A variable power distributor system for automobile

Abstract

The present invention relates to the technical field of automobile accessories, specifically to a variable power distributor system for automobiles, comprising a housing and a speed regulating mechanism arranged in the housing, the speed regulating mechanism comprising a first power take-off output gear, a pneumatic dynamic clutch, a main input gear, a planetary gear pair, a sun gear, an inner gear ring, an electric proportional variable piston pump, a second power take-off output gear and an electric proportional variable motor, the electric proportional variable piston pump and the electric proportional variable motor constitute a hydrostatic transmission subsystem; the sun gear is coaxially fixed with a speed regulating shaft, the speed regulating shaft sequentially passes through the planetary gear carrier and the planetary carrier output gear and is fixedly connected to the speed regulating gear, the speed regulating gear is meshed and connected to the motor input gear, the motor input gear is connected to the electric proportional variable motor, and the main output gear is connected to the rear end automatic transmission through the main output shaft. The present invention provides a system coupled with mechanical and hydrostatic transmissions, which can automatically distribute the power of the engine without changing the driving habits.

Description

Technical Field

[0001] The invention relates to the technical field of automobile accessories, in particular to a variable power distributor system for an automobile. Background Art

[0002] In recent years, with the rise of electric vehicles and hybrid vehicles, power distribution technology has made new progress. The flexibility of the electric drive system provides greater freedom for the design of the variable power distributor system, especially in the case of multi-motor configuration, the power output of each motor can be controlled independently. In this case, more precise power control can be achieved, greatly improving the vehicle's handling performance and driving safety.

[0003] However, despite the increasing research and application of variable power distributor systems, the existing technology still has some shortcomings. For example, the existing system still needs to be improved in terms of response speed, especially for the use of rapid mobilization of fire trucks at airports. The existing system is difficult to distribute the engine power without changing driving habits, and it is impossible to achieve stable output power to drive the upper load while enabling the vehicle to respond quickly. Summary of the invention

[0004] The object of the present invention is to provide a variable power distributor system for an automobile to solve the problems raised in the above background technology.

[0005] To achieve the above-mentioned purpose, the present invention provides the following technical solutions: a variable power distributor system for automobiles, comprising a housing and a speed regulating mechanism arranged in the housing, the speed regulating mechanism comprising a first power take-off output gear, a pneumatic dynamic clutch, a main input gear, a planetary gear pair, a sun gear, an inner gear ring, an electric proportional variable piston pump, a second power take-off output gear and an electric proportional variable motor, the first power take-off output gear is fixedly connected to the pneumatic dynamic clutch through a first power take-off output shaft, and is used to connect to an upper load; the first power take-off output gear is meshedly connected to the main input gear, the main input gear is connected to the engine through the main input shaft, the end of the main input shaft is coaxially fixedly connected to the matching input gear, the electric proportional variable piston pump is connected to the electric proportional variable motor through an oil pipe, and is used to form a hydrostatic transmission subsystem;

[0006] The output shaft of the electric proportional variable piston pump is fixedly connected with the second power take-off output shaft, the second power take-off output shaft is coaxially fixedly connected with the second power take-off output gear, the second power take-off output gear is meshed with the main input gear through the No. 1 driven gear, one side of the inner gear ring is meshed with the planetary gear pair, the other side of the inner gear ring is fixedly connected with the driven shaft, the upper limit sliding sleeve of the driven shaft is connected with the No. 2 driven gear, the No. 1 driven gear and the No. 2 driven gear are both limitedly rotated and installed on the gear mounting frame, the gear mounting frame is driven by the toggle assembly and moves horizontally, so as to realize the alternating meshing of the main input gear with the No. 1 driven gear and the matching input gear with the No. 2 driven gear;

[0007] The planetary gear pair is mounted on the planetary gear carrier, the planetary gear carrier is coaxially fixedly connected to the planetary carrier output gear, the middle part of the planetary gear pair is meshedly connected with a sun gear, the sun gear is coaxially fixed with a speed regulating shaft, the speed regulating shaft sequentially penetrates the planetary gear carrier and the planetary carrier output gear and is fixedly connected to the speed regulating gear, the speed regulating gear is meshedly connected to the motor input gear, the motor input gear is connected to the electric proportional variable motor, the planetary carrier output gear is meshedly connected to the main output gear, and the main output gear is connected to the rear end automatic transmission through the main output shaft.

