Clutch assembly, gearbox based on the clutch assembly, and gearbox hydraulic control system

Abstract

The present invention belongs to the technical field of transmissions, and specifically relates to a clutch assembly, a transmission based on the clutch assembly, and a transmission hydraulic control system. The clutch assembly comprises five shafts, fourteen gears, and seven clutches. The five shafts of the clutch assembly 3 are the input shaft S-in, the first transmission shaft S1, the second transmission shaft S2, the first output shaft S-output1, and the second output shaft S-output2; the seven clutches of the clutch assembly 3 are two single-pack clutches, one double-pack clutch, and one triple-pack clutch. The second transmission shaft S2, the input shaft S-in, and the first transmission shaft S1 are arranged in a triangular shape in space, while the second transmission shaft S2, the first output shaft S-output1, and the second output shaft S-output2 are arranged in a triangular shape in space. The clutch assembly achieves an output mode of four forward gears and four reverse gears. The first, second, and third forward gears utilize four-wheel drive, while the fourth forward gear utilizes two-wheel drive. The structural arrangement of the clutch assembly maintains the existing transmission space essentially unchanged.

Description

Technical Field

[0001] The present invention belongs to the technical field of gearboxes, and in particular relates to a clutch assembly, a gearbox based on the clutch assembly, and a hydraulic control system of the gearbox. Background Art

[0002] Wheeled excavators are small, multifunctional construction machines capable of both excavation and loading, solving a wide range of construction challenges and significantly improving efficiency. However, the limitations of the machine's compact structure place extremely high demands on the performance and overall layout of the gearbox. Customers are increasingly demanding gearbox performance, while the space available for the gearbox remains largely unchanged. Therefore, achieving efficient gearbox layout within this limited space impacts the overall machine's performance.

[0003] Currently, the transmission commonly used in wheeled excavators consists of seven shafts, seven clutch packs, and 15 gears, with a single clutch pack on each shaft. For example, Chinese Patent Publication No. CN114251444A discloses an electronically controlled transmission with four forward gears and three reverse gears. However, a customer's specific requirements necessitated a transmission with a 20% or greater increase in output torque, a four-speed forward and four-speed reverse transmission, four-wheel drive for first, second, and third forward gears, and two-wheel drive for fourth forward gear, all while maintaining the same overall transmission installation space. The solution outlined in Chinese Patent Publication No. CN114251444A proved unsuitable for designing a transmission that met these requirements. Summary of the Invention

[0004] In order to overcome the above-mentioned deficiencies of the prior art, the present invention provides a clutch assembly, a transmission based on the clutch assembly, and a hydraulic control system of the transmission.

[0005] The present invention is achieved through the following technical solution: a clutch assembly, comprising:

[0006] The input shaft is equipped with a first floating gear Z1, a first directional gear clutch CR, a second directional gear clutch CF, and a second floating gear Z2. The first directional gear clutch CR is configured to control the transmission connection and separation between the first floating gear Z1 and the input shaft, and the second directional gear clutch CF is configured to control the transmission connection and separation between the second floating gear Z2 and the input shaft.

[0007] A first transmission shaft is mounted with a first fixed gear Z3 and a second fixed gear Z4, wherein the first fixed gear Z3 is permanently meshed with the first floating gear Z1;

[0008] The second transmission shaft is equipped with a third fixed gear Z5, a third floating gear Z6, a second speed gear clutch C2, a fourth fixed gear Z7, and a fifth fixed gear Z8. The second speed gear clutch C2 is configured to control the transmission connection and disconnection between the third floating gear Z6 and the second transmission shaft. The fourth fixed gear Z7 is permanently meshed with the second floating gear Z2 and the second fixed gear Z4, respectively.

[0009] The first output shaft is equipped with a fourth floating gear Z9, a third speed gear clutch C3, a sixth fixed gear Z10, a fourth speed gear clutch C4, a fifth floating gear Z11, a seventh fixed gear Z12, a first speed gear clutch C1 and a sixth floating gear Z13. The fourth floating gear Z9 is permanently engaged with the third fixed gear Z5, and the third speed gear clutch C3 is configured to control the transmission connection and separation between the fourth floating gear Z9 and the first output shaft. The sixth fixed gear Z10 is permanently engaged with the third floating gear Z6. The fifth floating gear Z11 is permanently engaged with the fourth fixed gear Z7. The fourth speed gear clutch C4 is configured to control the transmission connection and separation between the fifth floating gear Z11 and the first output shaft. The sixth floating gear Z13 is permanently engaged with the fifth fixed gear Z8. The first speed gear clutch C1 is configured to control the transmission connection and separation between the sixth floating gear Z13 and the first output shaft.

[0010] The second output shaft is equipped with a driving clutch CWD and a seventh floating gear Z14 . The seventh floating gear Z14 is permanently engaged with the seventh fixed gear Z12 . The driving clutch CWD is configured to control the transmission connection and separation between the seventh floating gear Z14 and the second output shaft.

[0011] In some embodiments, the input shaft, the first transmission shaft, the second transmission shaft, the first output shaft and the second output shaft are arranged in parallel in space, and from top to bottom they are the first transmission shaft, the input shaft, the second transmission shaft, the first output shaft and the second output shaft.

[0012] In some embodiments, the second transmission shaft, the input shaft and the first transmission shaft are arranged in a triangle shape in space, and the second transmission shaft, the first output shaft and the second output shaft are arranged in a triangle shape in space.

[0013] In some embodiments, the first directional clutch CR, the second directional clutch CF, the first speed clutch C1, the second speed clutch C2, the third speed clutch C3 and the fourth speed clutch C4 are all normally open clutches, and the drive clutch CWD is a normally closed clutch.

[0014] The present invention also provides a gearbox, comprising the above-mentioned clutch assembly, a housing and a torque converter;

[0015] The clutch assembly is placed in the housing, and the torque converter is drivingly connected to the input shaft of the clutch assembly;

[0016] The housing includes a torque converter housing and a main housing, the torque converter is placed in the torque converter housing, and the clutch assembly is placed in a cavity formed by the torque converter housing and the main housing;

[0017] The transmission includes a clutch assembly lubricating oil circuit, which includes a lubricating oil inlet hole, which is connected to the axial lubricating oil passage of the input shaft and the oil inlet of the oil pipe through the main housing oil circuit I, and the oil outlet of the oil pipe is connected to the lubricating oil tank, which is a sealed cavity formed by the end of the second transmission shaft and the main housing. The lubricating oil tank is connected to the torque converter housing oil circuit through an axial through hole penetrating the second transmission shaft. The torque converter housing oil circuit is connected to the axial lubricating oil passage of the first output shaft. The lubricating oil tank is also connected to the axial lubricating oil passage of the second output shaft through the main housing oil circuit II.

[0018] The input shaft is respectively provided with radial lubricating oil circuits which are connected with the axial lubricating oil passage of the input shaft and lead to the first directional gear clutch CR and the second directional gear clutch CF; the second transmission shaft is provided with radial lubricating oil circuits which are connected with the axial through hole of the second transmission shaft and lead to the second speed gear clutch C2; the first output shaft is respectively provided with radial lubricating oil circuits which are connected with the axial lubricating oil passage of the first output shaft and lead to the third speed gear clutch C3, the fourth speed gear clutch C4 and the first speed gear clutch C1; the second output shaft is provided with a radial lubricating oil circuit which is connected with the axial lubricating oil passage of the second output shaft and leads to the drive gear clutch CWD.

