A multi-speed hydraulic transmission

Abstract

The present invention relates to a multi-speed hydraulic transmission, comprising a housing component (a), an operating component (b), and a torque converter component (I), an input component (II), a KV clutch component (III), a KR / 2 clutch component (IV), a K3 / 4 clutch component (V), an idler component (VI), an intermediate shaft component (VII), a K1 clutch component (VIII), and an output component (IX), all mounted within the housing of housing component (a). The operating component (b) comprises a control valve mounted within the housing and a hydraulic oil system. The present invention achieves shifting by engaging the clutch, the operation of which is controlled by the control valve, making the shifting process easier, reducing operator labor and improving work efficiency. The electro-hydraulic control system enables intelligent and remote control. The present invention offers six forward gears, three reverse gears, one neutral gear, and two power take-off ports indirectly connected to the engine, covering a wide range of operating conditions.

Description

Technical Field

[0001] The present invention relates to a hydraulically controlled, dual-variable multi-speed hydraulic transmission consisting of a hydraulic torque converter and a multi-power shift box. The invention is a multi-speed hydraulic transmission suitable for use in engineering machinery and belongs to the field of power transmission technology. Background Art

[0002] In existing hydraulic transmissions of the same type, an independent torque converter is generally used in combination with an independent power shift box, and the power transmission between the two needs to be connected by a drive shaft, which makes the vehicle structure generally larger and bloated. The total weight of the independent torque converter, power shift box and additional accessories is much greater than that of a single dual-variable multi-speed hydraulic transmission, which is not conducive to lightweighting, increases energy loss, and has poor economy. The existing transmission scheme of a torque converter plus a power shift box consists of two independent transmission devices, which is relatively complicated in layout, adds intermediate additional accessories, and reduces the reliability and economy of the transmission. Summary of the Invention

[0003] In order to solve the above technical problems, the purpose of the present invention is to provide a multi-speed hydraulic transmission with a compact structure and a reasonable overall layout. It not only simplifies the transmission connection structure, but also has a low cost and high efficiency and energy saving.

[0004] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical solutions:

[0005] A multi-speed hydraulic transmission comprises a housing component a, an operating component b, and a torque converter component I, an input component II, a KV clutch component III, a KR / 2 clutch component IV, a K3 / 4 clutch component V, an idler component VI, an intermediate shaft component VII, a K1 clutch component VIII, and an output component IX, all mounted within the housing of the housing component a. The operating component b comprises an operating valve and a hydraulic oil circuit system mounted within the housing.

[0006] The torque converter component I includes a torque converter, a torque converter output shaft, a diaphragm for connecting the engine and the torque converter, and a pump wheel gear fixed to the torque converter;

[0007] The input component II includes an input shaft fixedly connected to the output shaft of the torque converter and an input gear fixed on the input shaft;

[0008] The KV clutch component III includes a KV shaft, a KV gear disposed on the KV shaft, and a KV clutch. The KV gear is engaged with the input gear and transmits power or slips with the KV shaft through the KV clutch. A KV clutch housing gear is also fixed to the KV shaft on the right side of the KV clutch.

[0009] The KR / 2 clutch component IV includes a KR / 2 shaft, a KR gear disposed on the KR / 2 shaft, a KR clutch, a KR / 2 clutch housing gear, and a K2 clutch. The KR gear is engaged with the input gear and is driven or slipped with the KR / 2 shaft through the KR clutch. The KR / 2 clutch housing gear is fixed to the KR / 2 shaft and is engaged with the KV clutch housing gear.

[0010] The K3 / 4 clutch component V includes a K3 / 4 shaft, a K4 gear arranged on the K3 / 4 shaft, a K4 clutch, a K3 / 4 clutch housing gear and a K3 clutch. The K3 / 4 clutch housing gear is fixed to the K3 / 4 shaft and meshes with the KR / 2 clutch housing gear.

