RU2597030C2 - Method of producing versions of structures of misaligned and universal gearbox with two clutches - Google Patents

Abstract

FIELD: instrument making.

SUBSTANCE: invention relates to gearboxes. Gearbox comprises gear fitted on extra shaft, which is connected via tubular shaft clutch with one gear installed on additional shaft. Behind supports of shafts in housing base gearbox, on supports in case cover, there is possibility of installation of two shafts: first shaft and output shaft connected rigidly, second shaft and solid input shaft freely connected to each other and can be connected rigidly by clutch.

EFFECT: increased number of transmissions.

2 cl, 20 dwg

Description

The invention relates to transport machinery, in particular to automated transmissions.

A known gearbox with two multi-plate clutches, containing two coaxial drive shafts located one inside the other, with even and odd gears mounted on them, engaged with the gears of constant gearing of the respective gears, which can be rigidly connected using synchronizers with driven shafts. (Ivanov A.N., Solntsev A.N., Gayevsky V.V. and others. Fundamentals of the design of a car. - M.: “Book Publishing House” LLC “At the Wheel” ”, 2005. - 166 pp., Ill.) .

In modern automotive gearboxes (KP) with two clutches, mainly gears with constant gearing are used. Often, modern cars, different in their intended purpose, are equipped with the same engines and gearboxes. For example, in one embodiment, the car can be used in a cargo version, in another - in a cargo-passenger one, and in the third - to have an all-wheel drive transmission with a passenger version. An example is a Volkswagen transporter. Or a car of one model can be equipped with engines with a significant difference in power (BMW-5). Or one car modification has a four-wheel drive transmission, and the other all-wheel drive (Audi A6). Thus, promising gearboxes for solving a larger number of operational tasks should be able to modify, in particular, to increase the number of gears. And also, to have versatility of application, that is, to be used in cars with front, four-wheel or rear-wheel drive, with a longitudinal or transverse engine. At the same time, it is especially important to ensure the maximum possible unification between various modifications of the gearbox.

Known design options for a 6-speed non-coaxial gearbox with two clutches (see patent DE 102011056517 A1 dated 06/20/2013), which consist of obtaining gearbox options by installing an additional shaft with various arrangements of gear and reverse gear clutch on it and two forward gears. The method includes a 6-speed gearbox with two clutches (see patent DE 102011056517 A1 dated 06/20/2013, Fig. 1), consisting of a double clutch assembly, a housing with input and output shafts misaligned therein and an additional parallel parallel to them a shaft providing (indicated in the framework of the patent) reduction of the axial dimension of the gearbox. Two input shafts are coaxial and located one inside the other with two even-gear gears rigidly mounted on one of them and two odd-gear gears on the other tubular shaft and an additional shaft drive gear mounted between them, on which the gear engaged with the driving gear of the fourth gear, and the reverse gear, and between them the clutch. In this case, the driven gear of the second gear and the reverse gear are interlocked. On the output shaft between the freely installed driven gears of 3-5 and 2-4 gears, two hubs of the shift clutches are rigidly fixed. At the end of the output shaft, the drive gear of the main gear is fixed.

The disadvantages of these design options are:

- the location of the drive gear of the additional shaft negatively affects the optimal size of the gearshift clutch 3-5 gears and (or) leads to an increase in the center distance between the input and output shafts of the gearbox and, accordingly, to increase the metal consumption of the gearbox,

- non-optimal intervals (q is the ratio of gear ratios of adjacent gears) between the first-second and fifth-sixth gears, since they are formed by the same pairs of gears located on the additional shaft. The equality of the intervals between the lower and higher gears of the six-speed gearbox reduces the range of gear ratios and reduces the operational capabilities and characteristics of the carrier vehicle KP,

- the possibility indicated by the patent for the use of gearboxes only in transmissions with a transverse engine.