[0019] The present invention also provides a hydraulic control system for controlling the above-mentioned gearbox; the hydraulic control system includes a speed change pump and a control valve for controlling the action of the clutch assembly, the first oil inlet of the speed change pump is connected to the hydraulic oil tank, the first oil outlet of the speed change pump is connected to the oil inlet of the control valve, the oil return port of the control valve is connected to the hydraulic oil tank, the second oil outlet of the speed change pump is connected to the torque converter and the radiator in sequence, and the oil outlet of the radiator is connected to the hydraulic oil tank through the clutch assembly lubricating oil circuit.

[0020] In some embodiments, the control valve includes a gear solenoid valve, a directional solenoid valve, a drive gear solenoid valve, and a differential lock solenoid valve;

[0021] The gear solenoid valves include a first gear solenoid valve for controlling the action of the first speed gear clutch C1, a second gear solenoid valve for controlling the action of the second speed gear clutch C2, a third gear solenoid valve for controlling the action of the third speed gear clutch C3, and a fourth gear solenoid valve for controlling the action of the fourth speed gear clutch C4.

[0022] The directional solenoid valve includes a first directional solenoid valve for controlling the action of the first directional gear clutch CR and a second directional solenoid valve for controlling the action of the second directional gear clutch CF;

[0023] The driving gear solenoid valve is used to control the action of the driving gear clutch CWD;

[0024] The differential lock solenoid valve is used to control the action of the drive axle differential lock;

[0025] The first gear solenoid valve, second gear solenoid valve, third gear solenoid valve, fourth gear solenoid valve, drive gear solenoid valve and differential lock solenoid valve all adopt two-position three-way switch valves, and the first direction solenoid valve and the second direction solenoid valve both adopt two-position three-way proportional valves;

[0026] The first oil port of the first gear solenoid valve, the first oil port of the second gear solenoid valve, the first oil port of the third gear solenoid valve, the first oil port of the fourth gear solenoid valve, the first oil port of the first directional solenoid valve, the first oil port of the second directional solenoid valve, the first oil port of the drive gear solenoid valve and the first oil port of the differential lock solenoid valve are all connected to the oil inlet of the control valve;

[0027] The second oil port of the first gear solenoid valve, the second oil port of the second gear solenoid valve, the second oil port of the third gear solenoid valve, the second oil port of the fourth gear solenoid valve, the second oil port of the first directional solenoid valve, the second oil port of the second directional solenoid valve, the second oil port of the drive gear solenoid valve and the second oil port of the differential lock solenoid valve are all connected to the oil return port of the control valve;

[0028] The working oil port of the first-gear solenoid valve, the working oil port of the second-gear solenoid valve, the working oil port of the third-gear solenoid valve, the working oil port of the fourth-gear solenoid valve, the working oil port of the first-direction solenoid valve, the working oil port of the second-direction solenoid valve, the working oil port of the drive gear solenoid valve and the working oil port of the differential lock solenoid valve are all connected to the actuators they control.

[0029] In some embodiments, the valve body of the control valve is divided into two rows for inserting the gear solenoid valve, directional solenoid valve, drive gear solenoid valve and differential lock solenoid valve; one row is sequentially inserted with the first gear solenoid valve, second gear solenoid valve, third gear solenoid valve and fourth gear solenoid valve, and the other row is sequentially inserted with the first directional solenoid valve, second directional solenoid valve, drive gear solenoid valve and differential lock solenoid valve.

[0030] In some embodiments, the control valve is provided with a first fluid oil circuit and a second fluid oil circuit respectively connected to the oil inlet of the control valve, and the oil return port of the control valve includes a first oil return port and a second oil return port;

[0031] The first oil port of the first gear solenoid valve, the first oil port of the second gear solenoid valve, the first oil port of the third gear solenoid valve, and the first oil port of the fourth gear solenoid valve are all connected to the first fluid oil circuit in the control valve, and the first oil port of the first directional solenoid valve, the first oil port of the second directional solenoid valve, the first oil port of the drive gear solenoid valve, and the first oil port of the differential lock solenoid valve are all connected to the second fluid oil circuit in the control valve;

[0032] The second oil port of the first gear solenoid valve, the second oil port of the second gear solenoid valve, the second oil port of the third gear solenoid valve and the second oil port of the fourth gear solenoid valve are all connected to the first oil return port of the control valve, and the second oil port of the first directional solenoid valve, the second oil port of the second directional solenoid valve, the second oil port of the drive gear solenoid valve and the second oil port of the differential lock solenoid valve are all connected to the second oil return port of the control valve;

[0033] A buffer valve is inserted into the side of the valve body of the control valve, and the buffer valve is located in the first fluid oil circuit of the control valve. The buffer valve includes a first oil port, a second oil port and a third oil port. The first oil port of the buffer valve is connected to the oil inlet of the control valve, and the second oil port of the buffer valve is respectively connected to the first oil port of the first-gear solenoid valve, the first oil port of the second-gear solenoid valve, the first oil port of the third-gear solenoid valve and the first oil port of the fourth-gear solenoid valve, and the third oil port of the buffer valve is respectively connected to the second oil port of the first directional solenoid valve, the second oil port of the second directional solenoid valve, and the second oil port of the drive gear solenoid valve.

[0034] In some embodiments, a one-way throttle valve is provided in the buffer valve, the oil inlet of the one-way throttle valve is connected to the third oil port of the buffer valve, and the oil outlet of the one-way throttle valve is respectively connected to the first oil port and the second oil port of the buffer valve.

[0035] In some embodiments, the first oil inlet of the variable speed pump is connected to the hydraulic oil tank through a coarse filter, and the first oil outlet of the variable speed pump is connected to the oil inlet of the control valve through a fine filter.

[0036] In some embodiments, the variable speed pump further includes a second oil inlet, and a pressure stabilizing valve is provided between the second oil inlet of the variable speed pump and the oil inlet of the control valve.

[0037] In some embodiments, a safety valve I is provided at the first oil outlet of the variable speed pump, and a safety valve II is provided at the second oil inlet of the variable speed pump. The safety valve I and the safety valve II are concentrated in the variable speed pump.

[0038] The beneficial effects of the present invention are: 1) The clutch assembly of the present invention realizes an output mode of 4 forward gears and 4 reverse gears, the first, second and third forward gears adopt four-wheel drive, and the fourth forward gear adopts two-wheel drive. The structural arrangement of the clutch assembly keeps the gearbox space installed in the whole machine basically unchanged.

[0039] 2) The clutch assembly lubrication oil circuit of the gearbox adopts a built-in transitional lubrication structure, which not only ensures sufficient clutch lubrication but also cleverly utilizes limited space.

