A multi-clutch transmission system

Abstract

The present invention provides a multi-clutch transmission transmission system, including: a power source for providing power; a clutch, a plurality of single clutches or a combined clutch; a first shaft, with a first shaft gear mounted at the rear end; a second shaft, parallel to the first shaft, on which a second shaft clutch gear meshing with the first shaft gear is mounted, and the gear ratio increases or decreases, forming multiple power flows, and multiple rows of second shaft shift gears are mounted on the second shaft, which are mounted with the second shaft by a synchronous sleeve, and the power flow is separated or transmitted under the action of a clutch plate clamping mechanism and a sleeve synchronizer; a third shaft, parallel to the second shaft, on which a plurality of third shaft gears meshing with each second shaft clutch gear are mounted; a fourth shaft, connected to the third shaft through a planetary gear mechanism, for connecting with an actuator, reversing, reducing speed, increasing torque, and outputting mechanical energy. The clutch power flow is generally three or more. The transmission system of the present invention is fast and convenient in shifting up and down, and has high transmission efficiency, and can be combined with hydraulic and mechanical parallel transmission.

Description

Technical Field

[0001] The present invention relates to the technical field of transmissions, and in particular to a multi-clutch transmission system. Background Art

[0002] In the transmission systems of automobiles, tractors, construction machinery, etc., the speed change part is a part that is given great attention in the design of locomotive products and where new technologies and processes are widely used.

[0003] According to the order of their development and application, gearboxes can be roughly divided into three types: manual gearbox, load-shift gearbox and automatic gearbox.

[0004] Automatic transmissions can be divided into hydromechanical transmissions, hydrostatic transmissions and hydraulic mechanical transmissions according to the different transmission forms adopted.

[0005] Among them, the hydraulic mechanical transmission is a transmission device in which a hydraulic transmission device is connected in parallel with a mechanical transmission device. The power is merged or divided through a differential mechanism. In this way, only part of the engine power passes through the hydraulic transmission device. When necessary, the hydraulic transmission can be locked and converted into pure mechanical transmission. Therefore, its total transmission efficiency is greatly improved, and in the low-speed area, the mechanical transmission output can be zero, turning into pure hydraulic transmission, which is conducive to the smooth start of the locomotive. It has high transmission efficiency and a wide high-efficiency area. Automatic shifting is achieved through electronic and hydraulic automatic control systems, keeping the engine always working at the maximum power point and not affected by load changes, thereby improving the automation degree and operating efficiency of engineering machinery, reducing fuel consumption, and reducing the labor intensity and technical requirements of operators. It is currently an ideal continuously variable transmission device.

[0006] Mechanical transmissions in hydraulic mechanical transmissions have become routine. In view of this, a new and efficient multi-clutch transmission system is proposed. Summary of the invention

[0007] The object of the present invention is to provide a multi-clutch transmission transmission system which can realize manual, load and automatic up and down shifting, has high transmission efficiency, is small in size and is easy to control.

[0008] The present invention provides a multi-clutch transmission system, comprising:

[0009] The power source is used to output torque and provide power for the transmission system;

[0010] at least one first shaft, one end of which is drivingly connected to the output end of the power source through a coupling, and the other end of which is equipped with at least one first shaft gear;

[0011] At least one second shaft, the second shaft is arranged in parallel with the first shaft, and the second shaft is respectively provided with second shaft clutch gears meshing with the first shaft gears, and the second shaft is also provided with a plurality of second shaft shift gears, and the second shaft shift gears are separately slidable and meshed with the second shaft through a synchronous meshing device;

[0012] Clutch, the clutch is divided into two forms, which is a plurality of independent single-control clutches or a sleeve combination clutch containing a plurality of single-control clutch plates that can achieve the same effect; the clutch is arranged on the side of the coupling away from the power source, and the clutch realizes the separation or combination of the clutch plates through a clutch plate clamping mechanism;

[0013] A third shaft, the third shaft is parallel to the second shaft, and a plurality of groups of third shaft gears respectively meshing with the groups of second shaft shift gears are mounted on the third shaft;

[0014] The fourth shaft is connected to the third shaft through a planetary gear mechanism, and is used to connect with the actuator to perform direct connection, reversing, speed reduction and torque increase, and output mechanical energy.

[0015] The main components of the multi-clutch transmission are divided into two parts, the clutch part and the shifting part. The clutch part is composed of multiple separate clutches arranged separately (i.e., split type) or multiple single-control clutch plate combined clutches (i.e., sleeve type), and the shifting part is multi-axis parallel type or multi-axis segmented extension type.

[0016] There are two types of clutch modes: split type and sleeve type, which can be further divided into four modes: eccentric split, concentric split, axial sleeve and radial sleeve.

[0017] The shifting part has two modes, namely multi-axis separation and segmented extension.

[0018] Clutch part

[0019] Preferably, the clutch is a plurality of separate clutches, which are respectively installed on the end of each second shaft close to the first shaft. Before the clutch, the power is transmitted to the gears of each clutch through the meshing of the first shaft gear, dividing multiple power flows with different speeds, so that each clutch increases or decreases the speed. The clutch plate in each clutch is installed on the end of the second shaft close to the first shaft through a spline. The clutch plate clamping mechanism is controlled by a clutch controller to achieve the clutch of the clutch plate on the second shaft, thereby controlling the power output of the first shaft to be separated or transmitted from the second shaft. A direct clutch interface is installed on the end of the first shaft gear close to the second shaft.

[0020] Preferably, the clutch is a sleeve combined clutch comprising multiple single-control clutch plates, which is installed at the end of the coupling away from the power source. In the clutch, the power is divided into multiple power flows through each clutch plate, and each clutch plate is connected to the corresponding first shaft through a spline. Each first shaft gear is meshed with the second shaft clutch gear for transmission, so that each second shaft can obtain an increasing or decreasing speed. The clutch plate clamping mechanism is controlled by a clutch controller to achieve the clutch of the clutch plate on the second shaft, thereby controlling the power output of the clutch to be separated or transmitted from the second shaft. A direct gear sleeve synchronizer is installed on the end of the first shaft gear close to the second shaft.

[0021] Gear shifting part

[0022] Preferably, it includes multiple second shafts arranged in parallel, multiple rows of correspondingly arranged second shaft shift gears are installed on the second shaft, the second shaft shift gears are mounted on the second shaft through a sleeve synchronization device or a bearing sleeve, the second shaft shift gears are loosely sleeved on the second shaft through the bearing when they are not synchronously engaged, and rotate together with the second shaft when they are synchronously engaged and locked, cooperating with the clutch to transmit the power flow, the corresponding second shaft shift gears synchronously lock the second shaft to transmit the power flow, and the corresponding second shaft is in a working load state. Among the other second shafts, a higher gear corresponds to a clutch ready for upshifting, and a lower gear corresponds to a clutch ready for downshifting. The third shaft is arranged in parallel with the multiple second shafts, and a direct gear coupling interface is provided at the front end of the third shaft, each third shaft gear is engaged with the corresponding row of second shaft shift gears, and the rear end of the third shaft is connected to the planetary gear mechanism through transmission.

[0023] Preferably, it includes a second shaft, both ends of which can be connected to the third shaft; multiple rows of second shaft shift gears arranged correspondingly are installed on the second shaft, and the second shaft shift gears are mounted on the second shaft through a sleeve synchronization device or a bearing sleeve. When the second shaft shift gear is not synchronously engaged, it is loosely sleeved on the second shaft through the bearing, and when the synchronous engagement is locked, it rotates as a whole with the second shaft, cooperating with the clutch to transmit the power flow, so that the power flow transmitted by the clutch plate of the clutch is transmitted to the second shaft clutch gear, and the corresponding second shaft shift gear synchronously locks the second shaft to transmit the power flow. In other second shafts, a higher gear corresponds to a clutch ready for upshifting, and a lower gear corresponds to a clutch ready for downshifting. One end of the second shaft is transmission-connected to the third shaft, and the third shaft is transmission-connected to the planetary gear mechanism.

[0024] Preferably, the number of second shafts is 3 to 5. When there is a fourth power flow in addition to the three power flows that meet the positive working load gear and the prepared upshift and downshift gears, that is, when the number of second shafts is four, the fourth power flow can prepare for upshifting two gears or preparing for downshifting two gears, or can be directly transmitted outside the box as a separate power flow to drive other equipment; when there are five power flows, that is, when the number of second shafts is five, the fifth power flow can prepare for upshifting two gears, and at this time the fourth power flow prepares for downshifting two gears, then two upshifts and two downshifts are prepared, or two power flows are separated and transmitted directly outside the box as separate power flows to drive two other equipment.

