RU2692166C1 - Transmission of a vehicle - Google Patents

Abstract

FIELD: machine building.SUBSTANCE: invention relates to multi-axle all-wheeled wheeled vehicle transmissions. Transmission comprises located before engine gearbox, installed on its output main shaft, transfer box, equipped with gears of first stage of torque transfer, connected by means of main shaft with gearbox, and gear wheels of second and additional stages of torque transmission to drives of rear third and fourth bridges and drives of front first and second bridges, multiple driving and intermediate shafts, mechanisms for transmission of drive and wheel gearboxes. First driving shaft is connected by its input end to the axis of the gear wheel of the second gear of transfer gear torque of the transfer gearbox and the output end – to the input of the drive mechanism of the drive of the rear fourth bridge. Second drive shaft is connected by the input end to the output of the drive mechanism of the drive of the rear fourth bridge and the output end is connected to the input of the gear of the drive of the rear third bridge. Third drive shaft is connected by its input end to the axis of the gear wheel of the additional gearing stage of transfer gear torque of the transfer gearbox and the output end – to the input of the drive mechanism of the front second axle drive. Fourth driving shaft is connected by the input end to the output of the transmission mechanism of the drive of the front second bridge and the output end - to the input of the drive mechanism of the front first axle drive. Second axle drive transmission mechanism is equipped with interaxle differential. Distributing box is equipped with braking device and differential engaged with gear wheel of second stage of torque transmission and differential, which is made with possibility of switching on and blocking differential transfer of torque from gear wheels of second stage to drive of drive shafts of front and rear bridges.EFFECT: broader layout capabilities, reduced overall dimensions and improved transmission performance.4 cl, 3 dwg

Description

The technical field to which the invention relates.

The invention relates to vehicles and can be used in multi-axle transmissions of all-wheel drive wheeled vehicles.

The level of technology

The prior art transmission known all-wheel drive wheeled vehicle according to the patent of the Russian Federation for invention No. 2333113 (IPC В60K 17/04, В60K 17/28, B62D 63/02; publ. 10.09.2008, application No. 2005133264 of 10.31.2005). It contains the main transfer case, the output shafts of which are connected by cardan gears with the differentials of the front and rear driving axles, each of which has a crankcase. In this case, the wheel shafts from the differentials are passed through holes in the vertical walls of the side members and are connected with the wheels through final drives. It is made with a third drive axle, located between the front and rear drive axles, and an additional transfer case, the output shafts of which are connected by cardan gears with differentials of the third and rear drive axles for driving the wheels, and the input shaft with the output shaft of the main transfer case of the front differential drive drive axle. The crankcase of each drive axle is attached to the bottom surface of an individual rectangular cross-member frame. The main transfer case is located between the front and third drive axles and is attached to the side members in the area of the middle cross member below the upper surface of the side members. An additional transfer case is located between the third and rear axles and is attached to the bottom surface of an additional crossmember connected to the side members and whose longitudinal axis is at an angle to the side members other than the direct one. In this case, the axes of the input and output shafts of the additional transfer case are located at an angle to the axes of the input and output shafts of the main transfer case. All bridges are made identical in design and dimensions. Differentials of the front and third axles are shifted to the same spar, and the differential of the rear axle is shifted to the other spar. The well-known invention makes it possible to improve the performance characteristics by using standard equipment, possibilities for building a series of machines for various purposes due to the location of all kinematic assemblies below the upper surface of the frame side members, reducing the frame weight by using crossbars as supports for kinematic assemblies and ensuring the durability of the drive beyond account of the rational location of cardan gears in the range of optimal calculated angular displacements But the known transmission of all-wheel drive wheeled transport does not contain structural elements that reduce the dimensions of the specified transmission, and therefore does not fully expand the operational capabilities of the vehicle.