Known design options for a 6-speed non-coaxial gearbox with two clutches (see patent EP 2322821 B1, dated January 9, 2013), which consist in obtaining gearbox options with an additional upshift due to the installation of a gear and a shift coupling on the input shaft. And also parallel to the gearbox shafts, an additional shaft is installed with gears and a shift clutch placed on it, which made it possible to reduce the axial dimension of the gearbox (indicated in the patent). The method includes a 6-speed gearbox with two clutches (see patent EP 2322821 B1, dated January 9, 2013, Fig. 6), consisting of a double clutch assembly, a housing with input and output shafts misaligned therein and an additional parallel parallel to them shaft, and two input shafts are coaxial and located one inside the other with two gears of even gears rigidly mounted on one of them (tubular shaft), and on the other - three gears of odd gears. In this case, the gear of the third gear is engaged with the driven gear, which is freely mounted on the additional shaft, on which the reverse gear is also freely mounted, and between them the clutch. On the output shaft between the freely installed driven gears 1-5 and 2-4 of the gears two hubs of the clutch are rigidly fixed. In this case, the driven gears of the first gear and reverse are interlocked. At the end of the input shaft of the odd gears, behind the shaft supports in the gearbox housing, the hub of the clutch is fixed, and next to it is the sixth gear drive gear, which, at the same time, is coupled to two gears rigidly fixed to the ends of the additional and output shafts. At the other end of the output shaft, the final drive gear is fixed. In the first constructive embodiment, the gearbox is 6-speed. In the second embodiment, the 6-speed gearbox is converted into a 5-speed gearbox (see patent EP 2322821 B1, dated January 9, 2013, FIG. 5). At the same time, shafts, gears, bearings, couplings, their arrangement and control system remain unchanged. These options are the design options (modifications) of the gearbox with two clutches.

The disadvantage of these design options is the possibility of using the gearbox only in transmissions with a transverse engine.

The aim of the invention is a method for producing design options (modifications) of an off-axis gearbox with two clutches (base gearbox), namely, to obtain a method for increasing the number of gears of a base gearbox with the possibility of using it in the following transmission options:

1 - with a longitudinal arrangement of the car engine and coaxial arrangement of the input and output shafts of the gearbox,

2 - with a longitudinal arrangement of the engine and misaligned arrangement of the input and output shafts,

3 - with a transverse engine.

This goal is achieved by the fact that the gear is freely mounted on the additional shaft through a tubular shaft is connected by a clutch with at least one gear mounted on the additional shaft.

It is also possible that to obtain a universal gearbox in the base gearbox and its modifications behind the shaft supports in the base gearbox housing, on the supports in the housing cover, it is possible to install two shafts: the first shaft and the output shaft are connected rigidly, the second shaft and the integral input shaft freely interconnected and can be rigidly connected by a clutch.

The analysis of patents, scientific and technical literature did not reveal the fame of the claimed combination of existing features.

Considering the design options of 6-speed non-coaxial gearboxes with two clutches as prototypes, taking into account the above, their design flaws, eliminating them and using the method proposed by this invention, we obtain the basic non-coaxial, for example, 5-speed gearbox, and its modifications with additional by lowering and raising gears we obtain by installing on the additional shaft the gears and clutches necessary for this. To obtain a universal gearbox, a cover with shaft supports is attached to the base gearbox housing. One of the shafts is coaxial to the integral input shaft and can, if necessary, be connected to it by a two-position switching clutch, providing direct (u = 1) transmission, and the second shaft is coaxial to the output shaft and rigidly connected to it. Thus, it becomes possible to use a basic or universal gearbox or their modifications in various (mono or all-wheel drive) transmission options with a longitudinal or transverse position of the car engine. In this case, the main components, parts, the system for shifting the main gears of the forward gear, reverse gear of the base gear and modified gearboxes are saved.

As a result, in addition to the base CP, we obtain the following modifications:

- 6-speed misaligned gearbox,

- 6-speed universal misaligned gearbox,

- 6-speed universal coaxial gearbox,

- 6-speed universal off-axis gearbox with additional reduction gear (7-speed universal off-axis gearbox),

- 6-speed universal coaxial gearbox with additional reduction gear (7-speed universal coaxial gearbox).

In FIG. 1 shows the kinematic diagram of a 5-speed non-axial gearbox with two clutches (base gearbox).

In FIG. 2 shows the radiation diagram of the base CP. On the horizontal lines are the logarithms of gear ratios and the numbers of the various gears. On the lower scale and in the upper table are the gear ratios (u). The bottom table shows the intervals between adjacent gear ratios (q). The vertical beam corresponds to a gear ratio of one. A beam pointing to the right indicates a deceleration. The better the beam, the greater the gear ratio. A beam pointing to the left indicates an accelerating gear.

