Hybrid stepless wide variable speed driving system

Abstract

The invention discloses a hybrid stepless wide variable speed driving system, which relates to the technical field of vehicles and comprises a planetary transmission mechanism, a hydraulic transmission mechanism, a motor shaft mechanism and an output shaft shifting fork gear shifting mechanism, the planetary transmission mechanism is used for receiving power from the engine; the hydraulic transmission mechanism comprises a variable hydraulic pump, a front variable hydraulic motor and a rear variable hydraulic motor; the maximum variable inclination angles of the variable hydraulic pump, the front variable hydraulic motor and the rear variable hydraulic motor are 45 degrees; the volume adjustable hydraulic pump and a front volume adjustable hydraulic motor and a rear volume adjustable hydraulic motor control oil path form a closed hydraulic system through an oil duct; the planetary transmission mechanism and the hydraulic transmission mechanism are both in transmission connection with the motor shaft mechanism, and the motor shaft mechanism is in transmission connection with the input end of the output shaft shifting fork gear shifting mechanism. The output shaft shifting fork gear shifting mechanism is provided with an L gear and an H gear. Stepless speed regulation can be achieved according to driving requirements, the hydraulic speed change range is wide, gear shifting speed increasing and decreasing in the advancing process are not needed, reliability is high, controllability is good, and operation efficiency is high.

Description

Technical Field

[0001] The present invention relates to the field of vehicle technology, and in particular to a hybrid continuously variable wide-range speed-changing drive system. Background Art

[0002] At present, domestic medium and large tractors generally use sliding gear shifting, meshing sleeve shifting, synchronizer shifting, and power shifting transmissions, which have problems such as many gears, complex structure, complex operation, low working efficiency, and high energy consumption; in addition, the transmission ratio is discontinuous, there is power interruption during the shifting process, and it is impossible to match the optimal speed ratio in real time.

[0003] Therefore, some drive systems use hydraulic mechanical continuously variable transmissions to improve the above problems. However, the hydraulic mechanical continuously variable transmissions in existing drive systems have a narrow hydraulic speed range and require gear shifting to increase or decrease speed while driving. They have a complex structure and the clutch friction plate is prone to high-temperature sintering during the gear shifting process, resulting in a high failure rate. Summary of the invention

[0004] The purpose of the present invention is to provide a hybrid continuously variable wide-range speed drive system to solve the problems existing in the above-mentioned prior art. It can achieve stepless speed regulation according to driving requirements, has a wide hydraulic speed change range, and does not require gear shifting to increase or decrease speed during driving. It has high reliability, good controllability, and high operating efficiency.

[0005] To achieve the above object, the present invention provides the following solutions:

[0006] The present invention provides a hybrid stepless wide-range speed-changing drive system, comprising a planetary transmission mechanism, a hydraulic transmission mechanism, a motor shaft mechanism and an output shaft fork shifting mechanism; the planetary transmission mechanism has a total input end and a total output end; the total input end is used to receive power from an engine; the total output end is used to transmit power, and the total output end can be connected to the total input end in a transmission manner; the hydraulic transmission mechanism comprises a variable hydraulic pump, a front variable hydraulic motor and a rear variable hydraulic motor; the variable hydraulic pump forms a closed hydraulic system through an oil channel with the control oil circuits of the front variable hydraulic motor and the rear variable hydraulic motor; the maximum variable inclination angle of the variable hydraulic pump, the front variable hydraulic motor and the rear variable hydraulic motor is 45°; the motor shaft mechanism has a motor pinion shaft and a motor pinion shaft; The output shaft of the front variable hydraulic motor and the output shaft of the rear variable hydraulic motor are both fixedly connected to the motor main shaft, and the motor main shaft and the motor pinion shaft and the motor large pinion shaft are all in a transmission connection state; the input end of the motor large pinion shaft can be transmission-connected to the total output end; the output shaft shift fork shift mechanism has an output shaft shift fork shifter, and the output shaft shift fork shifter has a first shift input shaft, a second shift input shaft and a shift output shaft; the first shift input shaft and the motor pinion shaft can be meshed for transmission; the second shift input shaft can be transmission-connected to the output end of the motor large pinion shaft; when power is input by the first shift input shaft and output by the shift output shaft, it corresponds to L gear; when power is input by the second shift input shaft and output by the shift output shaft, it corresponds to H gear.

[0007] Preferably, the variable hydraulic pump, the front variable hydraulic motor and the rear variable hydraulic motor are all of bidirectional type.

[0008] Preferably, the output end of the total input end is also connected to a PTO mechanism; the PTO mechanism includes a PTO clutch and a PTO fork shifter; the input end of the PTO clutch is transmission-connected to the output end of the total input end, and the output end of the PTO clutch is connected to the input end of the PTO fork shifter; the output end of the PTO fork shifter has a first PTO output shaft and a second PTO output shaft.

