Transmission system of high-power petroleum fracturing truck

Abstract

The invention discloses a high-power petroleum fracturing truck transmission system which comprises a torque converter and a gearbox which are integrated, and the gearbox is of a fixed shaft and planet structure. The torque converter comprises a shell a, a torque conversion mechanism is arranged in the shell a, and the torque conversion mechanism is connected with an input assembly; the gearbox comprises a shell b, the shell b is fixedly connected with the shell a, a parallel shaft transmission system in transmission connection with the output end of the torque conversion mechanism and a planet wheel transmission system in transmission connection with the output end of the parallel shaft transmission system are arranged in the shell b, and the output end of the planet wheel transmission system is connected with the output assembly; the gear of the parallel shaft transmission system is three, the gear of the planet wheel transmission system is three, and the gear of the parallel shaft transmission system is nine. The advantages of fixed shaft transmission and planetary transmission are combined, balance is carried out, the reliability is high, meanwhile, the weight can be reduced, and the transmitted torque can be improved. And the torque converter and the gearbox are integrally arranged, so that the overall size is reduced, and the mounting space is saved.

Description

Technical Field

[0001] The present invention relates to the technical field of transmission systems, and in particular to a transmission system for a high-power oil fracturing truck. Background Art

[0002] An oil fracturing truck is a heavy equipment used for liquid fracturing operations, mainly used in oil and natural gas extraction. It injects liquid into the well under high pressure to fracture the rock layer and release oil and gas.

[0003] The diesel engine on the fracturing platform drives the transmission system that drives the fracturing pump for fracturing operations. Fracturing operations require high reliability from the entire system. Three technical approaches exist for fracturing transmission systems: a split design, with the torque converter and gearbox separated and connected by a drive shaft; an integrated design, with the torque converter and gearbox integrated and mounted directly to the engine flywheel via a flexible disc; and a third approach that eliminates the torque converter and maintains only the gearbox. The third approach, however, has been abandoned by the market due to its complex operating conditions and control, resulting in friction plate burnout and poor reliability. Currently, the first and second approaches are the mainstream solutions. The second approach uses a planetary arrangement, typically with seven or eight gears, and is lightweight and compact. However, shaft breakage and friction plate burnout are common, resulting in low reliability. The first approach is the most reliable and enjoys the highest customer acceptance. However, the first solution is a split layout solution, and a drive shaft needs to be added between the torque converter and the gearbox, resulting in a long axial dimension and heavy weight. Since fracturing trucks have certain requirements for vehicle length and weight when they are put on the road, the gearbox is required to reduce weight and axial dimensions.

[0004] In addition, in conventional gearboxes, parallel shaft transmission or planetary gear transmission is generally used independently. Although parallel shaft transmission has higher reliability, it is heavy and large in size, and it is difficult to achieve coaxial output. In addition, the shaft is long, difficult to process, and the shaft system has large deflection, which affects reliability. Planetary gear transmission, although light in weight, has low torque transmission capacity and small shaft diameter, which leads to shaft breakage and low reliability.

[0005] Especially new energy oil fracturing vehicles, which are driven by electric motors. Due to the characteristics of electric motors, at low speeds, their torque is greater than that of traditional fuel fracturing vehicles. When using independent planetary gear transmission, the shaft that transmits torque cannot fully bear the output torque of the motor, and the risk of shaft breakage is high.

[0006] In summary, the three routes of fracturing present the following challenges: 1) friction plate burnout; 2) axle breakage; and 3) gear shifting issues. There is a need to develop a more reliable transmission suitable for both conventional and renewable energy-powered oil fracturing vehicles. Summary of the Invention

[0007] In order to solve the above-mentioned deficiencies in the prior art, the present invention proposes a high-power oil fracturing truck transmission system.

[0008] In order to achieve the above technical effects, the present invention adopts the following scheme: A high-power oil fracturing truck transmission system includes an integrated torque converter and a gearbox, wherein the gearbox adopts a fixed shaft + planetary structure; The torque converter includes a housing a and a torque converter mechanism disposed in the housing a, wherein the torque converter mechanism is connected to an input assembly; The gearbox includes a housing b, which is fixedly connected to the housing a. A parallel shaft transmission system connected to the output end of the torque converter mechanism and a planetary gear transmission system connected to the output end of the parallel shaft transmission system are provided in the housing b, and the output end of the planetary gear transmission system is connected to the output assembly; The parallel shaft transmission system is provided with three gears through three clutches, and the planetary gear transmission system is provided with three gears through three clutches. The three clutches of the parallel shaft transmission system and the three clutches of the planetary gear transmission system are cross-combined to form a nine-gear setting, and meet the speed ratio setting of 4.835~4.154~3.571~2.603~2.237~1.923~1.354~1.163~1.

[0009] The preferred technical solution is that the parallel shaft transmission system includes a main shaft, a side shaft m and a side shaft n that are rotatably arranged in the housing b, the side shaft m and the side shaft n are arranged on the side of the main shaft, the output end of the torque converter mechanism is provided with a Z1 transmission gear, the main shaft is connected to the Z1 transmission gear through a K1 clutch, and a Z5 combining gear and a Z7 combining gear are fixed on the main shaft. The side shaft m and the side shaft n are respectively connected to the Z1 transmission gear through a fixed Z2 connecting gear and a Z3 connecting gear. The side shaft m and the side shaft n are also rotatably provided with a Z4 transmission gear and a Z6 transmission gear, respectively, the side shaft m is connected to the Z4 transmission gear through a K2 clutch, the side shaft n is connected to the Z6 transmission gear through a K3 clutch, the Z4 transmission gear and the Z6 transmission gear are respectively connected to the Z5 combining gear and the Z7 combining gear, and the planetary gear transmission system is connected to the main shaft.