[0025] Details and other parts

[0026] Preferably, the clutch plate clamping mechanism is respectively arranged on both sides of each group of clutch plates, and the clutch plate clamping mechanism is connected to a lever member extending out of the clutch chamber through a sleeve shaft rod member, which is used to cooperate with the clutch plate to tighten or loosen. The clutch plate clamping mechanism is mechanically self-locking, mechanically interlocking or mechanically interlocking. The mechanical self-locking type maintains the separate or combined state by itself, saving the lever member from being continuously clamped; the mechanical interlocking type stops one of the multiple clutches from being separated to prevent mechanical interference; the mechanical interlocking type is linked by manual and automatic corresponding mechanisms, and the clutch controller is correspondingly equipped with self-locking electronic and mechanical devices, interlocking electronic and mechanical devices or interlocking electronic and mechanical devices. The clutch controller is controlled by hydraulic or electric means, and drives the lever member to be pressed or pulled out, so that the clutch plate clamping mechanism loosens or tightens the corresponding clutch plate, thereby transmitting the corresponding power flow.

[0027] Preferably, the transmission system can be used in parallel with hydraulic transmission, and can realize pure hydraulic transmission, pure mechanical transmission, and proportional parallel transmission of hydraulic and mechanical transmission.

[0028] Preferably, the power source is an engine or an electric motor, and the coupling is an overload protection coupling or a torque converter for maintaining an output set value.

[0029] The technical solution of the present invention is to coordinate the use of a multi-clutch part (generally three clutches) and a shifting part, wherein one clutch is engaged and working, and the other two clutches are separated, and one is ready for a high gear position and the other is ready for a low gear position. The clutches are engaged and disengaged at any time to perform corresponding shifting and upshifting according to the situation, forming a dynamic one working load and two preparatory states at all times. When the shifting part changes to another gear later, a new one working load and two preparatory states are formed through the linkage of corresponding parts. The three-clutch shifting is fast and smooth, and not only automatic control can be realized, but also load shifting or manual type can be made. It is new and efficient, and can be used in hydraulic mechanical parallel transmission systems or alone. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0031] Figure 1 It is a structural schematic diagram of an eccentric split-type three-clutch transmission according to an embodiment of the present invention;

[0032] Figure 2 It is a structural schematic diagram of a concentric split-type three-clutch transmission according to a second embodiment of the present invention;

[0033] Figure 3 It is a structural schematic diagram of a radial sleeve type three-clutch transmission according to a third embodiment of the present invention;

[0034] Figure 4 It is a structural schematic diagram of an axially-mounted three-clutch transmission according to a fourth embodiment of the present invention;

[0035] Figure 5 It is a structural schematic diagram of a five-speed radial sleeve type three-clutch transmission according to an embodiment of the present invention;

[0036] Figure 6 It is a structural schematic diagram of a six-speed axial sleeve type three-clutch transmission according to an embodiment of the present invention;

[0037] Figure 7 It is a schematic diagram of a radial sleeve type transmission with a single-control clutch direct gear in the present invention;

[0038] Figure 8 It is a schematic diagram of a five-clutch transmission in the present invention;

[0039] Fig. 9 A schematic diagram of two power take-offs of a multi-clutch transmission in the present invention;

[0040] Fig.10 It is a schematic diagram of the parallel connection of the multi-clutch transmission and the pure hydraulic transmission device in the present invention.

[0041] Description of reference numerals:

[0042] 1: power source; 2: overload protection coupling; 3, 31, 32, 33: first shaft; 30: direct gear first shaft; 4, 41, 42, 43: first shaft gear; 51, 52, 53: second shaft clutch gear; 6, 61, 62, 63: clutch; 70, 71, 72, 73: clutch controller; 80, 81, 82, 83: clutch plate clamping mechanism; 90, 91, 92, 93: clutch plate; 101, 102, 103: second shaft; 111, 112, 113: second shaft left row shift gear synchro clutch; 121, 122, 123: left row second shaft shift gear ; 131, 132, 133: synchronized clutch of the middle row shift gear of the second shaft; 141, 142, 143: middle row second shaft shift gear; 151, 152, 153: synchronized clutch of the right row shift gear of the second shaft; 161, 162, 163: right row second shaft shift gear; 171, 172, 173: third shaft gear; 18: third shaft; 19: planetary gear mechanism; 20: fourth shaft; 21: direct gear single clutch; 22: direct gear synchronizer; 23: direct gear coupling; 24: bidirectional variable hydraulic pump; 25: bidirectional variable hydraulic motor; 26: diverter; 27: combiner. DETAILED DESCRIPTION

[0043] The technical solution of the present invention will be clearly and completely described below in conjunction with the embodiments. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0044] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention.

[0045] In addition, the terms "first" and "second" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "multiple" means two or more, unless otherwise clearly and specifically defined. In addition, the terms "installed", "connected" and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal connection of two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0046] Embodiment 1

[0047] The present embodiment provides an eccentric split multi-clutch transmission system. In the present embodiment, three clutches are taken as an example to illustrate its structure, wherein one clutch is engaged and working, and the other two clutches are one ready for a high gear position and one ready for a low gear position, and the clutches can be engaged or disengaged at any time to change gears according to the situation.

[0048] like Figure 1 As shown, the three-clutch transmission transmission system includes a power source 1, which can be an engine, an electric motor, a motor or other machine that can output torque to provide power for the transmission system; a first shaft 3, the left end of the first shaft 3 is connected to the output shaft of the power source 1 through an overload protection coupling 2.

[0049] A first shaft gear 4 is installed at the right end of the first shaft 3. Three second shafts 101, 102, 103 are arranged in parallel from bottom to top on the right side of the first shaft 3. The second shafts 101, 102, 103 are arranged in parallel with the first shaft 3. The clutches 61, 62, 63 are respectively sleeved on the left ends of the second shafts 101, 102, 103 through bearings. The clutch plates 91, 92, 93 in the clutch are respectively connected to the second shafts 101, 102, 103 through splines. On the left end of 03, the clutches 61, 62, 63 are equipped with second shaft clutch gears 51, 52, 53 which mesh with the first shaft gear 4. The number of teeth and the diameter of the first shaft gear 4 are generally smaller than the diameter of each second shaft clutch gear to achieve the purpose of speed reduction transmission. The second shaft clutch gears 51, 52, 53 are staggered from bottom to top, and are arranged in terms of the number of teeth and diameter as follows: second shaft clutch gear 51>second shaft clutch gear 52>second shaft clutch gear 53.

[0050] The second shafts 101, 102, 103 are respectively mounted with multiple rows of second shaft shift gears arranged in a corresponding manner, and the number of second shaft shift gears in each row corresponds to the number of second shafts (generally three); the left row of second shaft shift gears 121, 122, 123 are respectively mounted on the second shafts 101, 102, 103 through the second shaft left row shift gear synchronous clutches 111, 112, 113, and the middle row of second shaft shift gears 141, 142, 143 are respectively mounted on the second shafts 101, 102, 103 through the second shaft left row shift gear synchronous clutches 111, 112, 113 The second shaft middle-row shift gear synchronizer clutches 131, 132, 133 are installed on each second shaft 101, 102, 103, and the right-row second shaft shift gears 161, 162, 163 are installed on each second shaft 101, 102, 103 through the second shaft right-row shift gear synchronizer clutches 151, 152, 153 respectively; they are coaxially arranged with each second shaft clutch gear, and the diameter and the number of teeth of each row of second shaft shift gears increase significantly from left to right.

[0051] The third axis 18 is parallel to the second axis 101, 102, 103 and is eccentrically arranged with respect to the first axis 2, such as Figure 1 As shown, three sets of third shaft gears 171, 172, 173 respectively meshing with the three second shaft shift gears are installed on the third shaft.

[0052] The fourth shaft 20 is transmission-connected to the third shaft 18 through the planetary gear mechanism 19. The fourth shaft 20 is used to connect to the actuator to perform reversing, speed reduction, torque increase, and output mechanical energy.

[0053] The clutches 61, 62, 63 are respectively mounted on the second shaft via bearings. The clutch plates 91, 92, 93 in the clutch are respectively connected to the second shaft via splines. The clutches 61, 62, 63 are equipped with second shaft clutch gears 51, 52, 53 which mesh with the first shaft gear 4. The second shaft clutch gears 51, 52, 53 can be controlled to be clutched with the second shaft 101, 102, 103 through the clutch plates of the clutches 61, 62, 63, so that the first shaft gear 4 is transmitted to one of the second shafts 101, 102, 103. Since the second shaft clutch gears are arranged according to the number of teeth and diameter as follows: second shaft clutch gear 51>second shaft clutch gear 52>second shaft clutch gear 53, assuming that at this time, the three left-row second shaft shift gears are all synchronously meshed, clutch 62 locks the transmission, and the transmission system is in a relatively medium speed state, clutch 62 is disengaged, clutch 61 locks the transmission at a relatively low speed, on the contrary, clutch 62 is disengaged, clutch 63 locks the transmission at a relatively high speed. If a higher speed is required, it will be synchronized with the middle row of second shaft shift gears, and so on. When each second shaft transmits power, there are high and low speed gear sets ready for transmission above and below, thereby realizing a new high, medium and low gear adjustment.