[0040] 3) In the hydraulic control system, a combined control system of a buffer valve, gear solenoid valve, and directional solenoid valve is used to improve shift quality. The buffer valve, in conjunction with the gear solenoid valve, effectively mitigates overly rapid clutch engagement or over-pressurization, reducing shift shock and ensuring smooth clutch engagement. The buffer valve, combined with the proportionally controlled directional solenoid valve, effectively controls the hydraulic oil flow, improving shift quality.

[0041] 4) Safety valve I and safety valve II are concentrated in the variable speed pump, saving space and facilitating disassembly and maintenance. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 Schematic diagram of the transmission of the clutch assembly of the present invention;

[0043] Figure 2 It is a structural layout diagram of the clutch assembly of the present invention;

[0044] Figure 3 This is a schematic structural diagram of the gearbox of the present invention from a first perspective;

[0045] Figure 4 A schematic structural diagram of the gearbox of the present invention from a second perspective;

[0046] Figure 5 It is a hydraulic principle diagram of the hydraulic control system of the present invention;

[0047] Figure 6 It is a hydraulic principle diagram of the control valve of the present invention;

[0048] In the figure, 1. Box body, 11. Torque converter housing, 12. Main housing, 2. Torque converter, 3. Clutch assembly, 41. Safety valve I, 42. Safety valve II, 43. Pressure regulating valve, 44. Speed ​​​​transmission pump, 45. Radiator, 46. Coarse filter, 47. Fine filter, 48. Hydraulic oil tank, 49. Control valve, 491. First gear solenoid valve, 492. Second gear solenoid valve, 493. Third gear solenoid valve, 494. Fourth gear solenoid valve, 495. First direction solenoid valve, 496. Second direction solenoid valve, 497. Drive gear solenoid valve, 498. Differential lock solenoid valve, 499. Buffer valve, 4991. One-way throttle valve, 5. Clutch assembly lubrication oil circuit. Implementation Method

[0049] The present invention will be further described below with reference to the accompanying drawings and examples.

[0050] like Figure 1As shown, a clutch assembly 3 includes five shafts, fourteen gears, and seven clutches. The five shafts of the clutch assembly 3 are the input shaft S-in, the first transmission shaft S1, the second transmission shaft S2, the first output shaft S-output1, and the second output shaft S-output2; the seven clutches of the clutch assembly 3 are two single-pack clutches, one double-pack clutch, and one triple-pack clutch. The specific layout structure of the five shafts, fourteen gears, and seven clutches of the clutch assembly 3 is as follows:

[0051] The input shaft S-in is equipped with a first floating gear Z1, a first directional clutch CR, a second directional clutch CF, and a second floating gear Z2. The first directional clutch CR controls the transmission connection and disconnection between the first floating gear Z1 and the input shaft, while the second directional clutch CF controls the transmission connection and disconnection between the second floating gear Z2 and the input shaft. Both the first directional clutch CR and the second directional clutch CF are normally open clutches. When the input shaft S-in is driven by power from a power source, when the first directional clutch CR is engaged, the first floating gear Z1 establishes a transmission connection with the input shaft S-in, rotating with the drive of the input shaft S-in. When the first directional clutch CR is disengaged, the first floating gear Z1 is separated from the input shaft S-in and does not rotate with the rotation of the input shaft S-in. Similarly, when the second directional clutch CF is engaged, the second floating gear Z2 establishes a transmission connection with the input shaft S-in, rotating with the drive of the input shaft S-in. When the second directional clutch CF is disengaged, the second floating gear Z2 is separated from the input shaft S-in and does not rotate with the rotation of the input shaft S-in. The output direction of the final output shaft is determined by the transmission connection between the first floating gear Z1 and the input shaft S-in, and the transmission connection between the second floating gear Z2 and the input shaft S-in. The forward and reverse outputs of the output shaft enable forward and reverse motion of a target device, such as a vehicle.

[0052] The first transmission shaft S1 is mounted with a first fixed gear Z3 and a second fixed gear Z4. Both the first and second fixed gears Z3 and Z4 are directly connected to the first transmission shaft S1. The first fixed gear Z3 is permanently meshed with the first floating gear Z1. When the first floating gear Z1 is connected to the input shaft S-in, rotation of the input shaft S-in drives the first transmission shaft S1 through the first floating gear Z1 and the first fixed gear Z3.

[0053] The second transmission shaft S2 is equipped with a third fixed gear Z5, a third floating gear Z6, a second speed gear clutch C2, a fourth fixed gear Z7, and a fifth fixed gear Z8. The third fixed gear Z5, the fourth fixed gear Z7, and the fifth fixed gear Z8 are all directly connected to the second transmission shaft S2. The second speed gear clutch C2 is configured to control the connection and separation of the third floating gear Z6 with the second transmission shaft. The fourth fixed gear Z7 is permanently meshed with the second floating gear Z2 and the second fixed gear Z4 respectively. Figure 1 As shown, the input shaft S-in drives the second transmission shaft S2 to rotate through the following transmission paths:

[0054] 1. The first directional clutch CR on the input shaft S-in controls the first floating gear Z1 to be in transmission connection with the input shaft S-in. When the input shaft S-in rotates, it drives the second transmission shaft S2 to rotate through the first floating gear Z1, the first fixed gear Z3, the first transmission shaft S1, the second fixed gear Z4 and the fourth fixed gear Z7.

[0055] 2. The second floating gear Z2 is controlled by the second directional clutch CF on the input shaft S-in to be in transmission connection with the input shaft S-in. When the input shaft S-in rotates, it drives the second transmission shaft S2 to rotate through the second floating gear Z2 and the fourth fixed gear Z7.

[0056] The first output shaft S-output1 is equipped with the fourth floating gear Z9, the third speed gear clutch C3, the sixth fixed gear Z10, the fourth speed gear clutch C4, the fifth floating gear Z11, the seventh fixed gear Z12, the first speed gear clutch C1 and the sixth floating gear Z13. The sixth fixed gear Z10 and the seventh fixed gear Z12 are both directly connected to the first output shaft S-output1. The fourth floating gear Z9 is permanently engaged with the third fixed gear Z5, and the third speed gear clutch C3 is configured to control the transmission connection and separation between the fourth floating gear Z9 and the first output shaft. The sixth fixed gear Z10 is permanently engaged with the third floating gear Z6. The fifth floating gear Z11 is permanently engaged with the fourth fixed gear Z7. The fourth speed gear clutch C4 is configured to control the transmission connection and separation between the fifth floating gear Z11 and the first output shaft. The sixth floating gear Z13 is permanently engaged with the fifth fixed gear Z8, and the first speed gear clutch C1 is configured to control the transmission connection and separation between the sixth floating gear Z13 and the first output shaft. Combined Figure 1 As shown, the second transmission shaft S2 drives the first output shaft S-output1 to rotate and output through the following transmission paths:

[0057] 1. The second-speed clutch C2 controls the transmission connection between the third floating gear Z6 and the second transmission shaft S2. The fourth floating gear Z9, the fifth floating gear Z11, and the sixth floating gear Z13 on the first output shaft S-output1 are all disconnected from the first output shaft S-output1. Then, the second transmission shaft S2 is driven by the third floating gear Z6 and the sixth fixed gear Z10 to rotate and output the first output shaft S-output1.