There is another technical solution known as “Transmission of a three-axle vehicle” for the RF patent for utility model No. 9419 (IPC В60K 17/34; published 16.03.1999, application No. 98112939 of 07/07/1998). The transmission of a three-axle vehicle of the closest analogue contains a gearbox, a transfer case consisting of a body and shafts and gear wheels located in it, cardan gears and drive axles for driving the wheels. The drive gear of the transfer case is engaged with the first gear wheel of the intermediate shaft, on which the second gear wheel is mounted, which has a gear with the gear wheel located on the first driven shaft and the gear wheel of the second driven shaft having two protruding ends from the body, which are connected with drive axles kinematic chains in which viscous couplings are located. In another embodiment, the drive gear box of the transfer case is mounted on the shaft so that the gear coupling can communicate with the first driven shaft or engage the first gear wheel of the intermediate shaft, the second gear wheel is installed on the intermediate shaft, which has a permanent gearing with the gear wheel on the first driven shaft and can be hooked and disengagement with a gear wheel located on the second driven shaft, the second driven shaft has two protruding ends from the body, which it is connected by means of cardan gears with two driving bridges. In this case, a viscous coupling is located in the kinematic chain between the second driven shaft and one of the driving axles. In yet another embodiment, the drive gear box of the transfer case is mounted on the shaft so that the gear coupling can communicate with the first driven shaft or engage the first gear wheel of the intermediate shaft, the second gear wheel is installed on the intermediate shaft, which has a permanent gearing with the gear wheel on the first driven shaft and the possibility meshing and disengaging with a gear wheel located on the second driven shaft, the second driven shaft has two protruding ends from which it is connected by means of cardan shafts Ah with two leading bridges. At the same time, at least in one of the driving axles, having a drive from the second driven shaft of the transfer case, there are couplings for switching off and starting the drive of the wheels of the vehicle. The well-known transmission is designed for a three-axle vehicle with relatively large wheels, designed to move on weak soils, for example, on the tundra, while having a simple and reliable design. However, in the design of the known transmission there is no differential connection between its elements, which limits the operational properties of the vehicle.

For the closest analogue, a technical solution may be made for a multi-axle vehicle transmission under the RF patent for utility model No. 166455 (IPC В60K 17/346; published on November 27, 2016, application No. 2015134166 of August 13, 2015). It contains in one integrated device a transfer case, a center differential, the output shafts of which are located coaxially and directed in opposite directions, the driving bevel gear of the main gear of one of the driving axles, mounted on one of the output shafts of the center differential, the wheel differential. The main drive bevel gear of the other drive axle is mounted on the second output shaft of the center differential. In addition, the crankcases of the main gears of the drive axles and the crankcase of the center differential are combined by means of intermediate crankcases. In addition, the drive bevel gears of the main gears of the drive axles are integral with the output shafts of the center differential. The transfer case is equipped with a drive shaft with a symmetrical / asymmetrical differential for driving an additional drive axle. The center and cross-axle differentials are equipped with a locking mechanism. The well-known multi-axle transmission extends the transmission's layout capabilities. The disadvantage of the closest analogue is the fact that the output shafts of a multi-axle vehicle transmission are coaxially and directed in opposite directions, which does not provide for a reduction in size along the length and an improvement in the operational properties of said transmission.

DISCLOSURE OF INVENTION

The objective of the claimed invention is to create a transmission that provides high throughput and enhanced operational capabilities of a multi-axle vehicle.

The technical result of the claimed invention is to expand the layout capabilities, reducing the size of the length, improving the performance of the transmission, providing increased patency of the multi-axle vehicle, due to the structural placement of the transmission and providing a differential connection between its elements.