[0054] The specific power flow is:

[0055] Working process power flow: power source 1 → overload protection coupling 2 → first shaft 3 → first shaft gear 4 → split multiple second shaft clutch gears 51, 52, 53 →

[0056] ① Gear, lowest gear speed: second shaft clutch gear 51 → clutch 61 → 71, 72, 73 clutch controller (press 71, separate 72 and 73) → clutch plate clamping mechanism 81 (81 is clamped, 82 and 83 are separated at this time) → clutch plate 91 → second shaft 101 → second shaft left row gear synchronous sleeve 111 (111 synchronizes the shaft lock transmission; at this time, 112 also synchronizes the shaft lock to prepare a higher gear speed, because this is the lowest gear and no lower speed is prepared, so at this time, 113 also synchronizes the shaft lock to prepare a higher gear speed) → second shaft left row shift gear 121 → third shaft gear 171 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →

[0057] ② Gear, at this time, the speed is increased by one gear, → 71, 72, 73 clutch controller (press 72, separate 71 and 73) → clutch plate clamping mechanism 82 (82 clamped, 81, 83 separated) → clutch plate 92 → second shaft 102 → second shaft left gear synchronous sleeve 112 (111 synchronous lock shaft is converted to prepare for a lower gear speed, 113 synchronous lock shaft is prepared for a higher gear speed) → second shaft left gear 122 → third shaft gear 171 → third shaft 18 →

[0058] ③ Gear, then increase the speed by one gear, → 71, 72, 73 clutch controller (close 73, separate 72 and 71) → clutch plate clamping mechanism 83 (83 clamps, 82, 81 separates) → clutch plate 93 → second shaft 103 → second shaft left row gear synchronous sleeve 113 (113 synchronous lock shaft transmission works, 112 synchronous lock shaft changes to prepare a lower gear speed, the key point is that 111 separates and 121 locks and prepares a higher gear speed) → second shaft left row shift gear 123 → third shaft gear 171 → third shaft 18 →

[0059] And so on. ④⑤⑥⑦

[0060] ⑧ Gear, then increase the speed by one gear, → 71, 72, 73 clutch controller (press 72, separate 71 and 73) → clutch plate clamping mechanism 82 (82 clamps, 81, 83 separate) → clutch plate 92 → second shaft 102 → second shaft three-row gear synchronous sleeve 152 (152 synchronous lock shaft transmission work; 151 synchronous lock shaft changes to prepare a lower gear speed, 153 locks and prepares a higher gear speed) → second shaft right shift gear 162 → third shaft gear 171 → third shaft 18 →

[0061] 9th gear, then shift up one gear, → 71, 72, 73 clutch controller (press 73, separate 72 and 71) → clutch plate clamping mechanism 83 (83 clamps, 82 and 81 separate) → clutch plate 93 → second shaft 103 → second shaft three-row gear synchronous clutch 153 (153 synchronous lock shaft transmission works; second shaft right row shift gear synchronous clutch 152 synchronous lock shaft changes to the preparation low gear speed, the highest gear state, at this time, please note that 153 continues to lock, 153 changes from the preparation low gear speed to the preparation low gear speed) → second shaft right row shift gear 162 → third shaft gear 171 → third shaft 18 →

[0062] The opposite is true for slowing down.

[0063] Reversing is when the planetary gear mechanism 19 changes from locking the reversing member in the direct transmission state to reverse rotation; in addition, the planetary gear mechanism 19 can also be integrated into the third shaft gear 171 to obtain three low-speed reverse gears.

[0064] In this embodiment, a single first shaft gear 4 located at the end of the first shaft 3 is meshed with multiple second shaft clutch gears 51, 52, and 53 at the same time. The diameters of the second shaft clutch gears are different (so that the rotation speeds of the second shafts are different), the centers of the center circles of the multiple second shafts do not coincide with the first shaft 3, the third shaft 18 passes through the midpoints determined by the second shafts, the first shaft 3 and the third shaft 18 are not concentric, the second shaft clutch gears 51, 52, and 53, and the clutches 61, 62, and 63 on the end faces are independently controlled, so that the first shaft gear 4 can only be meshed with one second shaft clutch gear at the same time to achieve high, medium, and low gear adjustment.

[0065] The power of the transmission system of the present invention is separated before entering multiple (three) separate clutches, the clutch is connected to the second shaft clutch gear, the second shaft clutch gear sleeve is on the second shaft, and when the clutch is engaged, the power is transmitted to the second shaft, that is, the power is first divided into multiple strands, and then transmitted to the second shaft through each independent clutch. The advantages of this embodiment are that there are fewer gears installed on the first shaft 3, the structure is simple, and the operation is simple and convenient. The disadvantage is that the first shaft 3 and the third shaft 18 are not easy to be directly connected, and a high-efficiency direct gear cannot be formed.

[0066] Embodiment 2

[0067] In this embodiment, a concentric split multi-clutch transmission system is proposed. This embodiment takes a three-clutch transmission as an example to illustrate its structure.

[0068] like Figure 2 As shown, the three-clutch transmission system includes a power source 1, which can be an engine or other machine that can output torque to provide power for the transmission system; a first shaft 3, the left end of which is connected to the output shaft of the power source 1 through an overload protection coupling 2, and can rotate with it to output power.

[0069] Three first shaft gears 41, 42, 43 are installed at the right end of the first shaft 3, which are staggered and are first shaft gear 41, first shaft gear 42 and first shaft gear 43 from left to right, and the number of teeth and diameter thereof increase from left to right.

[0070] Three second shafts 101, 102, 103 are arranged in parallel on the right side of the first shaft 3 from bottom to top. Clutches 61, 62, 63 are respectively sleeved on the left ends of the second shafts 101, 102, 103 through bearings. Clutch plates 91, 92, 93 in the clutches 61, 62, 63 are respectively splined and connected to the left ends of the second shafts 101, 102, 103. Second shaft clutch gears 51, 52, 53 are installed on the clutches 61, 62, 63, which are respectively meshed with the first shaft gears 41, 42, 43. The second shaft clutch gears 51, 52, 53 can be controlled to be clutched with the second shafts 101, 102, 103 through the clutch plates 91, 92, 93 of the clutches 61, 62, 63, so that the first shaft gears 41, 42, 43 and one of the second shafts 101, 102, 103 are matched for transmission. Since the second shaft clutch gears are arranged according to the number of teeth and diameter as follows: second shaft clutch gear 51>second shaft clutch gear 52>second shaft clutch gear 53, wherein the first shaft gear 41 is meshed with the second shaft clutch gear 51 for transmission, the first shaft gear 42 is meshed with the second shaft clutch gear 52 for transmission, and the first shaft gear 43 is meshed with the second shaft clutch gear 53 for transmission.

[0071] The second shafts 101, 102, 103 are respectively provided with a plurality of rows of second shaft shift gears arranged correspondingly, and the number of the second shaft shift gears in each row corresponds to the number of the second shafts (three are taken as an example in this embodiment); the left row of second shaft shift gears 121, 122, 123 are respectively provided on the second shafts 101, 102, 103 through the second shaft left row synchronous clutches 111, 112, 113, and the middle row of second shaft shift gears 141, 142, 143 are respectively provided on the second shafts 101, 102, 103 through the second shaft left row synchronous clutches 111, 112, 113. The second shaft shift gears 161, 162, 163 are respectively installed on the second shafts 101, 102, 103 through the middle row of second shaft synchronous clutches 131, 132, 133, and the right row of second shaft shift gears 161, 162, 163 are respectively installed on the second shafts 101, 102, 103 through the right row of second shaft synchronous clutches 151, 152, 153, and are coaxially arranged with the second shaft clutch gears. The diameter and the number of teeth of each row of second shaft shift gears increase significantly from left to right.

[0072] The third axis 18 is parallel to the second axes 101, 102, and 103, and the third axis 18 passes through the center of the center circle determined by each second axis, that is, the third axis 18 is equidistant from each second axis, and the third axis 18 is coaxially arranged with the first axis 3, as shown in FIG. Figure 2As shown, three rows of third shaft gears 171, 172, 173 are correspondingly installed on the third shaft 18 and are respectively meshed with the three rows of second shaft shift gears.

[0073] The fourth shaft 20 is transmission-connected to the third shaft 18 through the planetary gear mechanism 19. The fourth shaft 20 is used to connect to the actuator to perform reversing, speed reduction, torque increase, and output mechanical energy.