[0008] Preferably, the inner gear ring is limited and rotatably mounted on a vertical plate, the lower end of the vertical plate is fixedly mounted on the inner bottom wall of the shell, and a locking component is also provided on the outer periphery of the inner gear ring, the locking component includes two groups of pressure blocks that are mirror-symmetrically arranged with respect to the inner gear ring, the upper ends of the two groups of pressure blocks are limited and rotatably mounted on the inner top wall of the shell, and a spur gear is coaxially fixedly connected to the top of each group of pressure blocks.

[0009] Preferably, one side of the two groups of pressure blocks close to the inner gear ring is set to an arc surface, each group of spur gears is engaged with a group of vertical racks, and the upper ends of the two groups of vertical racks are commonly connected to a longitudinal movable seat, which is limitedly slidably installed on the top wall of the shell.

[0010] Preferably, the longitudinal movable seat is provided with 2-3 groups of first driving grooves, the first driving grooves are composed of a section of straight grooves and an oblique groove, and a toggle rod is inserted into each group of first driving grooves.

[0011] Preferably, one end of the toggle rod away from the longitudinal moving seat is connected to the toggle assembly, and the toggle assembly includes a transverse moving seat, an electric push rod and a push column. Multiple toggle rods are fixedly connected to the transverse moving seat, and the transverse moving seat is limitedly slidably installed on the shell, and the piston rod of the electric push rod extends outward and is fixedly connected to the transverse moving seat.

[0012] Preferably, the lower end of the transverse moving seat is fixedly connected with a pushing column, the lower end of the pushing column is inserted into the gear mounting frame, the gear mounting frame is limitedly slidably installed on the shell, and the upper end surface of the gear mounting frame is provided with a second driving groove for accommodating the pushing column, and the second driving groove is composed of an oblique groove in the middle and straight grooves on both sides of both ends.

[0013] Preferably, a circular through hole for accommodating the driven shaft is provided on the gear mounting frame, and one end of the second driven gear away from the first driven gear is fixedly connected to a limiting ring, and the limiting ring is rotatably mounted on the gear mounting frame.

[0014] Preferably, a through hole for accommodating the driven shaft is provided inside the second driven gear, three groups of radial protrusions are protruding inwardly from the side wall of the through hole, and a radial guide groove for accommodating the radial protrusions is provided on the side wall of the driven shaft.

[0015] Preferably, the first power take-off output shaft, the main input shaft, the second power take-off output shaft, the main output shaft and the speed regulating shaft are all mounted on the side wall of the housing in a limited rotation manner.

[0016] Preferably, the planetary carrier output gear and the interior of the planetary gear carrier are both penetrated by circular openings, and the speed regulating shaft is slidably matched with the circular openings.

[0017] Compared with the prior art, the present invention has the following beneficial effects:

[0018] 1. The present invention, by designing a coupling mode of mechanical and hydrostatic transmission, can automatically distribute the power of the engine without changing the driving habits, so as to achieve stable output power to drive the upper load. At the same time, the vehicle can achieve a fast response of accelerating to a speed of 80 km / h or above within tens of seconds, which is particularly suitable for the use conditions of rapid mobilization of fire trucks at airports.

[0019] 2. The present invention can convert the horizontal movement of the gear mounting frame into the linear synchronous movement of the two groups of pressure blocks toward or away from each other by arranging a spur gear, a vertical rack, a longitudinal moving seat, a first driving groove and a toggle rod, so as to adaptively lock or release the inner gear ring according to the use state of the vehicle, and has strong mechanical linkage.

[0020] 3. By setting a lateral moving seat, a pushing column and a second driving groove for use, the driving force of the electric push rod can be converted into the horizontal movement of the gear mounting frame, so that the main input gear and the first driven gear and the matching input gear and the second driven gear can be quickly and alternately engaged. When the vehicle is operating, the hydrostatic transmission subsystem composed of the electric proportional variable piston pump and the electric proportional variable motor outputs power, thereby realizing the input speed of the automatic transmission from 0 to the maximum speed of the engine, and even an input speed higher than the maximum speed of the engine can be obtained; when driving normally, the electric proportional variable piston pump and the electric proportional variable motor do not output and consume power, realizing 1:1 power transmission from the main input gear to the main output gear to the automatic transmission. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Figure 1 It is a three-dimensional schematic diagram of the structure of the present invention.

[0022] Figure 2 It is a schematic diagram of the connection between the housing and the speed regulating mechanism of the present invention.

