Non-sliding-friction pure meshing type torque vector distribution transmission system

Abstract

The invention discloses a non-slip pure meshing type torque vector distribution transmission system, belongs to the technical field of mechanical transmission and transmission design and manufacturing, and is particularly suitable for the field of tracked vehicle transmission systems. Torque vector distribution is achieved by adopting a gear shifting mode for the driving torque and the rotating speed of the tracks on the two sides, once gear shifting is completed, driving of the tracks on the two sides is pure mechanical differential speed and differential torque, turning under the non-sliding-friction working condition is achieved, long-time turning or construction site turning running operation is allowed, heating is avoided, the service life of friction elements is greatly prolonged, and the service life of the friction elements is prolonged. The whole process is only the transient sliding friction process of the brake belt and the brake drum at the moment of gear shifting, pure mechanical meshing transmission is adopted once gear shifting is completed, the transmission efficiency is high, and energy is saved; different torque differences can be obtained by shifting different gears of crawler drives on the two sides, and different turning radiuses can be obtained; a torque difference time control method can also be adopted; meanwhile, according to the scheme, in-situ steering under the working condition of efficient non-sliding-friction pure mechanical meshing transmission can be achieved, power consumption is low, and damage to the caterpillar band and the ground is small. And in addition, equal-gear, grade-difference, constant-speed or non-constant-speed switching of the reverse gear and the forward gear can be achieved, and the requirements of different working conditions are met.

Description

Technical Field

[0001] The invention belongs to the technical field of mechanical transmission and speed changer design and manufacturing, and is particularly applicable to the field of crawler vehicle transmission systems. Background Art

[0002] The transmission system of tracked vehicles generally has a torque converter plus pure mechanical transmission plus electro-hydraulic control type and a pure hydraulic transmission type; the former is mainly mechanical transmission, and the engine output power enters the torque converter and then enters a series of mechanical transmission devices, including parallel shaft gear transmission, space bevel gear transmission, planetary transmission, etc., and the power flow distribution of the tracks on both sides is achieved through multi-plate wet clutches and brakes. The control of its wet clutch and brake is basically achieved by a hydraulic system. The system is relatively complex and bulky and generally cannot achieve in-situ steering. When making a small radius turn, the inner track is generally braked, and the steering torque is obtained by the separate drive of the outer track. At this time, the entire inner track acts as a rotating shaft, which consumes a lot of energy and causes serious damage to the track itself and the ground; Even when making turns with a large turning radius, it is still achieved by sliding control of the wet clutches and brakes corresponding to the tracks on both sides. The sliding state of the friction plate accompanies the entire steering process, generating high heat and energy consumption, and affecting the service life of the friction plate. The overall mechanical transmission efficiency is low. The pure hydraulic transmission type generally uses the engine to directly drive the hydraulic pump (including the variable pump), and transmits and controls it through a series of hydraulic systems to ultimately output power through one or several hydraulic motors and cylinders, directly or indirectly (including wheel-side reduction and torque-increasing gear systems, etc.) driving the wheels or other working tools to work. It has the advantages of flexible layout such as power distributed drive, and can achieve stepless speed change, but it consumes a lot of energy and its overall transmission efficiency is lower than the former. Summary of the invention

[0003] The present invention improves the above-mentioned defects, and adopts a gear shifting method to realize torque (torque in this article includes speed and torque) vector distribution for the driving torque and speed of the crawlers on both sides. Once the gear shift is completed, the drive of the crawlers on both sides is a pure mechanical differential torque difference, realizing turning under non-slip friction conditions, so that long-term turning (for example: realizing long-term circling driving operations in a wide and specific field or construction site) is allowed without heat generation, greatly improving the service life of the friction element. The entire process is only a short slipping process between the brake belt and the brake drum at the moment of gear shifting. Once the gear shift is completed, it is a pure mechanical meshing transmission, with high transmission efficiency and energy saving. By performing different gear shifts on the crawler drives on both sides, different torque differences (including speed difference and torque difference) can be obtained, and different turning radii can be obtained; generally speaking, under general working conditions, only the same torque difference or turning radius can meet all turning angle requirements, that is, any turning angle can be obtained by using the torque difference time control method, and the longer the time, the larger the angle, and vice versa.

[0004] At the same time, the solution described in this patent application can achieve high-efficiency, non-slip, pure mechanical meshing transmission conditions of on-the-spot steering, with low power consumption and little damage to the track itself and the ground.

[0005] And it can realize the switching of reverse gear and forward gear with equal gear position, level difference, equal speed or non-equal speed (in some occasions, the reverse gear needs to be faster than the forward gear, such as when special machinery such as bulldozers are working) to meet the needs of different working conditions.

[0006] The present invention describes more detailed solutions for the gear shift execution control of the gearbox, including the control execution scheme of the shift element-brake belt, including the cam control scheme, the specific execution structure of the main control end and the fixed end, etc.

[0007] The combination of the planetary gears, the specific structures of the gear ring, brake drum, brake band, cam, roller, tappet, etc., the specific brake scheme, can be a belt type, or a friction plate type (can be single-plate, multi-plate, dry, wet), and there are many schemes for the locking brake of the brake band, such as: mechanical cam scheme, hydraulic scheme, pneumatic scheme, etc. For the control scheme, there are pure mechanical cable scheme, motor drive and control scheme, hydraulic, pneumatic drive control scheme, etc.; its brake can be a belt brake, disc brake, drum brake, single or multi-plate friction plate brake, etc., as shown in the figure: the brake drum of the belt brake, its brake band can be a plane brake band with a rectangular cross section, or a wedge-shaped brake band with a trapezoidal cross section, and its corresponding brake drum is also a corresponding wedge-shaped ring groove to achieve a wedge-tightening and force-increasing effect. Its braking method can be friction type or meshing type, such as: ratchet ratchet type, controllable ratchet ratchet type, overrunning clutch, controllable overrunning clutch, etc. The shift control strategy can also be achieved by auxiliary control of the speed of the power source (engine or motor) to achieve smooth braking using the overrunning clutch by utilizing the speed synchronization approach principle.

[0008] The brake of the compact constrained number shifting planetary gear train speed and torque conversion system used in this patent application can be a belt brake, a multi-plate brake (including dry, wet, multi-plate, single-plate brakes or clutches), etc. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present invention is specifically described below in conjunction with the accompanying drawings and embodiments:

[0010] Figure 1 :Simplified diagram of type A mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0011] Figure 2 :Simplified diagram of type B mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0012] Figure 3:Simplified diagram of C-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0013] Figure 4 :D-type mechanism diagram of non-slip pure meshing torque vector distribution mechanical transmission system

[0014] Figure 5 :Simplified diagram of E-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0015] Figure 6 : Schematic diagram of the planetary reduction assembly with elastic shock absorption and overload slip protection

[0016] Figure 7 :Simplified diagram of F-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0017] Figure 8 :Simplified diagram of G-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0018] Fig. 9 :H-type mechanism schematic diagram of non-slip pure meshing torque vector distribution mechanical transmission system

[0019] Fig.10 :J-type mechanism schematic diagram of non-slip pure meshing torque vector stepless distribution mechanical transmission system

[0020] Fig.11 :Simplified diagram of K-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0021] Fig.12 :L-type mechanism diagram of non-slip pure meshing torque vector distribution mechanical transmission system

[0022] Fig.13 :Simplified diagram of M-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0023] Fig.14 :N-type mechanism schematic diagram of non-slip pure meshing torque vector distribution mechanical transmission system

[0024] Fig.15 :Simplified diagram of P-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0025] Fig.16 :Simplified diagram of Q-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0026] Fig.17 :Simplified diagram of R-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0027] Fig.18 :Simplified diagram of S-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0028] Fig.19 :Simplified diagram of T-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0029] in:

[0030]

[0031]

[0032] DETAILED DESCRIPTION

[0033] Based on the prior application documents, this article will not repeat the same content, only describe the differences, and for the sake of simplicity, will not repeat the industry-common mechanism diagram symbol part number identification description (such as planetary gear structure and transmission shaft and other conventional mechanical transmission parts will no longer be marked with serial numbers one by one); the prior applications that can be used as references for this patent application are listed as follows:

[0034] 202010810361.8 Compact constrained digital shift planetary gear transmission

[0035] 202111427234.0 Compact constrained digital shifting planetary gear train speed change module

[0036] 202111548105.7 A compact and efficient multi-speed transmission

[0037] 202210463722.5 A coaxial compact transmission

[0038] 202210913107.X Compact multi-dimensional shift transmission

[0039] 202210340965.x Vehicle ramp start zero slip parking mechanism

[0040] 202211171049.4 Vehicle ramp start zero slip axial parking mechanism

[0041] 202211171048.X Variable speed differential vector torque high power density motor and speed change assembly