[0074] The clutches 61, 62, 63 are respectively mounted on the second shafts 101, 102, 103 via bearings. The clutch plates 91, 92, 93 in the clutches 61, 62, 63 are respectively installed on the second shafts 101, 102, 103 via splines. The clutches 61, 62, 63 are equipped with second shaft clutch gears 51, 52, 53 that mesh with the first shaft gear 4. The second shaft clutch gears 51, 52, 53 can be controlled to be clutched with the second shafts 101, 102, 103 through the clutch plates 91, 92, 93 of the clutches 61, 62, 63, so that the first shaft gear 4 cooperates with one of the second shafts 101, 102, 103 for transmission. Since the second shaft clutch gears are arranged according to the number of teeth and diameter as follows: second shaft clutch gear 51>second shaft clutch gear 52>second shaft clutch gear 53, assuming that at this time, the three left-row second shaft shift gears are all synchronously meshed, clutch 62 locks the transmission, the transmission system is in a relatively medium speed state, clutch 62 is disengaged, clutch 61 locks the transmission at a relatively low speed, on the contrary, clutch 62 is disengaged, clutch 63 locks the transmission at a relatively high speed. If a higher speed is required, it will be upgraded to the middle row of second shaft shift gears for synchronization, and so on. When each second shaft transmits power, there are high and low speed gear sets ready for transmission above and below, thereby realizing a new high, medium and low gear adjustment.

[0075] In this embodiment, the first shaft 3 is terminated with a plurality of (generally three, equal to the number of the second shaft clutch gears) first shaft gears arranged in series from small to large in diameter, and the discrete second shaft clutch gears are arranged from large to small in diameter. The three first shaft gears 41, 42, 43 are meshed with the corresponding second shaft clutch gears 51, 52, 53, respectively, so that the first shaft 3 and the second shafts are equidistant, and the third shaft 18 and the second shafts are equidistant, so that the first shaft 3 and the third shaft 18 are concentric, and the first shaft 3 and the third shaft 18 are concentric, so that the direct gear can be easily made, so that the transmission is more efficient and the mechanical energy loss during the transmission process is smaller. Figure 2 As shown, the difference between it and the eccentric split type is that it can have an additional direct gear, and accordingly increase a direct gear clutch 21 on the first shaft, a direct gear synchronizer 22 and a direct gear coupling 23 connected to the third shaft 18.

[0076] The working process of the concentric split multi-clutch is the same as that of the above-mentioned eccentric split multi-clutch. The specific power flow of the concentric split multi-clutch system without a direct gear is the same as that of the above-mentioned eccentric split type. The difference between the concentric split multi-clutch system with a direct gear is that there is also a high-efficiency direct gear. The direct gear can be designed as the highest gear, or it can be designed as the second highest gear (second highest gear), the third highest gear (second highest gear) or the fourth highest gear, etc., and there is one, two or three overspeed gears corresponding to the direct gear.

[0077] In the concentric split multi-clutch system with direct-gear clutch, three split clutches and the direct-gear clutch constitute four clutches, and the working state is that only one of the four is pressed, and the rest are separated.

[0078] When the direct gear can be designed as the highest gear, the power flow is as follows:

[0079] If the direct gear is the 10th gear at this time, when it is upgraded from the 9th gear to the 10th direct gear, the power flow in the 9th gear state is, → 71, 72, 73 clutch controller (close 73, separate 72 and 73) → clutch plate clamping mechanism 83 (83 clamps, separates 82 and 81) → clutch plate 93 → second shaft 103 → second shaft right shift gear synchronous sleeve 153 (153 synchronizes the shaft lock for working transmission; 152 synchronizes the shaft lock for conversion to a lower gear speed, and the direct gear synchronizer 22 synchronizes the shaft lock for a higher gear speed) → right second shaft shift gear 163 → third shaft gear 171 → third shaft 18 →

[0080] ⑩ gear, then shift up one gear to ⑩ gear, → directly shift single clutch 21 (single clutch is pressed, 71, 72, 73 clutch controllers are fully separated, 81, 82, 83 clutch plate clamping mechanisms are fully separated) → directly shift synchronizer 22 (at the same time, the second shaft right shift gear synchronous clutch 153 synchronizes the shaft to prepare for a lower gear speed, and 152 synchronizes the shaft to prepare for a lower gear speed) → third shaft 18 →

[0081] The opposite is true for slowing down.

[0082] When the direct gear is designed as the second highest gear (second highest gear), the third highest gear (second highest gear), the fourth highest gear, and so on, the rule is to set the commonly used gear as an efficient direct gear.

[0083] If the second highest gear (second highest gear) is set as direct gear, the power flow is as follows:

[0084] That is, the 9th gear is the direct gear. When the gear is raised from the 8th gear to the 9th direct gear, the power flow in the 8th gear state is, → (71, 72, 73 clutch controller, close and press 72, separate 71 and 73) → clutch plate clamping mechanism 82 (82 clamps, 81, 82 separate) → clutch plate 92 → second shaft 102 → second shaft right shift gear synchronous sleeve 152 (152 synchronous lock shaft working transmission; 151 synchronous lock shaft is converted to prepare a lower gear speed, and the direct gear synchronizer 22 synchronously locks the preparation of a higher gear speed) → right second shaft shift gear 163 → third shaft gear 171 → third shaft 18 →

[0085] 9th gear, then shift up one gear to 9th gear, → directly shift single clutch 21 (single clutch is pressed, 71, 72, 73 clutch controllers are fully separated, 81, 82, 83 clutch plate clamping mechanisms are fully separated) → directly shift synchronizer 22 (at the same time, the second shaft right shift gear synchronizer 153 synchronizes the shaft to prepare for a higher gear speed, and the second shaft right shift gear synchronizer 152 continues to synchronize the shaft to prepare for a lower gear speed) → third shaft 18 →

[0086] The same goes for the ⑩ gear, and the opposite applies for speed reduction.

[0087] If the third highest gear (second highest gear) is set as the direct gear, the power flow is as follows:

[0088] That is, the 8th gear is the direct gear. Before shifting from the 7th gear to the 8th direct gear, the power flow in the 7th gear state is, → (71, 72, 73 clutch controller, close and press 71, separate 72 and 73) → clutch plate clamping mechanism 81 (81 clamps, 83, 82 separates) → clutch plate 91 → second shaft 101 → second shaft right shift gear synchronous sleeve 151 (151 synchronizes the lock shaft to work transmission; 133 synchronizes the lock shaft to prepare a lower gear speed, and the direct gear synchronizer 22 synchronizes and locks the prepare higher gear speed) → right second shaft shift gear 163 → third shaft gear 171 → third shaft 18 →

[0089] ⑧ Gear, then increase the speed by one gear, → Directly shift single clutch 21 (single clutch is pressed, 71, 72, 73 clutch controllers are fully separated, 81, 82, 83 clutch plate clamping mechanisms are fully separated) → Directly shift synchronizer 22 (at the same time, the second shaft right shift gear synchronizer 152 synchronizes the shaft to prepare for a higher gear speed, and the second shaft right shift gear synchronizer 151 continues to synchronize the shaft to prepare for a lower gear speed) → Third shaft 18 →

[0090] The same goes for gears 9 and 10, and the opposite applies for speed reduction.

[0091] If the fourth highest gear is set as the direct gear, the power flow is as follows:

[0092] That is, the 7th gear is the direct gear. Before the gear is raised from the 6th gear to the 7th direct gear, the power flow in the 6th gear state is as follows: → (71, 72, 73 clutch controller, close and press 73, separate 71 and 72) → clutch plate clamping mechanism 83 (83 clamps, 81 and 82 separate) → clutch plate 93 → second shaft 103 → second shaft middle row shift gear synchronous sleeve 133 (133 synchronous lock shaft working transmission; 132 synchronous lock shaft is converted to prepare a lower gear speed, and the direct gear synchronizer 22 synchronously locks the prepared higher gear speed) → right row second shaft shift gear 163 → third shaft gear 171 → third shaft 18 →

[0093] ⑦ gear, then increase the speed by one gear, → directly shift single clutch 21 (single clutch is pressed, 71, 72, 73 clutch controllers are fully separated, 81, 82, 83 clutch plate clamping mechanisms are fully separated) → directly shift synchronizer 22 (at the same time, the second shaft right shift gear synchronizer 151 synchronizes the shaft to prepare for a higher gear speed, and the second shaft right shift gear synchronizer 133 continues to synchronize the shaft to prepare for a lower gear speed) → third shaft 18 →

[0094] The same goes for gears ⑧⑨⑩, and the opposite applies for speed reduction.

[0095] Embodiment 3

[0096] In this embodiment, a radial sleeve multi-clutch transmission system is proposed. This embodiment takes a three-clutch transmission as an example to illustrate its structure.