[0058] 2. The transmission connection between the third floating gear Z6 and the second transmission shaft is disconnected through the second speed gear clutch C2; on the first output shaft S-output1, only the third speed gear clutch C3 controls the transmission connection between the fourth floating gear Z9 and the first output shaft S-output1, and the second transmission shaft S2 will be driven by the third fixed gear Z5 and the fourth floating gear Z9 to rotate and output the first output shaft S-output1.

[0059] 3. The transmission connection between the third floating gear Z6 and the second transmission shaft is disconnected through the second speed gear clutch C2; on the first output shaft S-output1, only the fourth speed gear clutch C4 controls the transmission connection between the fifth floating gear Z11 and the first output shaft S-output1, and the second transmission shaft S2 will be driven by the fourth fixed gear Z7 and the fifth floating gear Z11 to rotate and output the first output shaft S-output1.

[0060] 4. The transmission connection between the third floating gear Z6 and the second transmission shaft is disconnected through the second speed gear clutch C2; on the first output shaft S-output1, only the first speed gear clutch C1 controls the transmission connection between the sixth floating gear Z13 and the first output shaft S-output1, and then the second transmission shaft S2 will be driven by the fifth fixed gear Z8 and the sixth floating gear Z13 to drive the first output shaft S-output1 to rotate and output.

[0061] The second output shaft (S-output2) is equipped with a drive clutch (CWD) and a seventh floating gear (Z14). The seventh floating gear (Z14) is permanently engaged with the seventh fixed gear (Z12). The drive clutch (CWD) is configured to control the transmission connection and disconnection between the seventh floating gear (Z14) and the second output shaft. When the first output shaft (S-output1) rotates, the drive clutch (CWD) controls the transmission connection between the seventh floating gear (Z14) and the second output shaft (S-output2). The seventh fixed gear (Z12) and the seventh floating gear (Z14) then drive the second output shaft (S-output2) to rotate.

[0062] In summary, the second directional gear clutch CF is defined as being used to control forward movement, the first directional gear clutch CR is defined as being used to control reverse movement, the first speed gear clutch C1 is defined as being used to control first gear operation, the second speed gear clutch C2 is defined as being used to control second gear operation, the third speed gear clutch C3 is defined as being used to control third gear operation, and the fourth speed gear clutch C4 is defined as being used to control fourth gear operation. The clutch engagement conditions when each gear is operating are as follows: 1. When the four-wheel drive is operating in first forward gear, the drive gear clutch CWD is kept closed, and the second directional gear clutch CF and the first speed gear clutch C1 are closed. The power is transmitted through the input shaft S-in to the second floating gear Z2, the fourth fixed gear Z7, the fifth fixed gear Z8 and the sixth floating gear Z13 to drive the first output shaft S-output1 to rotate and output. At the same time, the power of the first output shaft S-output1 will also drive the second output shaft S-output2 to rotate and output through the seventh fixed gear Z12 and the seventh floating gear Z14.

[0063] 2. The four-wheel drive forward second gear works, the drive gear clutch CWD is kept closed, the second direction gear clutch CF and the second speed gear clutch C2 are closed, and the power is transmitted through the input shaft S-in to the second floating gear Z2, the fourth fixed gear Z7, the second transmission shaft S2, the third floating gear Z6 and the sixth fixed gear Z10 to drive the first output shaft S-output1 to rotate and output; at the same time, the power of the first output shaft S-output1 will also drive the second output shaft S-output2 to rotate and output through the seventh fixed gear Z12 and the seventh floating gear Z14.

[0064] 3. The four-wheel drive works in the third forward gear, keeping the drive clutch CWD closed, closing the second directional clutch CF and the third speed clutch C3, and the power is transmitted through the input shaft S-in to the second floating gear Z2, the fourth fixed gear Z7, the second transmission shaft S2, the third fixed gear Z5 and the fourth floating gear Z9 to drive the first output shaft S-output1 to rotate and output; at the same time, the power of the first output shaft S-output1 will also drive the second output shaft S-output2 to rotate and output through the seventh fixed gear Z12 and the seventh floating gear Z14.

[0065] 4. The two-wheel drive forward fourth gear is working, the drive gear clutch CWD is opened, the second direction gear clutch CF and the fourth speed gear clutch C4 are closed, and the power is transmitted to the second floating gear Z2, the fourth fixed gear Z7 and the fifth floating gear Z11 through the input shaft S-in, driving the first output shaft S-output1 to rotate and output.

[0066] 5. The four-wheel drive reverses in first gear, keeping the drive clutch CWD closed, closing the first directional clutch CR and the first speed clutch C1, and the power is transmitted through the input shaft S-in to the first floating gear Z1, the first fixed gear Z3, the first transmission shaft S1, the second fixed gear Z4, the fourth fixed gear Z7, the fifth fixed gear Z8 and the sixth floating gear Z13 to drive the first output shaft S-output1 to rotate and output; at the same time, the power of the first output shaft S-output1 will also drive the second output shaft S-output2 to rotate and output through the seventh fixed gear Z12 and the seventh floating gear Z14.

[0067] 6. The four-wheel drive reverse second gear works, keeping the drive gear clutch CWD closed, closing the first directional gear clutch CR and the second speed gear clutch C2, and the power is transmitted through the input shaft S-in to the first floating gear Z1, the first fixed gear Z3, the first transmission shaft S1, the second fixed gear Z4, the fourth fixed gear Z7, the second transmission shaft S2, the third floating gear Z6 and the sixth fixed gear Z10 to drive the first output shaft S-output1 to rotate and output; at the same time, the power of the first output shaft S-output1 will also drive the second output shaft S-output2 to rotate and output through the seventh fixed gear Z12 and the seventh floating gear Z14.

[0068] 7. The four-wheel drive reverse third gear works, keeping the drive gear clutch CWD closed, closing the first directional gear clutch CR and the third speed gear clutch C3, and the power is transmitted through the input shaft S-in to the first floating gear Z1, the first fixed gear Z3, the first transmission shaft S1, the second fixed gear Z4, the fourth fixed gear Z7, the second transmission shaft S2, the third fixed gear Z5 and the fourth floating gear Z9 to drive the first output shaft S-output1 to rotate and output; at the same time, the power of the first output shaft S-output1 will also drive the second output shaft S-output2 to rotate and output through the seventh fixed gear Z12 and the seventh floating gear Z14.

[0069] 8. The four-wheel drive reverse fourth gear works, keeping the drive gear clutch CWD closed, closing the first directional gear clutch CR and the fourth speed gear clutch C4, and the power is transmitted through the input shaft S-in to the first floating gear Z1, the first fixed gear Z3, the first transmission shaft S1, the second fixed gear Z4, the fourth fixed gear Z7 and the fifth floating gear Z11 to drive the first output shaft S-output1 to rotate and output; at the same time, the power of the first output shaft S-output1 will also drive the second output shaft S-output2 to rotate and output through the seventh fixed gear Z12 and the seventh floating gear Z14.

