Multistage build-up automotive transmission incorporating additional section with three idle shafts

FIELD: transport.

SUBSTANCE: invention relates to automotive industry. Proposed transmission comprises main section and additional section with three idle shafts. Said main section comprises input shaft (1), output shaft (40), synchro unit (39') and two idle shafts (5) fitted in symmetry on both sides of said output shaft (40). Additional section comprises main shaft (25), synchro unit (23) wherein step-down gear (22) is fitted on main shaft (25), three idle shafts (19) arranged at equal distance around main shaft (25), while extension of main shaft (25) engages with flange (26).One of said three idle shafts (19) is aligned with one of two idle shafts (5) of the main section.

EFFECT: increased output power and better power transfer.

7 cl, 3 dwg

 

The technical field to which the invention relates.

The present invention relates to a manual transmission of a vehicle, in particular a multi-stage composite automotive transmission having an extra section with three intermediate shafts.

The level of technology

An important trend in the design of modern vehicle transmissions is to increase the load capacity of mechanical transmissions. The most advanced technical solution in known mechanical transmissions heavy vehicles is to install several identical intermediate shafts in mechanical transmissions heavy vehicles intended for the separation of power in order to increase the load capacity of the wheel gear Assembly. Transmission with two shafts ensures the achievement of the above objectives and a significant share of the market.

Known multi-stage transmission with two shafts, the main composite section and the additional section contains the main section and the additional section. In addition, an additional section is made in the form of a structure containing two intermediate shaft located on both sides of the main shaft additional sections, and two additional intermediate shaft section, the RA is placed symmetrically and at equal distance relative to the main shaft of an additional section in the same plane, as the main shaft additional sections. When power is transmitted from the main section to the secondary section of the output shaft of the main section, the leading gear located on the output shaft of the main section, engages with the driven gear located on the intermediate shaft additional sections, so the power is divided into two parts in order to be transmitted respectively on the intermediate shafts additional sections. The gear teeth of the two intermediate shafts additional section engages with the gear teeth located on the main shaft of additional sections, so that power can be transmitted to the main shaft additional sections and can be accessed through the main shaft additional sections.

Because road conditions significantly improved the road network plays an increasingly important role in the overall transport service. For heavy trucks, trailers, containers, cranes, etc. transmission, which they are equipped, must transmit more torque to operate in a wide speed range, to ensure more reliable operation and produced at a lower cost. However, for known mechanical transmissions with two intermediate shafts with a torque in excess of 2200 Nm, the width of the gear, and therefore, the distance in the center of the transmission will correspondingly increase. Therefore, the axial size of the transmission will increase, which will increase the cost and decrease the reliability of the device. Moreover, at higher load will increase noise and shock, and the life of the transmission will be reduced. Consequently, the use of known transmission with two intermediate shafts is limited for heavy vehicles.

Disclosure of inventions

The present invention is to overcome one or more disadvantages of the known composite multistage transmission with two intermediate shafts and execution of multi-compound construction, with an additional section with three intermediate shafts, which is designed for transmission of multi-stage composite transmission operating at higher power, higher torque and higher load capacity.

The present invention represents the following technical solution.

In accordance with one variant of the present invention proposes a multi-stage compound transmission of a vehicle having an extra section with three intermediate shafts and containing the main section and the additional section in which the main section contains the output shaft, the synchronizer and the two intermediate shaft, whic is its symmetrically on both sides of the output shaft, and the additional section contains the main shaft of an additional section, the synchronizer with a reduction gear located on the main shaft of the additional section, and intermediate shafts located around the main shaft additional sections; in which there are three intermediate shaft located around the main shaft additional sections, with three intermediate shaft are parallel to each other and at equal distances around the main shaft additional sections; one of the three intermediate shafts additional section is aligned with one of the two intermediate shafts of the main section; a driven gear of the intermediate shaft additional section coupled with the pinion; gear intermediate shaft for more section coupled with a reduction gear, and the output end of the main shaft additional section is connected to the flange.

In a preferred embodiment, the synchronizer is made in the form of a synchronizer with a locking pin.

In a preferred embodiment, the synchronizer is made in the form of synchronizer stop ring.

In a preferred embodiment, the synchronizer is made in the form of synchronizer stop ring and one cone or a set of cones.

In a preferred embodiment of the synchronizer valve to ICOM and many cones made in the form of synchronizer stop ring and double or triple cone.

The present invention has the following advantages.

1. Since the number of intermediate shafts additional section increases from two to three, in the case when the load transmission remains the same, the load on each intermediate shaft is reduced, therefore, the thickness of the wheels can be reduced, and the axial size of the transmission can be reduced. Moreover, the load capacity of additional sections may be increased.