In FIG. 3 shows a kinematic diagram of a 6-speed misaligned gearbox with an increased first gear ratio.

In FIG. 4 is a beam diagram of a 6-speed misaligned gearbox with an increased first gear ratio.

In FIG. 5 shows the kinematic diagram of a universal 6-speed non-coaxial gearbox with two clutches.

In FIG. 6 is a beam diagram of a universal 6-speed non-coaxial gearbox with two clutches.

In FIG. 7 shows the kinematic diagram of a universal 6-speed coaxial gearbox with two clutches.

In FIG. 8 is a beam diagram of a universal 6-speed coaxial gearbox with two clutches.

In FIG. Figure 9 shows the kinematic diagram of a universal 6-speed non-axial gearbox with two clutches with an additional reduction gear (7-speed universal non-axial gearbox).

In FIG. 10 is a beam diagram of a universal 6-speed non-coaxial gearbox with two clutches with an additional reduction gear (7-speed universal non-coaxial gearbox).

In FIG. 11 shows the kinematic diagram of a universal 6-speed coaxial gearbox with two clutches with an additional reduction gear (7-speed universal coaxial gearbox).

In FIG. 12 is a beam diagram of a universal 6-speed coaxial gearbox with two clutches with an additional reduction gear (7-speed universal coaxial gearbox).

In FIG. 13 shows a kinematic diagram of a 6-speed misaligned gearbox with two clutches (base gearbox) according to the invention of the structure.

In FIG. 14 is a beam diagram of a 6-speed misaligned gearbox with two clutches (base gearbox) according to the construction invention.

In FIG. 15 shows a kinematic diagram of a 7-speed misaligned gearbox with two design according to the invention.

In FIG. 16 is a beam diagram of a 7-speed misaligned gearbox with two clutches in accordance with the invention.

In FIG. 17 shows a kinematic diagram of an 8-speed non-coaxial dual clutch gearbox according to an inventive structure.

In FIG. 18 is a beam diagram of an 8-speed dual-clutch misaligned gearbox according to an inventive structure.

In FIG. 19 shows a kinematic diagram of a universal 9-speed coaxial dual-clutch gearbox according to a design invention.

In FIG. 20 is a beam diagram of a universal 9-speed coaxial dual-clutch gearbox according to an inventive structure.

The composition shown in FIG. 1 of the kinematic diagram of the basic gearbox includes two coaxial input shafts 2 and 3 installed in the bearings of the housing 1, located one inside the other, and the output shaft 4 and the additional shaft 5 installed in parallel with them. Gears 9 and 10 are rigidly fixed on the input shaft 3 and pairwise engaged with gears 11 and 12 freely mounted on the output shaft 4, respectively. Gears 13 and 14 are freely mounted on the output shaft 4 and pairwise engaged with gears 7 and 8, respectively. The gear 15 is rigidly mounted on the additional shaft 5 and is in constant engagement with the gear 6. The gears 16 and 17 are freely mounted on the additional shaft 5 and pairwise engaged with the gears 9 and 12, respectively. Clutches A (18) and B (19) are located on the output shaft 4 between the gears 11-12 and 13-14, respectively. The clutch C (20) is located on the additional shaft 5 between the gears 16-17. The driven disk 21 of the left clutch (L) is mounted on the input shaft 3, and the driven disk 22 of the right clutch (P) is mounted on the input shaft 2. A pressure device pressing the drive and driven disks when the clutch is engaged is not shown. A gear pair 23 designates a final drive for a gearbox variant with a transversely mounted engine. Also, it can indicate gearing in the gearbox variant with a longitudinally mounted engine, etc. Also, the gear pair 23 may be absent.

The composition shown in FIG. 3 of the kinematic scheme of a 6-speed non-coaxial gearbox with an increased gear ratio of the first gear includes the same details as the above gearbox of the base gearbox, and additionally: gear 24 is freely mounted on the additional shaft 5 and engaged with a gear rigidly fixed to the input shaft 2 7. Clutch D (25) is located next to gear 24 on tubular shaft 26, which is rigidly connected to gear 16.