[0009] Preferably, the total input end of the planetary transmission mechanism can be connected to the variable hydraulic pump through a pump transmission assembly.

[0010] Preferably, the planetary transmission mechanism includes a total input shaft, a planetary carrier, a plurality of planetary gears, an inner ring gear, a sun gear and a main output gear; the input end of the total input shaft is used to receive power from the engine; the output end of the total input shaft is transmission-connected to the planetary carrier; each of the planetary gears is rotatably arranged on the planetary carrier; the inner ring gear is meshed with each of the planetary gears for transmission, and the sun gear is meshed with each of the planetary gears for transmission; the inner ring gear is transmission-connected to the input end of the pump transmission assembly; the output end of the pump transmission assembly is transmission-connected to the variable hydraulic pump; the main output shaft is fixedly connected to the main output gear, and the main output gear is transmission-connected to the input end of the motor large gear shaft; the input end of the total input shaft forms the total input end, and the main output gear forms the total output end.

[0011] Preferably, the output shaft fork shift mechanism has a synchronizer device.

[0012] Preferably, a rear-wheel drive shaft mechanism, a four-wheel drive shaft mechanism and a front-wheel drive shaft mechanism are also provided at the rear side of the output end of the shift output shaft; the rear-wheel drive shaft mechanism has a rear-wheel drive input shaft and a rear-wheel drive transmission assembly, the input end of the rear-wheel drive input shaft is transmission-connected to the shift output shaft, and the output end of the rear-wheel drive input shaft is transmission-connected to the rear-wheel drive transmission assembly; the rear-wheel drive transmission assembly is used to drive the two wheels on the rear side of the vehicle; the four-wheel drive shaft mechanism has a four-wheel drive clutch; the input end of the four-wheel drive clutch can be transmission-connected to the shift output shaft; the front-wheel drive shaft mechanism has a front-wheel drive input shaft and a front-wheel drive transmission assembly; the input end of the front-wheel drive input shaft is transmission-connected to the output end of the four-wheel drive clutch, and the output end of the front-wheel drive input shaft is transmission-connected to the front-wheel drive transmission assembly; the front-wheel drive transmission assembly is used to drive the two wheels on the front side of the vehicle.

[0013] Preferably, the rear-drive transmission assembly includes a rear axle bevel gear, a rear axle differential, a right rear wheel assembly and a left rear wheel assembly; the input end of the rear axle bevel gear is transmission-connected to the shift output shaft; the input end of the rear axle differential is transmission-connected to the output end of the rear axle bevel gear; the right rear wheel assembly includes a right rear wheel side reducer and a right rear brake; the input end of the right rear wheel side reducer is transmission-connected to the output end of the rear axle differential, and the output end of the right rear wheel side reducer is transmission-connected to the right rear wheel of the vehicle; the right rear brake is used to brake the right rear wheel of the vehicle; the left rear wheel assembly includes a left rear wheel side reducer and a left rear brake; the input end of the left rear wheel side reducer is transmission-connected to the output end of the rear axle differential, and the output end of the left rear wheel side reducer is transmission-connected to the left rear wheel of the vehicle; the left rear brake is used to brake the left rear wheel of the vehicle.

[0014] Preferably, when the output shaft fork shift mechanism is in the L gear, the maximum speed of the vehicle is 25km / h to 35km / h; when the output shaft fork shift mechanism is in the H gear, the maximum speed of the vehicle is 40km / h to 60km / h.

[0015] Preferably, the rear axle differential has a differential lock function.

[0016] Compared with the prior art, the present invention has achieved the following technical effects:

[0017] The hybrid continuously variable wide-speed transmission drive system provided by the present invention can better utilize the energy of the engine by combining the advantages of the planetary transmission mechanism and the hydraulic transmission mechanism. Under different working conditions, the optimal utilization of energy can be achieved by reasonably allocating the engine power to the planetary transmission mechanism and the hydraulic transmission mechanism. For example, when the vehicle is lightly loaded and traveling at high speed, the engine power is mainly transmitted directly through the planetary transmission mechanism, reducing the energy loss of the hydraulic transmission link; when the vehicle needs a large torque output, the engine and the hydraulic transmission mechanism are intervened to make the engine and the hydraulic transmission mechanism work together, combining the advantages of hydraulic transmission and mechanical transmission. At low speed, the hydraulic power accounts for a large proportion and the output torque is large; at high speed, the mechanical power accounts for a large proportion and the efficiency is high; at the highest vehicle speed, it is a pure mechanical transmission, which improves the overall energy utilization efficiency of the system and thus improves the operating efficiency; the variable hydraulic The maximum variable inclination angle of the pump, front variable hydraulic motor and rear variable hydraulic motor is 45°, which is an important factor in achieving a wide hydraulic speed range. A larger variable inclination angle allows the hydraulic motor to have a larger range of displacement changes. When the variable inclination angle changes from the minimum angle to the maximum angle of 45°, the displacement of the hydraulic motor can change within a larger range. By changing the variable inclination angle to adjust the displacement, the hydraulic motor can change its speed and torque output within a wide range, thereby achieving the characteristics of a wide hydraulic speed range, thereby achieving no shifting during travel; the variable hydraulic pump and the two variable hydraulic motors are connected into a closed hydraulic system through oil channels, which has a compact structure, good transmission stability, and large dual-motor working output torque; it can achieve stepless speed regulation according to driving needs, with a simple overall structure, high reliability, good controllability, and high operating efficiency.