[0070] like Figure 2As shown, in some embodiments, the input shaft S-in, first transmission shaft S1, second transmission shaft S2, first output shaft S-output1, and second output shaft S-output2 are spatially arranged parallel to each other, with the first transmission shaft S1, input shaft S-in, second transmission shaft S2, first output shaft S-output1, and second output shaft S-output2 arranged in order from top to bottom. The second transmission shaft S2, input shaft S-in, and first transmission shaft S1 are spatially arranged in a triangular shape, while the second transmission shaft S2, first output shaft S-output1, and second output shaft S-output2 are spatially arranged in a triangular shape. This allows the improved clutch assembly to maintain a compact structure, meeting the requirement of keeping the existing transmission space essentially unchanged.

[0071] In some embodiments, based on the output control characteristics of the clutch assembly, the first directional clutch CR, the second directional clutch CF, the first speed clutch C1, the second speed clutch C2, the third speed clutch C3, and the fourth speed clutch C4 are all normally open clutches, requiring hydraulic pressure provided by the hydraulic control system to control the transmission connection between the corresponding gears and the corresponding shafts to control the output direction and output gear position. The drive clutch CWD is a normally closed clutch, and four-wheel drive is used in most operating conditions. Therefore, the seventh floating gear Z14 is in a normal transmission connection with the second output shaft S-output2. The transmission connection between the seventh floating gear Z14 and the second output shaft S-output2 is disconnected only when two-wheel drive is required.

[0072] like Figures 1 to 4 As shown, the present invention also provides a gearbox, including the above-mentioned clutch assembly 3, and also including a housing 1 and a torque converter 2; the clutch assembly 3 is placed in the housing 1, and the torque converter 2 is transmission-connected to the input shaft S-in of the clutch assembly 3, and the torque converter 2 provides input power for the clutch assembly.

[0073] like Figures 1 to 4 As shown, in some embodiments, the housing 1 includes a torque converter housing 11 and a main housing 12 , the torque converter 2 is placed in the torque converter housing 11 , and the clutch assembly 3 is placed in a cavity constructed by the torque converter housing 11 and the main housing 12 .

[0074] The transmission includes a clutch assembly lubricating oil circuit 5, which includes a lubricating oil inlet 51 connected to the radiator's oil outlet for receiving oil from the radiator. Lubricating oil inlet 51 connects to the axial lubricating oil passage of the input shaft S-in and the oil inlet of an oil pipe 53 via a main housing oil circuit I 52. The oil outlet of oil pipe 53 connects to a lubricating oil tank 54, a sealed cavity formed between the end of the second transmission shaft S2 and the main housing 12. The lubricating oil tank 54 connects to the torque converter housing oil circuit 57 via an axial through-hole 56 extending through the second transmission shaft S2. The torque converter housing oil circuit 57 connects to the axial lubricating oil passage of the first output shaft S-output1. The lubricating oil tank 54 also connects to the axial lubricating oil passage of the second output shaft S-output2 via a main housing oil circuit II 55.

[0075] The working principle of the clutch assembly lubricating oil circuit 5: the lubricating oil of the radiator enters the clutch assembly lubricating oil circuit 5 through the lubricating oil inlet hole 51, and then divides into two paths. One path flows to the axial lubricating oil channel of the input shaft S-in through the main housing oil circuit Ⅰ52. The input shaft S-in is respectively provided with radial lubricating oil circuits which are connected with the axial lubricating oil channel of the input shaft and lead to the first directional gear clutch CR and the second directional gear clutch CF, so as to realize the lubrication of the first directional gear clutch CR and the second directional gear clutch CF. The other path flows to the lubricating oil groove 54 through the oil pipe 53. The lubricating oil groove 54 is a lubrication transition structure for the second speed gear clutch C2 on the second transmission shaft S2, the third speed gear clutch C3 on the first output shaft S-output1, the fourth speed gear clutch C4 and the first speed gear clutch C1 and the drive gear clutch CWD on the second output shaft S-output2. A portion of the lubricating oil in the lubricating oil groove 54 flows through the axial through-hole 56 of the second transmission shaft S2 and the torque converter housing oil passage 57 to the axial lubricating oil passage of the first output shaft S-output1. The second transmission shaft S2 is provided with a radial lubricating oil passage that communicates with the axial through-hole 56 of the second transmission shaft S2 and leads to the second-speed clutch C2, thereby lubricating the second-speed clutch C2. The first output shaft S-output1 is provided with radial lubricating oil passages that communicate with the axial lubricating oil passage of the first output shaft S-output1 and lead to the third-speed clutch C3, the fourth-speed clutch C4, and the first-speed clutch C1, thereby lubricating the third-speed clutch C3, the fourth-speed clutch C4, and the first-speed clutch C1. A portion of the lubricating oil in the lubricating oil groove 54 flows through the main housing oil passage II 55 to the axial lubricating oil passage of the second output shaft S-output2. The second output shaft S-output2 is provided with a radial lubricating oil passage that communicates with the axial lubricating oil passage of the second output shaft S-output2 and leads to the drive clutch CWD, thereby lubricating the drive clutch CWD. The clutch assembly lubricating oil circuit 5 adopts a built-in transitional lubrication structure, which not only achieves sufficient lubrication but also cleverly utilizes limited space. The oil lubricating the clutch eventually falls back into the hydraulic oil tank 48 under the action of gravity.

[0076] like Figure 5 and Figure 6As shown, the present invention also provides a hydraulic control system for controlling the above-mentioned gearbox; the hydraulic control system includes a variable speed pump 44 built into the center hole of the torque converter housing 11 and a control valve 49 for controlling the action of the clutch assembly 3. The first oil inlet of the variable speed pump 44 is connected to the hydraulic oil tank 48, and the first oil outlet of the variable speed pump 44 is connected to the oil inlet of the control valve 49. The return oil port of the control valve 49 is connected to the hydraulic oil tank 48. The hydraulic oil provided by the first oil outlet of the variable speed pump 44 is used to control the valve 49 to control each clutch in the clutch assembly, thereby realizing the output of the clutch assembly. The second oil outlet of the variable speed pump 44 is connected to the torque converter 2 and the radiator 45 in sequence, and the oil outlet of the radiator 45 is connected to the hydraulic oil tank 48 through the clutch assembly lubricating oil circuit 5; the hydraulic oil provided by the second oil outlet of the variable speed pump 44 is used to drive the torque converter 2 to provide power input to the clutch assembly, and is used for the radiator 45 to lubricate and dissipate heat for the clutch assembly. As shown Figure 3 and Figure 4 As shown, the control valve 49 is horizontally fixed to the upper end of the torque converter housing 11 by bolts.

[0077] The control valve 49 includes a gear solenoid valve, a directional solenoid valve, a drive gear solenoid valve 497 and a differential lock solenoid valve 498; the gear solenoid valve includes a first gear solenoid valve 491 for controlling the action of the first speed gear clutch C1, a second gear solenoid valve 492 for controlling the action of the second speed gear clutch C2, a third gear solenoid valve 493 for controlling the action of the third speed gear clutch C3 and a fourth gear solenoid valve 494 for controlling the action of the fourth speed gear clutch C4; the directional solenoid valve includes a first directional solenoid valve 495 for controlling the action of the first directional gear clutch CR and a second directional solenoid valve 496 for controlling the action of the second directional gear clutch CF; the drive gear solenoid valve 497 is used to control the action of the drive gear clutch CWD; the differential lock solenoid valve 498 is used to control the action of the drive axle differential lock.