[0010] According to a preferred technical solution, the planetary gear transmission system includes a transmission shaft L fixedly connected to the main shaft, and a first-level sun gear and a second-level sun gear are fixedly provided on the transmission shaft L. The first-level sun gear is connected to the first-level ring gear via a number of first-level planetary gears on all four sides, and the first-level ring gear is connected to the housing b via a K5 clutch. The second-level sun gear is connected to the second-level ring gear via a number of second-level planetary gears on all four sides, and the second-level ring gear is connected to the housing b via a K4 clutch. A K6 clutch is also provided on the transmission shaft L, and the K6 clutch is connected to the first-level planetary gears via a first-level planetary carrier, and the first-level planetary carrier is connected to the second-level ring gear via a Z13 connecting gear, and the second-level planetary gears are connected to the output assembly via the second-level planetary carrier.

[0011] The preferred technical solution is that the principles of the K1 clutch, K2 clutch, K3 clutch, K6 clutch, K5 clutch and K4 clutch are consistent, including a fixed inner hub and a piston seat, the inner hub and the piston seat are spaced apart and a movable piston is provided between the inner hub and the piston seat, a movable outer hub is sleeved on the outer side of the inner hub, a plurality of sliding friction plates are provided on the inner hub, a plurality of sliding steel plates are provided on the outer hub, and the friction plates and the steel plates are staggered; an oil chamber is provided on the side of the piston seat facing the inner hub, a portion of the piston is embedded in the oil chamber and is sealed and slidably arranged, the oil chamber is connected to the pressure oil channel, and the piston is connected to an elastic reset member.

[0012] A preferred technical solution is that a quick-release valve is provided on the piston seat, a connecting channel is provided in the piston seat, and an oil hole a, an oil hole b and an oil hole c are provided in sequence on the connecting channel, the oil hole a is connected to the box body, the quick-release valve is provided in the connecting channel, the oil hole b and the oil hole c are connected to the oil chamber, the connecting channel is connected to an oil inlet hole, the oil inlet hole is located between the oil hole a and the oil hole b, and the oil inlet hole is connected to the pressure oil channel; the quick-release valve includes a second spring and a valve core provided in the connecting channel, the valve core is matched with the connecting channel and is pushed to slide by the second spring.

[0013] According to a preferred technical solution, the elastic return member includes a fixed spring pressure plate, the spring pressure plate is located between the piston and the inner hub, and the spring pressure plate and the piston are connected via a first spring.

[0014] A preferred technical solution is that the torque converter mechanism includes a transmission shaft b, a cover wheel, a pump wheel, a turbine and a guide wheel. The pump wheel is connected to the input assembly through the cover wheel. The pump wheel, the turbine and the guide wheel are installed on the transmission shaft b. The transmission shaft b is rotatably arranged in the housing a, and the parallel axis transmission system is connected to the transmission shaft b. The turbine is fixedly connected to the transmission shaft b. The guide wheel is arranged between the pump wheel and the turbine, and a locking clutch is also provided between the pump wheel and the turbine.

[0015] In a preferred technical solution, the torque converter mechanism is connected to a power take-off mechanism, which includes a driving gear fixedly mounted on a pump wheel. The driving gear is connected to a pump gear by rotating a power take-off gear mounted in a housing a. The pump gear is connected to an oil return pump, which is mounted on a housing a.

[0016] The preferred technical solution also includes a lubrication system, which includes a main oil valve and several secondary oil valves arranged on the shell a and the shell b. The main oil valve is connected to the oil supply pipe, and the main oil valve is connected to several secondary oil valves through several oil distribution pipes. The several secondary oil valves are independently connected to various lubrication components through lubricating oil pipes, and the lubricating oil pipes are built into the shell a and the shell b.

[0017] Compared with the prior art, the beneficial effects are: 1. In the present invention, the torque converter is combined with the gearbox to form an integrated arrangement, thereby reducing the overall volume, saving installation space, and avoiding burning of friction plates.

[0018] 2. In the present invention, a parallel shaft transmission system and a planetary gear transmission system are combined for power transmission in a gearbox. In the parallel shaft transmission system, the setting of the shaft can be increased, thereby reducing the risk of rotating shafts. The speed ratio difference of the parallel shaft transmission system is small, and the torque transmission capabilities of the various gears are relatively consistent, which can achieve extreme uniformity, ensure that the impact of gear shifting is small, and the weight of each gear is relatively uniform. In the planetary gear transmission system, the speed ratio is relatively large, and the weight of each gear can be reduced by using multiple planetary gears, and coaxial output can be guaranteed. Therefore, the present invention combines the advantages of fixed shaft transmission and planetary transmission, and achieves a balance. While having higher reliability, it can reduce weight and increase the transmitted torque; and the torque converter is directly connected to the parallel shaft transmission system, and the transmitted torque is transmitted to the planetary gear transmission system after passing through the parallel shaft transmission system, which is buffered, thereby avoiding shaft breakage of the planetary gear transmission system.

[0019] 3. The speed ratio setting of the present invention has a small speed ratio difference between two adjacent gears, which makes gear shifting smoother, with less impact, easier to engage gears, and improves reliability.

[0020] 4. In the present invention, the speed ratio of the first gear is large, so that a higher torque can be transmitted. When multiple fracturing trucks are paralleled, the high speed ratio allows the fracturing trucks to be paralleled at a high speed.

[0021] 5. In the present invention, by providing a quick-release valve, the transient response capability is improved, which enables faster gear shifting and quick response. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is a simplified schematic diagram of the present invention.

[0023] Figure 2 It is a schematic structural diagram of the parallel shaft transmission system in the present invention.

[0024] Figure 3 It is a schematic cross-sectional view of the main shaft in the present invention.

[0025] Figure 4 It is a schematic cross-sectional view of the side axis m in the present invention.

[0026] Figure 5 It is a perspective structural diagram of the planetary gear transmission system in the present invention.

[0027] Figure 6 This is another structural diagram of the planetary gear transmission system in the present invention from another perspective.

[0028] Figure 7 It is a cross-sectional schematic diagram of the K6 clutch in the present invention.