[0018] Furthermore, when moving forward normally, the hydraulic pump provides high-pressure oil to the hydraulic motor in a forward rotating manner, causing the hydraulic motor to rotate forward and drive the vehicle forward; when reversing is required, the variable direction of the hydraulic pump is changed, and the hydraulic motor will rotate in the opposite direction, thereby realizing the reversing effect of the vehicle by the hydraulic transmission and mechanical transmission.

[0019] Furthermore, the setting of the PTO (power take-off shaft) mechanism enables the system to provide power for different external working equipment, and the first PTO output shaft and the second PTO output shaft output by the PTO fork shifter can be used to connect the working equipment.

[0020] Furthermore, the total input end of the planetary transmission mechanism is connected to the variable hydraulic pump through the pump transmission assembly, and the variable hydraulic pump is driven by the pump transmission assembly by borrowing the engine power, and then the power is transmitted by the hydraulic transmission mechanism.

[0021] Furthermore, power can be transmitted more to the inner ring gear through the planetary carrier and the planetary gear, and then drive the variable hydraulic pump through the pump transmission assembly, using the high torque characteristics of the hydraulic transmission to meet the power demand; when the vehicle is traveling at high speed, power can be transmitted more to the sun gear through the planetary gear, and then output by the main output gear to achieve a higher speed output. This multi-stage transmission method can achieve efficient power distribution according to different working conditions.

[0022] Furthermore, the synchronizer device helps to improve the accuracy of gear shifting. When shifting gears, it can accurately synchronize the gear of the target gear with the output shaft, thereby ensuring that the gears can mesh accurately; after being equipped with a synchronizer, even inexperienced drivers can easily complete the gear shift, reducing the vehicle's jitter and setbacks during the gear shift process, and improving driving comfort and vehicle stability.

[0023] Furthermore, the arrangement of the rear-wheel drive shaft mechanism, the four-wheel drive shaft mechanism and the front-wheel drive shaft mechanism enables the vehicle to achieve multiple driving modes.

[0024] Furthermore, the rear-drive transmission assembly can effectively transmit the power from the shift output shaft to the left and right rear wheels through the combination of the rear axle bevel gear and the rear axle differential. The rear axle bevel gear is mainly used to change the direction of power transmission in order to better drive the rear wheels. The rear axle differential plays a key role when the vehicle turns or drives on uneven roads. It can allow the left and right rear wheels to rotate at different speeds while reasonably distributing torque. The wheel-side reducer can reduce the speed transmitted from the rear axle differential and increase the torque so that the wheels can obtain enough power to drive the vehicle.

[0025] Furthermore, the L gear is used for low-speed and high-torque conditions, such as field operations; the H gear is used for high-speed driving conditions, such as road transportation; by setting the maximum vehicle speed range under different gears, the system can reasonably distribute power according to the vehicle's driving speed, reduce energy waste, and optimize the system working state.

[0026] Furthermore, the rear axle differential has a differential lock function. When the differential lock is turned on, it can force the left and right rear wheels to rotate at the same speed, distributing power evenly to the two rear wheels. In this way, even if one rear wheel loses adhesion, the other rear wheel with adhesion can obtain enough power to enable the vehicle to get out of the predicament, greatly improving the vehicle's ability to pass under harsh road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0028] Figure 1 A schematic diagram of the principle of the hybrid continuously variable wide-range speed-variable drive system provided by the present invention;

[0029] Figure 2 A transmission route diagram of the hybrid continuously variable wide-speed transmission drive system provided by the present invention when the vehicle is stationary;

[0030] Figure 3 A transmission route diagram of the hybrid continuously variable wide-speed transmission drive system provided by the present invention when moving forward in the L gear;

[0031] Figure 4 A transmission route diagram of the hybrid continuously variable wide-speed transmission drive system provided by the present invention when the vehicle is moving forward in the L gear and at the highest vehicle speed;