[0042] 202211194933.X Compact, limited-number shifting, high-efficiency, multi-speed transmission

[0043] 202211206760.9 Full-dimensional planetary gear transmission

[0044] 202222776409.5 Planetary gear train transmission ring gear motion pair

[0045] 202211291332.0 Constraint number shifting planetary gear train transmission hydraulic control system

[0046] 202211291333.5 Slope start zero slip parking mechanism

[0047] 202211291334.X Planetary gear transmission ring gear motion pair and design method

[0048] Figure 1 to Figure 5 Respectively represent: non-slip pure meshing torque vector distribution mechanical transmission system A, B, C, D, E type mechanism diagram

[0049] Type A non-slip pure meshing torque vector distribution mechanical transmission system: including engine, transfer case, power take-off shaft, hydraulic pump, planetary reduction assembly with elastic shock-absorbing overload slip protection, coupling, bevel gear reduction reversing system; left and right compact constrained digital shift NW type three-speed planetary gear system speed change torque conversion system; left and right terminal planetary reduction assembly; left and right drive wheels (can be crawler drive wheels);

[0050] Among them: Planetary reduction assembly with elastic shock absorption overload slip protection (its function is to replace the torque converter and improve the transmission efficiency; see the attached Figure 6 ), including: a preload control device 58, an arc surface 59 in contact with a preload spring restraint protective cover, a preload spring 60, a clutch lock block 61 controlled by a spring preload, a wheel hub (gear ring brake drum) 62 with an engagement locking groove, a gear ring 63, a planetary gear 64, a sun gear 65, a preload spring restraint protective cover 66, and a clutch lock block restraint auxiliary base plate 67; wherein: the preload control device 58 can make a circular motion under the control of a control motor or an electric push rod or a hydraulic pneumatic drive device, and its inner wall contains an arc surface 59 in contact with a preload spring restraint protective cover. When it makes a circular motion, the preload force of the preload spring 60 can be changed, and a restraint protective cover 66 can be added to the outer side of the preload spring; the clutch lock block 61 controlled by the spring preload is engaged with the outer side of the wheel hub (gear ring brake drum) 62 The locking groove is meshed, and its meshing tooth shape is at a certain angle. Under normal working conditions, the ring gear is locked by the clutch lock block and is in a brake locking state. When the ring gear torque is overloaded, the clutch lock block can rely on this angle to compress the spring to separate the lock block from the locking groove, thereby playing an overload protection function; the ring gear 63 can be fixedly connected to the wheel hub (ring gear brake drum) 62 or designed as an integrated whole; the clutch lock block constraint auxiliary base plate 67 can be fixedly connected to the fixed end of the box, or: connected to the fixed end in an elastic shock-absorbing relationship, such as using a metal spring, rubber spring or hydraulic pneumatic shock-absorbing or vibration energy absorbing device, which can achieve a better stabilizing torque and filtering the engine torque fluctuation effect; in general use situations, the planetary gear system acts as a deceleration function, the power flow is input by the sun gear, and the planetary carrier is output, see Figure 1As shown in the mark number 5.

[0051] The bevel gear reduction reversing system includes: a small bevel gear 7, a right large bevel gear 11, a right large bevel gear combining tooth 12, a right movable combining sleeve 13, a right power flow combining tooth 14, a left large bevel gear combining tooth 15, a middle movable combining sleeve A16, a left transmission shaft combining tooth 17, a left power flow combining tooth 18, a left movable combining sleeve 19, and a left large bevel gear 20;

[0052] Among them: the middle movable coupling sleeve A16 is responsible for connecting or disconnecting the left and right transmission shafts, and is in a movable key connection relationship with the corresponding right transmission shaft, which can transmit torque and move axially at the same time. Its axial movement can be controlled by a fork. When the middle movable coupling sleeve 16 and the left transmission shaft coupling tooth 17 are combined, the left and right transmission shafts are connected as a whole, and the engine power flow can be transmitted to the left and right planetary gear train speed and torque conversion systems at the same time; or: both the left and right transmission shafts are provided with coupling teeth, such as Figure 5 As shown: the left transmission shaft is combined with the tooth 17 and the right transmission shaft is combined with the tooth 56, and the axial movement of the middle combination sleeve B57 completes the connection or disconnection function of the left and right transmission shafts.

[0053] By switching the corresponding combination sleeve, the forward, backward and in-situ turning functions can be realized;

[0054] Specifically:

[0055] a: When the middle movable coupling sleeve 16 and the left transmission shaft coupling tooth 17 are coupled; the right movable coupling sleeve 13 couples the right large bevel gear coupling tooth 12 and the right power flow coupling tooth 14, the small bevel gear 7 outputs power through the right large bevel gear 11, and the vehicle is in reverse gear state; Note: This article is based on the analysis that the engine output shaft rotates counterclockwise (from the engine output end)

[0056] b: When the middle movable coupling sleeve 16 and the left transmission shaft coupling tooth 17 are coupled; the left movable coupling sleeve 19 couples the left large bevel gear coupling tooth 15 and the left power flow coupling tooth 18, the small bevel gear 7 outputs power through the left large bevel gear 20, and the vehicle is in the forward gear state;

[0057] c: Based on the above b, when the speed change and torque conversion systems of the planetary gear trains on the left and right sides are switched to the same gear, the drive wheels on the left and right sides will rotate at the same speed, and the vehicle will be in a forward gear straight-line running state; when the speed change and torque conversion systems of the planetary gear trains on the left and right sides are respectively in different gears, the drive wheels on the left and right sides will rotate at non-uniform speeds, and the vehicle will be in a circling state. By switching different gears, different turning radii can be obtained. As shown in the figure, in this implementation case, 3 gears can be provided on both sides. According to the permutations and combinations, 3x3=9 sports modes can be combined, among which: when the number of gears on both sides is the same, three different speeds of straight-line running speeds are presented; when the number of gears on both sides is different, 6 turning operation modes can be obtained, including left and right and different turning radii, namely: three turning radii to the left and three turning radii to the right.

[0058] d: Similarly, based on the above a, when the number of gears on both sides is the same, there are three different reverse gear straight-line running speeds. When the number of gears on both sides is different, 6 reverse gear turning operation modes to the left and right and with different turning radii can be obtained, specifically: three reverse gear turning radii to the left and three reverse gear turning radii to the right.

[0059] e: When the middle movable coupling sleeve 16 and the left transmission shaft coupling tooth 17 are separated; the right movable coupling sleeve 13 couples the right large bevel gear coupling tooth 12 and the right power flow coupling tooth 14, and the left movable coupling sleeve 19 couples the left large bevel gear coupling tooth 15 and the left power flow coupling tooth 18, the small bevel gear 7 outputs power to the left and right sides through the right large bevel gear 11 and the left large bevel gear 20 at the same time, and the left and right drive wheels present opposite rotation directions. When the left and right planetary gear train speed change and torque conversion systems are switched to the same gear, the left and right drive wheels will rotate in the same speed in the opposite direction, and the vehicle will present a state of turning in place; when the left and right planetary gear train speed change and torque conversion systems are respectively engaged in different gears, the left and right drive wheels will present a state of non-uniform speed reverse rotation, and the vehicle will present a state of non-circling in place. Specifically, different turning radii can be obtained by switching different gears on both sides. Obviously, this scheme can obtain turning in place and turning with different radii, and can also obtain a very small turning radius, so as to make up for the shortcomings of the turning radius categories in the above c and d states and meet the diversified running posture requirements of the vehicle. Note: This mechanism can only achieve one-way in-situ steering, that is, it can only turn in the same direction; according to the analysis of the rotation direction of the engine output shaft described in this article: it turns in a clockwise direction (looking from top to bottom), or, from the driver's perspective, it can only turn right in-situ. Therefore, if this type of model wants to make a counterclockwise in-situ turn or a left in-situ turn, it can only make a large turn to the right in-situ (for example: if you want to turn 30 degrees to the left in-situ, you can only do it by rotating 330 degrees to the right in-situ). Figure 2 It can realize two-way in-situ turning or circle, see below for details.

[0060] Since this turning mechanism belongs to non-slip pure meshing torque vector distribution, long-term turning or field circulation is allowed, which is one of the important characteristics of the implementation scheme of this patent application.