[0029] Reference numerals: 1, torque converter; 2, gearbox; 3, pump wheel; 4, turbine; 5, guide wheel; 6, input shaft; 7, flywheel; 8, main shaft; 9, Z1 transmission gear; 10, K1 clutch; 11, side shaft m; 12, Z2 connecting gear; 13, Z4 transmission gear; 14, K2 clutch; 15, side shaft n; 16, Z3 connecting gear; 17, Z6 transmission gear; 18, Z5 coupling gear; 19, Z7 coupling gear; 20, transmission shaft L; 21, K6 clutch; 22, K5 clutch; 23, K4 clutch; 24, primary sun gear; 25, primary planetary gear; 26, Primary planetary carrier; 27. Secondary sun gear; 28. Secondary planetary gear; 29. ​​Secondary planetary carrier; 30. Output assembly; 31. Primary ring gear; 32. Secondary ring gear; 33. K3 clutch; 34. Inner hub; 35. Piston seat; 36. Outer hub; 37. Friction plate; 38. Steel plate; 39. Piston; 40. First spring; 41. Spring pressure plate; 42. Second spring; 43. Valve core; 44. Oil chamber; 45. Connecting channel; 46. Quick-drain valve; 47. Oil hole b; 48. Oil hole a; 49. Oil hole c; 50. Driving gear; 51. Power take-off gear; 52. Pump gear; 53. Oil return pump. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0031] A high-power oil fracturing truck transmission system includes a torque converter 1 and a gearbox 2 integrated into one body.

[0032] The torque converter 1 is combined with the gearbox 2 to form an integrated arrangement, thereby reducing the overall volume and saving installation space, and the torque converter mechanism is provided to avoid burning of the friction plate.

[0033] The torque converter 1 includes a housing a, in which a torque converter mechanism is provided. The torque converter mechanism is connected to an input component; the input component is a flywheel 7 of the engine.

[0034] The gearbox 2 adopts a fixed axis + planetary structure, that is, the gearbox 2 includes a housing b, which is fixedly connected to the housing a. A parallel axis transmission system and a planetary gear transmission system are arranged in the housing b. The parallel axis transmission system is transmission-connected to the output end of the torque converter mechanism, and the planetary gear transmission system is transmission-connected to the output end of the parallel axis transmission system. The output end of the planetary gear transmission system is connected to the output assembly 30, which is the output shaft.

[0035] The parallel shaft transmission system and the planetary gear transmission system are combined for power transmission in the gearbox 2. In the parallel shaft transmission system, the setting of the shaft can be increased, thereby reducing the risk of rotating shafts. The speed ratio difference of the parallel shaft transmission system is small, and the ability to transmit torque between the gears is relatively consistent, which can achieve extreme uniformity, ensure that the impact of gear shifting is small, and the weight of each gear will be relatively uniform. In the planetary gear transmission system, the speed ratio is relatively large, and the weight of each gear can be reduced by multiple planetary gears, and coaxial output can be guaranteed. Therefore, in the present invention, the advantages of fixed shaft transmission and planetary transmission are combined for balance. While having higher reliability, it can reduce weight and increase the transmitted torque; and the torque converter is directly connected to the parallel shaft transmission system, and the transmitted torque is transmitted to the planetary gear transmission system after passing through the parallel shaft transmission system, which is buffered, thereby avoiding broken shafts in the planetary gear transmission system.

[0036] The parallel shaft transmission system is provided with three gears through three clutches, and the planetary gear transmission system is provided with three gears through three clutches. The three clutches of the parallel shaft transmission system and the three clutches of the planetary gear transmission system are cross-combined to form a nine-gear setting, and the speed ratios from the first gear to the ninth gear are 4.835~4.154~3.571~2.603~2.237~1.923~1.354~1.163~1, respectively.

[0037] The speed ratio difference between two adjacent gears is very small, which makes the gear shifting smoother, with less impact, easier to engage gears, and improves reliability. In addition, the speed ratio of the first gear is large, which can transmit higher torque. When multiple fracturing trucks are paralleled, the high speed ratio allows the fracturing trucks to be paralleled at high speed.

[0038] The preferred technical solution is that the parallel shaft transmission system includes a main shaft 8, a side shaft m11 and a side shaft n15 that are rotatably arranged in the housing b. The side shafts m11 and n15 are arranged parallel to the side of the main shaft 8. The output end of the torque converter is provided with a Z1 transmission gear 9. The main shaft 8 is connected to the Z1 transmission gear 9 through a K1 clutch 10. The main shaft 8 is fixed with a Z5 combined gear 18 and a Z7 combined gear 19 with different numbers of teeth. The side shafts m11 and n15 are respectively connected by a fixed Z2 connecting gear 1 2 and Z3 connecting gears 16 are connected to the Z1 transmission gear 9, and the side shaft m11 and side shaft n15 are also rotatably provided with a Z4 transmission gear 13 and a Z6 transmission gear 17, respectively. The side shaft m11 is connected to the Z4 transmission gear 13 through the K2 clutch 14, and the side shaft n15 is connected to the Z6 transmission gear 17 through the K3 clutch 33. The Z4 transmission gear 13 and the Z6 transmission gear 17 are respectively connected to the Z5 combining gear 18 and the Z7 combining gear 19, and the planetary gear transmission system is connected to the main shaft 8.

[0039] When the K1 clutch 10 is closed, the Z1 transmission gear 9 is directly connected to the main shaft 8, and the output torque of the torque converter is transmitted to the main shaft 8, and then to the planetary gear transmission system.

[0040] When the K2 clutch 14 is closed, the Z1 transmission gear 9 transmits the output torque of the torque converter mechanism to the side shaft m11 through the Z2 connecting gear 12, and then transmits it to the Z4 transmission gear 13 through the K2 clutch 14. Since the Z4 transmission gear 13 is connected to the meshing gear a, the torque is transmitted to the main shaft 8 and then to the planetary gear transmission system.

[0041] When the K3 clutch 33 is closed, the Z1 transmission gear 9 transmits the output torque of the torque converter mechanism to the side shaft n15 through the Z3 connecting gear 16, and then transmits it to the Z6 transmission gear 17 through the K3 clutch 33. Since the Z6 transmission gear 17 is connected to the meshing gear b, the torque is transmitted to the main shaft 8 and then to the planetary gear transmission system.