[0097] like Figure 3 As shown, the three-clutch transmission system includes a power source 1, which can be an engine or other torque output machine to provide power for the transmission system; three first shafts, and a clutch 6 is provided at the left end of the first shaft, and the clutch 6 is connected to the output shaft of the power source 1 through an overload protection coupling 2.

[0098] The clutch 6 includes three groups of clutch plates 91, 92, 93 and clutch plate clamping mechanisms 81, 82, 83 in the clutch chamber, wherein the outer diameters of the clutch plates 91, 92, 93 are larger than each other, and the three groups of clutch plates 91, 92, 93 are staggered along the radial direction of the first shaft, and are connected to the corresponding first shaft in the axial direction through splines by each clutch plate connecting plate, that is, the clutch plate 91 is connected to the first shaft 31 through a spline, the clutch plate 92 is connected to the first shaft 32 through a spline, and the clutch plate 93 is connected to the first shaft 33 through a spline.

[0099] The three first shafts are coaxially arranged in a multi-layer set manner, and are first shafts 31, 32 and 33 from the inside to the outside. One end of each shaft is installed inside the clutch 6 through a bearing, and the first shafts 31, 32, 33 are connected to corresponding clutch plates 91, 92, 93 through splines. Clutch plate clamping mechanisms 81, 82, 83 are respectively provided on both sides of the clutch plates 91, 92, 93. The clutch plate clamping mechanisms 81, 82, 83 are connected to lever members leading to the outside of the shell.

[0100] The first shafts 32 and 33 located on the outer layer are both hollow shafts, the right end of the first shaft 31 located inside extends out from the right end of the first shaft 32, and the right end of the first shaft 32 extends out from the right end of the first shaft 33, and the right ends of the first shafts 31, 32, and 33 are staggeredly installed with first shaft gears 41, 42, and 43, and the first shaft gears 41, 42, and 43 are arranged from right to left, and the number of teeth and diameter thereof increase from right to left.

[0101] Three second shafts 101, 102, 103 are arranged in parallel on the right side of the first shafts 31, 32, 33 from top to bottom, and the left ends of the second shafts 101, 102, 103 are respectively installed with second shaft clutch gears 51, 52, 53 that can mesh with the first shaft gears for transmission. The second shaft clutch gears 51, 52, 53 are staggered on the circumference from bottom to top, and the second shaft clutch gear 51>second shaft clutch gear 52>second shaft clutch gear 53 in terms of the number of teeth, wherein the second shaft clutch gear 51 meshes with the first shaft gear 41 for transmission, the second shaft clutch gear 52 meshes with the first shaft gear 42 for transmission, and the second shaft clutch gear 53 meshes with the first shaft gear 43 for transmission. The engagement and disengagement of each first shaft can be controlled by the clutch 6, so that the transmission can perform high, medium and low gear shifting adjustments.

[0102] A first shaft gear 41 is installed on the right side of the innermost first shaft 31 , a direct gear synchronizer 22 is installed on the right side of the first shaft gear 41 , and the right side is connected to the third shaft 18 through a direct gear coupling 23 .

[0103] The second shafts 101, 102, 103 are respectively mounted with multiple rows of second shaft shift gears arranged in a corresponding manner, and the number of second shaft shift gears in each row corresponds to the number of second shafts (three in this embodiment); the left row of second shaft shift gears 121, 122, 123 are respectively mounted on the second shafts 101, 102, 103 through the second shaft left row shift gear synchronous clutches 111, 112, 113, and the middle row of second shaft shift gears 141, 142, 143 are respectively mounted on the second shafts 101, 102, 103 through the second shaft left row shift gear synchronous clutches 111, 112, 113. The middle-row shift gear synchronizer clutches 131, 132, 133 of the second shaft are installed on each second shaft 101, 102, 103, and the right-row second shaft shift gears 161, 162, 163 are installed on each second shaft 101, 102, 103 through the second shaft right-row shift gear synchronizer clutches 151, 152, 153 respectively; each second shaft shift gear is coaxially arranged with each second shaft clutch gear, and the diameter and the number of teeth of each row of second shaft shift gears increase significantly from left to right.

[0104] The third axis 18 is parallel to the second axes 101, 102, 103, and the third axis 18 passes through the center of the center circle determined by each second axis, that is, the third axis 18 is equidistant from each second axis, and the third axis 18 and the first axes 31, 32, 33 are coaxially arranged. Figure 3 As shown, three rows of third shaft gears 171, 172, 173 respectively meshing with the three second shaft shift gears are correspondingly installed on the third shaft 18.

[0105] The fourth shaft 20 is transmission-connected to the third shaft 18 through the planetary gear mechanism 19. The fourth shaft 20 is used to connect to the actuator to perform reversing, speed reduction, torque increase, and output mechanical energy.

[0106] like Figure 3 As shown, the clutch plates in the clutch 6 are 91, 92, and 93 from left to right; the leftmost outer clutch plate is 91, which is splined to the innermost first shaft 31, the right side of the first shaft 31 is connected to the first shaft gear 41, the first shaft gear 41 is meshed with the second shaft clutch gear 51, the second shaft clutch gear 51 is connected to the second shaft 101, and the second shaft 101 is engaged and disengaged with the left second shaft shift gear 121, the middle second shaft shift gear 141, and the right second shaft shift gear 161 through the second shaft left row shift gear synchronizer 111, the second shaft middle row shift gear synchronizer 131, and the second shaft right row shift gear synchronizer 151 respectively.

[0107] The second outer clutch plate is 92, which is splined to the second inner first shaft 32. The right side of the first shaft 32 is connected to the first shaft gear 42. The first shaft gear 42 is meshed with the second shaft clutch gear 52. The second shaft clutch gear 52 is connected to the second shaft 102. The second shaft 102 is engaged and disengaged with the left second shaft shift gear 122, the middle second shaft shift gear 142, and the right second shaft shift gear 162 through the second shaft left row shift gear synchronizer 112, the second shaft middle row shift gear synchronizer 132, and the second shaft right row shift gear synchronizer 152.

[0108] The inner clutch plate on the far right is 93, which is splined to the outer first shaft 33. The right side of the first shaft 33 is connected to the first shaft gear 43, the first shaft gear 43 is meshed with the second shaft clutch gear 53, the second shaft clutch gear 53 is connected to the second shaft 103, the second shaft 103 is engaged and disengaged with the left second shaft shift gear 123, the middle second shaft shift gear 143, and the right second shaft shift gear 163 through the second shaft left row shift gear synchronizer 113, the second shaft middle row shift gear synchronizer 133, and the second shaft right row shift gear synchronizer 153; note that only one synchronizer is engaged on each second shaft, and the rest on the same shaft are separated.

[0109] The clutch plate clamping mechanisms 81, 82, 83 are arranged on both sides of each group of clutch plates 91, 92, 93 and have a control sleeve shaft lever member connected to the outside of the clutch chamber. Clutch controllers 71, 72, 73 are arranged outside the clutch chamber. The clutch controllers 71, 72, 73 are automatically controlled by hydraulic or electric means. The clutch plate clamping mechanisms 81, 82, 83 are pressed or loosened by lever members to tighten or loosen the clutch plates 91, 92, 93, so that one of the first shafts 31, 32, 33 keeps rotating, and the others keep in a ready state. By actuating different clutch controllers 81, 82, 83, the rotation of the corresponding first shaft can be controlled, thereby adjusting the high, medium and low gears.

[0110] In this way, when one of the clutches is working, the corresponding shift gears of the other two clutches are pre-shifted to a higher gear and a lower gear respectively. When shifting up, only the high-gear clutch is closed, and the higher-gear shift gear is engaged to prepare for a higher gear. At the same time, the current clutch is separated, and the current shift gear remains engaged to prepare for a lower gear (and vice versa for downshifting). It can cyclically prepare until the highest gear or the lowest gear. In this way, keeping high and low gears ready meets the needs of automatic and rapid operation, realizes cyclic preparatory shifting, and thus realizes the new high, medium and low gear adjustment.

[0111] The power source 1 of the sleeve-type multi-clutch transmission is first connected to the combined clutch 6, and then the clutch plate is used to divide the clutch 6 into multiple single-control power. Each power is then meshed and changed in speed by the first shaft gear and the second shaft clutch gear. The speed ratio of the second shaft clutch gear 51 to the first shaft gear 41 is greater than the speed ratio of the second shaft clutch gear 52 to the first shaft gear 42, and the speed ratio of the second shaft clutch gear 53 to the first shaft gear 43. The speeds of the second shafts are different. The axis of the first shaft is equidistant from the axis of the multiple second shafts, and coincides with the axis of the third shaft 18.

