Hydraulic and mechanical composite stepless transmission device of heavy engineering vehicle

Abstract

The invention discloses a hydraulic and mechanical composite stepless transmission device of a heavy engineering vehicle. The stepless transmission device comprises an input mechanism, a hydraulic speed regulation loop, a power coupling mechanism, a gear shifting mechanism and an output mechanism. Three planet rows are adopted as a power coupling mechanism, a hydraulic speed regulation loop and a mechanical loop are combined, a hydraulic circuit only transmits part of power, and high transmission efficiency and stepless speed regulation are achieved. Compared with a traditional heavy engineering vehicle gearbox, the stepless transmission device achieves high-power transmission through low-power hydraulic elements, transmission parts do not need to be customized, the research and development cost can be reduced, the transmission efficiency can be greatly improved, an engine can work in an economical rotating speed interval frequently, and the oil consumption and the noise level of a heavy engineering vehicle are reduced.

Description

Technical Field

[0001] The invention belongs to the technical field of power transmission, and specifically relates to a hydraulic-mechanical composite stepless transmission device for heavy engineering vehicles, which is suitable for application occasions such as high-power loaders above 10 tons, heavy crawler tractors with 400-600 horsepower, etc. Background Art

[0002] At present, the engine power of heavy non-road engineering vehicles such as large loaders is greater than 500 horsepower, and hydraulic transmission devices are generally used, which have low transmission efficiency and large power loss. Due to the small sales volume, this type of transmission device is basically imported. With the development of agricultural technology, the domestic demand for heavy tractors has gradually increased. Due to the lack of corresponding transmission systems, 400-600 horsepower heavy crawler tractors are basically monopolized by foreign brands.

[0003] The hydraulic-mechanical composite continuously variable transmission can achieve efficient continuously variable transmission through the combination of mechanical power and hydraulic power, so that the engine can maintain a stable load and improve fuel economy, becoming one of the development directions of the transmission system of engineering vehicles. Transmission giant ZF has developed a series of hydraulic-mechanical continuously variable transmission devices for heavy-duty engineering vehicles, with a maximum power of more than 600 horsepower.

[0004] The components of the existing high-power and high-efficiency transmission devices for heavy-duty engineering vehicles need to be customized and developed, which has high R&D costs and long R&D cycles. Summary of the invention

[0005] The present invention provides a hydraulic-mechanical composite continuously variable transmission device for heavy-duty engineering vehicles. The continuously variable transmission device is suitable for heavy-duty engineering vehicles, adopts low-power hydraulic elements to realize high-power transmission, does not require customized transmission parts, and is conducive to reducing research and development costs. The device comprises four different working sections to adapt to various working conditions of heavy-duty engineering vehicles, each working section continuously changes speed, the speed of the hydraulic element continuously changes, the clutch switches without speed difference, is simple to operate, has high transmission efficiency, requires relatively small power of the hydraulic element, has high transmission efficiency for low-speed operation and high-speed driving, can greatly improve the transmission efficiency of the transmission device, and can make the engine always work in an economic speed range, thereby reducing the fuel consumption and noise level of heavy-duty engineering vehicles.

[0006] In order to achieve the above object, the present invention adopts the following specific technical solutions:

[0007] A hydraulic-mechanical composite continuously variable transmission device for heavy engineering vehicles, the continuously variable transmission device comprising an input mechanism, a hydraulic speed regulating circuit, a power coupling mechanism, a shift mechanism and an output mechanism;

[0008] The input mechanism includes an input shaft, a first gear, a second gear, a third gear, a first shaft, a second shaft and a fourth gear, and is used to connect to the engine to input power;

[0009] The hydraulic speed control circuit includes a bidirectional variable pump, a fixed displacement motor and an oil replenishment pump, wherein the bidirectional variable pump and the fixed displacement motor form a closed hydraulic circuit; the oil replenishment pump maintains the low pressure of the closed hydraulic circuit and provides control oil pressure for the bidirectional variable pump and the fixed displacement motor;