[0042] The preferred technical solution is that the planetary gear transmission system includes a transmission shaft L20 fixedly connected to the main shaft 8, and a first-level sun gear 24 and a second-level sun gear 27 are fixedly provided on the transmission shaft L20. The first-level sun gear 24 is connected to the first-level ring gear 31 through several first-level planetary gears 25 on all sides, and the first-level ring gear 31 is connected to the housing b through the K5 clutch 22. The second-level sun gear 27 is connected to the second-level ring gear 32 through several second-level planetary gears 28 on all sides, and the second-level ring gear 32 is connected to the housing b through the K4 clutch 23. A K6 clutch 21 is also provided on the transmission shaft L20, and the K6 clutch 21 is connected to several first-level planetary gears 25 through a first-level planetary carrier 26. The first-level planetary carrier 26 is connected to the second-level ring gear 32 through a Z13 connecting gear. The rotation center of the Z13 connecting gear coincides with the rotation center of the transmission shaft L20, and several second-level planetary gears 28 are connected to the output assembly 30 through a second-level planetary carrier 29.

[0043] In a preferred technical solution, the design principle of the planetary mechanism is: the number of sun gear teeth + the number of ring gear teeth / the number of planet gear teeth = an integer and / or the number of sun gear teeth + 2 times the number of planet gear teeth = the number of ring gear teeth.

[0044] The preferred technical solution is that the K1 clutch 10, K2 clutch 14, K3 clutch 33, K6 clutch 21, K5 clutch 22 and K4 clutch 23 have the same principle and include a fixed inner hub 34 and a piston seat 35. The inner hub 34 and the piston seat 35 are spaced apart and a movable piston 39 is provided between the inner hub 34 and the piston seat 35. The piston 39 moves along the line connecting the inner hub 34 and the piston seat 35. A movable outer hub 36 is sleeved on the outer side of the inner hub 34. The inner hub 34 is provided with a plurality of sliding friction plates 37. The outer hub 36 is provided with a plurality of sliding steel plates 38. The friction plates 37 and the steel plates 38 are arranged alternately. An oil chamber is provided on the side of the piston seat 35 facing the inner hub 34. The piston 39 is partially embedded in the oil chamber and is sealed and slidable. The piston 39 is provided with inner and outer sealing rings. The oil chamber is connected to the pressure oil channel. The piston 39 is connected to an elastic return member for returning the piston 39 after movement. The pressure oil channel is built into the shaft, and the hydraulic oil is injected into the oil chamber through the pressure oil channel and fills the space between the piston seat and the piston 39. The oil pressure of the pressure oil pushes the piston 39 toward the inner hub 34, pressing the friction plates 37 and the steel plates 38, so that the friction plates 37 and the steel plates 38 are locked by friction, thereby driving the outer hub 36 to rotate and transmitting power through the outer hub 36.

[0045] The friction plate 37 and the steel plate 38 are both arranged in an annular shape. The inner hub 34 is provided with a protruding portion toward the piston seat 35. Several friction plates 37 are sleeved on the protruding portion of the inner hub 34. At least two sliding clamping parts a are protruding on the inner side of the friction plate 37. The protruding part of the inner hub 34 is provided with a sliding groove a matching the sliding clamping part a. At least two sliding clamping parts a are respectively embedded in the corresponding sliding groove a and slide, thereby restricting the friction plate 37 on the inner hub along the line connecting the inner hub and the piston seat. The outer hub is annularly arranged around the inner hub 34, the outer edge of the steel sheet is attached to the inner side of the outer hub 36, the protruding part of the inner hub 34 passes through the middle of the steel sheet, and at least two sliding clamps b are protruding from the outer edge of the steel sheet. The inner side of the outer hub 36 is provided with a sliding groove b that matches the sliding clamp, and at least two sliding clamps b are respectively embedded in the corresponding sliding grooves b to slide, thereby restricting the steel sheet 38 on the outer hub 36 to slide along the line connecting the inner hub and the piston seat without rotating.

[0046] Among them, for the K1 clutch 10, the inner hub 34 and the piston seat 35 are fixed on the main shaft 8, and the piston seat 35 is arranged on the inner side of the Z1 transmission gear 9, and the outer hub 36 and the Z1 transmission gear 9, so that when the K1 clutch 10 is closed, the rotation of the Z1 transmission gear 9 is transmitted to the inner hub 34 and the piston seat 35 through the outer hub 36, driving the main shaft 8 to rotate.

[0047] Among them, for the K2 clutch and the K3 clutch 33, the inner hub 34 and the piston seat 35 are fixed on the side shaft m11 and the side shaft n15, and the outer hub 36 is fixedly connected to the Z1 transmission gear 9 and the Z4 transmission gear 13, so that the rotation of the side shaft m11 and the side shaft n15 is transmitted to the Z1 transmission gear 9 and the Z4 transmission gear 13 respectively through the closure of the K2 clutch and the K3 clutch 33.

[0048] Among them, for the K6 clutch 21, the inner hub 34 and the piston seat 35 are fixed on the transmission shaft L20, and the outer hub 36 is fixedly connected to the first-stage planetary carrier 26, so that the rotation of the transmission shaft L20 is transmitted to the first-stage planetary carrier 26 through the closing of the K6 clutch 21.

[0049] Among them, for the K5 clutch and the K4 clutch 23, the inner hub 34 and the piston seat 35 are fixedly mounted on the primary ring gear 31 and the secondary ring gear 32, and the outer hub 36 is fixedly connected to the housing b, so that the primary ring gear 31 and the secondary ring gear 32 can be fixed when the K5 clutch and the K4 clutch 23 are closed.