[0032] Figure 5 A transmission route diagram of the hybrid continuously variable wide-speed transmission drive system provided by the present invention when moving forward in H gear;

[0033] Figure 6 A transmission route diagram of the hybrid continuously variable wide-speed transmission drive system provided by the present invention when the vehicle is moving forward in H gear and at the highest vehicle speed;

[0034] Figure 7 A transmission route diagram of the hybrid continuously variable wide-speed transmission drive system provided by the present invention when the vehicle is moving backward;

[0035] Figure 8 A transmission route diagram of the hybrid continuously variable wide-speed drive system provided by the present invention outputting power at the first PTO output shaft;

[0036] Fig. 9 A transmission route diagram for outputting power at the second PTO output shaft of the hybrid continuously variable wide-speed drive system provided by the present invention.

[0037] In the figure: 1 - engine; 2 - shock absorber; 3 - total input shaft; 4 - branch input gear; 5 - working pump gear; 6 - working pump; 7 - control pump; 8 - lubrication and control gear; 9 - lubrication pump; 10 - planet carrier; 11 - sun gear; 12 - planet gear; 13 - internal gear ring; 14 - pump driving gear; 15 - pump driven gear; 16 - main output gear; 17 - variable hydraulic pump; 18 - PTO clutch; 19 - PTO driving shaft assembly; 20 - PTO small tooth input shaft; 21 - PTO large tooth input shaft; 22 - PTO output assembly; 23 - first PTO output shaft; 24 - PTO fork shifter; 25 - second PTO output shaft; 26 - motor large tooth shaft; 27 - motor small tooth shaft; 28 - motor main shaft; 29 - front variable hydraulic motor; 30 - rear variable hydraulic motor; 31 - first shift input shaft; 32 - second shift input shaft; 33 - four-wheel drive driving gear; 34 - output shaft fork shifter; 35 - rear-wheel drive input shaft; 36 - rear axle bevel gear; 37 - right rear wheel; 38 - right rear wheel side reducer; 39 - right rear brake; 40 - rear axle differential; 41 - rear axle bevel gear; 42 - left rear brake; 43 - left rear wheel side reducer; 44 - left rear wheel; 45 - four-wheel drive shaft assembly; 46 - four-wheel drive driven gear; 47 - four-wheel drive clutch; 48 - front-wheel drive shaft mechanism; 49 - front-wheel drive brake; 50 - front axle bevel gear; 51 - right front wheel; 52 - right front wheel side reducer; 53 - front axle differential; 54 - front axle bevel gear; 55 - left front wheel side reducer; 56 - left front wheel. Detailed implementation mode

[0038] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0039] The purpose of the present invention is to provide a hybrid continuously variable wide-range speed drive system to solve the problems existing in the prior art, which can achieve stepless speed regulation according to driving requirements, has a wide hydraulic speed change range, does not require shifting up or down during driving, has high reliability, good controllability, and high operation efficiency.

[0040] To make the above objects, features, and advantages of the present invention more obvious and understandable, the present invention will be further described in detail below in conjunction with the accompanying drawings and specific implementation modes.

[0041] Embodiment 1

[0042] This embodiment provides a hybrid continuously variable wide-speed transmission drive system, which is mainly but not limited to the fields of modern agricultural machinery, new generation engineering machinery and engineering vehicles, such as medium and large tractors. Figures 1 to 9 As shown, it includes a planetary transmission mechanism, a hydraulic transmission mechanism, a motor shaft mechanism and an output shaft fork shift mechanism; the planetary transmission mechanism has a total input end and a total output end; the total input end is used to receive power from the engine 1; the total output end is used to transmit power, and the total output end and the total input end can be connected in transmission; the hydraulic transmission mechanism includes a variable hydraulic pump 17, a front variable hydraulic motor 29 and a rear variable hydraulic motor 30; the variable hydraulic pump 17 forms a closed hydraulic system through the oil channel and the control oil circuits of the front variable hydraulic motor 29 and the rear variable hydraulic motor 30; the maximum variable inclination angle of the variable hydraulic pump 17, the front variable hydraulic motor 29 and the rear variable hydraulic motor 30 is 45°; the motor shaft mechanism has a motor pinion shaft 27 and a motor gear shaft 26; the output of the front variable hydraulic motor 29 The output shaft and the output shaft of the rear variable hydraulic motor 30 are both fixedly connected to the motor main shaft 28, and the motor main shaft 28 and the motor pinion shaft 27 and the motor large pinion shaft 26 are all in a transmission connection state; the input end of the motor large pinion shaft 26 can be transmission-connected to the total output end; the output shaft shift fork shift mechanism has an output shaft shift fork shifter 34, and the output shaft shift fork shifter 34 has a first shift input shaft 31, a second shift input shaft 32 and a shift output shaft; the first shift input shaft 31 and the motor pinion shaft 27 can be meshed for transmission; the second shift input shaft 32 can be transmission-connected to the output end of the motor large pinion shaft 26; when power is input by the first shift input shaft 31 and output by the shift output shaft, it corresponds to L gear; when power is input by the second shift input shaft 32 and output by the shift output shaft, it corresponds to H gear.