[0112] The first shaft is concentric with the third shaft, so it is easy to set a direct gear that directly connects the first shaft and the third shaft. The direct gear can be designed as the highest gear. When the direct gear is set to the highest gear in the sleeve clutch system, there is no need to add a single-controlled direct gear clutch plate, and the clutch plate mechanism connected to the innermost first shaft can be borrowed. The direct gear can also be designed as the second highest gear (second highest gear), the third highest gear, the fourth highest gear, etc. Generally, the commonly used gear is set as a high-efficiency direct gear. When the direct gear is set to a non-highest gear in the sleeve clutch system, a single-controlled direct gear clutch plate is required. If the clutch plate mechanism connected to the innermost first shaft is borrowed, a gear will be lost. If the fourth highest gear is a direct gear, there are three overspeed gears that exceed the direct gear.

[0113] The radially arranged sleeve-integrated clutch has a clutch plate with a relatively large radial diameter, a large radial dimension, and a relatively small axial dimension, and is suitable for being arranged in a transverse manner on a locomotive.

[0114] Radial sleeve type multi-clutch transmission TZ-JX working process power flow: power source 1 → overload protection coupling 2 → clutch 6 multiple power flows →

[0115] ① Gear, lowest gear speed: 71, 72, 73 clutch controller (press 71 to separate 72 and 73) → clutch plate clamping mechanism 81 (at this time 82 is separated, 83 is separated) → clutch plate 91 → first shaft 31 → first shaft gear 41 → second shaft clutch gear 51 → second shaft 101 → second shaft left row shift gear synchronous sleeve 111 (111 synchronizes the shaft lock transmission; at this time 112 also synchronizes the shaft lock to prepare a higher gear speed, because this is the lowest gear and no lower speed is prepared, so at this time 113 also synchronizes the shaft lock to prepare a higher gear speed) → left row second shaft shift gear 121 → third shaft gear 171 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →

[0116] ② Gear, second lowest gear speed: 71, 72, 73 clutch controller (disconnect 71, press 72, and disconnect 73) → clutch plate clamping mechanism 82 (at this time, 81 is separated and 83 is separated) → clutch plate 92 → first shaft 32 → first shaft gear 42 → second shaft clutch gear 52 → second shaft 102 → second shaft left shift gear synchronous sleeve 112 (112 synchronously locks the shaft transmission; at this time, 111 continues to synchronously lock the shaft and turns to prepare for a lower gear speed, and 113 synchronously locks the shaft to prepare for a higher gear speed) → left second shaft shift gear 122 → third shaft gear 171 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →

[0117] ③ Gear, at this time, the power flow is: 71, 72, 73 clutch controller (separate 71, separate 72, press 73) → clutch plate clamping mechanism 83 (clamp 83, at this time 82, 83 are separated) → clutch plate 93 → first shaft 33 → first shaft gear 43 → second shaft clutch gear 53 → second shaft 103 → second shaft left row shift gear synchronous sleeve 113 (113 synchronous lock shaft transmission works; at this time 112 continues to synchronize the lock shaft and switches to prepare for a lower gear speed. Note that the synchronous lock shaft is now on the next row, that is, 132 synchronizes the lock shaft to prepare for a higher gear speed) → left row second shaft shift gear 122 → third shaft gear 171 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →

[0118] ┅┅④⑤⑥⑦⑧⑨

[0119] When the direct gear can be designed as the highest gear, the direct gear is the 10th gear. When it is upgraded from the 9th gear to the 10th direct gear, the power flow in the 9th gear state is, → 71, 72, 73 clutch controller (close 73, separate 72, 71 separate) → clutch plate clamping mechanism 83 (83 clamps, 82, 81 separates) → clutch plate 93 → second shaft 103 → second shaft right shift gear synchronous sleeve 153 (153 synchronizes the shaft lock to work transmission; 152 synchronizes the shaft lock to prepare a lower gear speed, and the direct gear synchronizer 22 synchronizes the lock to prepare a higher gear speed; note that at this time, because 151 and the direct gear share the same clutch, 151 cannot be used to prepare the lower two gear speeds) → right second shaft shift gear 163 → third shaft gear 171 → third shaft 18 →

[0120] ⑩ gear, then shift up one gear, → clutch 6 → 71, 72, 73 clutch controller (press 71, release 73, 72 separate) → clutch plate clamping mechanism 81 (81 clamps, 83, 81 separates) → clutch plate 93 → direct gear synchronizer 22 (at the same time, the second shaft right row shift gear synchronizer clutch 153 synchronizes the shaft to prepare a lower gear speed, 152 synchronizes the shaft to prepare a lower gear speed. Note that the gear synchronizer clutches 151, 131, 111 on the second shaft 101 connected to the clutch plate 93 cannot synchronize the shaft) → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 → reduce speed and vice versa.

[0121] The direct gear can also be ⑦⑧⑨ gear. When the direct gear is not the highest gear, it is necessary to add another single-control clutch plate in the clutch part to control the direct gear. Figure 7 , and it becomes a four-clutch system accordingly; in the sleeve-type multi-clutch system of non-highest gear, three split clutches and direct gear clutch constitute four clutches, and the working state is that only one of the four is pressed, and the others are separated; if the direct gear clutch plate is not added separately, a gear will be lost when the direct gear is not the highest gear; the direct gear is such as gear 7, when the power flow is in gear 6, the higher level preparatory gear is the direct gear, which is equivalent to the direct gear being gear 7, and when the power flow is in gear 7, the higher level preparatory gear is 152 on the second shaft 102, and 151 on the second shaft 101 and the direct gear are power flows controlled by a clutch plate, and 151 on the second shaft 101 cannot be closed, which is equivalent to losing a gear.

[0122] Embodiment 4

[0123] In this embodiment, an axial sleeve type multi-clutch transmission system is proposed. This embodiment takes a three-clutch transmission as an example to illustrate its structure.

[0124] like Figure 4 The three-clutch transmission system includes a power source 1, which can be an engine or other torque output machine to provide power for the transmission system; three first shafts, a clutch 6 is provided at the left end of the first shaft, and the clutch 6 is connected to the output shaft of the power source 1 through an overload protection coupling 2.

[0125] like Figure 4 As shown, the clutch 6 includes three groups of clutch plates 91, 92, 93 and clutch plate clamping mechanisms 81, 82, 83 in the clutch chamber, wherein the outer diameters of the clutch plates 91, 92, 93 are the same, the three groups of clutch plates 91, 92, 93 are arranged along the axial direction of the first shaft, and are connected to the corresponding first shaft in the axial direction by each clutch plate connecting plate through a spline, that is, the clutch plate 91 is connected to the first shaft 31 through a spline, the clutch plate 92 is connected to the first shaft 32 through a spline, and the clutch plate 93 is connected to the first shaft 33 through a spline.

[0126] The three first shafts of the three-clutch transmission are coaxially arranged in a multi-layer set manner, which are first shafts 31, 32 and 33 from the inside to the outside, one end of which is installed inside the clutch 6 through a bearing, and the first shafts 31, 32, 33 are respectively connected to corresponding clutch plates 91, 92, 93 through splines, and clutch plate clamping mechanisms 81, 82, 83 are respectively provided on both sides of the clutch plates 91, 92, 93, and the clutch plate clamping mechanisms 81, 82, 83 have lever members leading to the outside of the clutch chamber.

[0127] The fourth embodiment is identical to the third embodiment except for the shape of the clutch and the arrangement of the clutch plates, and will not be repeated here.

[0128] The axially arranged sleeve-integrated clutch has clutch plates with equal diameters, a large axial dimension and a relatively small radial dimension, and is suitable for being arranged in a longitudinal manner on a locomotive.

[0129] The power flow during the working process of the axial sleeve multi-clutch transmission TZ-ZX is similar to the power flow during the working process of the radial sleeve multi-clutch transmission TZ-JX, but they are different in shape and size.

[0130] Embodiment 5

[0131] In this embodiment, a step-gear radial sleeve multi-clutch transmission system is proposed. This embodiment takes a three-clutch transmission as an example to illustrate its structure.

[0132] like Figure 5 As shown, the three-clutch transmission system includes a power source 1, which can be an engine or other torque output machine to provide power for the transmission system; three first shafts, and a clutch 6 is provided at the left end of the first shaft, and the clutch 6 is connected to the output shaft of the power source 1 through an overload protection coupling 2.

[0133] like Figure 5 As shown, the clutch 6 includes three groups of clutch plates 91, 92, 93 and clutch plate clamping mechanisms 81, 82, 83 in the clutch chamber, wherein the outer diameters of the clutch plates 91, 92, 93 are larger than each other, and the three groups of clutch plates 91, 92, 93 are staggered along the radial direction of the first shaft, and are connected to the corresponding first shaft in the axial direction by each clutch plate connecting plate through a spline, that is, the clutch plate 91 is connected to the first shaft 31 through a spline, the clutch plate 92 is connected to the first shaft 32 through a spline, and the clutch plate 93 is connected to the first shaft 33 through a spline.