[0050] A preferred technical solution is that a quick-drain valve 46 is provided on the piston seat 35, and a connecting channel 45 is provided in the piston seat 35. The connecting channel 45 is provided with an oil hole a49, an oil hole b48 and an oil hole c47 in sequence. The oil hole a49 is connected to the oil drain pipe provided in the shell b. The quick-drain valve 46 is provided in the connecting channel to additionally open and close the channel for the entry and discharge of pressure oil. The oil hole b48 and the oil hole c47 are connected to the oil chamber 44, and the diameter of the oil hole b48 is larger than the diameter of the oil hole c47. The connecting channel 45 is also connected to an oil inlet hole, which is located between the oil hole a49 and the oil hole b48. The oil inlet hole is connected to the pressure oil channel, and the hydraulic oil passes through the pressure oil channel and then is injected into the connecting channel from the oil inlet hole. In the first stroke, the hydraulic oil in the connecting channel first enters the oil chamber 44 through the oil hole b48, quickly pushing the piston to move toward the friction plate 37 and the steel plate 38; the quick-drain valve 46 includes a second spring 42 and a valve core 43 arranged in the connecting channel 45. The valve core 43 is matched with the connecting channel and is pushed to slide by the second spring. There are two valve cores and two second springs. The valve cores are matched with the connecting channel and can perform piston movement in the connecting channel. The two valve cores correspond to the oil hole a and the oil hole c respectively. In the natural state, the valve core corresponding to the oil hole a is located near the oil hole a but does not block the oil hole a. The valve core corresponding to the oil hole c blocks the oil hole c. One end of each of the two second springs is connected to the two valve cores, and the other end is fixed in the connecting channel. When the pressure of the hydraulic oil in the connecting channel can overcome the spring force, the valve core will be pushed to move in the direction of the compression spring. In the first stroke, the oil pressure in the connecting channel pushes one of the valve cores to move toward the oil hole a, thereby blocking the oil hole a and preventing the hydraulic oil in the oil chamber from being discharged from the oil hole a, thereby establishing a stable pressure in the oil chamber; in the second stroke, the pressure in the connecting channel pushes the other valve core corresponding to the oil hole c to move, thereby opening the oil hole c, so that the hydraulic oil in the connecting channel can enter the oil chamber 44 through the oil hole b48 and the oil hole c47 at the same time. At this time, the oil hole a49 is sealed by the valve core 43, and pressure is established in the oil chamber; when the pressure oil channel is relieved, the valve core 43 is reset, the oil hole a is opened, and the oil in the piston chamber is directly discharged into the housing a and discharged through the oil drain pipe in the housing a, thereby accelerating the discharge speed of the hydraulic oil.

[0051] When quick-release valve 46 is opened, hydraulic oil flows in and out of oil chamber 44 through oil hole b49 and oil hole c49, increasing the hydraulic oil flow rate. This allows piston 39 to move more quickly, improving transient response and enabling faster shifting and responsiveness. Compared to conventional clutches, the provision of quick-release valve 46 controls shifting time to less than 0.8 seconds and reduces the time it takes to reach the pressure plateau during the first stroke. After the first stroke reaches the pressure plateau, the pressure rapidly rises to the second stroke pressure plateau, which is approximately 1.0-1.2 MPa, ensuring that the friction plates are compressed. The second stroke pressure plateau takes approximately 300-400 milliseconds to reach the pressure plateau, significantly reducing the impact of friction plate engagement, slippage, and the chance of friction plate burning, thereby improving friction plate reliability. Furthermore, with quick-release valve 46, the clutch response speed is 15 times faster, and the time it takes to reach full torque is 10 times faster, significantly improving the transmission efficiency of the transmission system.

[0052] In a preferred technical solution, the elastic return member includes a fixed spring pressure plate 41 , which is located between the piston 39 and the inner hub. The spring pressure plate 41 and the piston 39 are connected via a first spring 40 .

[0053] The preferred technical solution is that the torque converter mechanism includes a transmission shaft b, a guide plate, a flexible plate, a cover wheel, a pump wheel 3, a turbine 4 and a guide wheel 5. The cover wheel is connected to the input component through the flexible plate. The guide plate is arranged in the housing a. The pump wheel 3 is connected to the guide plate, and the pump wheel 3 is fixedly connected to the cover wheel. The pump wheel 3, the turbine and the guide wheel 5 are all arranged on the transmission shaft b. The transmission shaft b is rotatably arranged in the housing a, and the parallel axis transmission system is connected to the transmission shaft b. The turbine 4 is arranged relative to the pump wheel 3, and the turbine is fixedly connected to the transmission shaft b. The guide wheel 5 is arranged between the pump wheel 3 and the turbine.

[0054] A lockup clutch is also provided between the pump wheel 3 and the turbine. In the attached figure, the lockup clutch is the K7 clutch. After the gearbox 2 completes the gear shift, the torque converter is required to enter the locked state from the unlocked state. Before locking, the engine speed is increased. Under the same torque, the common input point is moved toward the high transmission ratio input point of the torque converter. When the lockup clutch is engaged, the speed difference during locking is reduced to reduce the impact. When the input speed of the gearbox 2 is greater than 1250rpm, the lockup clutch is engaged.

[0055] According to a preferred technical solution, the torque converter mechanism is connected to a power take-off mechanism, which includes a driving gear 50 fixedly arranged on the pump wheel 3, and the driving gear 50 is connected to a power take-off gear 51 rotatably arranged in the housing a with a pump gear 52, and the pump gear 52 is connected to a return oil pump 53, and the return oil pump 53 is arranged on the housing a.

[0056] When the pump wheel 3 rotates, it can drive the pump gear 52 to rotate through the driving gear 50 and the power take-off gear 51, thereby driving the oil return pump 53 to operate, thereby providing power for the circulation of the lubricating oil and / or discharging the internal leakage oil in the torque converter mechanism to the outside of the oil tank.

[0057] The preferred technical solution also includes a lubrication system, which includes a main oil valve and several secondary oil valves arranged on the housing a and the housing b. The main oil valve is connected to the oil supply pipe, and the main oil valve is connected to several secondary oil valves through several oil distribution pipes. The several secondary oil valves are independently connected to various lubrication components through lubricating oil pipes. The lubricating oil pipes are built into the housing a and the housing b. The specific structure adopts the existing technology, such as the "A power shift transmission oil circuit layout structure" with the announcement number "CN213017591U".