The technical result is achieved in that the vehicle’s transmission contains a gearbox placed in front of the engine, a main shaft mounted at its output, a transfer case equipped with gear wheels of the first torque transmission stage connected by a main shaft with the gearbox and gear wheels of the second and additional gears transmission of torque to the rear third and fourth axle drives and front first and second axle drives, a lot of leading and intermediate alov, drive transmission mechanisms and wheel gearboxes. In this case, the first drive shaft is extended in the direction of the rear part of the body and is connected by an input end to the gearbox axis of the second stage of the transfer of torque of the transfer case and the output end to the input of the mechanism of the drive of the rear fourth axle. The second drive shaft extends in the direction opposite to the direction of the first drive shaft and is connected by an input end to an output of a rear fourth axle drive transmission mechanism and a output end to an input of a rear third axle drive transmission mechanism. The third drive shaft is non-axial to the first drive shaft, stretched in the direction of the front part of the body, and is connected by an input end to the gearwheel axis of the additional transfer stage of the transfer case and the output end to the input of the front second axle drive transmission mechanism. The fourth drive shaft is connected to the input end with the output of the drive mechanism of the front second axle drive and the output end to the input of the drive mechanism of the front first axle drive. In this case, wheel gearboxes placed on both sides of each axle are connected with axle drive transmission mechanism placed between them on the same axis by means of intermediate shafts, equipped with cross-axle differential and configured to activate and block differential transmission of torque to drive wheel gearboxes. Moreover, the transmission mechanism of the drive of the second bridge is provided with a center differential and is configured to enable and block the differential transfer of torque from the third drive shaft to the drive axes of the first and second axles. At the same time, the transfer case is provided with a braking device and a differential connected with the gear wheel of the second stage of torque transfer, which is capable of activating and blocking the differential transmission of torque from the second gear gears to the drive of the driving shafts of the front and rear axles. In addition, a power take-off is installed on the transfer case, equipped with gears for transmitting torque to the drive for additional equipment. In addition, an additional stage of transmission of torque to the front of the first and second axles is located in the lower part of the transfer case. In addition to this, additional equipment driven by a power take-off is, for example, a hydraulic pump, or an electric generator, or a compressor, or combinations thereof.

Brief Description of the Drawings

FIG. 1 is a kinematic diagram of a vehicle transmission;

FIG. 2 - the design of the transmission of the vehicle in isometric;

FIG. 3 - a fragment of the kinematic scheme of the transmission of the vehicle (transfer box);

In the figures, the numbers denote the following positions:

1 - gearbox; 2 - the main shaft; 3 - transfer case; 4 - gears of the first stage of the transfer case; 5 - gears of the second stage of the transfer case; 6 - gear wheels of an additional step of the transfer case; 7 - drive transmission mechanism; 8 - wheel reducer; 9 - rear fourth axle; 10 - rear third axle; 11 - front second axle; 12 - front first bridge; 13 - the first drive shaft; 14 - the second drive shaft; 15 - intermediate shaft; 16 - the third drive shaft; 17 - the fourth drive shaft; 18 - the rear part of the body; 19 - the front part of the body; 20 - cross-axle differential; 21 - center differential; 22 - brake gear transfer case; 23 - transfer case differential; 24 - power take-off.

The implementation of the invention

The declared transmission of the vehicle serves to distribute and transmit torque from the engine to the drive wheels, ensuring that the wheels rotate at different speeds when turning and take power to drive the additional units.

Transmission of the vehicle constructively contains the following main elements: gearbox 1, main shaft 2, transfer case 3, many drive and intermediate shafts, transmission mechanisms of the drive 7 and wheel gears 8.

The gearbox 1 is located in front of the engine 25. At the output of the gearbox 1 is installed the main shaft 2, which is connected to the transfer box 3. The transfer box 3 is a gearbox and is equipped with gears of the first, second and additional gears 4, 5, 6 of torque transmission. The gears of the first stage 4 of the transfer case are connected via gearbox 2 to the gearbox 1. The gears of the first stage 4 are meshed with gears of the second stage 5, which transmit torque to the drive of the rear fourth axle 9 and to the drive of the associated rear third the bridge 10 and are in engagement with the gear wheels of the additional stage 6. The gear wheels of the additional stage 6 are located in the lower part of the transfer case 3 and transmit torque to the front-wheel drive second the bridge 11 and to drive the associated first front axle 12.