2. Design with three intermediate shafts running in the additional section so that it is possible to increase the number of teeth, simultaneously coupled with the gear of the main shaft additional sections, thereby to achieve a smoother transmission in comparison with known additional section with two intermediate shafts in order to reduce noise and shock and extend the life of gears additional sections.

Brief description of drawings

The above drawings are used for further explanation of the present invention and constitute part of the application and schematic design options and their descriptions serve to explain the present invention and do not limit its scope.

Figure 1 shows a partial section representing the General design of the output shaft of the main section, which is equipped with a synchronizer for ensuring that the Oia gear, made in accordance with the present invention (in which a different Assembly of the intermediate shaft of the main section and the other two intermediate shaft Assembly additional sections not shown).

Figure 2 shows the schematic view showing the mutual arrangement of the output shaft of the main section, an intermediate shaft main section and three intermediate shafts additional section, made in accordance with one embodiment of the present invention.

Figure 3 shows a partial section showing the construction of the output shaft of the main section, which is equipped with a synchronizer stop ring and a double cone for gear made in accordance with another variant of implementation of the present invention.

The implementation of the invention

General construction and principle of operation according to one variant of implementation of the present invention will be described in detail with reference to the accompanying drawings.

Figure 1 shows a partial section representing the General design of the output shaft of the main section, which is equipped with a synchronizer for gearing. Multistage compound transmission of a vehicle having an auxiliary section with three intermediate shafts, provided with a main section with five gears (including self-climbing gear and an additional section with two gears. The main section of the vehicle transmission, having an extra section with three intermediate shafts, includes an input shaft 1, the gear 38 of the input shaft and the output shaft 40 attached on the right side of the input shaft 1. The output shaft is equipped with reversing gear 30, the gear 32 low speed, the gear 33 of the first speed, the gear 35 of the second speed gear 36 of the third speed and installed synchronizers 39. Synchronizers 39 are designed to grip the small gear with reverse gear, the gear of the first speed gear of the second speed and the third speed gear to fourth gear speed, respectively.

Figure 3 shows a partial section of the output shaft of the main section, provided with a synchronizer stop ring having a double cone for gear clutch made in accordance with another preferred implementation of the present invention. Synchronizers 39'located in the positions indicated by the position 39, designed for the clutch gear of the first speed gear of the second speed and the clutch gear of the third speed gear to the second speed. The synchronizer 39' may be a synchronizer stop ring, synchronizer stop pin, synchronizer stop ring, and a single cone, or ynchronization with locking ring and lots of cones. The synchronizer stop ring and many cones can be a synchronizer with a double cone or synchronizer with triple cone.

Tool offset gears of the main section, which contains located low and reverse shift fork 31, the 1st and 2nd shift fork, 3rd and 4th shift fork 37 and the respective shafts, shift forks and head shifting forks, is located above the synchronizers, i.e. on the top cover of the main section. Two of the intermediate shaft 5 are arranged symmetrically on both sides of the output shaft and both shafts are parallel to the main shaft. The first gear of the intermediate shaft drives a gear 6, which is constantly engaged with the gear 38 of the input shaft and the other gear 11, 10, 9, 8, arranged on the intermediate shaft and accordingly constantly linked with the corresponding gears of the output shaft. Input shaft, output shaft and an intermediate shaft connected with the main body section by the bearings 2, 29, 4, and 15, respectively.

Additional section vehicle transmission having three intermediate shaft, contains the main shaft 25 additional section, the driven gear 18 additional intermediate shaft section, and the lower gear 22 of the main shaft additional sections and synchronizer 23 supersystem, located on the main shaft of the additional sections. The synchronizer 23 may be made in the form of synchronizer stop ring and one cone or synchronizer stop ring and lots of cones. The synchronizer stop ring and many cones can be made in the form of synchronizer stop ring and a double cone or synchronizer stop ring and triple cone. Tool offset gears additional section, which combines shifting fork shaft 28 bias the plug and the cylinder 27, is located on the rear wall 20 additional sections. Shifting fork is actuated by the piston of the cylinder.

Figure 2 shows a schematic view of the relative position of the output shaft of the main section, two intermediate shafts of the main section and three intermediate shafts additional section corresponding to this variant implementation of the present invention. The output shaft 40 of the main section is coaxial with the main shaft 25 additional sections, and there are three intermediate shaft 19 located around the main shaft additional sections. Three intermediate shaft 19 are parallel to each other and at equal distances around the main shaft additional sections. One additional intermediate shaft section is aligned with one of the two Prohm is filling shaft 5 of the main section. In another embodiment, three additional intermediate shaft section may not be aligned with any of the two intermediate shafts of the main section. Driven gear 18 of the intermediate shaft additional section engages with pinion 24 and gear intermediate shaft additional section engages with a reduction gear 22. The main shaft of additional section is held on the housing 20 of the rear cover using a combined bearing 41, and the intermediate shafts, an additional section is connected to the housing 16 additional section and the housing 20 of the back cover with bearings 17 and 21, respectively. The output end of the main shaft additional sections attached to the flange 26. Leading gear 24 additional sections attached to the housing 16 additional section through the bearing 29. Figure 1 also shows the reversing intermediate shaft 12, the bearing 13 and the reverse gear of the intermediate shaft.