[0134] The three first shafts are coaxially arranged in a multi-layer set manner, and are first shafts 31, 32 and 33 from the inside to the outside. One end of each shaft is installed inside the clutch 6 through a bearing, and the first shafts 31, 32, 33 are respectively connected to corresponding clutch plates 91, 92, 93 through splines. Clutch plate clamping mechanisms 81, 82, 83 are provided on both sides of each clutch plate 91, 92, 93, and the clutch plate clamping mechanisms 81, 82, 83 have control levers leading to the outside of the shell.

[0135] The first shafts 32 and 33 located in the outer layer are both hollow shafts, the right end of the first shaft 31 located in the inner layer extends from the right end of the first shaft 32, and the right end of the first shaft 32 extends from the right end of the first shaft 33.

[0136] The right ends of the first shafts 31, 32, and 33 extending to the right are staggered with first shaft gears. Gears 4A1, 4A4, 4A7, and 4A10 are installed on the right end of the first shaft 31 and arranged in sequence from right to left, and the number of teeth and diameter thereof increase by three levels from right to left (clutch power flow number 3). Gears 4B2, 4B5, 4B8, and 4B11 are installed on the right end of the first shaft 32 and arranged in sequence from right to left, and the number of teeth and diameter thereof increase by three levels from right to left (clutch power flow number 3). Gears 4C3, 4C6, 4C9, and 4C12 are installed on the right end of the first shaft 33 and arranged in sequence from right to left, and the number of teeth and diameter thereof increase by three levels from right to left (i.e., increase the clutch power flow number 3).

[0137] The first shaft gears are arranged in order of diameter (number of teeth) from small to large: 4A1<4B2<4C3<4A4<4B5<4C6<4A7<4B8<4C9<4A10<4B11<4C12. The three first shaft gears are all meshed with the corresponding second shaft shift gears.

[0138] The second shaft 10 is arranged in parallel with the first shaft, and a plurality of second shaft clutch gears and second shaft shift gears are installed thereon. The second shaft shift gears are 5A1, 5A4, 5A7, 5A10, 5B2, 5B5, 5B8, 5B11, 5C3, 5C6, 5C9, 5C12 from right to left, and the second shaft clutch gears are 5A1>5B2<5C3>5A4>5B5>5C6>5A7>5B8>5C9>5A10>5B11>5C12 ​​in order of diameter (number of teeth) from small to large.

[0139] The gear synchronizer clutches on the second shaft 10 are 6A1, 6A4, 6A7, 6A10, 6B2, 6B5, 6B8, 6B11, 6C3, 6C6, 6C9, and 6C12.

[0140] The meshing of the second shaft shifting gears is carried out through the gear synchronizer sleeve on the second shaft 10. When working, there are three gear synchronizer sleeves meshing, and they correspond to the three first shafts respectively. The same first shaft cannot have two gear synchronizer sleeves synchronously meshing and locking the shaft, and the meshing levels of the three gear synchronizer sleeves are adjacent to each other, high, medium and low. During work, the middle level clutch plate is clamped and working, and the other two clutches are one for high gear and one for low gear. The speed change is only equivalent to the separation and combination of the clutch.

[0141] Working process of radial sleeve type multi-clutch transmission: power source 1 → overload protection coupling 2 → clutch 6 multiple power flows →

[0142] ① Gear, lowest gear speed: 71, 72, 73 clutch controller (press 71 to separate 72 and 73) → clutch plate clamping mechanism 81 (81 is clamped, 82 and 83 are separated at this time) → clutch plate 91 → first shaft 31 → first shaft gear 4A1 → second shaft clutch gear 5A1 → gear synchronous clutch 6A1 (6A1 synchronously locks the shaft to drive; at this time, 6B2 also synchronously locks the shaft to prepare for a higher gear speed, 6C3 also synchronously locks the shaft to prepare for a higher gear speed, and the remaining gear synchronous clutches are separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →

[0143] ② Gear, second lowest gear speed: 71, 72, 73 clutch controller (separate 71, press 72, separate 73) → clutch plate clamping mechanism 82 (clamp 82, 81, 83 are separated at this time) → clutch plate 92 → first shaft 32 → first shaft gear 4B2 → second shaft clutch gear 5B2 → gear synchronous clutch 6B2 (6B2 synchronous shaft lock transmission works; at this time 6A1 continues synchronous shaft lock, turns to prepare for a lower gear speed, 6C3 continues synchronous shaft lock to prepare for a higher gear speed, and the remaining gear synchronous clutches are separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →

[0144] ③ Gear, power flow: 71, 72, 73 clutch controller (disconnect 71, disconnect 72, press 73) → clutch plate clamping mechanism 83 (clamp 83, 82, 81 are separated at this time) → clutch plate 93 → first shaft 33 → first shaft gear 4C3 → second shaft clutch gear 5C3 → gear synchronous clutch 6C3 (6C3 synchronous lock shaft transmission works; at this time 6B2 continues to synchronously lock the shaft and turns to prepare a lower gear speed, 6A4 synchronous lock shaft prepares a higher gear speed, and the remaining gear synchronous clutches are separated) → second shaft 10 →

[0145] The third shaft 18 → the planetary gear forward and reverse mechanism 19 → the fourth shaft 20 →

[0146] ④ Gear, power flow: 71, 72, 73 clutch controller (press 71, separate 72, separate 73) → clutch plate clamping mechanism 81 (clamp 81, 83, 82 are separated at this time) → clutch plate 91 → first shaft 31 → first shaft gear 4A4 → second shaft clutch gear 5A4 → gear synchronous clutch 6A4 (6A4 synchronous shaft lock transmission works; at this time 6C3 continues to synchronously lock the shaft, and switches to prepare a lower gear speed, 6B5 synchronously locks the shaft to prepare a higher gear speed, and the remaining gear synchronous clutches are separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →

[0147] And so on⑤⑥⑦⑧⑨⑩

[0148] Gear, power flow: 71, 72, 73 clutch controller (separate 71, press 72, separate 73) → clutch plate clamping mechanism 82 (clamp 82, 81, 83 are separated at this time) → clutch plate 92 → first shaft 32 → first shaft gear 4B11 → second shaft clutch gear 5B11 → gear synchronous clutch 6B11 (6B11 synchronous lock shaft transmission works; at this time 6A10 continues to synchronously lock the shaft and turns to prepare a lower gear speed, 6C12 synchronous lock shaft prepares a higher gear speed, and the remaining gear synchronous clutches are separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 →

[0149] Gear, power flow: 71, 72, 73 clutch controller (separate 71, separate 72, press 73) → clutch plate clamping mechanism 83 (clamp 83, 82, 81 are separated at this time) → clutch plate 93 → first shaft 33 → first shaft gear 4C12 → second shaft clutch gear 5C12 → gear synchronizer clutch 6C12 (6C12 synchronous shaft lock transmission works; at this time 6B11 continues to synchronously lock the shaft, and switches to prepare for a lower gear speed. Note that there is no higher gear at this time. Only the gear synchronizer clutch 6A10 is used to synchronously lock the shaft to prepare for a lower two gear speeds. The remaining gear synchronizer clutches are separated) → second shaft 10 → third shaft 18 → planetary gear mechanism 19 → fourth shaft 20 → downshift and vice versa.

[0150] Reverse gear reversing is when the planetary gear mechanism 19 changes from the locking reversing member in the direct transmission state to reverse rotation.

[0151] The step-gear sleeve type multi-(three) clutch transmission locks the adjacent gears during the working load. The clutch only closes the clutch plates corresponding to the adjacent middle gears, and the other two clutches are prepared for high speed and low speed respectively. The gear shifting is essentially that one clutch is separated while the other is engaged, and the corresponding locking mechanisms perform corresponding actions at the same time.

[0152] Embodiment 6

[0153] In this embodiment, a step-gear axial sleeve multi-clutch transmission system is proposed. This embodiment takes a three-clutch transmission as an example to illustrate its structure.

[0154] like Figure 6 As shown, the three-clutch transmission system includes a power source 1, which can be an engine or other torque output machine to provide power for the transmission system; three first shafts, and a clutch 6 is provided at the left end of the first shaft, and the clutch 6 is connected to the output shaft of the power source 1 through an overload protection coupling 2.

[0155] The clutch 6 includes three groups of clutch plates 91, 92, 93 and clutch plate clamping mechanisms 81, 82, 83 in the clutch chamber, wherein the outer diameters of the clutch plates 91, 92, 93 are the same, the three groups of clutch plates 91, 92, 93 are arranged along the axial direction of the first shaft, and are connected to the corresponding first shaft in the axial direction by each clutch plate connecting plate through a spline, that is, the clutch plate 91 is connected to the first shaft 31 through a spline, the clutch plate 92 is connected to the first shaft 32 through a spline, and the clutch plate 93 is connected to the first shaft 33 through a spline.