[0078] The first gear solenoid valve 491, the second gear solenoid valve 492, the third gear solenoid valve 493, the fourth gear solenoid valve 494, the drive gear solenoid valve 497 and the differential lock solenoid valve 498 are all two-position three-way switching valves, and the first direction solenoid valve 495 and the second direction solenoid valve 496 are both two-position three-way proportional valves.

[0079] The first oil port of the first gear solenoid valve 491, the first oil port of the second gear solenoid valve 492, the first oil port of the third gear solenoid valve 493, the first oil port of the fourth gear solenoid valve 494, the first oil port of the first directional solenoid valve 495, the first oil port of the second directional solenoid valve 496, the first oil port of the drive gear solenoid valve 497, and the first oil port of the differential lock solenoid valve 498 are all connected to the oil inlet of the control valve 49. The second oil port of the first gear solenoid valve 491, the second oil port of the second gear solenoid valve 492, the second oil port of the third gear solenoid valve 493, the second oil port of the fourth gear solenoid valve 494, the second oil port of the first directional solenoid valve 495, the second oil port of the second directional solenoid valve 496, the second oil port of the drive gear solenoid valve 497, and the second oil port of the differential lock solenoid valve 498 are all connected to the oil return port of the control valve 49.

[0080] The working oil port of the first-gear solenoid valve 491, the working oil port of the second-gear solenoid valve 492, the working oil port of the third-gear solenoid valve 493, the working oil port of the fourth-gear solenoid valve 494, the working oil port of the first-direction solenoid valve 495, the working oil port of the second-direction solenoid valve 496, the working oil port of the drive-gear solenoid valve 497 and the working oil port of the differential lock solenoid valve 498 are all connected to the actuators they control. Specifically, the first directional gear clutch CR is a normally open clutch. Therefore, when the working oil port of the first gear solenoid valve 491 is connected to the first oil port of the first gear solenoid valve 491, the hydraulic oil at the oil inlet of the control valve 49 will be used to close the first speed gear clutch C1 through the first gear solenoid valve 491, so that the sixth floating gear Z13 is connected to the first output shaft S-output1; and when the working oil port of the first gear solenoid valve 491 is connected to the second oil port of the first gear solenoid valve 491, the hydraulic oil used to close the first speed gear clutch C1 will return through the first gear solenoid valve 491 through the return oil port of the control valve 49, thereby releasing the closed state of the first speed gear clutch C1 and disconnecting the sixth floating gear Z13 from the first output shaft S-output1. Since the second directional gear clutch CF, the first speed gear clutch C1, the second speed gear clutch C2, the third speed gear clutch C3 and the fourth speed gear clutch C4 are also normally open clutches, the working principles of the second gear solenoid valve 492, the third gear solenoid valve 493, the fourth gear solenoid valve 494, the first directional solenoid valve 495 and the second directional solenoid valve 496 are the same as the working principles of the same gear solenoid valve 491, and will not be repeated here. The driving gear clutch CWD is a normally closed clutch. Therefore, when the working oil port of the driving gear solenoid valve 497 is connected to the first oil port of the driving gear solenoid valve 497, the hydraulic oil at the oil inlet of the control valve 49 will be used to open the driving gear clutch CWD through the driving gear solenoid valve 497, disconnecting the transmission connection between the seventh floating gear Z14 and the second output shaft S-output2. When the working oil port of the driving gear solenoid valve 497 is connected to the second oil port of the driving gear solenoid valve 497, the hydraulic oil used to open the driving gear clutch CWD will return through the driving gear solenoid valve 497 via the return oil port of the control valve 49, so that the seventh floating gear Z14 and the second output shaft S-output2 are restored to the transmission connection.

[0081] The valve body of the control valve 49 is divided into two rows for inserting the gear solenoid valve, directional solenoid valve, drive gear solenoid valve 497 and differential lock solenoid valve 498; one row is sequentially inserted with the first gear solenoid valve 491, the second gear solenoid valve 492, the third gear solenoid valve 493 and the fourth gear solenoid valve 494, and the other row is sequentially inserted with the first directional solenoid valve 495, the second directional solenoid valve 496, the drive gear solenoid valve 497 and the differential lock solenoid valve 498.

[0082] like Figure 6As shown, in some embodiments, the control valve 49 is provided with a first fluid oil circuit and a second fluid oil circuit respectively connected to the oil inlet of the control valve 49, and the oil return port of the control valve 49 includes a first oil return port and a second oil return port, as shown in FIG. Figure 6 In the orientation shown, the first oil return port is located below the second oil return port;

[0083] The first oil port of the first gear solenoid valve 491, the first oil port of the second gear solenoid valve 492, the first oil port of the third gear solenoid valve 493, and the first oil port of the fourth gear solenoid valve 494 are all connected to the first fluid oil circuit in the control valve 49, and the first oil port of the first directional solenoid valve 495, the first oil port of the second directional solenoid valve 496, the first oil port of the drive gear solenoid valve 497, and the first oil port of the differential lock solenoid valve 498 are all connected to the second fluid oil circuit in the control valve 49;

[0084] The second oil port of the first gear solenoid valve 491, the second oil port of the second gear solenoid valve 492, the second oil port of the third gear solenoid valve 493, and the second oil port of the fourth gear solenoid valve 494 are all connected to the first oil return port of the control valve 49, and the second oil port of the first directional solenoid valve 495, the second oil port of the second directional solenoid valve 496, the second oil port of the drive gear solenoid valve 497, and the second oil port of the differential lock solenoid valve 498 are all connected to the second oil return port of the control valve 49;

[0085] A buffer valve 499 is inserted into the side of the valve body of the control valve 49, and the buffer valve 499 is located in the first fluid oil circuit of the control valve 49. The buffer valve 499 includes a first oil port, a second oil port and a third oil port. The first oil port of the buffer valve 499 is connected to the oil inlet of the control valve 49, and the second oil port of the buffer valve 499 is respectively connected to the first oil port of the first gear solenoid valve 491, the first oil port of the second gear solenoid valve 492, the first oil port of the third gear solenoid valve 493 and the first oil port of the fourth gear solenoid valve 494. The third oil port of the buffer valve 499 is respectively connected to the second oil port of the first directional solenoid valve 495, the second oil port of the second directional solenoid valve 496, and the second oil port of the drive gear solenoid valve 497.

[0086] A combined control system of buffer valve 499, gear solenoid valve, and directional solenoid valve improves shift quality. Buffer valve 499, in conjunction with the gear solenoid valve, effectively mitigates overly rapid clutch engagement or over-pressurization, reducing shift shock and ensuring smooth clutch engagement. Buffer valve 499, combined with the proportionally controlled directional solenoid valve, effectively controls the hydraulic oil flow, improving shift quality.