At the same time, the transfer box 3 is provided with a braking device 22 and a differential 23 connected to the gear wheel of the second stage 5. The braking device 22 brakes or stops the transmission, and the differential 23 provides a differential connection between the front and rear axles during operation of the engine 25 of the vehicle. Differential coupling between the front and rear axles improves performance and increases transmission life. Moreover, the differential 23 is provided with a locking device and configured to enable and block differential transmission of torque from the gear wheels of the second stage 5 to drive the drive shafts of the rear and front axles 9, 10, 11, 12.

The transfer box 3 is additionally equipped with a power take-off 24 and a power take-off device made with the ability to turn on and off the transmission of torque from the transfer box 3 to the power take-off 24. Power take-off 24 has gears for transmitting torque to the auxiliary equipment drive. Additional equipment driven by power take-off 24 is, for example, a hydraulic pump, or an electric generator, or a compressor, or combinations thereof.

The first drive shaft 13, which contains the transmission of the vehicle, is stretched towards the rear of the body 18. It is connected by an input end to the gearbox axis of the second stage 5 of the transfer case of the transfer case and the output end to the input of the transmission mechanism of the drive 7 of the rear fourth axle 9. The second drive shaft 14 is stretched in the direction opposite to the direction of the first drive shaft 13. Such a constructive solution provides enhanced layout capabilities, reduces the length of the transmission, its gab the Arites. The second drive shaft 14 is connected at the input end to the output of the transfer mechanism of the rear axle 4 of the fourth axle 9 and the output end to the input of the transmission mechanism of the drive 7 of the rear third axle 10. The third drive shaft 16 is non-axial to the first drive shaft 13. It is extended in the direction of the front axle. part of the body 19 and is connected to the input end with the axis of the gear wheel of the additional stage 6 of the transfer of torque of the transfer case 3 and the output end to the input of the transmission mechanism of the drive 7 of the front second axle 11. The fourth driver L 17 is connected with the input end output drive transmission mechanism 7 of the second front axle Neither outcoupling end - to the input of the drive transmission mechanism 7 of the first front axle 12.

The wheel gears 8 are placed on both sides of each of the rear and front axles 9, 10, 11, 12. The wheel gearboxes 8 of each axle are connected with the drive transmission mechanism 7 placed between them on the same axis by means of intermediate shafts 15.

The transmission mechanism of the drive 7 of each axle is equipped with gears for transmission of torque and cross-wheel differential 20 and is designed to enable and block differential transmission of torque to the intermediate shafts 15 of the drive of one and the second wheel gears 8. Moreover, the transmission mechanism of the drive 7 of the front second axle 11 also provided with a center differential 21 and configured to enable and block the differential transmission of torque from the third drive shaft 16 of the front drive its second bridge 11 to the fourth drive shaft 17 of the drive of the front of the first axle 12. Differential connection between the intermediate shafts 15 of the drive one and second wheel reduction gears 8 of each axle, as well as the differential connection between the third 16 and fourth 17 leading shafts of the drive first 12 and second 11 axles reduce wear and increase the life of transmission elements, improve its performance, ensuring that the multi-axle vehicle increases in permeability.

The inventive suspension wheels of the vehicle works as follows.

During the movement of the vehicle, the torque from the gearbox is transmitted via the main shaft to the gears of the first stage of the transfer case. In this case, the gears of the second stage, which are in engagement with the gears of the first stage, transmit torque to the drive of the rear fourth axle and further to the drive of the associated third rear axle. In turn, the gears of the additional stage, located in the lower part of the transfer case, are engaged with the gear wheels of the second stage and transmit torque to the front second axle drive and further to the front first axle associated with it. The braking or stopping of the transmission during the operation of the engine of the vehicle provides the brake device of the transfer case. In this case, the differential of the transfer case provides a differential connection between the front and rear axles. It activates and blocks the differential transmission of torque from the gears of the second stage to drive the drive shafts of the front and rear axles. The device for turning off the power take-off of the transfer case, turns on and off the transmission of torque from the transfer case to the power take-off to the auxiliary equipment drive, which may include a hydraulic pump, an electric generator, and a compressor. The inclusion of a differential lock in the transfer case and power take-off is made when overcoming dangerous sections of the path, after which the differential lock is turned off.