The composition shown in FIG. 5 of the kinematic diagram of a universal 6-speed non-coaxial gearbox includes the same details as the above gearbox base gear composition, except for gear pair 6-15, replaced with gear pair 27-28, respectively, and additionally: in the supports of the cover 29 of the housing 1 parallel installed shafts 30 and 31, coaxial to the input 3 and output 4 shafts, respectively. Shafts 4 and 31 are rigidly interconnected, and shafts 3 and 30 are loosely coupled. Gears 32 and 33 are rigidly fixed to shafts 31 and 30, respectively. Crown gear 34 is fixed at the end of input shaft 3. Clutch E (35) is located next to gear 33 on shaft 30.

The composition shown in FIG. 7 of the kinematic diagram of a universal 6-speed coaxial gearbox includes the same parts as the above 6-gear non-coaxial gearbox, except for the gear pair of the main gear 23, shaft 30, replaced by output shaft 36, and output shaft 4, replaced by countershaft 37.

The composition shown in FIG. 9 of the kinematic scheme of the universal 7-speed non-coaxial gearbox includes the same parts as the above composition of the universal 6-speed non-coaxial gearbox (see Fig. 5), and additional parts with serial numbers 24, 25 and 26, discussed above ( for the composition of the KP depicted in Fig. 3).

The composition shown in FIG. 11 of the kinematic scheme of a universal 7-speed coaxial gearbox includes the same parts as the above composition of the universal 6-speed coaxial gearbox (see Fig. 7), and additional parts with serial numbers 24, 25 and 26, discussed above ( for the composition of the KP depicted in Fig. 3).

The work proposed by this invention, the possible options for the KP will consider the example of a universal 6-speed coaxial gearbox and its modification in a universal 6-speed coaxial gearbox with an additional reduction gear (universal 7-speed coaxial gearbox).

The operation of the universal 6-speed coaxial gearbox shown in FIG. 7 is carried out as follows.

1st gear.

We turn on the left clutch (L), switch the clutch A (18) to the right position, and the clutch B (19) to the left. The torque from the input shaft 3 through a pair of gears 10-12, the coupling A is transmitted to the intermediate shaft 37, the shaft 31, a pair of gears 32-33, the output shaft 36.

In the beam diagram (see FIG. 8), this transmission is reflected in series with beams 0-I-1.

2nd gear.

We engage the right clutch (P), clutch B (19) in the left position, switch clutch A (18) to the left position. Torque from the input shaft 2 through a pair of gears 7-13, the clutch B is transmitted to the intermediate shaft 37, the shaft 31, a pair of gears 32-33, the output shaft 36.

On the beam diagram (see Fig. 8), this transmission is reflected in series with beams 0-II-2.

3rd gear.

We turn on the left clutch (L), clutch A (18) in the left position, and switch clutch B (19) to the right. Torque from the input shaft 3 through a pair of gears 9-11, the clutch A is transmitted to the intermediate shaft 37, the shaft 31, a pair of gears 32-33 and the output shaft 36.

On the radiation diagram (see Fig. 8), this transmission is reflected in series with beams 0-III-3.

4th gear.

We turn on the right clutch (P), clutch B (19) in the right position, turn off clutch A, switch clutch E (35) to the left position. Torque from the input shaft 2 through a pair of coupled gears 8-14, the clutch B is transmitted to the intermediate shaft 37, the shaft 31, a pair of gears 32-33 and the output shaft 36.

On the radiation diagram (see Fig. 8) this transmission is reflected in series connected by beams 0-IV-4.

5th gear (direct).

We turn on the left clutch (L), clutch E (35) in the left position, switch clutch C (20) to the left position. Torque from the input shaft 3, the ring gear 34, the clutch E is transmitted to the output shaft 36.

In the beam diagram (see Fig. .8) this transmission is reflected by point 0.

6th gear.

We engage the right clutch (P), clutches C (20) and E (35) in the left position. The torque from the input shaft 2 is transmitted through a pair of gears 27-28, an additional shaft 5, a coupling C, a pair of gears 16-9, a shaft 3, a gear ring 34, a coupling E and to the output shaft 36.

On the radiation diagram (see Fig. 8), this transmission is reflected in series with beams 0-VI-6.

Reverse.