[0010] The power coupling mechanism is composed of three planetary rows, including a sun gear shaft, a first sun gear, a first planet carrier, a first ring gear, a first ring gear gear 1, a first gear first ring gear gear 2, a first planet carrier gear, a second sun gear, a second planet carrier, a second ring gear, a third sun gear, a third planet carrier, a third ring gear, a third ring gear gear and a third planet carrier gear; the mechanical power is input from the first planet carrier and the second ring gear by the input mechanism through the first planet carrier gear, and the hydraulic power is input from the sun gear shaft by the quantitative motor, and the power coupling mechanism is used to couple the mechanical power and the hydraulic power and then output them;

[0011] The shift mechanism comprises a first clutch C1, a second clutch C2, a third clutch C3, a fourth clutch C4, a fifth gear, a sixth gear, a third shaft (11), a seventh gear, an eighth gear, a ninth gear, a fourth shaft and a tenth gear, for realizing the switching of four working sections and transmitting the power of the power coupling mechanism to the output mechanism;

[0012] The output mechanism is composed of a forward and reverse gear output mechanism and a PTO mechanism, including a forward gear clutch CV, a reverse gear clutch CR, a CPTO clutch, an eleventh gear, a fourth planetary carrier, a fifth planetary carrier, an output shaft sun gear, an output shaft, a twelfth gear and a PTO output shaft, for outputting power.

[0013] Furthermore, the first gear and the second gear are fixedly mounted on the input shaft; the first gear is meshed with the twelfth gear to transmit the input power to the PTO output shaft;

[0014] The second gear is meshed with the third gear and the first planetary carrier gear for transmitting input power to the hydraulic speed regulating circuit and the power coupling mechanism.

[0015] Furthermore, the active end of the CPTO clutch is fixedly connected to the twelfth gear, and the passive end is fixedly mounted on the PTO output shaft.

[0016] Furthermore, the third gear is meshed with the fourth gear; the fourth gear is fixedly mounted on the second shaft;

[0017] The bidirectional variable displacement pump is coaxially arranged with the second shaft;

[0018] The fixed displacement motor is arranged coaxially with the sun gear shaft.

[0019] Furthermore, the first sun gear, the second sun gear and the third sun gear are all fixedly mounted on the sun gear shaft;

[0020] The first planet carrier is fixedly connected to the second ring gear and is fixedly mounted with the first planet carrier gear;

[0021] The first gear ring gear 1 and the first gear ring gear 2 are both fixedly mounted on the first gear ring;

[0022] The second planet carrier is fixedly connected to the third ring gear and is fixedly connected to the third ring gear gear;

[0023] The third planet carrier gear is fixedly connected to the third planet carrier;

[0024] After being coupled by three planetary gears, the power is transmitted to the first clutch C1 through the third planetary carrier gear, transmitted to the second clutch C2 through the first ring gear 2, transmitted to the third clutch C3 through the third ring gear, and transmitted to the fourth clutch C4 through the first ring gear 1.

[0025] Furthermore, the passive end of the first clutch C1 is fixedly connected to the passive end of the fourth clutch C4, and is fixedly connected to the tenth gear; the active end of the first clutch C1 is fixedly connected to the eighth gear, and the eighth gear is meshed with the third planetary carrier gear to transmit power from the power coupling mechanism; the tenth gear is meshed with the eleventh gear;

[0026] The driving end of the fourth stage clutch C4 is fixedly connected to the ninth gear, and the ninth gear is meshed with the first ring gear to transmit power from the power coupling mechanism;

[0027] The passive end of the second clutch C2 is fixedly connected to the passive end of the third clutch C3, and is fixedly connected to the seventh gear; the active end of the second clutch C2 is fixedly connected to the sixth gear, and the sixth gear is meshed with the first ring gear 2 to transmit power from the power coupling mechanism; the seventh gear is meshed with the eleventh gear;

[0028] The active end of the third stage clutch C3 is fixedly connected to the fifth gear, and the fifth gear is meshed with the third ring gear to transmit power from the power coupling mechanism;

[0029] When the forward clutch CV is engaged, the three planetary gears rotate as a whole, and the output shaft sun gear outputs;

[0030] When the reverse clutch CR is engaged, the fourth planet carrier and the fifth planet carrier input power, and the output shaft sun gear outputs power.