[0011] The idler gear component VI includes an idler gear shaft, an idler gear disposed on the idler gear shaft and meshing with the K4 gear and the KV gear respectively; the intermediate shaft component VII includes an intermediate shaft fixedly connected to the KV shaft, and an intermediate gear fixedly connected to the intermediate shaft;

[0012] The K1 clutch component VIII includes a K1 shaft, a K1 clutch housing gear disposed on the K1 shaft, a K1 clutch, and a K1 gear. The K1 clutch housing gear is fixed to the K1 shaft. The K1 gear is engaged with the intermediate gear and transmits power or slips with the K1 shaft through the K1 clutch. The K1 shaft transmits power or slips with the KR / 2 shaft through the K2 clutch.

[0013] The output component includes an output shaft, an output gear fixed on the output shaft and meshing with the K1 clutch housing gear, and the output shaft is driven or slipped with the K3 / 4 shaft through the K3 clutch.

[0014] The hydraulic oil circuit system includes a pressure oil circuit and a lubricating oil circuit. The pressure oil circuit includes an oil pump for supplying oil to the torque converter and the control valve. The oil pump is directly driven by the engine through gear meshing. The oil pump is a double-connected pump, including a working oil pump A and a working oil pump B. The oil pump draws oil through a coarse filter in the oil pan. The working oil pump A is externally connected to a filter A. The pressure oil coming out of the filter A externally connected to the working oil pump A enters the oil inlet of the control valve through a fine filter. The pressure of the control valve is controlled by the combination of various solenoid valves to control the pressure oil to enter each clutch and torque converter; the lubricating oil circuit consists of two parts, which are combined. The first part is that the working oil pump A draws oil from the gearbox into the torque converter, flows out from the torque converter outlet, and enters the cooler for cooling. The oil coming out of the cooler enters the lubricating oil chamber through the lubricating oil inlet A to force lubrication of the gears and bearings, etc.; the second part is that the working oil pump B directly draws oil from the gearbox. The oil directly enters the lubricating oil chamber through the lubricating oil inlet B to force lubrication of the gears and bearings, etc.

[0015] As a preferred solution: a safety valve is provided at the inlet oil circuit of the torque converter to prevent the internal pressure of the torque converter from being too high and causing damage to components, and a pressure compensation valve is provided at the outlet oil circuit of the torque converter.

[0016] As a preferred solution, the torque converter is provided with a lockup clutch, and the opening and closing of the lockup clutch is controlled by an electro-hydraulic proportional valve in the control valve.

[0017] As a preferred solution: it also includes an oil pump power take-off component, which includes an oil pump power take-off shaft, an oil pump power take-off gear that meshes with the pump wheel gear and is fixedly connected to the oil pump power take-off shaft, and the oil pump power take-off shaft is supported on the box body through bearings.

[0018] As a preferred solution: it also includes a power take-off component XI, which includes a power take-off shaft 1, a power take-off gear 1 that meshes with the oil pump power take-off gear and is fixedly connected to the power take-off shaft 1, and the power take-off shaft 1 is supported on the box body through bearings.

[0019] As a preferred solution: it also includes a power take-off component 2 XII, which includes a power take-off shaft 2 and a power take-off gear 2 that meshes with the oil pump power take-off gear and is fixedly connected to the power take-off shaft 2. The power take-off shaft 2 is supported on the box body through bearings.

[0020] As a preferred solution: the input shaft, KV shaft, KR / 2 shaft, K3 / 4 shaft, idler shaft, intermediate shaft, K1 shaft, and output shaft are respectively supported on the housing through respective bearings.

[0021] As a preferred solution, the KV clutch, KR clutch, K2 clutch, K4 clutch, K3 clutch, and K1 clutch are respectively wet multi-plate friction clutches with the same structure.

[0022] As a preferred solution, the operating component mainly selects the operating valve combined with the KV clutch, KR clutch, K2 clutch, K4 clutch, K3 clutch, and K1 clutch.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] This invention utilizes a wet clutch for shifting, controlled by a control valve. This makes shifting easy, reduces operator workload, and improves efficiency. The electro-hydraulic control system enables intelligent and remote control. It features six forward gears, three reverse gears, one neutral gear, and two power take-off ports indirectly connected to the engine, covering a wide range of operating conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The drawings in the specification, which constitute a part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute a limitation on this application.