Next on the example of three-stage transfer is described in detail work multistage composite vehicle transmission having an extra section with three intermediate shafts and arranged in accordance with this alternative implementation of the present invention.

As shown in figure 1, power is supplied from the engine to the input shaft 1 of the main section and, hence, Chester the Yu 38 of the input shaft through the clutch. Gear 38 of the input shaft constantly coupled with the driven gear 6 of the intermediate shaft in order to cause the rotation of the intermediate shaft 5. Gear 8 of the intermediate shaft constantly coupled with the gear 36 of the output shaft and the gear output shaft 36 mounted on the output shaft and connected to the plug with the synchronizer 39. Because the synchronizer 39 is connected by a coupling with the output shaft 40, and shift fork 37 covers the synchronizer when shifting fork 37 is activated by movement of the shaft, shift fork, synchronizer will move along the shift fork. When siteplease tooth (foreign key) synchronizer engages with SitePlayer tooth (internal spline) gear 36 of the output shaft, the outer shaft is joined with the gear of the outer shaft so as to rotate with a certain gear ratio. Power is transmitted to the pinion gear 24 additional sections, the torque is transmitted to the corresponding driven gear 18 additional intermediate shaft section, thereby separating. The gear 42 on the intermediate shaft 19 additional sections constantly linked with a reduction gear 22 of the main shaft additional sections. Consequently, power is transmitted from the three intermediate shafts 19 additional sections on lower gear 22 additional sections. Phonealdactone 22 engages with the sleeve on the synchronizer 23 with the locking pin additional section for transferring power to the main shaft 25 of the intermediate section. After that, power is supplied to the output through the flange 26. Similar to the above situation, the shift to the reverse gear is achieved by shifting the synchronizer to the right using the shift fork 31.

When additional section with two gears installed at a high transmission output power of the output shaft of the main section is transmitted to the main shaft 25 additional sections through engagement of pinion 24 additional section with the synchronizer sleeve 23 with the locking pin additional sections and applied to the output through the flange 26. When additional section with two gears installed into low gear, output power from the output shaft of the main section is transmitted to the driven gear 18 of the intermediate shaft further section through the pinion gear 24 additional sections, then served on the main shaft 25 additional sections through engagement of a reduction gear 22 additional section with the synchronizer sleeve 23 and the result is output through the flange 26. Sleeve synchronizer additional section running start shifting fork 28 additional section of the piston of the cylinder 27.

In accordance with this alternative implementation of the present invention design with three intermediate shafts running in the additional section thus is m, that it is possible to increase the number of teeth, simultaneously coupled with the gear of the main shaft of an additional section in order to reduce noise and shock and extend the life of the intermediate shaft additional sections and gears additional sections. Since the number of intermediate shafts additional section increases from two to three, in the case when the load transmission remains the same, the load on each intermediate shaft is reduced, therefore, the thickness of the wheels can be reduced, and the axial size of the transmission can be reduced.

The above-described embodiment of the present invention is used only to explain the principles of the invention. Note that the present invention is not limited to the described option for its execution. Specialists in this field of technology can be implemented in various modifications and additions that are not beyond the scope and substance of the present invention. Therefore, the scope of protection of the present invention will be determined by its formula.

1. Multistage compound transmission of a vehicle, containing additional section with three intermediate shafts and containing the main section and the additional section in which the main section contains the output shaft (40), synchronizer (39) and two ol the intermediate shaft (5), located symmetrically on both sides of the output shaft, and the additional section contains the main shaft (25), synchronizer (23) with a reduction gear (22)mounted on the main shaft of the additional section, and an intermediate shaft (19), located around the main shaft of an additional section, which has three intermediate shaft (19), located around the main shaft additional sections, with three intermediate shaft (19) are arranged parallel to each other and at equal distances around the main shaft additional sections, with one of the three intermediate shafts (19) more the section is aligned with one of the two intermediate shafts (5) main sections, with driven gear (18) additional intermediate shaft section coupled with the pinion (24), and the intermediate gear shaft additional sections coupled with a reduction gear (22), whereby the output end of the main shaft (25) additional section is connected to the flange (26).

2. Transmission according to claim 1, in which the synchronizer (23) or synchronizer (39) made in the form of a synchronizer with a locking pin.