[0061] Note: The above vehicle state control can basically be divided into two categories: driving state control and parking state control: 1. Gear shifting and turning in the driving state are achieved by controlling the speed and torque conversion systems of the planetary gear trains on the left and right sides. This process is achieved by controlling the braking and separation states of the planetary gear train ring gear brake drum. It can be specifically implemented by a belt brake, a single-plate brake, or a multi-plate brake. It can achieve power-free interruption shifting or rely on a multi-mode clutch to achieve seamless shifting. For details, please refer to the prior application. 2: If the vehicle needs to shift into reverse gear or achieve on-the-spot turning and other working conditions (such as the states corresponding to a and e above), it is generally adopted to switch the coupling sleeve in the parking state, so: its coupling teeth and coupling sleeve can adopt a structure similar to the synchronizer. Since it is switched in a stationary state and there is no speed difference, there is no need for a synchronizer ring, only coupling teeth and coupling sleeves are required; or, a dog clutch solution can be adopted. Please refer to the prior application 202211194933.X compact constrained number shifting high-efficiency multi-speed transmission with attached Figures 16-17 : Schematic diagram of dog clutch mechanism A\B type.

[0062] Figure 2 : Non-slip pure meshing torque vector distribution mechanical transmission system B-type mechanism diagram, and Figure 1 The difference is that its function can realize bidirectional in-situ turning or circling, that is, it can turn left in-situ or turn right in-situ. Its mechanism specifically includes: small bevel gear 7, right small cylindrical gear 24, right large bevel gear 25 capable of bidirectional power output, hollow shaft left large bevel gear 26, left 2 small cylindrical gears 27, left 1 small cylindrical gear 28, right large cylindrical gear 29, right large cylindrical gear coupling teeth 30, optional right power flow coupling teeth 31, optional right movable coupling sleeve 32, left 2 large cylindrical gear right coupling teeth 33, left 2 large cylindrical gear left coupling teeth 34, left 2 large cylindrical gear 35, optional left power flow coupling teeth 36, optional left movable coupling sleeve 37, left 1 large cylindrical gear coupling teeth 38, left 1 large cylindrical gear 39 and bearings, etc.; by switching the corresponding coupling sleeves, the forward gear, reverse gear, left in-situ turning, right in-situ turning and other functions can be obtained, specifically:

[0063] When the combination sleeve 32 is combined with 31 and 33, and the combination sleeve 37 is combined with 36 and 38, the vehicle can turn left in situ (such as Figure 2 currently displayed state);

[0064] When the coupling sleeve 32 is coupled with 31 and 30, and the coupling sleeve 37 is coupled with 36 and 34, the vehicle can turn right in situ;

[0065] When the coupling sleeve 32 is coupled with 31 and 30, and the coupling sleeve 37 is coupled with 36 and 38, the vehicle is in reverse gear.

[0066] When the coupling sleeve 32 is coupled with 31 and 33, and the coupling sleeve 37 is coupled with 36 and 34, the vehicle is in forward gear.

[0067] Combined with the gear switching of the planetary gear transmission and torque conversion system on the left and right sides, multi-posture driving modes such as different gear speeds and different dynamic turning radii can be achieved. Please refer to the previous article for details and the analysis will not be repeated.

[0068] Among them, cylindrical gears can be spur gears or helical gears;

[0069] In order to keep the drawings simple, the bearings are basically omitted in the drawings of this patent application. The bearing installation positions and functions are consistent with the use scenarios of conventional mechanical transmission bearings, such as: bearings are generally installed in the parts where there is relative motion between the two, such as needle roller or roller bearings can be installed between the number 27, 28 in the drawings and the intermediate support shaft.

[0070] Figure 3 :Simplified diagram of C-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0071] Figure 3 In the embodiment, the bevel gear speed reduction and reversing system is simplified to realize only forward gear, reverse gear and neutral gear functions. Since the intermediate structure is greatly simplified, the diameter of the small bevel gear 7 can be designed to be smaller to achieve a larger reduction ratio. However, in order to realize in-situ turning, a reverse gear setting is added to the left and right planetary gear speed change and torque conversion systems. By controlling the gear settings of the left and right planetary gear speed change and torque conversion systems respectively, the functions of straight forward gear and reverse gear at different vehicle speeds, forward gear and reverse gear turning at different turning radii, and in-situ turning in different directions can be realized.

[0072] Figure 4 : A schematic diagram of a D-type mechanism of a non-slip pure meshing torque vector distribution mechanical transmission system. Figure 1The difference is that the speed change and torque change system of the planetary gear train on the left and right sides is a NGW type planetary gear train, and a single planetary gear assembly 45 that can realize forward and reverse deceleration is added at the front end of the bevel gear deceleration reversing system, which can realize deceleration and output forward or reverse speed at the same time, thereby meeting the left and right two-way in-situ steering function. Specifically, when the movable outer gear combination sleeve 49 is combined with the ring gear combined with the inner gear 48, the planetary carrier brake drum 46 is braked, and the reverse speed is output; when the movable outer gear combination sleeve 49 is combined with the planetary carrier combined with the inner gear 47, the ring gear brake drum is braked, and the forward speed is output. It is obvious that the forward deceleration ratio of this mechanism is greater than the reverse deceleration ratio, that is, it can provide greater forward gear power or faster reverse gear speed, which is more in demand for the working conditions of special vehicles such as bulldozers. Of course, by switching the corresponding coupling sleeves in the bevel gear reduction reversing system area, more diversified functions can be obtained, that is: the vehicle transmission system has two double switching forward and reverse functions. Through the organic combination of the two places, it can meet various functions such as diversified forward gears, reverse gears, different radii, different directions of turning, and two-way in-situ turning.

[0073] Figure 5 : A schematic diagram of the E-type mechanism of a non-slip pure meshing torque vector distribution mechanical transmission system. As shown in the figure, a front shared constraint number shift NGW type 1 reverse gear 2 forward gear planetary gear train speed change system 53 is set at the front end of the planetary reduction assembly 5 with elastic shock absorption overload slip protection, that is, at the front end of the vehicle transmission system. Since it is at the front end and its torque is small, the planetary gear train and braking control systems can be lightweight designed. The system includes 1 reverse gear 2 forward gears, and the right side constraint number shift NW type two-speed planetary gear train speed change at the rear end The torque converter system 54 and the left-side constrained digital shift NW type two-speed planetary gear system torque converter system 55 are combined and controlled to realize 2x2=4 groups of forward gears and 2 groups of reverse gears. Similarly, by organically coordinating and switching the corresponding coupling sleeves in the bevel gear reduction reversing system area, diversified functions can be obtained, that is: the vehicle transmission system has two-place double switching forward and reverse shifting functions. Through the organic combination of the two places, various functions such as diversified forward gears, reverse gears, different radii, different direction turns, and two-way in-situ steering can be satisfied.

[0074] In this figure: both the left and right transmission shafts are provided with coupling teeth, the left transmission shaft coupling teeth 17 and the right transmission shaft coupling teeth 56, and the connection or disconnection function of the left and right transmission shafts is completed by axial movement of the middle coupling sleeve B57.

[0075] Figure 7: A simplified diagram of the F-type mechanism of a non-slip pure meshing torque vector distribution mechanical transmission system. As shown in the figure, a compact constrained number-shifting planetary gear train speed and torque conversion system that can realize non-power interruption gear shifting is placed in front of the front high-speed zone, which can achieve lightweight design and save a set of systems, simplify the system and reduce costs. As shown in the figure: an NGW-type planetary gear train assembly with one reverse gear and three forward gears; through the mutual combination with the bevel gear reduction reversing system, multi-gear forward gear, reverse gear and in-situ two-way steering functions can be realized; in order to realize dynamic steering during driving, brakes and clutches are configured on the left and right sides (such as: right brake 68, right clutch 69, left clutch 70, left brake 71), and at the same time, it can contain a hill start assist function. Its specific structure refers to the prior application: 202211171049.4 Vehicle ramp start zero slip axial parking mechanism, 202211291333.5 Slope start zero slip parking mechanism.