[0043] By combining the advantages of the planetary transmission mechanism and the hydraulic transmission mechanism, the energy of the engine 1 can be better utilized. Under different working conditions, by reasonably allocating the power of the engine 1 to the planetary transmission mechanism and the hydraulic transmission mechanism, the optimal utilization of energy can be achieved. For example, when the vehicle is lightly loaded and traveling at high speed, the power of the engine 1 is mainly transmitted directly through the planetary transmission mechanism, reducing the energy loss in the hydraulic transmission link; when the vehicle needs a large torque output, the hydraulic transmission mechanism intervenes to enable the engine 1 and the hydraulic transmission mechanism to work together, combining the advantages of hydraulic transmission and mechanical transmission. At low speeds, the hydraulic power accounts for a large proportion, and the output torque is large. At high speeds, the mechanical power accounts for a large proportion, and the efficiency is high. At the highest vehicle speed, it is a pure mechanical transmission, which improves the overall energy utilization efficiency of the system, thereby improving the operating efficiency; variable hydraulic pump 17, front variable hydraulic motor 2 9 and the rear variable hydraulic motor 30 have a maximum variable inclination angle of 45°, which is an important factor in achieving a wide hydraulic speed range. A larger variable inclination angle allows the hydraulic motor to have a larger range of displacement changes. When the variable inclination angle changes from the minimum angle to the maximum angle of 45°, the displacement of the hydraulic motor can change within a larger range. By changing the variable inclination angle to adjust the displacement, the hydraulic motor can change its speed and torque output within a wide range, thereby achieving the characteristics of a wide hydraulic speed range, thereby achieving no shifting during travel; the variable hydraulic pump 17 and the two variable hydraulic motors are connected to form a closed hydraulic system through an oil channel, which has a compact structure, good transmission stability, and a large dual-motor working output torque; it can achieve stepless speed regulation according to driving requirements, has a simple overall structure, high reliability, good controllability, and high operating efficiency.

[0044] Among them, the relevant setting instructions for the planetary transmission mechanism:

[0045] Specifically, an engine 1 and a shock absorber 2 are arranged on the front side of the planetary transmission mechanism.

[0046] In the optional scheme of this embodiment, it is more preferred that Figure 1As shown, the planetary transmission mechanism includes a total input shaft 3, a planetary carrier 10, a plurality of planetary gears 12, an inner gear ring 13, a sun gear 11 and a main output gear 16; the input end of the total input shaft 3 is used to receive power from the engine 1; the output end of the total input shaft 3 is transmission-connected with the planetary carrier 10; each planetary gear 12 is rotatably arranged on the planetary carrier 10; the inner gear ring 13 is meshed with each planetary gear 12 for transmission, and the sun gear 11 is meshed with each planetary gear 12 for transmission; the inner gear ring 13 is transmission-connected with the input end of the pump transmission assembly; the output end of the pump transmission assembly is transmission-connected with the variable hydraulic pump 17; the main output shaft is fixedly connected with the main output gear 16, and the main output gear 16 is transmission-connected with the input end of the motor gear shaft 26; the input end of the total input shaft 3 forms the total input end, and the main output gear 16 forms the total output end. The power can be transmitted to the inner ring 13 through the planetary carrier 10 and the planetary gear 12, and then drive the variable hydraulic pump 17 through the pump transmission assembly, using the high torque characteristics of the hydraulic transmission to meet the power demand; when the vehicle is traveling at high speed, the power can be transmitted to the sun gear 11 through the planetary gear 12, and then output by the main output gear 16 to achieve a higher speed output. This multi-stage transmission method can achieve efficient power distribution according to different working conditions.

[0047] In the optional scheme of this embodiment, it is more preferred that Figure 1 As shown, the total input end of the planetary transmission mechanism can be connected to the variable hydraulic pump 17 through the pump transmission assembly. The total input end of the planetary transmission mechanism is connected to the variable hydraulic pump 17 through the pump transmission assembly, and the variable hydraulic pump 17 is driven by the pump transmission assembly by borrowing the power of the engine 1, and then the power is transmitted by the hydraulic transmission mechanism.