[0058] The lubricating oil pipe is built-in, thereby reducing the number of pipes on the surface of the housing a and the housing b, making the surface neater, and preventing the external pipes from being damaged and leaking oil after being hit.

[0059] In the present invention, the K1 clutch, K2 clutch, K3 clutch, K6 clutch, K5 clutch, K7 clutch and K4 clutch are all driven by the pressure of hydraulic oil, and the injection of hydraulic oil is controlled by the solenoid valve.

[0060] The shift logic of the present invention is as follows: First gear: K1 clutch 10 and K4 clutch 23 are closed, and engine power is transmitted to Z1 transmission gear 9 through the torque converter. Since K1 clutch 10 is closed, the power is directly transmitted to main shaft 8. After passing through main shaft 8, it is driven by transmission shaft L20 to drive the primary sun gear 24 and secondary sun gear 27 to rotate. Since K4 clutch 23 is closed, the secondary ring gear 32 is fixed to the housing b, so that multiple secondary planetary gears 28 rotate and revolve within the secondary ring gear 32, driving the secondary planetary carrier 29 to rotate, thereby transmitting power to the output assembly 30. At the same time, although the primary sun gear 24 drives the primary planetary gears 25 and the primary planetary carrier 26 to rotate, the secondary ring gear 32 is fixed to the housing b, blocking the transmission of the planetary carrier's rotation, and thus has no impact on the rotation of the secondary planetary gears 28 and the secondary planetary carrier 29.

[0061] Second gear: K3 clutch 33 and K4 clutch 23 are closed. Engine power is transmitted through the torque converter to Z1 transmission gear 9, which drives sideshaft m11 via Z2 connecting gear 12. Since K3 clutch 33 is closed, this drives Z4 transmission gear 13 to rotate. This power is then transmitted to mainshaft 8 via Z5 coupling gear 18, which meshes with Z4 transmission gear 13. After passing through mainshaft 8, the power is then transmitted via drive shaft L20, driving the primary sun gear 24 and secondary sun gear 27 to rotate. Since K4 clutch 23 is closed, secondary ring gear 32 is fixed to housing b, causing multiple secondary planetary gears 28 to rotate and revolve within secondary ring gear 32, driving secondary planetary carrier 29 to rotate, thereby transmitting power to output assembly 30. While primary sun gear 24 drives primary planetary gears 25 and primary planetary carrier 26 to rotate, the secondary ring gear 32 is fixed to housing b, blocking the transmission of the planetary carrier's rotation and thus preventing any impact on the rotation of secondary planetary gears 28 and secondary planetary carrier 29.

[0062] Third gear: K2 clutch 14 and K4 clutch 23 are closed. Engine power is transmitted through the torque converter to Z1 transmission gear 9, which drives sideshaft n15 via Z3 connecting gear 16. Since K2 clutch 14 is closed, this drives Z6 transmission gear 17, which in turn is transmitted to main shaft 8 via Z7 coupling gear 19 meshing with Z6 transmission gear 17. After passing through main shaft 8, power is then transmitted via transmission shaft L20, driving the primary sun gear 24 and secondary sun gear 27 to rotate. Since K4 clutch 23 is closed, secondary ring gear 32 is fixed to housing b, causing multiple secondary planetary gears 28 to rotate and revolve within secondary ring gear 32, driving secondary planetary carrier 29 to rotate, thereby transmitting power to output assembly 30. While primary sun gear 24 drives primary planetary gears 25 and primary planetary carrier 26, the secondary ring gear 32 is fixed to housing b, blocking the transmission of the planetary carrier's rotation and thus preventing the rotation of secondary planetary gears 28 and secondary planetary carrier 29.

[0063] Fourth gear: K1 clutch 10 and K5 clutch 22 are closed, and the power of the engine is transmitted to Z1 transmission gear 9 through the torque converter mechanism. Since K1 clutch 10 is closed, the power is directly transmitted to the main shaft 8. After passing through the main shaft 8, it drives the first-stage sun gear 24 and the second-stage sun gear 27 to rotate through the transmission shaft L20, and the second-stage sun gear 27 drives multiple second-stage planetary gears 28 to rotate. At the same time, since K5 clutch 22 is closed, the first-stage ring gear 31 is fixed to the housing b, and multiple first-stage planetary gears 25 rotate and revolve in the first-stage ring gear 31, driving the first-stage planetary carrier 26 to rotate, thereby driving the first-stage ring gear 31 to rotate through the Z13 connecting gear, further driving multiple second-stage planetary gears 28 to rotate, thereby driving the second-stage planetary carrier 29 to rotate, and transmitting power to the output assembly 30.

[0064] Fifth gear: The K3 clutch 33 and the K5 clutch 22 are closed. The engine power is transmitted to the Z1 transmission gear 9 through the torque converter mechanism. The Z1 transmission gear 9 drives the side shaft m11 to rotate through the Z2 connecting gear 12. Since the K3 clutch 33 is closed, it drives the Z4 transmission gear 13 to rotate. The power is transmitted to the main shaft 8 through the Z5 coupling gear 18 meshing with the Z4 transmission gear 13. After passing through the main shaft 8, it drives the primary sun gear 24 and the secondary sun gear 27 to rotate through the transmission shaft L20. The secondary sun gear 27 drives multiple secondary planetary gears 28 to rotate. At the same time, since the K5 clutch 22 is closed, the primary ring gear 31 is fixed to the housing b. The multiple primary planetary gears 25 rotate and revolve in the primary ring gear 31, driving the primary planet carrier 26 to rotate, thereby driving the primary ring gear 31 to rotate through the Z13 connecting gear. This further drives the multiple secondary planetary gears 28 to rotate, thereby driving the secondary planet carrier 29 to rotate, and transmitting power to the output assembly 30.