[0076] Figure 8 : A schematic diagram of a G-type mechanism of a non-slip pure meshing torque vector distribution mechanical transmission system. As shown in the figure, the terminal planetary reduction assemblies on the left and right sides are combined into one and placed in the front high-speed zone, which can achieve a lightweight design and save a set of systems, simplify the system and reduce costs; in this scheme, since the original terminal planetary reduction assembly is placed in front, the torque of the related transmission components at the rear end increases, and a strengthened design is required. Fortunately, there is no friction plate component at the rear end except for the planetary carrier brake 80, so the strengthened design is relatively easy;

[0077] The important components of the function optimization in the system include: right terminal reduction cylindrical gear set 74, left terminal reduction cylindrical gear set 78; bevel gear planetary gear train assembly 75 including planet carrier brake;

[0078] Wherein, the left and right terminal reduction cylindrical gear sets are both connected through power flow switchable devices such as coupling teeth and coupling sleeves to control the on and off of their respective power flow paths, or a synchronizer with a synchronizer ring or a friction plate clutch can be added to realize dynamic power flow path switching or power flow path switching without power interruption;

[0079] The bevel gear planetary gear train assembly 75 including the planetary carrier brake 80 may also include a clutch combination gear sleeve 79, which can timely connect or disconnect the left and right drive wheels according to the needs, or a synchronizer with a synchronizer ring or a friction plate clutch may be added to realize dynamic power flow path switching or power flow path switching without power interruption;

[0080] Working principle and process description:

[0081] When the planet carrier brake 80 tightly holds the bevel gear planet carrier, if the left and right terminal reduction cylindrical gear sets are both in the power flow path conduction state, the entire system enters the parking state; when any one of the left and right terminal reduction cylindrical gear sets is in the power flow path conduction state, the vehicle will achieve on-site steering; the specific direction analysis will not be repeated;

[0082] When the clutch coupling gear sleeve 79 is in the coupled state and the planetary carrier brake 80 tightly holds the bevel gear planetary carrier, the entire system is also in the parking state;

[0083] When the planetary carrier brake 80 is in the disengaged state, if the left and right terminal reduction cylindrical gear sets are both in the power flow path conduction state, the vehicle is in a straight-line driving state, and the forward gear and the reverse gear can be realized by switching the bevel gear reduction reversing system (referring to the bevel gear system connected to the coupling 6); by controlling the compact constrained number shifting planetary gear system speed change torque conversion system at the front end, the forward gear and the reverse gear of different gear speeds can be realized; at this time, the clutch coupling gear sleeve 79 can also be engaged, and when the clutch coupling gear sleeve 79 is engaged, any one of the left and right terminal reduction cylindrical gear sets can be made to work;

[0084] If it is necessary to turn during driving, the following solution can be adopted, taking turning right as an example: let the left terminal reduction cylindrical gear set be in the power flow conduction working state, and the right terminal reduction cylindrical gear set be in the power flow disconnection state. At this time, let the clutch coupling gear sleeve 79 be in the disengaged state or slowly enter the disengaged state, then the right drive wheel will lose power or the speed will slow down, so the vehicle turns right, or, at this time, the planetary carrier brake 80 can be assisted to be slowly braked, and the differential effect on both sides can be formed through its bevel gears, thereby further slowing down the right drive wheel, or, further slowing down by braking the right brake 68; or, when the clutch coupling gear sleeve 79 is in the disengaged state and the planetary carrier brake 80 is in the disengaged state, turning during driving can be achieved directly by controlling the clutches corresponding to the left and right terminal reduction cylindrical gear sets.

[0085] Fig. 9 : A schematic diagram of the H-type mechanism of a non-slip pure meshing torque vector distribution mechanical transmission system. The newly optimized key components include: a terminal reduction cylindrical gear set (which can be fixedly connected to the differential) 81, a differential assembly including a differential lock 82, and a clutch plate differential lock 83. When the clutch plate differential lock 83 is in the engaged state, the left and right brakes 68 and 71 are released, and the vehicle is in a straight-line driving state. The principle is the same as above. The forward and reverse gears can be achieved by switching the bevel gear reduction reversing system (referring to the bevel gear system connected to the coupling 6); by controlling the compact constrained number shifting planetary gear system speed and torque conversion system at the front end, the forward and reverse gears of different gear speeds can be achieved;

[0086] When turning is required, the clutch plate differential lock 83 is in a disengaged state, and differential steering is achieved by slowly braking the left and right brakes. For example, when turning left, the left brake is braked. Note: The clutch plate differential lock 83 can also be a combination tooth, a combination sleeve structure or a dog clutch mechanism.

[0087] Fig.10 : A schematic diagram of a J-type mechanism of a non-slip pure meshing torque vector stepless distribution mechanical transmission system. The structure shown in this figure is the only solution in this patent application that uses a continuously variable transmission assembly. In order to achieve stepless steering of the drive wheels on both sides of the vehicle, a two-phase mechanical continuously variable transmission 84 is used to divide the engine power flow into two paths, which pass through the right reduction reversing bevel gear set 85 and the left reduction reversing bevel gear set 86 respectively, and then enter the drive wheels after passing through the left and right terminal reduction assemblies.

[0088] Note: The mechanical continuously variable transmission in this system can also be a traditional continuously variable transmission or a movable gear continuously variable transmission or a hydraulic continuously variable transmission or an electric continuously variable transmission; it has more layout flexibility; if an electric drive solution is adopted, it has more layout flexibility and controllability, such as: a motor plus a transmission assembly, or a hub motor, a wheel-side motor + a reducer, etc.; in order to solve the problems of high power consumption, inconvenient charging, short battery life and high cost of engineering vehicles, an extended-range solution can also be adopted, that is, the fuel engine is used to drive the generator to generate electricity at a constant and efficient working condition, and other systems can completely use electric drive systems and electronic control systems to realize all functions; its comprehensive fuel economy will not be lower than that of a hydraulic drive system, and it has many inherent advantages of an electric drive system. A small-capacity battery can be added for functions such as electric energy buffering and energy storage.

[0089] In addition, if the above-mentioned related scheme has an overload protection function, the planetary reduction assembly 5 with elastic shock-absorbing overload slip protection can be removed, or only the overload protection function can be removed while retaining the planetary reduction torque increase function.

[0090] Figures 11 to 16 They are: K, L, M, N, P, Q type mechanism schematics of non-slip pure meshing torque vector distribution mechanical transmission system. The basic principle analysis can be found in the attached drawings and the above text, and due to space reasons, they will not be repeated one by one.

[0091] Fig.17 : A schematic diagram of a non-slip pure meshing torque vector distribution mechanical transmission system R-type mechanism. The example shown in this figure is in the attached Fig.10An improvement is made on the basis of the above, in which the planetary reduction assembly 5 with elastic shock-absorbing overload slip protection is replaced by a clutch 88 with shock-absorbing function. The clutch can be a dry clutch or a wet clutch, and its shock-absorbing device can be a spring, a flexible disk, a dual-mass flywheel, etc.; since the speed reduction and torque-increasing planetary gear set is removed from the front end, the torque in the continuously variable speed change area and the left and right speed reduction reversing bevel gear set area is reduced, which is conducive to lightweight design. In order to ensure that the total reduction ratio of the entire transmission system is large enough, the left and right terminal planetary reduction assemblies can be changed from two stages to three stages to increase the reduction ratio.

[0092] Fig.18 :Simplified diagram of S-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0093] Fig.19 :Simplified diagram of T-type mechanism of non-slip pure meshing torque vector distribution mechanical transmission system

[0094] Fig.18 , 19 is Fig.17 Based on the overall architecture, two sets of constrained number shifting three-speed planetary gear train speed and torque conversion systems 91 and 93 replace the two-phase mechanical continuously variable transmission 84; Fig.18 and Fig.17 Similarly, the planetary reduction assembly 5 with elastic shock-absorbing overload slip protection is replaced by a clutch 88 with shock-absorbing function, and the left and right terminal planetary reduction assemblies are changed from two stages to three stages.

[0095] Fig.19 In the embodiment, a planetary reduction assembly 94 with a shock absorbing function and a starting clutch function is arranged at the front end, and has the functions of shock absorbing, starting clutch, and speed reduction and torque increase; its shock absorbing device can be a spring, a flexible disk, a dual-mass flywheel, etc., and its starting clutch function is to achieve starting by braking the planetary gear ring, and its braking scheme can adopt a belt brake, a single-disc brake, a multi-disc brake, etc.; it can also integrate the overload protection function corresponding to the serial number mark 5 described above;

[0096] In addition, the power split transmission of the left and right constrained shift three-speed planetary gear system is Fig.18 By using a constant speed ratio cylindrical gear set 92, the right set of planetary gear train speed and torque conversion systems are directly driven, and the left set is a constant speed reverse drive. Of course, since there are left and right reduction reversing bevel gear sets 85 and 86 on the rear side, rotational reversing is not a problem, and it can be achieved by controlling the engagement position of each coupling sleeve and coupling tooth according to the driving requirements of forward gear, reverse gear and other working conditions. Fig.19 The power split cylindrical gear set 95 can be used to reduce speed and increase speed, and make the speed ratio and rotation direction of the left and right sides consistent; the cylindrical gear can be straight teeth or helical teeth.

[0097] Note: The planetary gear speed and torque converter system can have three or more gears depending on the number of constraints required for gear shifting.