[0048] Specifically, the pump transmission assembly includes a pump driving gear 14 and a pump passive gear 15 , the inner gear ring 13 meshes with the pump driving gear 14 for transmission, the pump driving gear 14 meshes with the pump passive gear 15 for transmission, and the pump passive gear 15 is drivingly connected to the input shaft of the variable hydraulic pump 17 .

[0049] Among them, the relevant setting instructions for the hydraulic transmission mechanism:

[0050] In the optional scheme of this embodiment, it is more preferred that the variable hydraulic pump 17, the front variable hydraulic motor 29 and the rear variable hydraulic motor 30 are all bidirectional types. When moving forward normally, the hydraulic pump provides high-pressure oil to the hydraulic motor in a forward rotation mode, so that the hydraulic motor rotates forward and drives the vehicle forward; when reversing is required, the variable direction of the hydraulic pump is changed, and the hydraulic motor rotates in the reverse direction, thereby realizing the reversing effect of the vehicle by hydraulic transmission and mechanical transmission.

[0051] Specifically, stepless speed change is achieved by controlling the displacement of the variable hydraulic pump 17 and the front / rear variable hydraulic motor 30, with a wide speed range and no intermediate gear shifting during driving. Forward and reverse switching is achieved by controlling the variable direction of the variable hydraulic pump 17, and pure mechanical transmission is used at the highest forward speed.

[0052] Among them, the relevant setting instructions for the output shaft fork shift mechanism are:

[0053] In the optional scheme of this embodiment, it is more preferred that Figure 1 As shown in the figure, the output shaft fork shift mechanism has a synchronizer device. The synchronizer device helps to improve the accuracy of gear shifting. When shifting, it can accurately synchronize the gear of the target gear with the output shaft, thereby ensuring that the gears can mesh accurately; after being equipped with a synchronizer, even an inexperienced driver can easily complete the gear shift, reducing the shaking and setbacks of the vehicle during the gear shifting process, and improving driving comfort and vehicle stability.

[0054] Among them, the related transmission mechanism on the rear side of the output shaft fork shift mechanism:

[0055] In the optional scheme of this embodiment, it is more preferred that Figure 1 As shown, a rear-drive shaft mechanism, a four-wheel drive shaft mechanism and a front-drive shaft mechanism 48 are also provided at the rear side of the output end of the shift output shaft; the rear-drive shaft mechanism has a rear-drive input shaft 35 and a rear-drive transmission assembly, the input end of the rear-drive input shaft 35 is transmission-connected to the shift output shaft, and the output end of the rear-drive input shaft 35 is transmission-connected to the rear-drive transmission assembly; the rear-drive transmission assembly is used to drive the two wheels at the rear side of the vehicle; the four-wheel drive shaft mechanism has a four-wheel drive clutch 47; the input end of the four-wheel drive clutch 47 can be transmission-connected to the shift output shaft; the front-drive shaft mechanism 48 has a front-drive input shaft and a front-drive transmission assembly; the input end of the front-drive input shaft is transmission-connected to the output end of the four-wheel drive clutch 47, and the output end of the front-drive input shaft is transmission-connected to the front-drive transmission assembly; the front-drive transmission assembly is used to drive the two wheels at the front side of the vehicle. The arrangement of the rear-drive shaft mechanism, the four-wheel drive shaft mechanism and the front-drive shaft mechanism 48 enables the vehicle to achieve multiple driving modes.

[0056] Specifically, a four-wheel drive driving gear 33 is provided on the shift output shaft to mesh with a four-wheel drive passive gear 46 , the four-wheel drive passive gear 46 is transmission-connected to a four-wheel drive shaft assembly 45 , and the four-wheel drive shaft assembly 45 is transmission-connected to the input end of a four-wheel drive clutch 47 .

[0057] Specifically, it has two-wheel drive and four-wheel drive driving modes, which improve the power and fuel economy of the whole vehicle. It is a pure mechanical transmission at the maximum forward speed, with good energy saving.