[0026] Figure 1 Schematic diagram of the transmission structure of the present invention;

[0027] Figure 2 It is a structural schematic diagram of the operating component of the present invention.

[0028] Figure 3 Schematic diagram of the cross-sectional structure of the gearbox of the present invention;

[0029] Figure 4 Schematic diagram of the end face structure of the torque converter end of the gearbox of the present invention;

[0030] Figure 5 Schematic diagram of the end face structure of the output end of the gearbox of the present invention;

[0031] Figure 6 It is a schematic diagram of the top structure of the gearbox of the present invention;

[0032] Figure 7 It is a side structural schematic diagram of the gearbox of the present invention;

[0033] Figure 8 for Figure 7 DD cross-sectional structure diagram;

[0034] Figure 9 Schematic diagram of the cross-sectional structure of one end of the gearbox of the present invention;

[0035] Figure 10 It is a schematic structural diagram of the gearbox of the present invention at the operating component.

[0036] Figure 11 for Figure 10 Schematic diagram of the EE cross-section structure.

[0037] Figure 12 for Figure 10 FF cross-sectional structure diagram;

[0038] Figure 13 for Figure 10 Schematic diagram of the KK cross-sectional structure.

[0039] Figure 14 It is a pipe connection diagram of the gearbox of the present invention;

[0040] Figure 15 It is the hydraulic principle diagram of the gearbox of the present invention. DETAILED DESCRIPTION

[0041] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of the present application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by those skilled in the art to which the present application belongs.

[0042] It should be noted that the terms used herein are only for describing specific embodiments and are not intended to limit the exemplary embodiments according to the present application. As used herein, unless the context clearly indicates otherwise, the singular form is also intended to include the plural form. In addition, it should be understood that when the terms "comprise" and / or "include" are used in this specification, they indicate the presence of features, steps, operations, devices, components and / or combinations thereof.

[0043] In addition, 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", "clockwise", "counterclockwise" and the like to 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 device or element 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.

[0044] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more, unless otherwise explicitly specified.

[0045] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0046] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0047] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0048] like Figures 1 to 15 As shown, a multi-speed hydraulic transmission comprises a housing component a, an operating component b, and a torque converter component I, an input component II, a KV clutch component III, a KR / 2 clutch component IV, a K3 / 4 clutch component V, an idler component VI, an intermediate shaft component VII, a K1 clutch component VIII, and an output component IX, all mounted within a housing 30 of the housing component a. The operating component b comprises an operating valve 31 mounted within the housing 30 and a hydraulic oil circuit system.

[0049] The torque converter component I includes a torque converter 33, a torque converter output shaft 17, a diaphragm 32 for connecting the engine and the torque converter 33, and a pump wheel gear 1 fixed to the torque converter 33; the input component II includes an input shaft 22 fixedly connected to the torque converter output shaft 17 and an input gear 2 fixed to the input shaft 22; the KV clutch component III includes a KV shaft 23, a KV gear 3 provided on the KV shaft 23, and a KV clutch 34, the KV gear 3 is engaged with the input gear 2, and is transmitted or slipped with the KV shaft 23 through the KV clutch 34, and the KV shaft 23 is located at the KV clutch. The right side of the device 34 is also fixed with a KV clutch housing gear 4; the KR / 2 clutch component IV includes a KR / 2 shaft 25, a KR gear 6 arranged on the KR / 2 shaft 25, a KR clutch 36, a KR / 2 clutch housing gear 7 and a K2 clutch 35, the KR gear 6 is engaged with the input gear 2, and is transmitted or slipped with the KR / 2 shaft 25 through the KR clutch 36, the KR / 2 clutch housing gear 7 is fixed with the KR / 2 shaft 25, and is engaged with the KV clutch housing gear 4; the K3 / 4 clutch component V includes a K3 / 4 shaft 27, a KR gear 6 arranged on the K3 / 4 The K4 gear 10, K4 clutch 38, K3 / 4 clutch housing gear 11 and K3 clutch 37 on the shaft 27, the K3 / 4 clutch housing gear 11 is fixed to the K3 / 4 shaft 27 and meshes with the KR / 2 clutch housing gear 7; the idler gear component VI includes an idler shaft 29, an idler gear 13 provided on the idler shaft 29 and meshing with the K4 gear 11 and the KV gear 3 respectively; the intermediate shaft component VII includes an intermediate shaft 24 fixedly connected to the KV shaft 23, and an intermediate gear 5 fixedly connected to the intermediate shaft 24; the K1 clutch component VIII includes a K1 shaft 26, a set The K1 clutch housing gear 8, K1 clutch 39 and K1 gear 9 on the K1 shaft 26, the K1 clutch housing gear 8 is fixed to the K1 shaft 26, the K1 gear 9 is engaged with the intermediate gear 5, and is transmitted or slipped with the K1 shaft 26 through the K1 clutch 39, and the K1 shaft 26 is transmitted or slipped with the KR / 2 shaft 25 through the K2 clutch 35; the output component IX includes an output shaft 28, an output gear 12 fixed on the output shaft 28 and engaged with the K1 clutch housing gear 8, and the output shaft 28 is transmitted or slipped with the K3 / 4 shaft 27 through the K3 clutch 37.