[0098] Note: Figure 1 , 2 In the simplified scheme shown in 3 and 10, there is no starting clutch function at the front end. Starting requires precise control of the ring gear brakes of the left and right sides of the rear end's constrained gear-shifting planetary gear system to complete the process. Balanced control of the brakes on both sides is required. Because starting requires precise and subtle control of the brake slip state to obtain good, smooth and comfortable starting characteristics, the slip time required for starting will be longer than the shifting time. Therefore, it is better to use a unified clutch at the front end, such as: Fig.18 , 19 In the scheme shown, a special starting clutch function device 88, 94 is provided at the front end; wherein 94 is a vehicle clutch starting function realized by a brake ring gear method; in addition, in schemes such as D and E, the vehicle clutch starting function can also be realized by braking the corresponding ring gear of the front planetary gear system. In general, the shifting time is short and can even be switched directly and quickly. For the constrained number shifting three-speed planetary gear system speed and torque conversion system in the implementation case of this patent application, the fast shifting function can be achieved, and the fastest shifting time can be less than 0.1 seconds. Therefore, even if the two sides are shifted at the same time, the action gait can basically be synchronized, and the same gear is switched for straight-line driving, and different gears are switched for curve driving.

[0099] Note: The solution described in this patent application can also use the characteristics of the compact constrained number shifting planetary gear system to perform parking brakes. When two or more gear ring brake drums are locked at the same time, the system degree of freedom = 0, and it enters the braking state; if all are disengaged, the system degree of freedom is greater than 1, and it is in the neutral state; if one is braked, the degree of freedom = 1 and it is in the current gear working state;

[0100] The above-mentioned braking parking and hill start mechanism (as shown in the attached figure: right brake (or with hill start assist function, see prior application) 68;) can also retain only one to have the hill start function. If only parking is required without the hill start assist function, it can be removed as a whole in relevant occasions. Parking can be achieved by simultaneously braking the locking constraint and shifting the two sets of planetary gear rings of the planetary gear system.

[0101] The above scheme can be used for wheeled, tracked and other vehicles; it can also be used for amphibious vehicles, or for driving underwater ships; the above torque vector distribution mechanism can be used to drive paddling devices such as propellers on both sides or paddling paddles on both sides or paddling tracks on both sides.

[0102] In order to simplify the illustration and reduce the number of lines, it is not drawn according to the standard engineering drawing. It is only a schematic diagram for explaining the principle. The content described can be accurately identified by combining the contextual drawings. The explanations of the drawings in the above specification can refer to the mechanism diagrams of the corresponding drawings and read the drawings accurately according to the conventional engineering technical language to ensure the full disclosure of the technology. Due to time constraints, I will explain it in detail when I apply for priority next time. Please understand.

[0103] Note 1: For all the planetary gear trains in this figure, the number of planetary gears can be increased to increase the power distribution path, expand the load capacity, or further reduce the size of the planetary gear train; in addition, each gear can be of helical or straight tooth type.

[0104] Note 2: The input shaft and output shaft can be used interchangeably under certain circumstances and working conditions.

[0105] Note 3: The parts serial numbers in the drawings are marked with unified serial numbers for the common parts in different drawings, while the related equivalent functional parts in specific drawings are marked with different serial numbers. This is entirely to cooperate with the instructions to more clearly and accurately describe its working principle. For the common parts of each planetary gear set, they are no longer marked with part numbers one by one, but are described with unified names, such as: brake drum, brake band, bearing, gear ring, sun gear, etc. Definition: For the convenience and accuracy of description, the concept of planetary gear set in this article refers to a single set of planetary gear train assemblies, and the concept of planetary gear train refers to the collective name of multiple sets of planetary gear train assemblies.

[0106] Notes:

[0107] The part numbers in the drawings are marked with the same serial numbers for common parts in different drawings, while different serial numbers are used for related equivalent functional parts in specific drawings. This is entirely for the purpose of cooperating with the instructions to more clearly and accurately describe the working principles.

[0108] All the design ideas, structures, methods, and theories given in this article can be used to guide the design. The technical contents disclosed in the form of design theories, methods, implementation models, structures, principle diagrams, structural diagrams, schematic diagrams, mechanism diagrams, specific embodiments, etc. can be used to specifically design and manufacture various types of engine devices. The implementation mechanisms listed in this patent are all typical examples. The specific facility plans and mechanism types are not listed here in full. Any cross-reorganization, mutual reference design, combination mechanism plan and various application field examples of any design theory, idea, method, model, mechanism, component disclosed in this article are all within the scope of protection of this property right. Any behavior of using this principle for design and application without authorization is an infringement. For example: the relevant design theories and methods are applicable to traditional motors, generators and other similar power sources.

[0109] The purpose of the drawings of this patent is only to briefly explain the facility concept and principle structure of this patent, aiming to clearly express the patent disclosure content with a minimum of drawings, clearly express the key structure, and adopt a "detailed and simple" expression method, that is: the combination of simple drawings and detailed drawings; at the same time, in order to reduce the amount of drawings, the illustrations of similar structures no longer draw other direction views and cross-sectional, enlarged and other detailed drawings; and the standard parts, general parts, and parts without specific meanings and special functions in the text are all named and numbered uniformly in different drawings to make them more concise and clear. Please refer to each other when viewing the drawings.

Claims

1. A non-slip pure meshing torque vector distribution transmission system, comprising an input shaft, an output shaft, a plurality of speed reduction reversing systems, and a driving wheel, characterized in that: The driving torque and speed of the driving wheels or track driving wheels on both sides are distributed by means of gear shifting, stepless speed change, electro-hydraulic drive or electric drive to achieve torque vector distribution; when the gear shifting method is adopted, once the gear shifting is completed, the drive on both sides is a pure mechanical differential torque difference, so as to achieve turning under non-slip friction conditions; the whole process is only a short slip friction process between the brake belt and the brake drum at the moment of gear shifting, and once the gear shifting is completed, it is a pure mechanical meshing transmission; different torque differences can be obtained by shifting the drive on both sides to different gears, and different turning radii can be obtained; Alternatively, all turning angle requirements can be met by simply using the same torque difference or turning radius, that is, any turning angle can be obtained by using the torque difference time control method, the longer the time, the larger the angle, and vice versa; Alternatively, it can realize in-situ turning under the condition of efficient non-slip pure mechanical meshing transmission, with low power consumption and little damage to the crawler itself and the ground; Alternatively, the reverse gear and the forward gear may be switched with equal gear position, level difference, equal speed or non-equal speed.