[0058] In the optional scheme of this embodiment, it is more preferred that Figure 1As shown, the rear-drive transmission assembly includes a rear axle bevel gear 36, a rear axle differential 40, a right rear wheel assembly and a left rear wheel assembly; the input end of the rear axle bevel gear 36 is transmission-connected to the shift output shaft; the input end of the rear axle differential 40 (i.e., the rear axle bevel gear 41 of the rear axle differential 40) is transmission-connected to the output end of the rear axle bevel gear 36; the right rear wheel assembly includes a right rear wheel side reducer 38 and a right rear brake 39; the input end of the right rear wheel side reducer 38 is transmission-connected to the output end of the rear axle differential 40. The output end of the right rear wheel reducer 38 is transmission-connected to the right rear wheel 37 of the vehicle; the right rear brake 39 is used to brake the right rear wheel 37 of the vehicle; the left rear wheel assembly includes a left rear wheel reducer 43 and a left rear brake 42; the input end of the left rear wheel reducer 43 is transmission-connected to the output end of the rear axle differential 40, and the output end of the left rear wheel reducer 43 is transmission-connected to the left rear wheel 44 of the vehicle; the left rear brake 42 is used to brake the left rear wheel 44 of the vehicle. The rear-drive transmission assembly can effectively transmit the power from the shift output shaft to the left and right rear wheels through the combination of the rear axle bevel gear 36 and the rear axle differential 40. The rear axle bevel gear 36 is mainly used to change the transmission direction of the power so as to better drive the rear wheels. The rear axle differential 40 plays a key role when the vehicle turns or travels on uneven roads. It can allow the left and right rear wheels to rotate at different speeds and reasonably distribute the torque. The wheel-side reducer can reduce the rotation speed transmitted from the rear axle differential 40 and increase the torque so that the wheels can obtain enough power to drive the vehicle.

[0059] Specifically, the structure of the front-wheel drive transmission assembly is approximately the same as that of the rear-wheel drive transmission assembly, such as having a front axle bevel gear 50, a front axle differential 53 (front axle bevel gear 54), a left front wheel reducer 55 and a right front wheel reducer 52, and a front-wheel drive brake 49 for braking the left front wheel 56 and the right front wheel 51.

[0060] In the optional scheme of this embodiment, it is more preferred that the rear axle differential 40 has a differential lock function. The rear axle differential 40 has a differential lock function. When the differential lock is turned on, it can force the left and right rear wheels to rotate at the same speed, and evenly distribute the power to the two rear wheels. In this way, even if one rear wheel loses adhesion, the other rear wheel with adhesion can also obtain sufficient power, so that the vehicle can get out of the predicament, greatly improving the vehicle's ability to pass under harsh road conditions.

[0061] Among them, the relevant settings of PTO institutions:

[0062] In the optional scheme of this embodiment, it is more preferred that Figure 1As shown, the output end of the total input end is also connected to a PTO mechanism; the PTO mechanism includes a PTO clutch 18 and a PTO fork shifter 24; the input end of the PTO clutch 18 is transmission-connected to the output end of the total input end, and the output end of the PTO clutch 18 is connected to the input end of the PTO fork shifter 24; the output end of the PTO fork shifter 24 has a first PTO output shaft 23 and a second PTO output shaft 25. The setting of the PTO (power output shaft) mechanism enables the system to provide power for different external working equipment, and the first PTO output shaft and the second PTO output shaft output by the PTO fork shifter can be used to connect the working equipment.

[0063] Specifically, the output end of the PTO clutch 18 is transmission-connected to the PTO fork shifter 24 through the PTO driving shaft assembly 19; the PTO fork shifter 24 has a PTO small-tooth input shaft 20 that can be transmission-connected to the first PTO output shaft 23, and a PTO large-tooth input shaft 21 that is transmission-connected to the second PTO output shaft 25; the PTO small-tooth input shaft 20 and the PTO small-tooth input shaft 20 are both transmission-connected to the PTO driving shaft assembly 19; the first PTO output shaft 23 and the second PTO output shaft 25 are both transmission-connected to the PTO output assembly 22.

[0064] Specifically, when power is input from the output end of the PTO clutch 18 and output from the first PTO output shaft 23, it corresponds to gear I; when power is input from the output end of the PTO clutch 18 and output from the second PTO output shaft 25, it corresponds to gear II.

[0065] Among them, regarding other instructions:

[0066] In the optional scheme of this embodiment, it is more preferred that when the output shaft fork shift mechanism is in L gear, the maximum speed of the vehicle is 25km / h to 35km / h; when the output shaft fork shift mechanism is in H gear, the maximum speed of the vehicle is 40km / h to 60km / h. L gear is used for low-speed and high-torque conditions, such as field operations; H gear is used for high-speed driving conditions, such as road transportation; by setting the maximum speed range under different gears, the system can reasonably distribute power according to the vehicle's driving speed, reduce energy waste, and optimize the system working state.

[0067] Specifically, the main input shaft 3 of the planetary transmission mechanism is also connected to a branch input gear 4, which meshes with a working pump gear 5, which meshes with a lubrication and control gear 8, and the lubrication and control gear 8 is respectively connected to the input shafts of a control pump 7 and a lubrication pump 9. The control pump 7 and the lubrication pump 9 are used to control or lubricate various oil circuits on the equipment, including but not limited to the PTO mechanism, etc.