[0023] Figure 3 It is a schematic diagram of the connection between the housing and the speed regulating mechanism of the present invention from another perspective.

[0024] Figure 4 It is a three-dimensional schematic diagram of the speed regulating mechanism and the driving assembly of the present invention.

[0025] Figure 5 It is a schematic diagram of the speed regulating mechanism and the toggle assembly of the present invention from another perspective.

[0026] Figure 6 It is a three-dimensional schematic diagram of the speed regulating mechanism of the present invention.

[0027] Figure 7 It is an exploded schematic diagram of the speed regulating mechanism of the present invention.

[0028] Figure 8 It is a partial structural schematic diagram of the toggle assembly and the locking component of the present invention.

[0029] Fig. 9 It is a schematic diagram of the distribution of the locking component, the main input gear and the second driven gear of the present invention.

[0030] Fig.10 It is an exploded schematic diagram of the toggle assembly and the locking component in the present invention.

[0031] Fig.11 It is a schematic diagram of the gear mounting frame, the first driven gear and the second driven gear of the present invention.

[0032] In the figure: 1, housing; 2, pneumatic dynamic clutch; 3, first power take-off output shaft; 4, first power take-off output gear; 5, main input gear; 501, main input shaft; 6, first driven gear; 7, second power take-off output gear; 8, second power take-off output shaft; 9, electric proportional variable piston pump; 10, oil pipe; 11, electric proportional variable motor; 12, matching input gear; 13, second driven gear; 1301, limit ring; 14, driven shaft; 15, inner gear ring; 16, travel Planetary gear pair; 17, sun gear; 18, planetary carrier output gear; 19, main output gear; 20, main output shaft; 21, speed regulating shaft; 22, speed regulating gear; 23, motor input gear; 24, planetary gear carrier; 25, pressure block; 26, spur gear; 27, vertical rack; 28, longitudinal moving seat; 29, first driving slot; 30, toggle rod; 31, transverse moving seat; 32, electric push rod; 33, push column; 34, second driving slot; 35, gear mounting frame. DETAILED DESCRIPTION

[0033] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0034] See also Figures 1 to 11 The present invention provides a technical solution: a variable power distributor system for an automobile, comprising a housing 1 and a speed regulating mechanism arranged in the housing 1, the speed regulating mechanism comprising a first power take-off output gear 4, a pneumatic dynamic clutch 2, a main input gear 5, a planetary gear pair 16, a sun gear 17, an inner gear ring 15, an electric proportional variable piston pump 9, a second power take-off output gear 7 and an electric proportional variable motor 11, the first power take-off output gear 4 is fixedly connected to the pneumatic dynamic clutch 2 through a first power take-off output shaft 3, and is used to connect to an upper load, and realize the start-up of the load at any time through dynamic clutch;

[0035] The first power take-off output gear 4 is meshedly connected to the main input gear 5, and the main input gear 5 is connected to the engine through the main input shaft 501. The end of the main input shaft 501 is coaxially fixedly connected to the matching input gear 12. The electric proportional variable piston pump 9 is connected to the electric proportional variable motor 11 through the oil pipe 10 to form a hydrostatic transmission subsystem; the first power take-off output shaft 3, the main input shaft 501, the second power take-off output shaft 8, the main output shaft 20 and the speed regulating shaft 21 are all mounted on the side wall of the housing 1 for limited rotation; and the insides of the planetary carrier output gear 18 and the planetary gear carrier 24 are both penetrated by circular openings, and the speed regulating shaft 21 is slidably matched with the circular openings.

[0036] The output shaft of the electric proportional variable piston pump 9 is fixedly connected with the second power take-off output shaft 8, and the second power take-off output shaft 8 is coaxially fixedly connected with the second power take-off output gear 7, and the second power take-off output gear 7 is meshed with the main input gear 5 through the first driven gear 6, and one side of the inner gear ring 15 is meshed with the planetary gear pair 16, and the other side of the inner gear ring 15 is fixedly connected with the driven shaft 14, and the driven shaft 14 is upper limit sliding sleeved with the second driven gear 13, and the first driven gear 6 and the second driven gear 13 are both limitedly rotated and installed on the gear mounting frame 35, and the gear mounting frame 35 is driven by the toggle assembly and moves horizontally, so as to realize the alternating meshing of the main input gear 5 and the first driven gear 6 and the matching input gear 12 and the second driven gear 13;