2. The non-slip pure meshing torque vector distribution transmission system according to claim 1 is characterized in that: The implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system type A: including an engine, a transfer case, a power take-off shaft, a hydraulic pump, a planetary reduction assembly with elastic shock-absorbing overload slip protection, a coupling, and a bevel gear reduction reversing system; a left and right compact constrained digital shifting NW type three-speed planetary gear train speed and torque conversion system; Left and right terminal planetary reduction assemblies; Left and right driving wheels (can be tracked driving wheels); The bevel gear reduction reversing system includes: a small bevel gear 7, a right large bevel gear 11, a right large bevel gear combining tooth 12, a right movable combining sleeve 13, a right power flow combining tooth 14, a left large bevel gear combining tooth 15, a middle movable combining sleeve A16, a left transmission shaft combining tooth 17, a left power flow combining tooth 18, a left movable combining sleeve 19, and a left large bevel gear 20; Among them: the middle movable coupling sleeve A16 is responsible for connecting or disconnecting the left and right transmission shafts, and is in a movable key connection relationship with the corresponding right transmission shaft, which can transmit torque and can move axially at the same time. Its axial movement can be controlled by a fork. When the middle movable coupling sleeve 16 and the left transmission shaft coupling teeth 17 are combined, the left and right transmission shafts are connected as a whole, and the engine power flow can be transmitted to the left and right planetary gear train speed and torque conversion systems at the same time; or: both the left and right transmission shafts are provided with coupling teeth, as shown in Figure 5: the left transmission shaft coupling teeth 17 and the right transmission shaft coupling teeth 56, and the left and right transmission shafts are connected or disconnected by the axial movement of the middle coupling sleeve B57; By switching the corresponding combination sleeve, the forward, backward and in-situ turning functions can be realized; Specifically: a: When the middle movable coupling sleeve 16 and the left transmission shaft coupling tooth 17 are coupled; the right movable coupling sleeve 13 couples the right large bevel gear coupling tooth 12 and the right power flow coupling tooth 14, the small bevel gear 7 outputs power through the right large bevel gear 11, and the vehicle is in reverse gear state; Note: This article is based on the analysis that the engine output shaft rotates counterclockwise (from the engine output end) b: When the middle movable coupling sleeve 16 and the left transmission shaft coupling tooth 17 are coupled; the left movable coupling sleeve 19 couples the left large bevel gear coupling tooth 15 and the left power flow coupling tooth 18, the small bevel gear 7 outputs power through the left large bevel gear 20, and the vehicle is in the forward gear state; c: On the basis of b above, when the speed-changing and torque-changing systems of the planetary gear trains on the left and right sides are switched to the same gear, the driving wheels on the left and right sides will rotate at the same speed, and the vehicle will be in a forward gear straight-line running state; when the speed-changing and torque-changing systems of the planetary gear trains on the left and right sides are respectively in different gears, the driving wheels on the left and right sides will rotate at non-uniform speeds, and the vehicle will be in a circling state. By switching different gears, different turning radii can be obtained. As shown in the figure, in this implementation case, 3 gears can be provided on both sides. According to the arrangement and combination, 3x3=9 kinds of sports modes can be combined, among which: when the number of gears on both sides is the same, three different speeds of straight-line running speeds are presented; when the number of gears on both sides is different, 6 turning operation modes can be obtained, including left and right and different turning radii, namely: three turning radii to the left and three turning radii to the right; d: Similarly, based on the above a, when the number of gears on both sides is the same, three different speeds of reverse gear straight-line running speeds are presented. When the number of gears on both sides is different, 6 reverse gear turning running modes can be obtained, namely, three reverse gear turning radii to the left and three reverse gear turning radii to the right; e: When the middle movable coupling sleeve 16 and the left transmission shaft coupling tooth 17 are separated; the right movable coupling sleeve 13 couples the right large bevel gear coupling tooth 12 and the right power flow coupling tooth 14, and the left movable coupling sleeve 19 couples the left large bevel gear coupling tooth 15 and the left power flow coupling tooth 18, the small bevel gear 7 outputs power to the left and right sides through the right large bevel gear 11 and the left large bevel gear 20 at the same time, and the left and right drive wheels rotate in opposite directions. When the left and right planetary gear train speed change and torque conversion systems are switched to the same gear, the left and right drive wheels will rotate in opposite directions at the same speed, and the vehicle will rotate in place; when the left and right planetary gear train speed change and torque conversion systems are respectively engaged in different gears, the left and right drive wheels will rotate in opposite directions at non-uniform speeds, and the vehicle will not rotate in place. Specifically: the two By switching to different gears, different turning radii can be obtained. It is obvious that this scheme can achieve in-situ turning and turning with different radii, and can also achieve a very small turning radius, so as to make up for the shortcomings of the turning radius categories in the above c and d states and meet the diversified operating posture requirements of the vehicle; Note: This mechanism can only achieve one-way in-situ turning, that is, it can only turn in circles in the same direction; according to the analysis of the rotation direction of the engine output shaft described in this article: it turns in a clockwise direction (looking from top to bottom), or, from the driver's perspective, it can only turn right in place, so if this type of model wants to make a counterclockwise in-situ turn or a left in-situ turn, it can only make a large turn to the right in place (for example: if you want to achieve a 30-degree left in-situ turn, you can only achieve it by rotating 330 degrees to the right in place). Figure 2 can achieve two-way in-situ turning or turning in circles; Since this turning mechanism belongs to non-slip pure meshing torque vector distribution, long-term turning or field circulation is allowed, which is one of the important characteristics of the implementation scheme of this patent application; The above-mentioned vehicle state control can basically be divided into two categories: driving state control and parking state control:

1. The gear shifting and turning in the driving state are achieved by controlling the speed and torque conversion systems of the planetary gear trains on the left and right sides. This process is achieved by controlling the braking and separation states of the planetary gear train ring gear brake drum. It can be specifically achieved by using a belt brake, a single-plate brake, or a multi-plate brake. It can achieve power-free interruption shifting or rely on a multi-mode clutch to achieve seamless shifting. For details, please refer to the prior application; 2: If the vehicle needs to shift into reverse gear or achieve working conditions such as turning in place (such as the states corresponding to a and e above), it is generally adopted to switch the coupling sleeve in the parking state, so: its coupling teeth and coupling sleeve can adopt a structure similar to that of a synchronizer. Since it is switched in a stationary state and there is no speed difference, there is no need for a synchronizer ring, only coupling teeth and coupling sleeves are required; or, a dog tooth clutch solution can be adopted, and reference can be made to Figures 16 to 17 of the prior application 202211194933.X compact constrained number shifting high-efficiency multi-speed transmission: dog tooth clutch mechanism schematic diagram A\B type; Alternatively, its implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system type B, whose function can realize two-way in-situ steering or turning in circles, that is, it can turn in-situ to the left or to the right; its mechanism specifically includes: a small bevel gear 7, a right small cylindrical gear 24, a right large bevel gear 25 capable of bidirectional power output, a hollow shaft left large bevel gear 26, a left 2 small cylindrical gear 27, a left 1 small cylindrical gear 28, a right large cylindrical gear 29, a right large cylindrical gear combination tooth 30, which can output power in both directions. Select the right power flow coupling gear 31, the right movable coupling sleeve 32, the right coupling gear 33 of the left 2 large cylindrical gears, the left coupling gear 34 of the left 2 large cylindrical gears, the left 2 large cylindrical gears 35, the left power flow coupling gear 36, the left movable coupling sleeve 37, the left 1 large cylindrical gear coupling gear 38, the left 1 large cylindrical gear 39 and the bearings, etc.; by switching the corresponding coupling sleeves, the forward gear, reverse gear, left in-situ steering, right in-situ steering and other functions can be obtained, specifically: When the coupling sleeve 32 is coupled with 31 and 33, and the coupling sleeve 37 is coupled with 36 and 38, the vehicle can turn left in situ (as shown in the current state in FIG. 2 ); When the coupling sleeve 32 is coupled with 31 and 30, and the coupling sleeve 37 is coupled with 36 and 34, the vehicle can turn right in situ; When the coupling sleeve 32 is coupled with 31 and 30, and the coupling sleeve 37 is coupled with 36 and 38, the vehicle is in reverse gear. When the coupling sleeve 32 is coupled with 31 and 33, and the coupling sleeve 37 is coupled with 36 and 34, the vehicle is in forward gear. Combined with the gear switching of the planetary gear train speed and torque conversion system on the left and right sides, multi-position driving modes such as different gear speeds and different dynamic turning radii can be achieved. For details, please refer to the previous article and the analysis will not be repeated; Among them, cylindrical gears can be spur gears or helical gears; In order to simplify the drawings, the bearings are basically omitted in the drawings of this patent application. The bearing installation position and function are consistent with the use scenarios of conventional mechanical transmission bearings, such as: bearings are generally installed in the parts where the two have relative motion, such as needle roller or roller bearings can be installed between the number 27, 28 and the middle support shaft of the drawing; Alternatively, the implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system C type, and its bevel gear reduction reversing system is simplified to only realize the forward gear, reverse gear, and neutral gear functions. Since the intermediate structure is greatly simplified, the diameter of the small bevel gear 7 can be designed to be smaller to achieve a larger reduction ratio; but in order to achieve on-site turning, a reverse gear setting is added to the left and right planetary gear train speed change and torque conversion systems. By separately controlling the gear settings of the left and right planetary gear train speed change and torque conversion systems, the straight-line forward gear and reverse gear at different vehicle speeds can be realized; the forward gear and reverse gear turning at different turning radii; and on-site turning in different directions and other functions can be realized; Alternatively, its implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system type D, which is different from type A in that the speed change and torque conversion system of the planetary gear trains on the left and right sides is an NGW type planetary gear train, and a single planetary gear assembly 45 that can achieve forward and reverse deceleration is added at the front end of the bevel gear reduction and reversing system, which can achieve deceleration and output forward or reverse speed at the same time, thereby satisfying the left and right two-way in-situ steering function; specifically: when the movable outer gear coupling sleeve 49 is combined with the gear ring and the internal gear 48, the brake planet carrier brake drum 46 outputs the reverse speed; when the movable outer gear coupling sleeve 49 is combined with the planet carrier and the internal gear When the gear ring brakes the drum, the output is forward speed. It is obvious that the forward reduction ratio of this mechanism is greater than the reverse reduction ratio, that is, it can provide greater forward gear power or faster reverse gear speed, which is more demanding for the working conditions of special vehicles such as bulldozers. Of course, by switching the corresponding combination sleeves in the bevel gear reduction reversing system area, more diversified functions can be obtained, that is, the vehicle transmission system has two dual switching forward and reverse functions. Through the organic combination of the two places, it can meet the diversified functions of different gear forward gears, reverse gears, different radius, different direction turns, and two-way in-situ turns. Alternatively, the implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system E type, in which a front common constraint number shift NGW type 1 reverse gear 2 forward gear planetary gear system speed change system 53 is arranged at the front end of the planetary reduction assembly 5 with elastic shock absorption overload slip protection, that is, at the front end of the vehicle transmission system. Since it is at the front end, its torque is small, the planetary gear system and brake and other control systems can be designed to be lightweight. The system includes 1 reverse gear and 2 forward gears, which are combined with the right side constraint number shift NW type two-speed planetary gear system speed change torque conversion system 54 and the left side constraint number shift NW type two-speed planetary gear system speed change torque conversion system 55 at the rear end to achieve 2x2=4 groups of forward gears and 2 groups of reverse gears. Similarly, by organically coordinating and switching the corresponding combination sleeves in the bevel gear reduction reversing system area, diversified functions can be obtained, that is: the vehicle transmission system has two double switching forward and reverse gear shifting functions, and through the organic combination of the two places, it can meet the diversified functions of different gear forward gears, reverse gears, different radius, different direction turns and two-way in-situ steering; The left and right transmission shafts are both provided with coupling teeth, the left transmission shaft coupling teeth 17 and the right transmission shaft coupling teeth 56, and the connection or disconnection function of the left and right transmission shafts is completed by the axial movement of the middle coupling sleeve B57; Alternatively, its implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system F type, which places a compact constrained number shifting planetary gear system speed and torque conversion system that can realize non-power interruption gear shifting in front of the front high-speed zone, so as to realize lightweight design and save a set of systems, simplify the system and reduce costs, as shown in the figure: an NGW type planetary gear assembly with one reverse gear and three forward gears; through the mutual combination with the bevel gear reduction reversing system, multi-gear forward gear, reverse gear and in-situ two-way steering functions can be realized; in order to realize dynamic steering during driving, brakes and clutches are arranged on the left and right sides (such as: right brake 68, right clutch 69, left clutch 70, left brake 71), and at the same time, it can contain a hill start assist function. Its specific structure refers to the prior application: 202211171049.4 Vehicle ramp start zero slip axial parking mechanism, 202211291333.5 Slope start zero slip parking mechanism; Alternatively, the implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system G type, which combines the terminal planetary reduction assemblies on the left and right sides into one and places them in front of the front high-speed zone, so as to achieve lightweight design and save a set of systems, simplify the system and reduce costs; in this scheme, since the original terminal planetary reduction assembly is placed in front, the torque of the related transmission components at the rear end increases, and a strengthened design is required. Fortunately, there is no friction plate component at the rear end except the planetary carrier brake 80, so the strengthened design is relatively easy; The important components of the function optimization in the system include: right terminal reduction cylindrical gear set 74, left terminal reduction cylindrical gear set 78; bevel gear planetary gear train assembly 75 including planet carrier brake; Wherein, the left and right terminal reduction cylindrical gear sets are both connected through power flow switchable devices such as coupling teeth and coupling sleeves to control the on and off of their respective power flow paths, or a synchronizer with a synchronizer ring or a friction plate clutch can be added to realize dynamic power flow path switching or power flow path switching without power interruption; The bevel gear planetary gear train assembly 75 including the planetary carrier brake 80 may also include a clutch combination gear sleeve 79, which can timely connect or disconnect the left and right drive wheels according to the needs, or a synchronizer with a synchronizer ring or a friction plate clutch may be added to realize dynamic power flow path switching or power flow path switching without power interruption; Working principle and process description: When the planet carrier brake 80 tightly holds the bevel gear planet carrier, if the left and right terminal reduction cylindrical gear sets are both in the power flow path conduction state, the entire system enters the parking state; when any one of the left and right terminal reduction cylindrical gear sets is in the power flow path conduction state, the vehicle will achieve on-site steering; the specific direction analysis will not be repeated; When the clutch coupling gear sleeve 79 is in the coupled state and the planetary carrier brake 80 tightly holds the bevel gear planetary carrier, the entire system is also in the parking state; When the planetary carrier brake 80 is in the disengaged state, if the left and right terminal reduction cylindrical gear sets are both in the power flow path conduction state, the vehicle is in a straight-line driving state, and the forward gear and the reverse gear can be realized by switching the bevel gear reduction reversing system (referring to the bevel gear system connected to the coupling 6); by controlling the compact constrained number shifting planetary gear system speed change torque conversion system at the front end, the forward gear and the reverse gear of different gear speeds can be realized; at this time, the clutch coupling gear sleeve 79 can also be engaged, and when the clutch coupling gear sleeve 79 is engaged, any one of the left and right terminal reduction cylindrical gear sets can be made to work; If it is necessary to turn during driving, the following scheme can be adopted, taking right turning as an example: let the left terminal reduction cylindrical gear set be in the power flow conducting working state, and the right terminal reduction cylindrical gear set be in the power flow disconnecting state. At this time, let the clutch coupling gear sleeve 79 be in the disengaged state or slowly enter the disengaged state, then the right driving wheel will lose power or the speed will slow down, so the vehicle turns right, or, at this time, the planetary carrier brake 80 can be assisted to be slowly braked, and the differential effect on both sides is formed through its bevel gears, thereby further slowing down the right driving wheel, or further slowing down by braking the right brake 68; or, when the clutch coupling gear sleeve 79 is in the disengaged state and the planetary carrier brake 80 is in the disengaged state, the turning during driving can be achieved by directly controlling the clutches corresponding to the left and right terminal reduction cylindrical gear sets; Alternatively, the implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system H type, and the newly optimized key elements include: a terminal reduction cylindrical gear set (which can be fixedly connected to the differential) 81, a differential assembly including a differential lock 82, and a clutch plate differential lock 83; when the clutch plate differential lock 83 is in a coupled state, the left and right brakes 68 and 71 are released, and the vehicle is in a straight-line driving state. The principle is the same as above, and the forward gear and reverse gear can be achieved by switching the bevel gear reduction reversing system (referring to the bevel gear system connected to the coupling 6); by controlling the compact constrained number shifting planetary gear system speed change and torque conversion system at the front end, the forward gear and reverse gear of different gear speeds can be achieved; When turning is required, the clutch plate differential lock 83 is in a disengaged state, and differential steering is achieved by slowly braking the left and right brakes. For example, when turning left is required, the left brake is braked. Note: The clutch plate differential lock 83 can also be a combination tooth, a combination sleeve structure or a dog clutch mechanism. Alternatively, the implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system of type K, L, M, N, P, Q.

3. The non-slip pure meshing torque vector distribution transmission system according to claim 1, characterized in that: The implementation scheme is a non-slip pure meshing torque vector stepless distribution mechanical transmission system J type, and its structure adopts the scheme of continuously variable transmission assembly. In order to realize the stepless steering of the driving wheels on both sides of the vehicle, a two-phase mechanical continuously variable transmission 84 is adopted to divide the engine power flow into two paths, which respectively pass through the right reduction reversing bevel gear set 85 and the left reduction reversing bevel gear set 86, and then enter the driving wheel after passing through the left and right terminal reduction assemblies; Alternatively, the mechanical continuously variable transmission in the system may also be a traditional continuously variable transmission or a movable gear continuously variable transmission or a hydraulic continuously variable transmission or an electric continuously variable transmission and other devices; it has greater layout flexibility; if an electric drive solution is adopted, it has greater layout flexibility and controllability, such as: a motor plus a transmission assembly, or a hub motor, a wheel-side motor + a reducer and other solutions can be adopted; in order to solve the problems of high power consumption, inconvenient charging, short battery life and high cost of engineering vehicles, etc., an extended-range solution can also be adopted, that is, the fuel engine is used exclusively to drive the generator to generate electricity at a constant and efficient working condition, and other systems can completely use an electric drive system and an electronic control system to realize all functions; Its comprehensive fuel economy is not lower than that of the hydraulic drive system, and it has many inherent advantages of the electric drive system; small-capacity batteries can be added for functions such as electric energy buffering and energy storage; In addition, if the above-mentioned related scheme has an overload protection function, the planetary reduction assembly 5 with elastic shock-absorbing overload slip protection can be removed, or only the overload protection function can be removed while retaining the planetary reduction torque increase function; Alternatively, the implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system R type, in which the planetary reduction assembly 5 with elastic shock-absorbing overload slip protection is replaced by a clutch 88 with a shock-absorbing function, the clutch can be a dry clutch or a wet clutch, and the shock-absorbing device can be a spring, a flexible disk, a dual-mass flywheel, etc.; since the front end is removed from the speed reduction and torque-increasing planetary gear, the torque in the continuously variable speed change area and the left and right speed reduction reversing bevel gear set area is reduced, which is conducive to lightweight design; or, in order to ensure that the total reduction ratio of the entire transmission system is large enough, the left and right terminal planetary reduction assemblies can be changed from two stages to three stages to increase the reduction ratio; Alternatively, the implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system S type; Alternatively, the implementation scheme is a non-slip pure meshing torque vector distribution mechanical transmission system T type; two sets of constrained number shifting three-speed planetary gear system speed change torque conversion system 91, 93 replace the two-phase mechanical continuously variable transmission 84; wherein, in the S type, the planetary reduction assembly 5 with elastic shock absorption overload slip protection is replaced by a clutch 88 with shock absorption function, or the left and right terminal planetary reduction assemblies are changed from two stages to three stages; in the T type, a planetary reduction assembly 94 with shock absorption function and starting clutch function is arranged at the front end, which has shock absorption, starting clutch, speed reduction and torque increase functions; its shock absorption device can be a spring, a flexible disk, a dual-mass flywheel, etc., and its starting clutch function is to achieve starting by braking the planetary gear ring, and its braking scheme can adopt a belt brake, a single-plate brake, a multi-plate brake, etc.; it can also integrate the overload protection function corresponding to the serial number mark 5 in the previous text; In addition, for the power split transmission of the left and right two-way constrained number shift three-speed planetary gear system speed and torque converter, the S type adopts a constant speed ratio cylindrical gear set 92, so that a group of planetary gear system speed and torque converter systems on the right side are directly driven, and a group on the left side are constant speed reverse drives. Of course, since there are left and right speed reduction reversing bevel gear sets 85 and 86 on the rear side, the rotation direction reversal is not a problem, and it can be achieved by controlling the engagement position of each coupling sleeve and coupling tooth according to the driving requirements of forward gear, reverse gear and other working conditions; the T type adopts a power split cylindrical gear set 95, which can reduce the speed and speed, and make the speed ratio and rotation direction of the left and right sides consistent; its cylindrical gears can be straight teeth or helical teeth; Or: according to the shifting requirements and the number of constraints, the planetary gear train speed and torque conversion system can have three or more gears.