[0065] Sixth gear: The K2 clutch 14 and the K5 clutch 22 are closed, and the engine power is transmitted to the Z1 transmission gear 9 through the torque converter mechanism. The Z1 transmission gear 9 drives the side shaft n15 to rotate through the Z3 connecting gear 16. Since the K2 clutch 14 is closed, it drives the Z6 transmission gear 17 to rotate. The power is transmitted to the main shaft 8 through the Z7 coupling gear 19 meshing with the Z6 transmission gear 17. After passing through the main shaft 8, it drives the first-stage sun gear 24 and the second-stage sun gear 27 to rotate through the transmission shaft L20. The second-stage sun gear 27 drives multiple second-stage planetary gears 28 to rotate. At the same time, since the K5 clutch 22 is closed, the first-stage ring gear 31 is fixed to the housing b. The multiple first-stage planetary gears 25 rotate and revolve in the first-stage ring gear 31, driving the first-stage planetary carrier 26 to rotate, thereby driving the first-stage ring gear 31 to rotate through the Z13 connecting gear, further driving the multiple second-stage planetary gears 28 to rotate, thereby driving the second-stage planetary carrier 29 to rotate, and transmitting power to the output assembly 30.

[0066] Seventh gear: K1 clutch 10 and K6 clutch 21 are closed, and the engine power is transmitted to Z1 transmission gear 9 through the torque converter mechanism. Since K1 clutch 10 is closed, the power is directly transmitted to the main shaft 8. After passing through the main shaft 8, it drives the first-stage sun gear 24 and the second-stage sun gear 27 to rotate through the transmission shaft L20. The second-stage sun gear 27 drives multiple second-stage planetary gears 28 to rotate. At the same time, since K6 clutch 21 is closed, the first-stage planetary carrier 26 is directly driven to rotate through the transmission shaft L20, thereby driving the second-stage ring gear 32 to rotate, and further driving multiple second-stage planetary gears 28 to rotate, thereby transmitting power to the output assembly 30 through the second-stage planetary carrier 29.

[0067] Eighth gear: The K3 clutch 33 and the K6 clutch 21 are closed, and the power of the engine is transmitted to the Z1 transmission gear 9 through the torque converter mechanism. The Z1 transmission gear 9 drives the side shaft m11 to rotate through the Z2 connecting gear 12. Since the K3 clutch 33 is closed, it drives the Z4 transmission gear 13 to rotate, and transmits the power to the main shaft 8 through the Z5 combining gear 18 engaged with the Z4 transmission gear 13. After passing through the main shaft 8, it drives the first-stage sun gear 24 and the second-stage sun gear 27 to rotate through the transmission shaft L20, and the second-stage sun gear 27 drives multiple second-stage planetary gears 28 to rotate. At the same time, since the K6 clutch 21 is closed, the first-stage planetary carrier 26 is directly driven to rotate through the transmission shaft L20, thereby driving the second-stage ring gear 32 to rotate, and further driving multiple second-stage planetary gears 28 to rotate, thereby transmitting power to the output assembly 30 through the second-stage planetary carrier 29.

[0068] Ninth gear: The K2 clutch 14 and the K6 clutch 21 are closed, and the power of the engine is transmitted to the Z1 transmission gear 9 through the torque converter mechanism. The Z1 transmission gear 9 drives the side shaft n15 to rotate through the Z3 connecting gear 16. Since the K2 clutch 14 is closed, it drives the Z6 transmission gear 17 to rotate, and transmits the power to the main shaft 8 through the Z7 combining gear 19 engaged with the Z6 transmission gear 17. After passing through the main shaft 8, it drives the first-stage sun gear 24 and the second-stage sun gear 27 to rotate through the transmission shaft L20, and the second-stage sun gear 27 drives multiple second-stage planetary gears 28 to rotate. At the same time, since the K6 clutch 21 is closed, the first-stage planet carrier 26 is directly driven to rotate through the transmission shaft L20, thereby driving the second-stage ring gear 32 to rotate, and further driving multiple second-stage planetary gears 28 to rotate, thereby transmitting power to the output assembly 30 through the second-stage planet carrier 29.

[0069] Preheating gear: K1 clutch 10, K6 clutch 21 and K5 clutch 22 are half closed, and sliding friction generates heat, thereby preheating.

[0070] Braking gear: K6 clutch 21 and K5 clutch 22 are half closed, sliding friction is performed, and braking is gradually performed.

[0071] Table 1 Shift logic

[0072] The above-mentioned preheating gear and brake gear replace the traditional dedicated brake and preheater, which can simplify the structural configuration of the entire vehicle, reduce weight and save space.

[0073] The present invention addresses the pain points in current oil fracturing conditions. By adding a quick-drain valve, the clutch oil filling and discharge structure is improved, the gear shift response speed is increased, the gear shift time is reduced, the friction plate sliding time is shortened, the pain point of friction plate burning is solved, and the product reliability is improved.

[0074] The one-touch paralleling function is achieved by using calibration-free technology. The calibration-free technology adopts the existing technology, refer to the "A calibration-free motor power shift transmission" with publication number "CN 116877665 A".

[0075] The first gear speed ratio is large, reaching 4.835, which is higher than the 3.75 and 4.47 of its peers, making paralleling easier; at the same time, the paralleling flow rate is small, and the flow pulsation is small during paralleling, which improves the stability of the oil fracturing system.

[0076] By adjusting the speed ratio difference of each gear to within 1.25, the problem of being unable to engage the gear is solved. At the same time, the gear ratio difference is uniform, the gear shift shock is small, and the product reliability is improved.

[0077] In the description of the present invention, it should be understood that the terms "upper", "lower", "top", "bottom", "inside", "outside", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, or are the orientations or positional relationships in which the inventive product is conventionally placed when in use, or are the orientations or positional relationships conventionally understood by those skilled in the art. These are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0078] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of the technical features being referred to. Thus, a feature identified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined.

[0079] Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making any creative work shall fall within the scope of protection of the present invention.