[0031] Furthermore, the eleventh gear is loosely sleeved on the output shaft; the output shaft sun gear is fixedly mounted on the output shaft; the fourth planet carrier and the fifth planet carrier are both fixedly connected to the eleventh gear; the fifth planet carrier is meshed with the output shaft sun gear; the fourth planet carrier is meshed with the output ring gear;

[0032] The driving end of the forward clutch CV is fixedly connected to the output ring gear, and the driven end is fixedly connected to the output shaft;

[0033] The active end of the reverse clutch CR is a braking end, and the driven end is fixedly connected to the output ring gear. When the reverse clutch CR is engaged, the output ring gear is braked.

[0034] Compared with the prior art, the technical solution of the present invention has the following beneficial effects:

[0035] 1. The continuously variable transmission device of the present invention is suitable for heavy-duty engineering vehicles, and adopts three planetary gears as power coupling mechanisms to converge hydraulic power and mechanical power. The four working sections are switched by the shift mechanism, and the forward gear and reverse gear are switched by the forward and reverse gear mechanisms. A four-stage continuous design is adopted, and the four working sections are all hydraulic-mechanical compound transmission sections, and the whole process is steplessly regulated. The lower working section is used for starting and high-traction operations, and for low-speed driving and high-traction working conditions, and the higher working section is used for high-speed driving working conditions. In each working section, a larger transmission efficiency can be obtained, and a larger range of continuously variable speed change can be achieved. The vehicle forward shifting work can achieve smooth connection between each stage without cutting off the vehicle power, thereby improving the power performance, greatly improving the transmission efficiency of the transmission device, and improving the adaptability of engineering machinery to various working conditions.

[0036] 2. The continuously variable transmission device of the present invention adopts hydraulic and mechanical power compound. The hydraulic circuit only transmits part of the power, and most of the power is transmitted through the mechanical circuit, achieving high transmission efficiency and stepless speed change, which can improve working efficiency and reduce engine fuel consumption, improve vehicle maneuverability, and improve vehicle load capacity. The wet clutch is used to change gears. Due to the existence of the hydraulic speed control system, power shifting can be achieved. The clutch of the next section is engaged first, and then the clutch of the previous section is released, ensuring uninterrupted power output and improving working efficiency.

[0037] 3. The stepless transmission device of the present invention adopts low-power hydraulic components to achieve high-power transmission, and does not require customized transmission components, which is conducive to reducing research and development costs. Each working section continuously changes speed, the speed of the hydraulic component changes continuously, the clutch switches without speed difference, the operation is simple, the transmission efficiency is high, and the power of the required hydraulic components is small, which can be easily obtained in the civilian market. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 A transmission diagram of the hydraulic-mechanical compound continuously variable transmission device for heavy-duty engineering vehicles of the present invention;

[0039] Figure 2 It is a transmission diagram of the power coupling mechanism;

[0040] Figure 3 It is a speed lever diagram of the hydraulic mechanical compound continuously variable transmission device for heavy engineering vehicles of the present invention;

[0041] Figure 4 The motor speed control diagram of the hydraulic mechanical compound stepless transmission device for heavy engineering vehicles of the present invention;

[0042] Figure 5 The motor working pressure diagram of the hydraulic mechanical compound continuously variable transmission device for heavy engineering vehicles of the present invention;

[0043] Figure 6 The output torque diagram of the hydraulic-mechanical compound continuously variable transmission device for heavy-duty engineering vehicles of the present invention;

[0044] Figure 7 The output traction force diagram of the hydraulic-mechanical compound continuously variable transmission device for heavy-duty engineering vehicles of the present invention;

[0045] Figure 8 It is a transmission efficiency diagram of the hydraulic mechanical compound continuously variable transmission device for heavy engineering vehicles of the present invention.