4. The non-slip pure meshing torque vector distribution transmission system according to claims 1, 2 and 3 is characterized in that: The planetary reduction assembly with elastic shock-absorbing overload slip protection (its function is to replace the torque converter and improve the transmission efficiency; see Figure 6 for details), includes: a preload control device 58, an arc surface 59 in contact with a preload spring restraint protection cover, a preload spring 60, a clutch lock block 61 controlled by the spring preload, a wheel hub (gear ring brake drum) 62 with an engagement locking groove, a gear ring 63, a planetary gear 64, a sun gear 65, a preload spring restraint protection cover 66, and a clutch lock block restraint auxiliary base plate 67; wherein: the preload control device 58 can make a circular motion under the control of a control motor or an electric push rod or a hydraulic and pneumatic drive device, and its inner wall contains an arc surface 59 in contact with a preload spring restraint protection cover. When it makes a circular motion, the preload of the preload spring 60 can be changed, and a restraint protection cover 66 can be added to the outside of the preload spring; the preload control device 58 can be controlled by the spring preload. The clutch lock block 61 meshes with the meshing locking groove on the outside of the wheel hub (gear ring brake drum) 62, and its meshing tooth shape is at a certain angle. Under normal working conditions, the gear ring is locked by the clutch lock block and is in a braking locked state. When the gear ring torque is overloaded, the clutch lock block can use this angle force to compress the spring to separate the lock block from the locking groove, thereby playing an overload protection function; the gear ring 63 can be fixedly connected to the wheel hub (gear ring brake drum) 62 or designed as an integrated whole; the clutch lock block constraint auxiliary base plate 67 can be fixedly connected to the fixed end of the box, or: connected to the fixed end in an elastic shock-absorbing relationship, such as using a metal spring, rubber spring or hydraulic pneumatic shock-absorbing or vibration energy absorbing device, which can achieve a better stabilizing torque and filtering the engine torque fluctuation effect; in general use scenarios, the planetary gear system acts as a deceleration function, and the power flow is input by the sun gear and output by the planet carrier.

5. The non-slip pure meshing torque vector distribution transmission system according to claim 1, characterized in that: The characteristics of the compact constrained number-shifting planetary gear system speed and torque conversion system can also be used for parking braking. When two or more gear ring brake drums are locked at the same time, the system freedom degree = 0, and it enters the braking state; if all are disengaged, the system freedom degree is greater than 1, and it is in the neutral state; if one is braked, the freedom degree = 1 and it is in the current gear working state; The above-mentioned braking parking and hill start mechanism can also be retained with only one to have the hill start function. If only parking is required without the hill start assist function, it can be removed as a whole in relevant occasions. Parking can be achieved by simultaneously braking the locking constraint and shifting the two sets of planetary gear rings of the planetary gear system's speed and torque conversion system.

6. The non-slip pure meshing torque vector distribution transmission system according to claim 1, characterized in that: The brake of the compact constrained digital shifting planetary gear train speed and torque conversion system can be a band brake, a multi-disc brake (including dry, wet, multi-disc, single-disc brake or clutch), etc. Its gear shift execution control may include a control execution scheme of a gear shift element-brake belt, including a cam control scheme, a specific execution structure of a master control end and a fixed end, etc.; The combination of the planetary gears, as well as the specific structures of the ring gear, brake drum, brake band, cam, roller, tappet, etc., the specific brake scheme can be belt type or friction plate type (can be single-plate, multi-plate, dry or wet). There are many schemes for the locking brake of the brake band, such as: mechanical cam scheme, hydraulic scheme, pneumatic scheme, etc. For the control scheme, there are pure mechanical cable scheme, motor drive and control scheme, hydraulic, pneumatic drive control scheme, etc.; the brake can be belt brake, disc brake, drum brake, single or multi-plate friction plate Brakes, etc., as shown in the figure: the brake drum of the band brake, the brake band can be a flat brake band with a rectangular cross-section, or a wedge-shaped brake band with a trapezoidal cross-section, and the corresponding brake drum also has a corresponding wedge-shaped ring groove to achieve a wedging and force-enhancing effect; the braking method can be friction or meshing, such as: ratchet ratchet type, controllable ratchet ratchet type, overrunning clutch, controllable overrunning clutch, etc.; the shift control strategy can also be obtained by auxiliary control of the power source (engine or motor) speed to utilize the speed synchronization approach principle to utilize the overrunning clutch to achieve smooth braking.

7. The non-slip pure meshing torque vector distribution transmission system according to claim 1, characterized in that: In the A, B, C, and J type solutions, there is no starting clutch function at the front end. Starting requires precise control of the ring gear brakes of the left and right sides of the rear end's constrained number shifting planetary gear system speed and torque conversion system at the same time, and balanced control of the brakes on both sides must be ensured; because starting requires precise and subtle control of the brake slip state to obtain good, smooth and comfortable starting characteristics, the slip time required for starting will be longer than the shifting time, so it is better to use a unified clutch at the front end, such as: S and T type solutions, with special starting clutch function devices 88 and 94 at the front end; 94 is a brake that uses the brake The vehicle clutch starting function is realized by the ring gear method; in addition, in schemes such as D and E types, the vehicle clutch starting function can also be realized by braking the corresponding ring gear of the front planetary gear system; under normal circumstances, the gear shifting time is short and even can be switched directly and quickly. For the constrained number shifting three-speed planetary gear system speed torque conversion system in the implementation case of this patent application, it has a fast gear shifting function, and the fastest gear shifting time can be less than 0.1 seconds. Therefore, even if both sides shift gears at the same time, the action gait can basically be synchronized, switching the same gear for straight driving, and switching different gears for curve driving.

8. The non-slip pure meshing torque vector distribution transmission system according to claim 1, characterized in that: The above implementation cases require the use of prior application documents 202010810361.8 compact constrained number shifting planetary gear transmission, 202111427234.0 compact constrained number shifting planetary gear transmission module, 202111548105.7 a compact high-efficiency multi-speed transmission, 202210463722.5 a coaxial compact transmission, 202210913107.X compact multi-dimensional shifting transmission, 202210340965.x vehicle ramp start zero slip parking mechanism, 202211171049.4 vehicle ramp start zero slip axial parking mechanism Structure, 202211171048.X variable speed differential vector torque differential high power density motor and transmission assembly, 202211194933.X compact constraint number shifting high efficiency multi-speed transmission, 202211206760.9 full-dimensional planetary gear transmission, 202222776409.5 planetary gear transmission ring gear motion pair, 202211291332.0 constraint number shifting planetary gear transmission hydraulic control system, 202211291333.5 hill start zero slip parking mechanism, 202211291334.X planetary gear transmission ring gear motion pair and design method.

9. The non-slip pure meshing torque vector distribution transmission system according to claim 1, characterized in that: The above scheme can be used for wheeled, tracked and other vehicles; it can also be used for amphibious vehicles, or for driving underwater ships; the above torque vector distribution mechanism can be used to drive paddling devices such as propellers on both sides or paddling paddles on both sides or paddling tracks on both sides.

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