[0050] The hydraulic oil circuit system includes a pressure oil circuit and a lubricating oil circuit. The pressure oil circuit includes an oil pump 18 for supplying oil to the torque converter 33 and the control valve 31. The oil pump 18 is directly driven by the engine through gear meshing. The oil pump 18 is a double pump, including a working oil pump A and a working oil pump B. The oil pump 18 absorbs oil through a coarse filter 40 in the oil pan. The working oil pump A is connected to a filter A external to the working oil pump A. The pressure oil coming out of the filter A external to the working oil pump A enters the control valve oil inlet 423 through a fine filter. The pressure of the control valve 31 is controlled by the combination of various solenoid valves. The braking pressure oil enters each clutch and torque converter 33; the lubricating oil route is composed of two parts, which are merged. The first part is that the working oil pump A sucks oil from the gearbox into the torque converter 33, flows out from the outlet of the torque converter 33, and enters the cooler for cooling. The oil coming out of the cooler enters the lubricating oil chamber 42 through the lubricating oil inlet A421, and forced lubrication is performed on the gears and bearings. The second part is that the working oil pump B directly sucks oil from the gearbox, and the oil directly enters the lubricating oil chamber 42 through the lubricating oil inlet B422, and forced lubrication is performed on the gears and bearings.

[0051] The inlet oil circuit of the torque converter 33 is equipped with a safety valve to prevent damage to components caused by excessive internal pressure, and the outlet oil circuit of the torque converter is equipped with a pressure compensation valve. The torque converter 33 is equipped with a lockup clutch, the opening and closing of which is controlled by an electro-hydraulic proportional valve in the control valve 31.

[0052] The multi-speed hydraulic transmission also includes an oil pump power take-off component X, which includes an oil pump power take-off shaft 19, an oil pump power take-off gear 14 that meshes with the pump wheel gear 1 and is fixedly connected to the oil pump power take-off shaft 19, and the oil pump power take-off shaft 19 is supported on the box body 30 through bearings.

[0053] The multi-speed hydraulic transmission also includes a power take-off component XI, which includes a power take-off shaft 20 and a power take-off gear 15 that meshes with the oil pump power take-off gear 14 and is fixedly connected to the power take-off shaft 20. The power take-off shaft 20 is supported on the box body 30 through bearings.

[0054] The multi-speed hydraulic transmission also includes a power take-off component 2XII, which includes a power take-off shaft 21 and a power take-off gear 2 16 that meshes with the oil pump power take-off gear 14 and is fixedly connected to the power take-off shaft 21. The power take-off shaft 21 is supported on the box body 30 through bearings.

[0055] The input shaft 22 , KV shaft 23 , KR / 2 shaft 25 , K3 / 4 shaft 27 , idler shaft 29 , intermediate shaft 24 , K1 shaft 26 , and output shaft 28 are respectively supported on the housing 30 through respective bearings.