[0087] like Figure 6As shown, in some embodiments, a one-way throttle valve 4991 is provided within the buffer valve 499. The oil inlet of the one-way throttle valve 4991 is connected to the third oil port of the buffer valve 499, and the oil outlet of the one-way throttle valve 4991 is connected to the first oil port and the second oil port of the buffer valve 499, respectively. If the second oil return port of the control valve 499 malfunctions and cannot return oil normally, oil can be returned in the reverse direction through the one-way throttle valve 4991, thereby achieving rapid clutch disengagement.

[0088] In some embodiments, the first oil inlet of the variable speed pump 44 is connected to the hydraulic oil tank 48 through a coarse filter 46, which is used to filter impurities in the hydraulic oil entering the variable speed pump 44 from the hydraulic oil tank 48; the first oil outlet of the variable speed pump 44 is connected to the oil inlet of the control valve 49 through a fine filter 47, which further filters the hydraulic oil to enter the control valve 49.

[0089] In some embodiments, the variable speed pump 44 further includes a second oil inlet. A pressure-stabilizing valve 43 is disposed between the second oil inlet of the variable speed pump 44 and the oil inlet of the control valve 49. The pressure-stabilizing valve 43 maintains the pressure of the hydraulic oil flowing out of the fine filter 47 within a fixed range. The fine filter 47 is threadedly secured to one side of the upper portion of the torque converter housing 11, and the pressure-stabilizing valve 43 is threadedly secured to the other side of the upper portion of the torque converter housing 11.

[0090] In some embodiments, a safety valve I 41 is provided at the first oil outlet of the variable speed pump 44, and a safety valve II 42 is provided at the second oil inlet of the variable speed pump 44. Safety valves I 41 and II 42 are integrated within the variable speed pump 44, saving space and facilitating disassembly and maintenance. Safety valve I 41 is inserted within the outer diameter of the variable speed pump, and safety valve II 42 is inserted within the outer diameter of the variable speed pump.

[0091] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Any simple modification, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention are within the scope of the technical solution of the present invention.

Claims

1. A clutch assembly (3), characterized in that: include: The input shaft is equipped with a first floating gear Z1, a first directional gear clutch CR, a second directional gear clutch CF, and a second floating gear Z2. The first directional gear clutch CR is configured to control the transmission connection and separation between the first floating gear Z1 and the input shaft, and the second directional gear clutch CF is configured to control the transmission connection and separation between the second floating gear Z2 and the input shaft. A first transmission shaft is mounted with a first fixed gear Z3 and a second fixed gear Z4, wherein the first fixed gear Z3 is permanently meshed with the first floating gear Z1; The second transmission shaft is equipped with a third fixed gear Z5, a third floating gear Z6, a second speed gear clutch C2, a fourth fixed gear Z7, and a fifth fixed gear Z8. The second speed gear clutch C2 is configured to control the transmission connection and disconnection between the third floating gear Z6 and the second transmission shaft. The fourth fixed gear Z7 is permanently meshed with the second floating gear Z2 and the second fixed gear Z4, respectively. The first output shaft is equipped with a fourth floating gear Z9, a third speed gear clutch C3, a sixth fixed gear Z10, a fourth speed gear clutch C4, a fifth floating gear Z11, a seventh fixed gear Z12, a first speed gear clutch C1 and a sixth floating gear Z13. The fourth floating gear Z9 is permanently engaged with the third fixed gear Z5, and the third speed gear clutch C3 is configured to control the transmission connection and separation between the fourth floating gear Z9 and the first output shaft. The sixth fixed gear Z10 is permanently engaged with the third floating gear Z6. The fifth floating gear Z11 is permanently engaged with the fourth fixed gear Z7. The fourth speed gear clutch C4 is configured to control the transmission connection and separation between the fifth floating gear Z11 and the first output shaft. The sixth floating gear Z13 is permanently engaged with the fifth fixed gear Z8. The first speed gear clutch C1 is configured to control the transmission connection and separation between the sixth floating gear Z13 and the first output shaft. The second output shaft is equipped with a driving clutch CWD and a seventh floating gear Z14 . The seventh floating gear Z14 is permanently engaged with the seventh fixed gear Z12 . The driving clutch CWD is configured to control the transmission connection and separation between the seventh floating gear Z14 and the second output shaft.

2. The clutch assembly according to claim 1, characterized in that: The input shaft, the first transmission shaft, the second transmission shaft, the first output shaft and the second output shaft are arranged in parallel in space, and from top to bottom are the first transmission shaft, the input shaft, the second transmission shaft, the first output shaft and the second output shaft.

3. The clutch assembly according to claim 2, characterized in that: The second transmission shaft, the input shaft and the first transmission shaft are arranged in a triangle shape in space, and the second transmission shaft, the first output shaft and the second output shaft are arranged in a triangle shape in space.

4. The clutch assembly according to claim 1, characterized in that: The first directional gear clutch CR, the second directional gear clutch CF, the first speed gear clutch C1, the second speed gear clutch C2, the third speed gear clutch C3 and the fourth speed gear clutch C4 are all normally open clutches, and the drive gear clutch CWD is a normally closed clutch.

5. A gearbox, characterized in that: A clutch assembly (3) comprising the clutch assembly (3) according to any one of claims 1 to 4, further comprising a housing (1) and a torque converter (2); The clutch assembly (3) is placed in the housing (1), and the torque converter (2) is in driving connection with the input shaft of the clutch assembly (3); The housing (1) comprises a torque converter housing (11) and a main housing (12), the torque converter (2) is placed in the torque converter housing (11), and the clutch assembly (3) is placed in a cavity formed by the torque converter housing (11) and the main housing (12); The gearbox includes a clutch assembly lubricating oil circuit (5), the clutch assembly lubricating oil circuit (5) includes a lubricating oil inlet hole (51), the lubricating oil inlet hole (51) is respectively connected to the axial lubricating oil passage of the input shaft and the oil inlet of the oil pipe (53) through the main housing oil circuit I (52), the oil outlet of the oil pipe (53) is connected to the lubricating oil groove (54), the lubricating oil groove (54) is a sealed cavity constructed by the end of the second transmission shaft and the main housing (12), the lubricating oil groove (54) is connected to the torque converter housing oil circuit (57) through the axial through hole (56) penetrating the second transmission shaft, the torque converter housing oil circuit (57) is connected to the axial lubricating oil passage of the first output shaft, and the lubricating oil groove (54) is also connected to the axial lubricating oil passage of the second output shaft through the main housing oil circuit II (55); The input shaft is provided with radial lubricating oil paths connected with the axial lubricating oil path of the input shaft and leading to the first directional gear clutch CR and the second directional gear clutch CF, respectively; the second transmission shaft is provided with a radial lubricating oil path connected with the axial through hole (56) of the second transmission shaft and leading to the second speed gear clutch C2, the first output shaft is provided with radial lubricating oil paths connected with the axial lubricating oil path of the first output shaft and leading to the third speed gear clutch C3, the fourth speed gear clutch C4 and the first speed gear clutch C1, respectively; the second output shaft is provided with a radial lubricating oil path connected with the axial lubricating oil path of the second output shaft and leading to the drive gear clutch CWD.