[0046] Among them, 1-input shaft, 2-first gear, 3-second gear, 4-third gear, 5-first shaft, 6-power coupling mechanism, 7-fifth gear, 8-sixth gear, 9-third clutch C3, 10-second clutch C2, 11-third shaft, 12-seventh gear, 13-eighth gear, 14-ninth gear, 15-first clutch C1, 16-fourth clutch C4, 17-tenth gear, 18-fourth shaft, 19-eleventh gear, 20-reverse clutch CR, 21-fourth planetary carrier, 22-forward clutch CV, 23-fifth planetary carrier, 24-output shaft sun gear, 25-output shaft, 26-second shaft , 27-the fourth gear, 28-the twelfth gear, 29-CPTO clutch, 30-PTO output shaft, 31-bidirectional variable pump, 32-fixed motor, 33-oil charge pump, 34-output ring gear, 610-sun gear shaft, 611-the first sun gear, 612-the first planetary carrier, 613-the first ring gear, 614-the first ring gear gear one, 615-the first ring gear gear two, 616-the first planetary carrier gear, 621-the second sun gear, 622-the second planetary carrier, 623-the second ring gear, 631-the third sun gear, 632-the third planetary carrier, 633-the third ring gear, 634-the third ring gear gear, 635-the third planetary carrier gear. DETAILED DESCRIPTION

[0047] 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.

[0048] like Figure 1 As shown in the structure, this embodiment provides a hydraulic-mechanical compound continuously variable transmission device for heavy engineering vehicles, which includes an input mechanism, a hydraulic speed regulation circuit, a power coupling mechanism 6, a shift mechanism and an output mechanism;

[0049] The input mechanism includes an input shaft 1, a first gear 2, a second gear 3, a third gear 4, a first shaft 5, a second shaft 26 and a fourth gear 27, which are used to connect to the engine to input power; the first gear 2 and the second gear 3 are fixedly mounted on the input shaft 1; the first gear 2 is meshed with the twelfth gear 28, and is used to transmit the input power to the PTO output shaft 25; the second gear 3 is meshed with the third gear 4 and the first planetary carrier gear 616, and is used to transmit the input power to the hydraulic speed control circuit and the power coupling mechanism 6; the third gear 4 is meshed with the fourth gear 27; the fourth gear 27 is fixedly mounted on the second shaft 26.

[0050] The hydraulic speed control circuit includes a bidirectional variable pump 31, a fixed displacement motor 32 and an oil replenishment pump 33. The bidirectional variable pump 31 and the fixed displacement motor 32 form a closed hydraulic circuit. The oil replenishment pump 33 maintains the low pressure of the closed hydraulic circuit and provides control oil pressure for the bidirectional variable pump 31 and the fixed displacement motor 32. The bidirectional variable pump 31 is coaxially arranged with the second shaft 26. The fixed displacement motor 32 is coaxially arranged with the sun gear shaft 610 of the power coupling mechanism 6.