[0037] The planetary gear pair 16 is installed on the planetary gear carrier 24, and the planetary gear carrier 24 is coaxially fixedly connected to the planetary carrier output gear 18. The middle part of the planetary gear pair 16 is meshed with a sun gear 17, and the sun gear 17 is coaxially fixed with a speed regulating shaft 21. The speed regulating shaft 21 passes through the planetary gear carrier 24 and the planetary carrier output gear 18 in sequence and is fixedly connected to the speed regulating gear 22. The speed regulating gear 22 is meshed with a motor input gear 23, and the motor input gear 23 is connected to the electric proportional variable motor 11. The planetary carrier output gear 18 is meshed with a main output gear 19, and the main output gear 19 is connected to the rear-end automatic transmission through the main output shaft 20.

[0038] Furthermore, the present invention, by designing a coupling mode of mechanical and hydrostatic transmission, can automatically distribute the power of the engine without changing the driving habits, thereby achieving stable output power to drive the upper load. At the same time, the vehicle can achieve a rapid response of accelerating to a speed of 80 km / h or above within tens of seconds, which is particularly suitable for use in the rapid mobilization of fire trucks at airports.

[0039] Specifically, the system is installed between the vehicle engine and the AT automatic transmission. The engine power is input by the main input gear 5. The first power output gear 4, the first driven gear 6 and the second power output gear 7 all work to rotate and output power at the same time. The second power output gear 7 drives the electric proportional variable piston pump 9 to work. The electric proportional variable piston pump 9 and the electric proportional variable motor 11 form a hydrostatic transmission subsystem. The hydraulic oil flow of the hydrostatic transmission subsystem is changed by the speed coupling device. The speed and direction of the motor input gear 23 can be changed according to the change of the flow vector when the speed of the second power output gear 7 remains unchanged. At this time, the motor input gear 23 transmits the direction and speed to the sun gear 17 through the speed regulating gear 22, thereby coupling with the planetary speed change subsystem composed of the planetary gear pair 16 and the inner ring 15 to achieve the speed change of the planetary carrier output gear 18, and finally output to the rear automatic transmission through the main output gear 19.

[0040] like Figure 4 , Figure 8-Figure 10 As shown, the inner gear ring 15 is limitedly rotated and mounted on the vertical plate, and the lower end of the vertical plate is fixedly mounted on the inner bottom wall of the housing 1. A locking component is also arranged on the outer periphery of the inner gear ring 15. The locking component includes two groups of pressing blocks 25 arranged in a mirror-symmetrical manner with respect to the inner gear ring 15. The upper ends of the two groups of pressing blocks 25 are limitedly rotated and mounted on the inner top wall of the housing 1, and a spur gear 26 is coaxially fixedly connected to the top of each group of pressing blocks 25. The two groups of pressing blocks 25 are arranged to have an arc surface on one side close to the inner gear ring 15. Each group of spur gears 26 meshes with a group of vertical racks 27. The upper ends of the two groups of vertical racks 27 are commonly connected to a longitudinal moving seat 28, and the longitudinal moving seat 28 is limitedly slidably mounted on the top wall of the housing 1. The longitudinal moving seat 28 is provided with 2-3 groups of first driving grooves 29, which are composed of a section of straight grooves and an inclined groove, and a toggle rod 30 is inserted into each group of first driving grooves 29.

[0041] Furthermore, the present invention can convert the horizontal movement of the gear mounting frame 35 into a linear synchronous movement toward or away from each other of the two groups of pressure blocks 25 by setting a spur gear 26, a vertical rack 27, a longitudinal movable seat 28, a first driving groove 29 and a toggle rod 30 for use together, so as to adaptively lock or release the inner gear ring 15 according to the use status of the vehicle, and has strong mechanical linkage.

[0042] like Figure 8-Figure 10 As shown, one end of the toggle rod 30 away from the longitudinal moving seat 28 is connected to the toggle assembly, and the toggle assembly includes a transverse moving seat 31, an electric push rod 32 and a push column 33. Multiple toggle rods 30 are fixedly connected to the transverse moving seat 31, and the transverse moving seat 31 is limitedly slidably installed on the housing 1. The piston rod of the electric push rod 32 extends outward and is fixedly connected to the transverse moving seat 31. The lower end of the transverse moving seat 31 is fixedly connected with a push column 33, and the lower end of the push column 33 is inserted on the gear mounting frame 35, and the gear mounting frame 35 is limitedly slidably installed on the housing 1, and the upper end surface of the gear mounting frame 35 is provided with a second driving groove 34 for accommodating the push column 33, and the second driving groove 34 is composed of an oblique groove in the middle and straight grooves on both sides of both ends.