[0056] The KV clutch 34 , the KR clutch 36 , the K2 clutch 35 , the K4 clutch 38 , the K3 clutch 37 , and the K1 clutch 39 are respectively wet multi-plate friction clutches with the same structure.

[0057] The operating component b mainly selects the operating valve 31 combined with the KV clutch 34 , the KR clutch 36 , the K2 clutch 35 , the K4 clutch 38 , the K3 clutch 37 , and the K1 clutch 39 .

[0058] The power transmission paths of each gear of the present invention are as follows:

[0059] Forward 1st gear: The control valve 31 controls the KV clutch 34 to engage with the K1 clutch 39, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KV gear 3, KV clutch 33, KV shaft 23, intermediate shaft 24, intermediate gear 5, K1 gear 9, K1 clutch 39, K1 clutch housing gear 8, K1 shaft 26, output gear 12 and finally reaches the output shaft 28.

[0060] Forward 2nd gear: The control valve 31 controls the K4 clutch 38 and the K1 clutch 39 to engage, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KV gear 3, idler 13, idler shaft 29, K4 gear 10, K4 clutch 38, K3 / 4 clutch housing gear 11, KR / 2 clutch housing gear 7, KV clutch housing gear 8, KV shaft 23, intermediate shaft 24, intermediate gear 5, K1 gear 9, K1 clutch 39, K1 clutch housing gear 8, K1 shaft 26, output gear 12 and finally reaches the output shaft 28.

[0061] Forward 3rd gear: The operating valve 31 controls the KV clutch 34 and the K2 clutch 35 to engage, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KV gear 3, KV clutch 33, KV shaft 23, KV clutch housing gear 4, KR / 2 clutch housing gear 7, K2 clutch 35, K1 shaft 26, K1 clutch housing gear 8, output gear 12 and finally reaches the output shaft 28.

[0062] Forward 4th gear: The control valve 31 controls the K4 clutch 38 to engage with the K2 clutch 35, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KV gear 3, idler 13, idler shaft 29, K4 gear 10, K4 clutch 38, K3 / 4 clutch housing gear 11, KR / 2 clutch housing gear 7, K2 clutch 35, K1 shaft 26, K1 clutch housing gear 8, output gear 12 and finally reaches the output shaft 28.

[0063] Forward 5th gear: The operating valve 31 controls the KV clutch 34 to engage with the K3 clutch 37, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KV gear 3, KV clutch 33, KV shaft 23, KV clutch housing gear 4, KR / 2 clutch housing gear 7, K3 / 4 clutch housing gear 11, K3 clutch 37 and finally reaches the output shaft 28.

[0064] Forward 6th gear: The control valve 31 controls the K4 clutch 38 to engage with the K3 clutch 37, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KV gear 3, idler gear 13, idler gear shaft 29, K4 gear 10, K4 clutch 38, K3 clutch 37 and finally reaches the output shaft 28.

[0065] Reverse 1st gear: The control valve 31 controls the KR clutch 34 to engage with the K1 clutch 39, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KR gear 6, KR clutch 36, KR / 2 shaft 25, KR / 2 clutch housing gear 7, KV clutch housing gear 4, KV shaft 23, intermediate shaft 24, intermediate gear 5, K1 gear 9, K1 clutch 39, K1 clutch housing gear 8, K1 shaft 26, output gear 12 and finally reaches the output shaft 28.

[0066] Reverse 2nd gear: The control valve 31 controls the KR clutch 34 and the K2 clutch 35 to engage, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KR gear 6, KR clutch 36, KR / 2 shaft 25, K2 clutch 35, K1 shaft 26, K1 clutch housing gear 8, output gear 12 and finally reaches the output shaft 28.

[0067] Reverse 3rd gear: The control valve 31 controls the KR clutch 34 to engage with the K2 clutch 35, and the power is input to the torque converter 33, and then passes through the torque converter output shaft 17, input shaft 22, input gear 2, KR gear 6, KR clutch 36, KR / 2 shaft 25, KR / 2 clutch housing gear 7, K3 / 4 clutch housing gear 11, K3 clutch 37 and finally reaches the output shaft 28.