[0051] like Figure 1 and Figure 2 As shown, the power coupling mechanism 6 is composed of three planetary rows, and includes a sun gear shaft 610, a first sun gear 611, a first planet carrier 612, a first ring gear 613, a first ring gear gear 1 614, a first ring gear gear 2 615, a first planet carrier gear 616, a second sun gear 621, a second planet carrier 622, a second ring gear 623, a third sun gear 631, a third planet carrier 632, a third ring gear 633, a third ring gear gear 634 and a third planet carrier gear 635; the three planetary rows are divided into The first planetary gear k1, the second planetary gear k2 and the third planetary gear k3 are respectively; the mechanical power is input from the first planetary gear 612 and the second ring gear 623 by the input mechanism through the first planetary gear 616, and the hydraulic power is input from the sun gear shaft 610 by the quantitative motor 32. The power coupling mechanism 6 is used to couple the mechanical power and the hydraulic power and then output them; the first sun gear 611, the second sun gear 621 and the third sun gear 631 are all fixedly mounted on the sun gear shaft 610; the first planetary gear 612 and the third planetary gear 631 are ... The second gear ring 623 is fixedly connected and fixedly mounted with the first planetary carrier gear 616; the first planetary carrier gear 616 rotates synchronously with the first planetary carrier 612; the first gear ring gear 1 614 and the first gear ring gear 2 615 are both fixedly mounted on the first gear ring 613, and the first gear ring gear 1 614 and the first gear ring gear 2 615 rotate synchronously with the first gear ring 613; the second planetary carrier 622 is fixedly connected with the third gear ring 633 and fixedly connected with the third gear ring gear 634; the third gear ring gear 634 rotates synchronously with the first gear ring 633; ​​the third gear ring gear 634 rotates synchronously with the first gear ring 633; ​​the third gear ring gear 634 rotates synchronously with the first gear ring 633; ​​the third gear ring gear 634 rotates synchronously with the first gear ring 633; ​​the third gear ring gear 634 rotates synchronously with the first gear ring 633; ​​the third gear ring gear 634 rotates synchronously with the first gear ring 633; ​​the third gear ring gear 634 rotates synchronously with the first gear ring 61 ... first gear ring gear 614 and the first gear ring 613 rotate synchronously; the first gear ring gear 614 and the first gear ring 613 rotate synchronously; the first gear ring gear 614 and the first gear ring 613 rotate synchronously; the first gear ring The third ring gear 633 rotates synchronously; the third planetary carrier gear 635 is fixedly connected to the third planetary carrier 632, and the third planetary carrier gear 635 rotates synchronously with the third planetary carrier 632; the power is coupled through the three planetary rows and transmitted to the first clutch C115 through the third planetary carrier gear 635, transmitted to the second clutch C210 through the first ring gear two 615, transmitted to the third clutch C39 through the third ring gear 634, and transmitted to the fourth clutch C416 through the first ring gear one 614.

[0052] The shift mechanism includes a first-stage clutch C115, a second-stage clutch C210, a third-stage clutch C39, a fourth-stage clutch C416, a fifth gear 7, a sixth gear 8, a third shaft 11, a seventh gear 12, an eighth gear 13, a ninth gear 14, a fourth shaft 18 and a tenth gear 17, which are used to realize the switching of the four working stages and transmit the power of the power coupling mechanism 6 to the output mechanism; the passive end of the first-stage clutch C115 is fixedly connected to the passive end of the fourth-stage clutch C416, and is fixedly connected to the tenth gear 17; the The active end of the first-stage clutch C115 is fixedly connected with the eighth gear 13, which is coaxially arranged with the first-stage clutch C115, and meshes with the third planetary carrier gear 635 to transmit the power from the power coupling mechanism 6; the tenth gear 17 is meshed with the eleventh gear 19; the active end of the fourth-stage clutch C416 is fixedly connected with the ninth gear 14, which is coaxially arranged with the fourth-stage clutch C416, and meshes with the first ring gear 1614 to transmit the power from the power coupling mechanism 6. The passive end of the second-stage clutch C210 is fixedly connected to the passive end of the third-stage clutch C39, and is fixedly connected to the seventh gear 12; the active end of the second-stage clutch C210 is fixedly connected to the sixth gear 8, which meshes with the first ring gear 615 to transmit power from the power coupling mechanism 6; the seventh gear 12 meshes with the eleventh gear 19; the active end of the third-stage clutch C39 is fixedly connected to the fifth gear 7, which is coaxially arranged with the third-stage clutch C39, and the fifth gear 7 meshes with the third ring gear 634 to transmit power from the power coupling mechanism 6.