[0043] Furthermore, by setting a lateral moving seat 31, a pushing column 33 and a second driving groove 34 for use, the driving force of the electric push rod 32 can be converted into the horizontal movement of the gear mounting frame 35, so that the main input gear 5 and the first driven gear 6 and the matching input gear 12 and the second driven gear 13 are quickly and alternately engaged. When the vehicle is operating, the hydrostatic transmission subsystem composed of the electric proportional variable piston pump 9 and the electric proportional variable motor 11 outputs power, thereby realizing the input speed of the automatic transmission from 0 to the maximum engine speed, and even an input speed higher than the maximum engine speed; when driving normally, the electric proportional variable piston pump 9 and the electric proportional variable motor 11 do not output power consumption, realizing 1:1 power transmission from the main input gear 5 to the main output gear 19 to the automatic transmission.

[0044] Specifically, by turning on the electric push rod 32, the piston rod of the electric push rod 32 extends outward and pushes the transverse moving seat 31, and the transverse moving seat 31 moves in the direction away from the electric push rod 32. At this time, the toggle rod 30 on the transverse moving seat 31 first enters the oblique groove part of the first driving groove 29 and then enters the linear groove part, so that the longitudinal moving seat 28 is first forced to move downward for a certain distance and then remains stationary. The vertical rack 27 on the longitudinal moving seat 28 acts on the spur gear 26, so that the pressure block 25 flips downward and locks the inner gear ring 15 to prevent the inner gear ring 15 from axial rotation.

[0045] At the same time, after the inner gear ring 15 is locked, the gear mounting frame 35 drives the No. 1 driven gear 6 and the No. 2 driven gear 13 to move toward the direction of the pressure block 25. At this time, the No. 1 driven gear 6 is meshed with the main input gear 5, and the input gear 12 is disconnected from the No. 2 driven gear 13.

[0046] like Fig.11 As shown, a circular through hole for accommodating the driven shaft 14 is provided on the gear mounting frame 35, and a limit ring 1301 is fixedly connected to one end of the second driven gear 13 away from the first driven gear 6, and the limit ring 1301 is limitedly rotatably mounted on the gear mounting frame 35. A through hole for accommodating the driven shaft 14 is provided inside the second driven gear 13, and three groups of radial protrusions are protruding inwardly on the side wall of the through hole, and a radial guide groove for accommodating the radial protrusions is provided on the side wall of the driven shaft 14.

[0047] Furthermore, by providing a radial protrusion and using it in conjunction with the radial guide groove, the second driven gear 13 can be guided and limited, so that the second driven gear 13 can slide horizontally while driving the driven shaft 14 to rotate normally.

[0048] In the present invention, when the vehicle is operating: first, by turning on the electric push rod 32, the piston rod of the electric push rod 32 retracts inward and pulls the lateral moving seat 31, and the lateral moving seat 31 moves toward the direction of the electric push rod 32. At this time, the pushing column 33 on the lateral moving seat 31 first acts on the oblique groove portion of the second driving groove 34 and then drives into the straight groove portion, so that the gear mounting frame 35 drives the first driven gear 6 and the second driven gear 13 to move a certain distance in the direction away from the pressure block 25 and then remain stationary. At this time, the matching input gear 12 is meshed and connected with the second driven gear 13, and the first driven gear 6 is disconnected from the main input gear 5. At the same time, the toggle rod 30 on the transverse moving seat 31 first enters the straight groove of the first driving groove 29 and then enters the inclined groove, so that the longitudinal moving seat 28 first remains stationary and then moves downward under force, and the vertical rack 27 on the longitudinal moving seat 28 acts on the spur gear 26, so that the pressure block 25 flips upward and releases the inner ring 15, so that the inner ring 15 can rotate normally; then the engine power is input through the main input gear 5, and the first power take-off output gear 4, the first driven gear 6 and the second power take-off output gear 7 all work simultaneously to rotate and output power. The first power take-off output gear 4 is connected to the upper load through the pneumatic dynamic clutch 2, and the load can be started at any time through the dynamic clutch; the second power take-off output gear 7 drives the electric proportional variable piston pump 9 to work, and the electric proportional variable piston pump 9 and the electric proportional variable motor 11 form a hydrostatic transmission subsystem. The hydraulic oil flow of the hydrostatic transmission subsystem is changed by the speed regulating coupling device, so that the speed and direction of the motor input gear 23 can be changed according to the change of the flow vector when the speed of the second power take-off output gear 7 remains unchanged. At this time, the motor input gear 23 transmits the direction and speed to the sun gear 17 through the speed regulating gear 22, thereby coupling with the planetary speed change subsystem composed of the planetary gear pair 16 and the inner ring 15 to achieve the speed change of the planetary carrier output gear 18, and finally output to the rear end automatic transmission through the main output gear 19. This speed change process realizes automatic power distribution through mechanical and hydraulic coupling, thereby realizing the input speed of the automatic transmission from 0 to the maximum speed of the engine, and even an input speed higher than the maximum speed of the engine. The entire power distribution and speed regulation process is fully automated and does not change the driver's operating habits.