[0068] In addition, after the power is input into the torque converter 33, it passes through the pump gear 1, the oil pump power take-off gear 14, the oil pump power take-off shaft 19 and then reaches the lubricating oil pump 18, which is the oil pump power take-off; after the power is input into the torque converter 33, it passes through the pump gear 1, the oil pump power take-off gear 14, the power take-off gear 1 15 and then reaches the power take-off shaft 1 20, which is the power take-off port 1; after the power is input into the torque converter 33, it passes through the pump gear 1, the oil pump power take-off gear 14, the power take-off gear 2 16 and then reaches the power take-off shaft 2 21, which is the power take-off port 2.

[0069] This invention utilizes a wet clutch for shifting, controlled by a control valve. This makes shifting easy, reduces operator workload, and improves efficiency. The electro-hydraulic control system enables intelligent and remote control. It features six forward gears, three reverse gears, one neutral gear, and two power take-off ports indirectly connected to the engine, covering a wide range of operating conditions.

[0070] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that a specific feature, structure, material, or characteristic described in conjunction with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0071] Although the embodiments of the present invention have been shown and described above, it is understood that the above embodiments are illustrative and cannot be understood as limiting the present invention. Those skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention without departing from the principles and purpose of the present invention. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A multi-speed hydraulic transmission, comprising a housing member a, an operating member b, and a torque converter member I, an input member II, a KV clutch member III, a KR / 2 clutch member IV, a K3 / 4 clutch member V, an idler member VI, an intermediate shaft member VII, a K1 clutch member VIII, and an output member IX, all mounted in a housing (30) of the housing member a; the operating member b comprising an operating valve (31) mounted in the housing (30) and a hydraulic oil circuit system; characterized in that: The torque converter component I comprises a torque converter (33), a torque converter output shaft (17), a diaphragm (32) for connecting the engine and the torque converter (33), and a pump wheel gear (1) fixed to the torque converter (33); The input component II includes an input shaft (22) fixedly connected to the torque converter output shaft (17) and an input gear (2) fixed on the input shaft (22); The KV clutch component III includes a KV shaft (23), a KV gear (3) and a KV clutch (34) arranged on the KV shaft (23); the KV gear (3) is engaged with the input gear (2) and is transmitted or slipped with the KV shaft (23) through the KV clutch (34); a KV clutch housing gear (4) is also fixed on the KV shaft (23) on the right side of the KV clutch (34); The KR / 2 clutch component IV comprises a KR / 2 shaft (25), a KR gear (6) arranged on the KR / 2 shaft (25), a KR clutch (36), a KR / 2 clutch housing gear (7) and a K2 clutch (35), wherein the KR gear (6) is engaged with the input gear (2) and is transmitted or slipped with the KR / 2 shaft (25) through the KR clutch (36), and the KR / 2 clutch housing gear (7) is fixed to the KR / 2 shaft (25) and is engaged with the KV clutch housing gear (4); The K3 / 4 clutch component V comprises a K3 / 4 shaft (27), a K4 gear (10) arranged on the K3 / 4 shaft (27), a K4 clutch (38), a K3 / 4 clutch housing gear (11) and a K3 clutch (37), wherein the K3 / 4 clutch housing gear (11) is fixed to the K3 / 4 shaft (27) and meshes with the KR / 2 clutch housing gear (7); The idler wheel component VI includes an idler wheel shaft (29), an idler wheel (13) disposed on the idler wheel shaft (29) and meshing with the K4 gear (11) and the KV gear (3) respectively; the intermediate shaft component VII includes an intermediate shaft (24) fixedly connected to the KV shaft (23), and an intermediate gear (5) fixedly connected to the intermediate shaft (24); The K1 clutch component VIII includes a K1 shaft (26), a K1 clutch housing gear (8) arranged on the K1 shaft (26), a K1 clutch (39) and a K1 gear (9), wherein the K1 clutch housing gear (8) is fixed to the K1 shaft (26), the K1 gear (9) is engaged with the intermediate gear (5), and is transmitted or slipped with the K1 shaft (26) through the K1 clutch (39), and the K1 shaft (26) is transmitted or slipped with the KR / 2 shaft (25) through the K2 clutch (35); The output component (IX) includes an output shaft (28), an output gear (12) fixed on the output shaft (28) and meshing with the K1 clutch housing gear (8), and the output shaft (28) is driven or slipped with the K3 / 4 shaft (27) through the K3 clutch (37); The hydraulic oil circuit system includes a pressure oil circuit and a lubricating oil circuit. The pressure oil circuit includes an oil pump (18) for supplying oil to the torque converter (33) and the control valve (31). The oil pump (18) is directly driven by the engine through gear meshing. The oil pump (18) is a double-connected pump, including a working oil pump A and a working oil pump B. The oil pump (18) absorbs oil through a coarse filter (40) in the oil pan. The filter A connected to the working oil pump A is external. The pressure oil coming out of the filter A connected to the working oil pump A enters the control valve oil inlet (423) through the fine filter. The pressure of the control valve (31) is adjusted by the combination of the electromagnetic valves. The oil pump A is used to control the pressure oil to enter each clutch and torque converter (33); the lubricating oil route is composed of two parts, which are combined. The first part is that the working oil pump A sucks oil from the gearbox into the torque converter (33), flows out from the outlet of the torque converter (33), enters the cooler for cooling, and the oil from the cooler enters the lubricating oil chamber (42) through the lubricating oil inlet A (421), for forced lubrication of the gears and bearings; the second part is that the working oil pump B directly sucks oil from the gearbox, and the oil directly enters the lubricating oil chamber (42) through the lubricating oil inlet B (422), for forced lubrication of the gears and bearings. The oil pump power take-off component X includes an oil pump power take-off shaft (19), an oil pump power take-off gear (14) meshing with the pump wheel gear (1) and fixedly connected to the oil pump power take-off shaft (19), and the oil pump power take-off shaft (19) is supported on the housing (30) via a bearing; It also includes a power take-off component XI, which includes a power take-off shaft 1 (20), a power take-off gear 1 (15) meshing with the oil pump power take-off gear (14) and fixedly connected to the power take-off shaft 1 (20), and the power take-off shaft 1 (20) is supported on the box body (30) through a bearing.