3. Transmission according to claim 1, in which the synchronizer (23) or synchronizer (39) made in the form of synchronizer stop ring.

4. Transmission according to claim 3, in which the synchronizer (23) or synchronizer (39) made in the form of synchronizat is and with a locking ring and a single cone.

5. Transmission according to claim 3, in which the synchronizer (23) or synchronizer (39) made in the form of synchronizer stop ring and lots of cones.

6. Transmission according to claim 5, in which the synchronizer stop ring, and with many cones made in the form of synchronizer stop ring and a double cone.

7. Transmission according to claim 5, in which the synchronizer stop ring and lots of cones made in the form of synchronizer stop ring and triple cone.



 

Same patents:

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Planetary gearbox // 2324850

FIELD: transportation, trackless surface vehicles.

SUBSTANCE: invention pertains to the field of motor transport engineering and relates to staggered planetary gear box. The automatic hydro mechanical gear box consists of casing (1), input link (3), output link (4) and planetary reduction gear. In the planetary reduction gear, there are three frictional clutches and four friction brakes. The first planetary gear set consists of central gear (5), drive (6) for satellites and crown gear (7). The second planetary gear set consists of central gear (8), drive (9) for satellites and crown gear (10). The third planetary gear set consists of central gear (11), drive (12) for satellites and crown gear (13). The input link (3) is joined to rigidly interconnected drive (6) and the central gear (8). The crown gear (13) is connected to the output link (4) of the gear box. Drive (9) is connected to the control frictional clutch (15) through drive (6), which is rigidly connected to the central gear (8). Crown gear (10) is connected through the control frictional clutch (16) to drive (12), which is rigidly fixed to the central gear (5). Frictional brakes (17) joins the crown gear (7) to the casing (1) of the gear box. Frictional brakes (18) connect interconnected drive (9) and central gear (11) to the casing (1) of the gear box. Frictional brakes (19) connects the crown gear (10) to the casing (1) of the gear box. Frictional brakes (20) connects interconnected drive (12) and the central gear (5) to the casing (1) of the gearbox. This allows for enhancement of dynamic properties and broadening of the range of transmission ratios.

EFFECT: enhancement of dynamic properties and broadening of the range of transmission ratios.

5 cl, 6 dwg

FIELD: transport engineering.

SUBSTANCE: input shaft 2 and primary shaft 3 are coaxially installed in supports of gearbox housing. Secondary shaft 4, carrier shaft 5 and output shaft 6 are arranged parallel to coaxial shafts 2 and 3. Gear 7 is fixed on primary shaft 3, gear 8 is freely fitted at one side and gear cluster consisting of two gears 9 and 10 is installed at other side. Gear cluster consisting of gears 11 and 12 engaging with gears 8 and 7 of primary shaft and gears 13 and 14 engaging with cluster of gears 9 and 10 on primary shaft are installed on secondary shaft 4. Sun gear 15a of planetary mechanism is secured at output of secondary shaft 4, said gear being engaged with planet pinions 16 arranged on axles of carrier 17H. Planet pinions 16 are in meshing with epicyclic wheel 18b. Gear 8 is connected by tubular shaft 19 with gear rim 20, gear rim 21 is secured on primary shaft 3, and three-position gear rim 22 is secured on input shaft 2, three-position shifter clutch 23A being fitted on gear rim 22. Two position twin clutch B consists of clutches 24 and 25 interconnected by shifter fork 26. Clutch 24 is installed on gear rim of gear 7 of primary shaft 3, and clutch 25, on gear rim of gear 13 of secondary shaft 4. Two-position clutch 27C is fitted on hub of secondary shaft 4 between gears 13 and 14. Gear rim 28 is secured on tubular shaft 29 of housing of epicyclic wheel 18. Two-position gear rim 30 is secured on carrier shaft 5. Three-position gear rim 31 is secured on output shaft 6 which carries shifter clutch 32 connected for sliding with slider 33. Gear rim 34 with internal and external meshing is secured on slider 33, external teeth being engaged with three-position gear rim 35 of housing 1, and gear rim 36 of carrier 17 and gear rim 37 of housing of epicyclic wheel 18 are arranged opposite to external gearing.

EFFECT: reduced metal usage, simplified design of gearbox.

2 dwg

FIELD: transport engineering.

SUBSTANCE: proposed gearbox contains coaxial input, primary and secondary shafts and countershaft parallel to them, two-position twin clutch consisting of two one-way clutch members intercoupled by shifter fork, shifter clutch installed on gear rim of input shaft and shifter clutch installed on gear rim of outer shaft. Simple three-link planetary mechanism is installed on secondary shaft of gearbox.

EFFECT: enlarged operating capabilities of vehicle owing to increased number of speeds and range of gearbox.

2 dwg

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