[0049] During normal driving: the electric push rod 32 is turned on again, and the piston rod of the electric push rod 32 extends outward and pushes the transverse moving seat 31, and the transverse moving seat 31 moves in the direction away from the electric push rod 32. At this time, the toggle rod 30 on the transverse moving seat 31 first enters the oblique groove part of the first driving groove 29 and then enters the linear groove part, so that the longitudinal moving seat 28 is first forced to move downward for a certain distance and then remains stationary. The vertical rack 27 on the longitudinal moving seat 28 acts on the spur gear 26, so that the pressure block 25 turns downward and locks the inner gear ring 15 to prevent the inner gear ring 15 from axial rotation; at the same time, after the inner gear ring 15 is locked, the gear mounting frame 35 drives the first driven gear 6 and the second driven gear 13 to move together in the direction of the pressure block 25. At this time, the first driven gear 6 is meshed and connected with the main input gear 5, and the matching input gear 12 is disconnected from the second driven gear 13. Then the engine power is input from the main input gear 5, and the main input gear 5 works to rotate and output power. The pneumatic dynamic clutch 2 and the electric proportional variable motor 11 do not output and consume power, and the planetary subsystem composed of the planetary gear pair 16, the sun gear 17 and the inner ring gear 15 directly outputs power through the main output gear 19, realizing 1:1 power transmission from the main input gear 5 to the main output gear 19 to the automatic transmission, realizing normal driving. And the other subsystems do not consume power.

[0050] Although embodiments of the present invention have been shown and described, it will be appreciated by those skilled in the art that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present invention, and that the scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A variable power distributor system for an automobile, comprising a housing (1) and a speed regulating mechanism arranged in the housing (1), characterized in that: The speed regulating mechanism comprises a first power take-off output gear (4), a pneumatic dynamic clutch (2), a main input gear (5), a planetary gear pair (16), a sun gear (17), an inner gear ring (15), an electric proportional variable piston pump (9), a second power take-off output gear (7) and an electric proportional variable motor (11), wherein the first power take-off output gear (4) is fixedly connected to the pneumatic dynamic clutch (2) via a first power take-off output shaft (3) and is used to connect to an upper load; the first power take-off output gear (4) is meshingly connected to the main input gear (5), the main input gear (5) is connected to the engine via a main input shaft (501), and the end of the main input shaft (501) is coaxially fixedly connected to the matching input gear (12); the electric proportional variable piston pump (9) is connected to the electric proportional variable motor (11) via an oil pipe (10) and is used to form a hydrostatic transmission subsystem; The output shaft of the electric proportional variable piston pump (9) is fixedly connected to a second power take-off output shaft (8), the second power take-off output shaft (8) is coaxially fixedly connected to a second power take-off output gear (7), the second power take-off output gear (7) is meshedly connected to the main input gear (5) through a first driven gear (6), one side of the inner gear ring (15) is meshedly connected to a planetary gear pair (16), the other side of the inner gear ring (15) is fixedly connected to a driven shaft (14), the driven shaft (14) is upper limit sliding sleeved with a second driven gear (13), the first driven gear (6) and the second driven gear (13) are both limitedly rotatably mounted on a gear mounting frame (35), the gear mounting frame (35) is driven by a shifting assembly and moves horizontally, and is used to achieve alternating meshing of the main input gear (5) with the first driven gear (6) and the matching input gear (12) with the second driven gear (13); The planetary gear pair (16) is mounted on a planetary gear carrier (24), the planetary gear carrier (24) is coaxially fixedly connected to a planetary carrier output gear (18), the middle of the planetary gear pair (16) is meshedly connected to a sun gear (17), the sun gear (17) is coaxially fixedly connected to a speed regulating shaft (21), the speed regulating shaft (21) sequentially passes through the planetary gear carrier (24) and the planetary carrier output gear (18) and is fixedly connected to a speed regulating gear (22), the speed regulating gear (22) is meshedly connected to a motor input gear (23), the motor input gear (23) is connected to an electric proportional variable motor (11), the planetary carrier output gear (18) is meshedly connected to a main output gear (19), and the main output gear (19) is connected to a rear-end automatic transmission through a main output shaft (20).