Claims

1. A high-power oil fracturing vehicle transmission system, characterized in that: It includes a torque converter and a gearbox integrated into one body, wherein the gearbox adopts a fixed shaft + planetary structure; The torque converter includes a housing a and a torque converter mechanism disposed in the housing a, wherein the torque converter mechanism is connected to an input assembly; The gearbox includes a housing b, which is fixedly connected to the housing a. A parallel shaft transmission system connected to the output end of the torque converter mechanism and a planetary gear transmission system connected to the output end of the parallel shaft transmission system are provided in the housing b, and the output end of the planetary gear transmission system is connected to the output assembly; The parallel shaft transmission system is provided with three gears through three clutches, and the planetary gear transmission system is provided with three gears through three clutches. The three clutches of the parallel shaft transmission system and the three clutches of the planetary gear transmission system are cross-combined to form a nine-gear setting, and meet the speed ratio setting of 4.835~4.154~3.571~2.603~2.237~1.923~1.354~1.163~1.

2. The high-power oil fracturing vehicle transmission system according to claim 1, characterized in that: The parallel shaft transmission system includes a main shaft, a side shaft m and a side shaft n that are rotatably arranged in a housing b, the side shaft m and the side shaft n are arranged on the side of the main shaft, the output end of the torque converter mechanism is provided with a Z1 transmission gear, the main shaft is connected to the Z1 transmission gear through a K1 clutch, and a Z5 combining gear and a Z7 combining gear are fixed on the main shaft. The side shaft m and the side shaft n are respectively connected to the Z1 transmission gear through a fixed Z2 connecting gear and a Z3 connecting gear. The side shaft m and the side shaft n are also rotatably provided with a Z4 transmission gear and a Z6 transmission gear, respectively. The side shaft m is connected to the Z4 transmission gear through a K2 clutch, and the side shaft n is connected to the Z6 transmission gear through a K3 clutch. The Z4 transmission gear and the Z6 transmission gear are respectively connected to the Z5 combining gear and the Z7 combining gear, and the planetary gear transmission system is connected to the main shaft.

3. The high-power oil fracturing vehicle transmission system according to claim 2, characterized in that: The planetary gear transmission system includes a transmission shaft L fixedly connected to the main shaft, and a first-level sun gear and a second-level sun gear are fixedly provided on the transmission shaft L. The first-level sun gear is connected to the first-level ring gear via a number of first-level planetary gears on all four sides, and the first-level ring gear is connected to the housing b via a K5 clutch. The second-level sun gear is connected to the second-level ring gear via a number of second-level planetary gears on all four sides, and the second-level ring gear is connected to the housing b via a K4 clutch. A K6 clutch is also provided on the transmission shaft L, and the K6 clutch is connected to the first-level planetary gears via a first-level planetary carrier, and the first-level planetary carrier is connected to the second-level ring gear via a Z13 connecting gear. The second-level planetary gears are connected to the output assembly via the second-level planetary carrier.

4. The high-power oil fracturing vehicle transmission system according to claim 3, characterized in that: The principles of the K1 clutch, K2 clutch, K3 clutch, K6 clutch, K5 clutch and K4 clutch are the same, including a fixed inner hub and a piston seat. The inner hub and the piston seat are spaced apart and a movable piston is provided between the inner hub and the piston seat. A movable outer hub is sleeved on the outer side of the inner hub. A plurality of sliding friction plates are provided on the inner hub, and a plurality of sliding steel plates are provided on the outer hub. The friction plates and the steel plates are arranged alternately. An oil chamber is provided on the side of the piston seat facing the inner hub, and a portion of the piston is embedded in the oil chamber and is sealed and slidable. The oil chamber is connected to the pressure oil channel, and the piston is connected to an elastic reset member.

5. The high-power oil fracturing vehicle transmission system according to claim 4, characterized in that: The piston seat is provided with a quick-release valve, and a connecting channel is provided in the piston seat. The connecting channel is provided with oil holes a, oil holes b and oil holes c in sequence. The oil hole a is connected to the box body. The quick-release valve is provided in the connecting channel. The oil holes b and oil holes c are connected to the oil chamber. The connecting channel is connected to an oil inlet hole, which is located between the oil holes a and the oil holes b. The oil inlet hole is connected to the pressure oil channel; the quick-release valve includes a second spring and a valve core provided in the connecting channel. The valve core is matched with the connecting channel and is pushed to slide by the second spring.

6. The high-power oil fracturing vehicle transmission system according to claim 4, characterized in that: The elastic return member includes a fixed spring pressure plate, the spring pressure plate is located between the piston and the inner hub, and the spring pressure plate and the piston are connected via a first spring.

7. The high-power oil fracturing vehicle transmission system according to claim 1, characterized in that: The torque converter mechanism includes a transmission shaft b, a cover wheel, a pump wheel, a turbine and a guide wheel. The pump wheel is connected to the input component through the cover wheel. The pump wheel, the turbine and the guide wheel are installed on the transmission shaft b. The transmission shaft b is rotatably arranged in the housing a, and the parallel axis transmission system is connected to the transmission shaft b. The turbine is fixedly connected to the transmission shaft b. The guide wheel is arranged between the pump wheel and the turbine, and a locking clutch is also provided between the pump wheel and the turbine.

8. The high-power oil fracturing vehicle transmission system according to claim 7, characterized in that: The torque converter mechanism is connected to a power take-off mechanism, which includes a driving gear fixed on a pump wheel. The driving gear is connected to a pump gear by rotating a power take-off gear arranged in a housing a. The pump gear is connected to an oil return pump, which is arranged on the housing a.

9. The high-power oil fracturing vehicle transmission system according to claim 1, characterized in that: It also includes a lubrication system, which includes a main oil valve and several secondary oil valves arranged on the shell a and the shell b. The main oil valve is connected to the oil supply pipe, and the main oil valve is connected to several secondary oil valves through several oil distribution pipes. The several secondary oil valves are independently connected to various lubrication components through lubricating oil pipes, and the lubricating oil pipes are built into the shell a and the shell b.

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