[0156] Except for the clutch shape and clutch plate arrangement, the sixth embodiment is identical to the fifth embodiment and will not be repeated.

[0157] The power flow during the working process of the step-gear axial sleeve type multi-(three) clutch transmission is similar to the power flow during the working process of the step-gear radial sleeve type multi-(three) clutch transmission, except that the radial and axial spatial dimensions are different.

[0158] The multi-clutch transmission transmission system in the aforementioned embodiments includes a power source 1. The power source 1 can be a machine that can output torque, such as an engine, an electric motor, a hydraulic motor or a pneumatic motor. The engine can be an internal combustion engine, a thermal engine, a wind engine, a hydraulic engine, etc., which is used to output torque and provide power for the transmission system.

[0159] The multi-clutch transmission system in the aforementioned embodiments generally has three clutches to meet the basic requirements of fast and efficient gear shifting, that is, one clutch is for the workload, and the other two clutches are in correspondence with the shift gears, one is for a higher gear, and the other is for a lower gear, so that the gear shifting is the separation and combination of the clutches, making the gear shifting efficient and rapid. In special cases, more clutches can be used, such as four clutches, five clutches, six clutches, etc.; there can be two high gears (or low gears) in the four clutches, and one clutch can also be used as a shunt power to be transmitted and controlled separately, such as used in the drive shaft of a tractor with a rotary tiller; in the sleeve clutch system, when the direct gear is not the highest gear, it is necessary to add a single-control clutch plate to the clutch part to control the direct gear, see Figure 7, correspondingly becomes a single-control clutch direct gear four-clutch system; in the five-clutch system, one working clutch, two reserve high gears (one high gear and two high gears in this state), and two reserve low gears (one low gear and two low gears in this state), such as Figure 8 As shown; the five clutches can also be set to use two of the clutches as a split power to transmit the load, such as preparing a torque-taking device for the drive shaft with a rotary tiller behind the tractor in traction, and another spare (front) torque-taking device, such as Fig. 9 As shown; multiple connections can be flexibly arranged according to specific circumstances.

[0160] The multi-clutch transmissions in the above embodiments can be used in parallel with pure hydraulic transmission devices to achieve several working modes such as direct gear, pure mechanical gear, pure hydraulic gear, and mechanical and hydraulic gears with multiple ratios. Fig.10 As shown, the multi-clutch transmission can be connected in parallel with a pure hydraulic transmission device to form a hydraulic mechanical (parallel) transmission. The power is split or merged through the differential mechanism. The hydraulic transmission device is a two-way variable hydraulic pump 24 and a two-way variable hydraulic motor 25. The two are connected through a control and reversing structure and connected between the front end of the clutch 6 and the planetary gear mechanism 19. The front end is connected to the power source 1 through a splitter 26 to achieve splitting, and the end is connected to the planetary gear mechanism 19 through a merger 27. The power of the power source 1 can be purely hydraulically driven, hydraulically mechanically proportionally driven, or purely mechanically driven; therefore, its total transmission efficiency is high and the high-efficiency zone is wide. In addition, in the low-speed area, the mechanical transmission output can be zero, becoming a pure hydraulic transmission, which is conducive to the smooth start of the locomotive. Hydraulic and mechanical multi-clutch parallel compound transmission is ideal.

[0161] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A multi-clutch transmission system, characterized in that: include: The power source is used to output torque and provide power for the transmission system; at least one first shaft, one end of which is drivingly connected to the output end of the power source through a coupling, and the other end of which is equipped with at least one first shaft gear; At least one second shaft, the second shaft is arranged in parallel with the first shaft, and the second shaft is respectively provided with second shaft clutch gears meshing with the first shaft gears, and the second shaft is also provided with a plurality of second shaft shift gears, and the second shaft shift gears are separately slidable and meshed with the second shaft through a synchronous meshing device; Clutch, the clutch is divided into two forms, which is a plurality of independent single-control clutches or a sleeve combination clutch containing a plurality of single-control clutch plates that can achieve the same effect; the clutch is arranged on the side of the coupling away from the power source, and the clutch realizes the separation or combination of the clutch plates through a clutch plate clamping mechanism; Wherein, a plurality of independent single-control clutches are respectively installed on the end of each second shaft close to the first shaft. Before the clutch, the power is transmitted to the gears of each clutch through the meshing of the first shaft gear, and multiple power flows with different speeds are divided to make each clutch increase or decrease the speed. The clutch plate in each clutch is installed on the end of the second shaft close to the first shaft through a spline. The clutch plate clamping mechanism is controlled by a clutch controller to realize the clutch of the clutch plate on the second shaft, thereby controlling the power output of the first shaft to be separated or transmitted from the second shaft. A direct gear clutch interface is installed on the end of the first shaft gear close to the second shaft. A sleeve combined clutch including a plurality of single-control clutch plates is installed at the end of the coupling away from the power source. In the clutch, the power is divided into multiple power flows through each clutch plate. Each clutch plate is connected to the corresponding first shaft through a spline. Each first shaft gear is meshed with the second shaft clutch gear for transmission, so that each second shaft can obtain an increasing or decreasing speed. The clutch plate clamping mechanism is controlled by a clutch controller to realize the clutch of the clutch plate on the second shaft, thereby controlling the power output by the clutch to be separated from or transmitted to the second shaft. A direct gear sleeve synchronizer is installed at one end of the first shaft gear close to the second shaft. A third shaft, the third shaft is parallel to the second shaft, and a plurality of groups of third shaft gears respectively meshing with the groups of second shaft shift gears are mounted on the third shaft; The fourth shaft is connected to the third shaft through a planetary gear mechanism, and is used to connect with the actuator to perform direct connection, reversing, speed reduction and torque increase, and output mechanical energy.

2. The multi-clutch transmission system according to claim 1, characterized in that: The gearshift gears are mounted on the second shafts and the gears are connected to the second shafts via a gear-matching coupling. The gears are connected to the gears on the second shafts via a gear-matching coupling or a gear-matching coupling. The gears are connected to the gears on the second shafts via a gear-matching coupling or a gear-matching coupling. The gears are connected to the gears on the second shafts via a gear-matching coupling or a gear-matching coupling. The gears are connected to the gears on the second shafts via a gear-matching coupling or a gear-matching coupling. The gears are connected to the gears on the second shafts via a gear-matching coupling or a gear-matching coupling. The gears are connected to the gears on the second shafts via a gear-matching coupling or a gear-matching coupling.

3. The multi-clutch transmission system according to claim 1, characterized in that: The gearbox is connected to the second shaft via a synchronizing device or a bearing. When the gearbox is not synchronously engaged, it is loosely sleeved on the second shaft via the bearing. When the gearbox is synchronously engaged and locked, it rotates integrally with the second shaft and cooperates with the clutch to transmit the power flow, so that the power flow transmitted by the clutch plate of the clutch is transmitted to the clutch gear of the second shaft. The corresponding second shaft gearbox synchronously locks the power flow transmitted by the second shaft. In other second shafts, a higher gear corresponds to a clutch ready for upshifting, and a lower gear corresponds to a clutch ready for downshifting. One end of the second shaft is transmission-connected to the third shaft, and the third shaft is transmission-connected to the planetary gear mechanism.

4. The multi-clutch transmission system according to claim 2, characterized in that: The number of second shafts is 3 to 5. When there is a fourth power flow in addition to the three power flows that meet the positive load gear and the prepared upshift and downshift gears, that is, when the number of second shafts is four, the fourth power flow can prepare for upshifting two gears or preparing for downshifting two gears, or can be directly transmitted outside the box as a separate power flow to drive other equipment; when there are five power flows, that is, when the number of second shafts is five, the fifth power flow can prepare for upshifting two gears. At this time, the fourth power flow prepares for downshifting two gears, then two upshifts and two downshifts are prepared, or two power flows are separated and transmitted directly outside the box as separate power flows to drive two other equipment.

5. The multi-clutch transmission system according to claim 1, characterized in that: The clutch plate clamping mechanism is mechanically self-locking, mechanically interlocking or mechanically interlocking; the clutch controller is equipped with a self-locking electronic and mechanical device, an interlocking electronic and mechanical device or an interlocking electronic and mechanical device. The clutch controller is controlled by hydraulic or electric means, and drives the lever to press or pull out, so that the clutch plate clamping mechanism releases or presses the corresponding clutch plate, thereby transmitting the corresponding power flow.

6. The multi-clutch transmission system according to claim 1, characterized in that: The transmission system can be used in parallel with the hydraulic transmission, and can realize pure hydraulic transmission, pure mechanical transmission, and hydraulic and mechanical parallel transmission in proportion.

7. The multi-clutch transmission system according to claim 1, characterized in that: The power source is an engine or an electric motor, and the coupling is an overload protection coupling or a torque device for maintaining an output set value.

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