2. A variable power distributor system for an automobile according to claim 1, characterized in that: The inner gear ring (15) is mounted on a vertical plate for limited rotation, the lower end of the vertical plate is fixedly mounted on the inner bottom wall of the shell (1), and a locking component is also arranged on the outer periphery of the inner gear ring (15), the locking component comprises two groups of pressure blocks (25) arranged in mirror symmetry with respect to the inner gear ring (15), the upper ends of the two groups of pressure blocks (25) are mounted on the inner top wall of the shell (1) for limited rotation, and a spur gear (26) is coaxially fixedly connected to the top of each group of pressure blocks (25).

3. A variable power distributor system for an automobile according to claim 2, characterized in that: The two groups of pressure blocks (25) are both arranged with an arc-shaped surface on one side close to the inner gear ring (15); each group of spur gears (26) is meshed with a group of vertical racks (27); the upper ends of the two groups of vertical racks (27) are commonly connected to a longitudinal movable seat (28); and the longitudinal movable seat (28) is limitedly slidably mounted on the top wall of the housing (1).

4. A variable power distributor system for an automobile according to claim 3, characterized in that: The longitudinal moving seat (28) is provided with 2-3 groups of first driving grooves (29), the first driving grooves (29) are composed of a section of straight grooves and oblique grooves, and a toggle rod (30) is inserted into each group of first driving grooves (29).

5. A variable power distributor system for an automobile according to claim 4, characterized in that: One end of the toggle rod (30) away from the longitudinal moving seat (28) is connected to the toggle assembly, and the toggle assembly includes a transverse moving seat (31), an electric push rod (32) and a push column (33). Multiple toggle rods (30) are fixedly connected to the transverse moving seat (31), and the transverse moving seat (31) is limitedly slidably installed on the housing (1). The piston rod of the electric push rod (32) extends outward and is fixedly connected to the transverse moving seat (31).

6. A variable power distributor system for an automobile according to claim 5, characterized in that: The lower end of the transverse moving seat (31) is fixedly connected to a push column (33), the lower end of the push column (33) is inserted into a gear mounting frame (35), the gear mounting frame (35) is limitedly slidably mounted on the housing (1), and the upper end surface of the gear mounting frame (35) is provided with a second driving groove (34) for accommodating the push column (33), and the second driving groove (34) is composed of an oblique groove in the middle and straight grooves on both sides of both ends.

7. The variable power distributor system for an automobile according to claim 1, characterized in that: The gear mounting frame (35) is provided with a circular through hole for accommodating the driven shaft (14); one end of the second driven gear (13) away from the first driven gear (6) is fixedly connected to a limiting ring (1301); and the limiting ring (1301) is mounted on the gear mounting frame (35) for limited rotation.

8. A variable power distributor system for an automobile according to claim 7, characterized in that: The second driven gear (13) is provided with a through hole for accommodating the driven shaft (14), the side wall of the through hole is provided with three groups of radial protrusions protruding inwardly, and the side wall of the driven shaft (14) is provided with a radial guide groove for accommodating the radial protrusions.

9. The variable power distributor system for an automobile according to claim 1, characterized in that: The first power take-off output shaft (3), the main input shaft (501), the second power take-off output shaft (8), the main output shaft (20) and the speed regulating shaft (21) are all mounted on the side wall of the housing (1) in a limited rotation manner.

10. The variable power distributor system for automobile according to claim 1, characterized in that: The planetary carrier output gear (18) and the planetary gear carrier (24) are both provided with circular openings extending therethrough, and the speed regulating shaft (21) is in sliding engagement with the circular openings.

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