The first drive shaft from the gearbox axis of the second stage of the transfer case transmits torque to the transmission mechanism of the rear fourth axle drive. In this case, the second drive shaft from the transmission mechanism of the drive of the rear fourth bridge provides the transmission of torque in the direction opposite to the direction of the first drive shaft to the transmission mechanism of the drive of the rear third axle. The third drive shaft, misaligned to the first and second drive shafts, from the gearbox axis of the additional transfer case stage transmits the torque towards the front of the body to the front second axle drive transmission mechanism. The fourth drive shaft from the transmission mechanism of the drive of the front of the second bridge torque is transmitted to the transmission mechanism of the drive of the front of the first bridge. In turn, the transmission mechanism of the drive of each of the axles transmits torque through intermediate shafts to the drive of the wheel gearboxes of the vehicle.

At the same time, depending on the road conditions, a differential connection between the third and fourth drive shafts of the front second and first axles drive differential coupling and the differential between the intermediate drive shafts of the axles between the third and fourth axles are carried out or blocked by the center differential of the second axle drive transmission mechanism. gearboxes of each bridge. This differential connection between the elements of the transmission, as well as the possibility of its inclusion and blocking, improves the operational characteristics of the transmission and provides an increase in the vehicle’s patency.

Thus, the claimed transmission of the vehicle provides enhanced layout capabilities, reduced size in length, improved transmission performance, providing improved cross-country multi-axle vehicle, due to the structural placement of the transmission and providing differential communication between its elements. At the same time, the structural arrangement of transmission elements allows reducing its dimensions.

For the manufacture of the transmission of the vehicle using standard materials and production equipment, which indicates the industrial applicability of the proposed technical solution.

Claims (4)

1. Transmission of a motor vehicle containing a gearbox placed in front of the engine, a main shaft mounted at its output, a transfer box equipped with gear wheels of the first torque transmission stage connected by a main shaft with the gear box and gear wheels of the second and additional torque transmission stages on rear third and fourth axle drives and front first and second axle drives, a lot of drive and intermediate shafts, drive transmission mechanisms and number All gearboxes, the first drive shaft is extended in the direction of the rear part of the body and connected by an input end to the gearbox axis of the second stage of the transfer of torque of the transfer case and the output end to the input of the drive mechanism of the rear fourth axle, the second drive shaft is extended in the opposite direction the direction of the first drive shaft, and is connected by an input end to the output of the rear-axle four-axle drive transfer mechanism and the output end to the input of the rear-third-axle drive transfer mechanism, This drive shaft is misaligned to the first drive shaft, stretched in the direction of the front part of the body and connected to the input end of the gearwheel axis of the additional transfer box of the transfer case torque and the output end to the input of the front second axle drive transmission mechanism; the fourth drive shaft is connected to the input end the output of the front second drive drive transmission mechanism and the output end to the input of the front first drive drive transfer mechanism, while the wheel gearboxes are housed with both the sides of each bridge are connected with the axle drive transmission mechanism placed between them on the same axis by means of intermediate shafts, equipped with a cross-wheel differential and configured to activate and block differential transmission of torque to the drive wheel gears, the transmission mechanism of the second axle drive is provided with a center differential with the possibility of switching on and blocking the differential transmission of torque from the third drive shaft to the drive axis of the first and second o bridges, while the transfer case is provided with a braking device and a differential connected to the gear wheel of the second stage of torque transfer and capable of activating and blocking the differential transmission of torque from the gear wheels of the second stage to the drive of the drive shafts of the front and rear axles. 2. Transmission according to Claim. 1, characterized in that the transfer box is additionally fitted with a power take-off, equipped with gears for transmitting torque to the drive for additional equipment. 3. Transmission according to Claim. 1, characterized in that the additional stage of torque transmission to the front first and second axles is located in the lower part of the transfer case. 4. Transmission according to claim 1 or 2, characterized in that the additional equipment driven by the power take-off is, for example, a hydraulic pump, or an electric generator, or a compressor, or combinations thereof.

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