[0053] The output mechanism is composed of a forward and reverse gear output mechanism and a PTO mechanism, including a forward gear clutch CV22, a reverse gear clutch CR20, a CPTO clutch 29, an eleventh gear 19, a fourth planetary carrier 21, a fifth planetary carrier 23, an output shaft sun gear 24, an output shaft 25, a twelfth gear 28 and a PTO output shaft 25, for outputting power. The input shaft 1, the first shaft 5, the output shaft 25, the second shaft 26 and the sun gear shaft 610 are arranged in parallel; the active end of the CPTO clutch 29 is fixedly connected to the twelfth gear 28, and the passive end is fixedly installed on the PTO output shaft 25. When the forward gear clutch CV22 is engaged, the three planetary rows rotate as a whole, and the output shaft sun gear 24 outputs; when the reverse gear clutch CR20 is engaged, the fourth planetary carrier 21 and the fifth planetary carrier 23 input power, and the output shaft sun gear 24 outputs. The eleventh gear 19 is loosely mounted on the output shaft 25; the output shaft sun gear 24 is fixedly installed on the output shaft 25; the fourth planetary carrier 21 and the fifth planetary carrier 23 are both fixedly connected to the eleventh gear 19; the fifth planetary carrier 23 is meshed with the output shaft sun gear 24; the fourth planetary carrier 21 is meshed with the output ring gear 34; the active end of the forward clutch CV22 is fixedly connected to the output ring gear 34, and the driven end is fixedly connected to the output shaft 25; the active end of the reverse clutch CR20 is the braking end, and the driven end is fixedly connected to the output ring gear 34. When the reverse clutch CR20 is engaged, the output ring gear 34 is braked.

[0054] The shifting logic of the above-mentioned continuously variable transmission device is shown in Table 1 below.

[0055] Table 1 Shift logic of continuously variable transmission

[0056]

[0057] Taking the forward movement of a heavy engineering vehicle as an example, the working principle of the four working sections of the above-mentioned continuously variable transmission device is explained. The four working sections are all hydraulic mechanical compound transmission sections, namely the first section, the second section, the third section and the fourth section, among which:

[0058] In the first stage, the first clutch C115 and the forward clutch CV22 are engaged, the second clutch C210, the third clutch C39, the fourth clutch C416 and the reverse clutch CR20 are disengaged, and the continuously variable transmission device enters the first transmission stage of the forward gear; the engine power is transmitted to the continuously variable transmission device through the input shaft 1, and the input power is divided into two parts: hydraulic power and mechanical power. The hydraulic power is transmitted to the hydraulic speed control circuit through the second gear 3, the third gear 4 and the fourth gear 27, and then transmitted to the power coupling mechanism 6 through the two-way variable pump 31, the fixed motor 32 and the sun gear shaft 610. The mechanical power is transmitted to the power coupling mechanism 6 through the second gear 3 and the first gear ring 613, and coupled with the hydraulic power from the hydraulic speed control circuit. After the power is coupled, it is output to the forward and reverse gear output mechanism through the third planetary carrier gear 635, the eighth gear 13, the first clutch C115 and the tenth gear 17, and output through the eleventh gear 19 of the output mechanism, the fourth planetary carrier 21, the forward clutch CV22 and the output shaft 25.

[0059] In the second stage, the second stage clutch C210 and the forward gear clutch CV22 are engaged, the first stage clutch C115, the third stage clutch C39, the fourth stage clutch C416 and the reverse gear clutch CR20 are disengaged, and the transmission device enters the second forward gear transmission stage; the input, diversion and coupling process of the engine power are the same as those of the first transmission stage. After coupling, the power of the second transmission stage is output through the first ring gear 2 615, and is output to the forward and reverse gear output mechanism through the sixth gear 8, the second stage clutch C210 and the seventh gear 12, and is output through the eleventh gear 19 of the output mechanism, the fourth planetary carrier 21, the forward gear clutch CV22 and the output shaft 25.

[0060] In the third stage, the third stage clutch C39 and the forward gear clutch CV22 are engaged, the first stage clutch C115, the second stage clutch C210, the fourth stage clutch C416 and the reverse gear clutch CR20 are disengaged, and the transmission device enters the third forward gear transmission stage; the input, diversion and coupling process of the engine power are the same as those of the first transmission stage. After coupling, the power of the third transmission stage is output through the third ring gear 634, and is output to the forward and reverse gear output mechanism through the fifth gear 7, the third stage clutch C39 and the seventh gear 12, and is output through the eleventh gear 19 of the output mechanism, the fourth planetary carrier 21, the forward gear clutch CV22 and the output shaft 25.