2. The multi-speed hydraulic transmission according to claim 1, characterized in that: The inlet oil circuit of the torque converter (33) is provided with a safety valve to prevent the internal pressure of the torque converter from being too high and causing damage to components, and the outlet oil circuit of the torque converter is provided with a pressure compensation valve.

3. The multi-speed hydraulic transmission according to claim 1, characterized in that: The torque converter (33) is provided with a lockup clutch, the opening and closing of which is controlled by an electro-hydraulic proportional valve in the control valve (31).

4. The multi-speed hydraulic transmission according to claim 1, characterized in that: It also includes a power take-off component 2XII, which includes a power take-off shaft 2 (21), a power take-off gear 2 (16) meshed with the oil pump power take-off gear (14) and fixedly connected to the power take-off shaft 2 (21), and the power take-off shaft 2 (21) is supported on the box body (30) through a bearing.

5. The multi-speed hydraulic transmission according to claim 1, characterized in that: The input shaft (22), KV shaft (23), KR / 2 shaft (25), K3 / 4 shaft (27), idler shaft (29), intermediate shaft (24), K1 shaft (26), and output shaft (28) are respectively supported on the housing (30) through respective bearings.

6. The multi-speed hydraulic transmission according to claim 1, characterized in that: The KV clutch (34), KR clutch (36), K2 clutch (35), K4 clutch (38), K3 clutch (37), and K1 clutch (39) are respectively wet multi-plate friction clutches with the same structure.

7. The multi-speed hydraulic transmission according to claim 1, characterized in that: The operating component (b) mainly selects the operating valve (31) combined with the KV clutch (34), the KR clutch (36), the K2 clutch (35), the K4 clutch (38), the K3 clutch (37), and the K1 clutch (39).

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