We turn on the left clutch (L), switch the clutch C (20) to the right position, and the clutch B (19) to the left. Torque from the input shaft 3 through gears 10-12-17, clutch C, additional shaft 5, a pair of gears 28-27, shaft 2, a pair of gears 7-13, clutch B is transmitted to the intermediate shaft 37, shaft 31, a pair of gears 32 -33 and output shaft 36.

On the radiation diagram (see Fig. .8) this transmission is reflected in series with the connected beams 0-B-VI-Pr-ZX.

The operation of the universal 6-speed coaxial gearbox with an additional reduction gear (7-speed universal coaxial gearbox) shown in FIG. 11 is carried out as follows.

Reduction gear.

We engage the right clutch (P), switch the clutch A (18) to the right position, and switch the clutch D (25) to the left position. Torque from the input shaft 2 through a couple of coupled gears 7-24, a coupling D, a tubular shaft 26, a couple of coupled gears 16-9, a shaft 3, a couple of coupled gears 10-12, a coupling A is transmitted to the intermediate shaft 37, shaft 31, a couple gears 32-33 and output shaft 36.

On the radiation diagram (see Fig. 12), this transmission is reflected in series with the connected rays O-VP-VI-I P-P.

1, 2, 3, 4, 5, 6 gears and reverse gear.

They are carried out similarly to the work described above of a 6-speed coaxial gearbox in 1, 2, 3, 4, 5, 6 gears and reverse gear, respectively.

Using the proposed method for obtaining design options (modifications) of an off-axis and (or) universal gearbox with two clutches allows you to increase the number of gears and (or) change the gear ratio with the possibility of use in the following types of transmissions:

1 - with a longitudinal arrangement of the car engine and coaxial arrangement of the input and output shafts of the gearbox,

2 - with a longitudinal arrangement of the engine and misaligned arrangement of the input and output shafts of the gearbox,

3 - with a transverse engine.

At the same time, most of the components and assemblies of the base and modified gearboxes remain unchanged, which ensures a high degree of unification and a reduction in production and repair costs.

In the given example of obtaining modifications of the basic 5-speed non-coaxial gearbox, transmission with variable inclusion of two clutches is considered. Also, sequential gears with operation on the same clutch are possible, but they are not indicated and are not considered in the above example.

The terms “basic misaligned gearbox” and “universal gearbox” mean existing or newly designed misaligned gearboxes with two clutches, to which the considered method can be applied within the scope of the claims. In this case, the newly obtained modified KP can be in a single embodiment of the design, but with the indicated features, essential and interconnected, forming a stable set of essential features, sufficient to obtain a technical result.

List of cited sources and references

1. Ivanov A.N., Solntsev A.N., Gaevsky V.V. and others. The basics of car design. - M .: Book Publishing House LLC “Behind the Wheel”, 2005. - 166 p.: Silt,

2. Cars: Design, construction and calculation. Transmission. Ed. A.I. Grishkevich. - Mn .: Vysh. school, 1985 .-- 240 p.

3. Patent DE 102011056517 A1 dated 20.06.2003.

4. Patent EP 2322821 B1, dated January 9, 2013.

5. Patent RU 2312031.

Claims (2)

1. A method of obtaining design options for an off-axis and universal gearbox with two clutches, which consists in obtaining additional gears from the base off-axis gearbox containing a double clutch assembly, a housing with input, additional and output shafts parallel to it, with two input shafts - integral and tubular - are coaxial and located one inside the other with even gears mounted on one of them, and on the other - odd gear gears engaged with with gears of constant engagement of the corresponding gears, which can be rigidly connected to the shafts using shift clutches, while on the end of the output shaft there is a drive gear coupled to a driven gear mounted on the drive shaft of the drive wheels or on the differential case, and a coupling is mounted on the additional shaft gears, reverse gear and / or gear meshed with input gear or gears meshed with input gear characterized in that the gear freely mounted on the additional shaft through the tubular shaft is connected by a clutch with at least one gear mounted on the additional shaft. 2. The method according to claim 1, characterized in that to obtain a universal gearbox in the base gearbox and its modifications behind the shaft bearings in the base gearbox housing, on the supports in the housing cover, it is possible to install two shafts: the first shaft and the output shaft are connected rigidly, the second shaft and the integral input shaft are freely connected to each other and can be rigidly connected by a switching clutch.

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