axle housings suspended by means of upper and lower adjusting arms, with axle-shafts projecting from axle on which wheel-and-tire units are installed. Constant-velocity universal joint is installed between fitted-in final drives and axle-shafts. Said universal joint has pair of journal members and coupling holder radially enclosing driving and driven races of joint, thus minimizing axial length of universal joint providing arrangement of wheels on axle-shafts at width of 1524 mm.
EFFECT: possibility of using driving shaft on tractor-cultivator without changing design of load-bearing frame of standard tractor-cultivator with preservation of performance characteristics of said tractor-cultivator.
39 cl, 15 dwg
FIELD: mechanical engineering; devices for control of rotational speed of working member shaft.
SUBSTANCE: proposed drive has unadjustable electric motor, adjustable electric motors, input shaft 1 and output shaft 2, gear trains, differential gear trains formed by two wave gear trains with common wave generator 3 and worm transmissions and differential gear. Worm shafts 11 and 12 are set in rotation from adjustable electric motors. External gear wheels 6 and 7 of wave gear trains are coupled with worms 11 and 12. Internal gear wheels 9 and 10 of wave gear trains are kinematically linked with differential gear wheels 19 and 20 which are connected with output shaft 21 of drive. Two wave gear trains are chain-type in construction and are related as follows: Zch1+Zch2=2Zext; Zch1+Z=Zch2-Z, where Zch1 and Zch2 is number of rollers in chains of first and second wave gear trains; Zext is number of teeth of external gear wheel of wave gear drives thrown into engagement with rollers of chains; 2Z is difference of rollers in chains.
EFFECT: possibility of changing the direction of rotation and rotational speed of shaft of working member in wide range; increased speed of response; enhanced reliability.
5 cl, 3 dwg
FIELD: mechanical engineering.
SUBSTANCE: mechanical amplifier comprises power differential (1), comparing differential (30), adjusting differential (2), control differential (36), and two self-braking mechanisms (3) and (4). The input of the power differential (1) is connected with the drive and input of control differential (2). Central wheels (17) and (18) of the power differential are secured to driven links (15) and (16) of the self-braking mechanisms and connected with central wheels (32) and (33) of the comparing differential so that the central wheels of the comparing differential rotate in opposite directions. Driving links (13) and (14) of the self-braking mechanisms are connected with central wheels (19) and (20) of the adjusting differential and central wheels (42) and (43) of the control differential so that the central wheels of the control differential rotate in opposite directions.
EFFECT: enhanced reliability and expanded functional capabilities.
FIELD: transport engineering; vehicle transmissions.
SUBSTANCE: in proposed coaxial shaft-and-planetary transmission gear 10 on primary shaft 2 is secured and is in meshing with gear 7 provided with rim of increased width and freely fitted on intermediate shaft 6. Gear 11 of secondary shaft 3 has also rim of increased width near gear rim of gear 10 of primary shaft 2. shifter sleeve member 24 fitted on said gear rims is coupled with other sleeve member 25 by shifter fork 26, sleeve member 25 being installed on gear rims of gears 7 and 8 of intermediate shaft 6. Gear rim 19 of output shaft of carrier 15 is two-position one. Gear rim 20 of output shaft of set 5 is three-position one, and shifter sleeve 28 on said rim is provided with three internal gear rims. Gear rim 31 with internal and external meshing is teeth rigidly secured on slider 30 of shifter sleeve 28, external meshing teeth being coupled with three-position gear rim 23 of housing of set 1.
EFFECT: increased range of gear ratios of shaft reduction gear at reduced overall dimensions and metal usage, improved gear shift mechanism of planetary mechanism.
FIELD: transport engineering; vehicle transmissions.
SUBSTANCE: according to invention, gear 14 is secured on primary shaft 3, and gear 13 is secured on first tubular shaft 9 freely fitted on primary shaft 3. Gear rims 21 and 22 are fitted on shafts 3 and 9. Input shaft 2 with hub of three-position shifter sleeve 23 and additional driving shaft 4 are installed coaxially to shaft 3. Two gears 17 and 18 in meshing with gears 19 and 20 of secondary shaft 5 are secured on shaft 4. Gear 19 is fitted on shaft 5. Gear 20 is secured on second tubular shaft 10 freely installed on shaft 5. Gear rims 24 and 25 are secured on shafts 5 and 10. Shaft 6 with hub of two-position shifter sleeve 26 and sun gear 27 of planetary mechanism is installed coaxially to shaft 5. Gear 27 engages through planet pinions 31 with epicyclic wheel 32. Planet pinions 31 are freely fitted on axles of carrier 33. Two gear rims 34 and 35 are arranged on periphery of housing of carrier 33. Shaft 7 of carrier 33 with two position gear rim is arranged coaxially to shaft 5 and shaft 6. Third tubular shaft 11 of housing of epicyclic wheel with gear rim 38 is freely fitted on shaft 7. Output shaft 8 with hub of three-position shifter sleeve 40 is arranged coaxially to shaft 7. Sleeve 40 is movably coupled by guide 41 with two-rim shifter sleeve 42 arranged between gear rim 37 of housing 36 of epicyclic wheel 32 and gear rim 43 of gearbox case provided with two inner gear rims and one outer gear rim.
EFFECT: perfected design owing to reduction of metal usage and complexity.
FIELD: mechanical engineering.
SUBSTANCE: continuously variable transmission comprises housing, input and output shafts, reverse mechanism and multi-disk planet variator provided with planet reduction gear, which define a variator. The solar pinion of the reduction gear is fit on the output shaft with interference and its epicycle is secured to the housing of the transmission. The variator has epicycle mounted in the housing of the transmission and made of a stack of disks and solar pinion made of a disk stack mounted on the output shaft of the variator connected with the output shaft of the reverse mechanism. The carrier of the variator is connected with the carrier of the planet reduction gear and consists of two disks interconnected by means of tension bolts. The disks of the carrier have shaped slots the number of which is equal to the number of axles mounted in the shaped slots for permitting change of position and interaction with the disks of the solar pinion and epicycle. The gear ration controller is build in the carrier of the variator. The planet reduction gear, planet multi-disk variator, and reverse mechanism are axially aligned.
EFFECT: prolonged service life and expanded functional capabilities.
18 cl, 8 dwg
FIELD: mechanical engineering.
SUBSTANCE: planet friction variator comprises shaft (1), solar wheel (2), corona wheel (6), carrier (4) with satellites (3), and secondary shaft (5). Corona wheel (6) that is used as a control member is connected with variator housing (11) and primary shaft (1) through friction mechanisms. Secondary shaft (5) is made in block with carrier (4) for permitting control of velocity and direction of rotation of the corona wheel by means of friction mechanisms and control electric motor (9) connected with the corona wheel.
EFFECT: simplified structure, reduced sizes, and enhanced reliability.