[0061] In the fourth stage, the fourth stage clutch C416 and the forward clutch CV22 are engaged, the first stage clutch C115, the second stage clutch C210, the third stage clutch C39 and the reverse clutch CR20 are disengaged, and the transmission device enters the fourth forward stage; the input, diversion and coupling process of the engine power is the same as that of the first stage. After coupling, the power of the fourth stage is output through the first ring gear 1614, and is output to the forward and reverse gear output mechanism through the seventh gear 12, the fourth stage clutch C416 and the tenth gear 17, and is output through the eleventh gear 19 of the output mechanism, the fourth planetary carrier 21, the forward clutch CV22 and the output shaft 25.

[0062] The reverse gear has four working sections, just like the forward gear. When the reverse gear clutch CR20 is engaged and the forward gear clutch CV22 is disengaged, the continuously variable transmission device enters the reverse gear, and the remaining clutches are engaged and disengaged according to the different working sections. The power transmission route in the reverse gear is basically the same as that in the forward gear, except that the power is output through the eleventh gear 19, the fifth planetary carrier 23, the output shaft sun gear 24 and the output shaft 25.

[0063] Figure 3 This is a speed lever diagram of the hydraulic-mechanical composite continuously variable transmission device for heavy-duty engineering vehicles of the present invention. The five lever nodes in the diagram represent different components of the power coupling mechanism, which intuitively shows the speed relationship within the power coupling mechanism. When the input speed and the motor speed are determined, four output speeds can be determined according to the lever principle, and the final output speed of the power coupling mechanism is determined according to different working sections.

[0064] Figure 4 , Figure 5 , Figure 6 , Figure 7 and Figure 8 The main dynamic characteristics of the hydraulic-mechanical composite continuously variable transmission device for heavy-duty engineering vehicles of the present invention are shown, and the dynamic characteristics of some core components of the present invention change with the speed of the heavy-duty engineering vehicle, such as: motor speed, output speed, motor pressure difference, traction, output torque, transmission efficiency, etc. The components of the present invention can meet all required working conditions, and the dynamic characteristics are reasonable, which shows the feasibility of the structure and parameter design of the present invention.

[0065] Obviously, those skilled in the art can make various changes and modifications to the embodiments of the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

Claims

1. A hydraulic-mechanical compound continuously variable transmission device for heavy engineering vehicles, characterized in that: It includes an input mechanism, a hydraulic speed regulating circuit, a power coupling mechanism (6), a shifting mechanism and an output mechanism; The input mechanism comprises an input shaft (1), a first gear (2), a second gear (3), a third gear (4), a first shaft (5), a second shaft (26) and a fourth gear (27), and is used for connecting to the engine to input power; The hydraulic speed control circuit comprises a bidirectional variable pump (31), a fixed displacement motor (32) and an oil replenishment pump (33), wherein the bidirectional variable pump and the fixed displacement motor form a closed hydraulic circuit; the oil replenishment pump maintains the low pressure of the closed hydraulic circuit and provides control oil pressure for the bidirectional variable pump and the fixed displacement motor; The power coupling mechanism is composed of three planetary rows, including a sun gear shaft, a first sun gear, a first planet carrier, a first ring gear, a first ring gear gear 1, a first gear first ring gear gear 2, a first planet carrier gear, a second sun gear, a second planet carrier, a second ring gear, a third sun gear, a third planet carrier, a third ring gear, a third ring gear gear and a third planet carrier gear; the mechanical power is input from the first planet carrier and the second ring gear by the input mechanism through the first planet carrier gear, and the hydraulic power is input from the sun gear shaft by the quantitative motor, and the power coupling mechanism is used to couple the mechanical power and the hydraulic power and then output them; The shift mechanism comprises a first clutch C1 (15), a second clutch C2 (10), a third clutch C3 (9), a fourth clutch C4 (16), a fifth gear (7), a sixth gear (8), a third shaft (11), a seventh gear (12), an eighth gear (13), a ninth gear (14), a fourth shaft (18) and a tenth gear (17), for realizing the switching of the four gears and transmitting the power of the power coupling mechanism to the output mechanism; The output mechanism is composed of a forward and reverse gear output mechanism and a PTO mechanism, including a forward gear clutch CV (22), a reverse gear clutch CR (20), a CPTO clutch (29), an eleventh gear (19), a fourth planetary carrier (21), a fifth planetary carrier (23), an output shaft sun gear (24), an output shaft (25), a twelfth gear (28), an output ring gear (34) and a PTO output shaft (30), and is used for outputting power.