6. A hydraulic control system, characterized in that: Used to control the gearbox described in claim 5; the hydraulic control system includes a variable speed pump (44) and a control valve (49) for controlling the action of the clutch assembly (3), the first oil inlet of the variable speed pump (44) is connected to the hydraulic oil tank (48), the first oil outlet of the variable speed pump (44) is connected to the oil inlet of the control valve (49), the oil return port of the control valve (49) is connected to the hydraulic oil tank (48), the second oil outlet of the variable speed pump (44) is connected to the torque converter (2) and the radiator (45) in sequence, and the oil outlet of the radiator (45) is connected to the hydraulic oil tank (48) through the clutch assembly lubricating oil circuit (5).

7. The hydraulic control system according to claim 6, characterized in that: The control valve (49) includes a gear solenoid valve, a directional solenoid valve, a drive gear solenoid valve (497) and a differential lock solenoid valve (498); The gear solenoid valves include a first gear solenoid valve (491) for controlling the action of the first speed gear clutch C1, a second gear solenoid valve (492) for controlling the action of the second speed gear clutch C2, a third gear solenoid valve (493) for controlling the action of the third speed gear clutch C3, and a fourth gear solenoid valve (494) for controlling the action of the fourth speed gear clutch C4. The directional solenoid valve comprises a first directional solenoid valve (495) for controlling the action of the first directional gear clutch CR and a second directional solenoid valve (496) for controlling the action of the second directional gear clutch CF; The driving gear solenoid valve (497) is used to control the action of the driving gear clutch CWD; The differential lock solenoid valve (498) is used to control the action of the drive axle differential lock; The first gear solenoid valve (491), the second gear solenoid valve (492), the third gear solenoid valve (493), the fourth gear solenoid valve (494), the drive gear solenoid valve (497) and the differential lock solenoid valve (498) all adopt two-position three-way switch valves, and the first direction solenoid valve (495) and the second direction solenoid valve (496) both adopt two-position three-way proportional valves; The first oil port of the first gear solenoid valve (491), the first oil port of the second gear solenoid valve (492), the first oil port of the third gear solenoid valve (493), the first oil port of the fourth gear solenoid valve (494), the first oil port of the first directional solenoid valve (495), the first oil port of the second directional solenoid valve (496), the first oil port of the drive gear solenoid valve (497) and the first oil port of the differential lock solenoid valve (498) are all connected to the oil inlet of the control valve (49); The second oil port of the first-gear solenoid valve (491), the second oil port of the second-gear solenoid valve (492), the second oil port of the third-gear solenoid valve (493), the second oil port of the fourth-gear solenoid valve (494), the second oil port of the first-direction solenoid valve (495), the second oil port of the second-direction solenoid valve (496), the second oil port of the drive gear solenoid valve (497), and the second oil port of the differential lock solenoid valve (498) are all connected to the oil return port of the control valve (49); The working oil port of the first-gear solenoid valve (491), the working oil port of the second-gear solenoid valve (492), the working oil port of the third-gear solenoid valve (493), the working oil port of the fourth-gear solenoid valve (494), the working oil port of the first-direction solenoid valve (495), the working oil port of the second-direction solenoid valve (496), the working oil port of the drive gear solenoid valve (497) and the working oil port of the differential lock solenoid valve (498) are all connected to the actuators controlled by each.

8. The hydraulic control system according to claim 7, characterized in that: The valve body of the control valve (49) is divided into two rows for inserting the gear solenoid valve, directional solenoid valve, drive gear solenoid valve (497) and differential lock solenoid valve (498); one row is sequentially inserted with the first gear solenoid valve (491), the second gear solenoid valve (492), the third gear solenoid valve (493) and the fourth gear solenoid valve (494), and the other row is sequentially inserted with the first directional solenoid valve (495), the second directional solenoid valve (496), the drive gear solenoid valve (497) and the differential lock solenoid valve (498).

9. The hydraulic control system according to claim 8, characterized in that: The control valve (49) is provided with a first fluid oil circuit and a second fluid oil circuit respectively connected to the oil inlet of the control valve (49), and the oil return port of the control valve (49) includes a first oil return port and a second oil return port; The first oil port of the first gear solenoid valve (491), the first oil port of the second gear solenoid valve (492), the first oil port of the third gear solenoid valve (493) and the first oil port of the fourth gear solenoid valve (494) are all connected to the first fluid oil circuit in the control valve (49), and the first oil port of the first directional solenoid valve (495), the first oil port of the second directional solenoid valve (496), the first oil port of the drive gear solenoid valve (497) and the first oil port of the differential lock solenoid valve (498) are all connected to the second fluid oil circuit in the control valve (49); The second oil port of the first-gear solenoid valve (491), the second oil port of the second-gear solenoid valve (492), the second oil port of the third-gear solenoid valve (493), and the second oil port of the fourth-gear solenoid valve (494) are all connected to the first oil return port of the control valve (49), and the second oil port of the first directional solenoid valve (495), the second oil port of the second directional solenoid valve (496), the second oil port of the drive gear solenoid valve (497), and the second oil port of the differential lock solenoid valve (498) are all connected to the second oil return port of the control valve (49); A buffer valve (499) is inserted into the side of the valve body of the control valve (49). The buffer valve (499) is located in the first fluid oil circuit of the control valve (49). The buffer valve (499) includes a first oil port, a second oil port and a third oil port. The first oil port of the buffer valve (499) is connected to the oil inlet of the control valve (49). The second oil port of the buffer valve (499) is respectively connected to the first oil port of the first gear solenoid valve (491), the first oil port of the second gear solenoid valve (492), the first oil port of the third gear solenoid valve (493) and the first oil port of the fourth gear solenoid valve (494). The third oil port of the buffer valve (499) is respectively connected to the second oil port of the first directional solenoid valve (495), the second oil port of the second directional solenoid valve (496) and the second oil port of the drive gear solenoid valve (497).

10. The hydraulic control system according to claim 9, characterized in that: A one-way throttle valve (4991) is provided in the buffer valve (499), the oil inlet of the one-way throttle valve (4991) is connected to the third oil port of the buffer valve (499), and the oil outlet of the one-way throttle valve (4991) is connected to the first oil port of the buffer valve (499) and the second oil port of the buffer valve (499), respectively.

11. The hydraulic control system according to claim 6, characterized in that: The first oil inlet of the variable speed pump (44) is connected to the hydraulic oil tank (48) through a coarse filter (46), and the first oil outlet of the variable speed pump (44) is connected to the oil inlet of the control valve (49) through a fine filter (47).

12. The hydraulic control system according to claim 11, characterized in that: The variable speed pump (44) further comprises a second oil inlet, and a pressure stabilizing valve (43) is provided between the second oil inlet of the variable speed pump (44) and the oil inlet of the control valve (49).

13. The hydraulic control system according to claim 12, characterized in that: A safety valve I (41) is provided at the first oil outlet of the variable speed pump (44), and a safety valve II (42) is provided at the second oil inlet of the variable speed pump (44). The safety valve I (41) and the safety valve II (42) are concentrated in the variable speed pump (44).

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