2. The transmission device according to claim 1, characterized in that: The first gear and the second gear are fixedly mounted on the input shaft; the first gear is meshed with the twelfth gear for transmitting input power to the PTO output shaft; The second gear is meshed with the third gear and the first planetary carrier gear for transmitting input power to the hydraulic speed regulating circuit and the power coupling mechanism.

3. The transmission device according to claim 2, characterized in that: The active end of the CPTO clutch is fixedly connected to the twelfth gear, and the passive end is fixedly mounted on the PTO output shaft.

4. The transmission device according to claim 2, characterized in that: The third gear is meshed with the fourth gear; the fourth gear is fixedly mounted on the second shaft; The bidirectional variable displacement pump is coaxially arranged with the second shaft; The fixed displacement motor is arranged coaxially with the sun gear shaft.

5. The transmission device according to claim 3, characterized in that: The first sun gear, the second sun gear and the third sun gear are all fixedly mounted on the sun gear shaft; The first planet carrier is fixedly connected to the second ring gear and is fixedly mounted with the first planet carrier gear; The first gear ring gear 1 and the first gear ring gear 2 are both fixedly mounted on the first gear ring; The second planet carrier is fixedly connected to the third ring gear and is fixedly connected to the third ring gear gear; The third planet carrier gear is fixedly connected to the third planet carrier; After being coupled by three planetary gears, the power is transmitted to the first clutch C1 through the third planetary carrier gear, transmitted to the second clutch C2 through the first ring gear 2, transmitted to the third clutch C3 through the third ring gear, and transmitted to the fourth clutch C4 through the first ring gear 1.

6. The transmission device according to claim 5, characterized in that: The passive end of the first clutch C1 is fixedly connected to the passive end of the fourth clutch C4, and is fixedly connected to the tenth gear; the active end of the first clutch C1 is fixedly connected to the eighth gear, and the eighth gear is meshed with the third planetary carrier gear to transmit power from the power coupling mechanism; the tenth gear is meshed with the eleventh gear; The driving end of the fourth stage clutch C4 is fixedly connected to the ninth gear, and the ninth gear is meshed with the first ring gear to transmit power from the power coupling mechanism; The passive end of the second clutch C2 is fixedly connected to the passive end of the third clutch C3, and is fixedly connected to the seventh gear; the active end of the second clutch C2 is fixedly connected to the sixth gear, and the sixth gear is meshed with the first ring gear 2 to transmit power from the power coupling mechanism; the seventh gear is meshed with the eleventh gear; The active end of the third stage clutch C3 is fixedly connected to the fifth gear, and the fifth gear is meshed with the third ring gear to transmit power from the power coupling mechanism; When the forward clutch CV is engaged, the three planetary gears rotate as a whole, and the output shaft sun gear outputs; When the reverse clutch CR is engaged, the fourth planet carrier and the fifth planet carrier input power, and the output shaft sun gear outputs power.

7. The transmission device according to claim 6, characterized in that: The eleventh gear is loosely sleeved on the output shaft; the output shaft sun gear is fixedly mounted on the output shaft; the fourth planet carrier and the fifth planet carrier are both fixedly connected to the eleventh gear; the fifth planet carrier is meshed with the output shaft sun gear; the fourth planet carrier is meshed with the output ring gear; The driving end of the forward clutch CV is fixedly connected to the output ring gear, and the driven end is fixedly connected to the output shaft; The active end of the reverse clutch CR is a braking end, and the driven end is fixedly connected to the output ring gear. When the reverse clutch CR is engaged, the output ring gear is braked.

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