[0068] Specifically, the working process of the hybrid continuously variable wide-speed transmission drive system of this embodiment is described as follows:

[0069] like Figure 2 As shown, the vehicle is in a stationary state after starting. The engine 1 transmits power to the total input shaft 3 of the planetary transmission mechanism through the shock absorber 2, the branch input gear 4 meshes with the working pump gear 5, the working pump gear 5 meshes with the lubrication and control gear 8, and the working pump 6, the control pump 7 and the lubrication pump 9 start to work. The planetary carrier 10, the planetary gear 12, the inner ring 13, and the variable hydraulic pump 17 start to rotate, and the pump driving gear 14 meshes with the pump passive gear 15 to drive the variable hydraulic pump 17 to rotate. At this time, the front variable hydraulic motor 29 and the rear variable hydraulic motor 30 are in the maximum variable state, the variable hydraulic pump 17 is in the zero variable state, the variable hydraulic pump 17 is idling and has no power output, the sun gear 11 and the main output gear 16 remain stationary, the motor shaft mechanism and the output shaft fork shift mechanism remain stationary, and the entire vehicle remains stationary. The power transmission direction is as shown in Figure 2 shown.

[0070] like Figure 3 As shown, the vehicle is in the L gear after starting. The front variable hydraulic motor 29 and the rear variable hydraulic motor 30 maintain the maximum variable state, the variable hydraulic pump 17 gradually increases from zero variable to positive variable, the hydraulic power is output to the variable motor, the motor shaft mechanism starts to rotate, the sun gear 11 and the main output gear 16 start to rotate, the output shaft fork shift mechanism is placed in the L gear, the motor pinion shaft 27 is meshed with the first shift input shaft 31, the power is transmitted to the rear drive shaft mechanism, the rear axle bevel gear 36 is meshed with the rear axle bevel gear 41, the rear axle differential 40 is driven to start working, the rear axle differential 40 is connected to the right rear wheel side reducer 38 and the left rear wheel side reducer 43, the right rear wheel side reducer 38 is connected to the right rear wheel 37, the left rear wheel side reducer 43 is connected to the left rear wheel 44, the right rear wheel 37 and the left rear wheel 44 roll forward, and the vehicle is driven forward. The four-wheel drive driving gear 33 is meshed with the four-wheel drive passive gear 46, the four-wheel drive clutch 47 is in a normally closed engagement state, the four-wheel drive clutch 47 is connected to the front drive shaft mechanism 48, the front axle bevel gear 50 is meshed with the front axle bevel gear 54, and the front axle differential 53 is driven to start working. The front axle differential 53 is connected to the right front wheel side reducer 52 and the left front wheel side reducer 55, the right front wheel side reducer 52 is connected to the right front wheel 51, the left front wheel side reducer 55 is connected to the left front wheel 56, the right front wheel 51 and the left front wheel 56 roll forward, driving the vehicle forward. The vehicle is in the four-wheel drive state, and the power transmission direction is as follows Figure 3 shown.

[0071] like Figure 4As shown in the figure, after the vehicle starts, it is in the L gear and the highest forward speed. When the variable hydraulic pump 17 gradually increases from zero variable to positive variable to the maximum and maintains it, the front variable hydraulic motor 29 and the rear variable hydraulic motor 30 start to decrease from the maximum variable state, and the variables of the front variable hydraulic motor 29 and the rear variable hydraulic motor 30 are reduced to zero. At this time, there is no hydraulic power output, and it is a pure mechanical transmission, reaching the maximum speed of the L gear. The power transmission direction is as follows Figure 4 shown.

[0072] like Figure 5 As shown, the vehicle is in H gear after starting. The front variable hydraulic motor 29 and the rear variable hydraulic motor 30 maintain the maximum variable state, the variable hydraulic pump 17 gradually increases from zero variable to positive variable, the hydraulic power is output to the variable motor, the motor shaft mechanism starts to rotate, the sun gear 11 and the main output gear 16 start to rotate, the output shaft fork shift mechanism is placed in H gear, the motor large gear shaft 26 is meshed with the second shift input shaft 32, the power is transmitted to the rear drive shaft mechanism, the rear axle bevel gear 36 is meshed with the rear axle bevel gear 41, the rear axle differential 40 is driven to start working, the rear axle differential 40 is connected to the right rear wheel side reducer 38 and the left rear wheel side reducer 43, the right rear wheel side reducer 38 is connected to the right rear wheel 37, the left rear wheel side reducer 43 is connected to the left rear wheel 44, the right rear wheel 37 and the left rear wheel 44 roll forward, and the vehicle is driven forward. The four-wheel drive driving gear 33 is meshed with the four-wheel drive passive gear 46, and the four-wheel drive clutch 47 is in a disconnected state. No power is transmitted to the front drive shaft mechanism 48, and the front wheels move forward passively. The vehicle is in a two-wheel drive state, and the power transmission direction is as follows Figure 5 shown.

[0073] like Figure 6 As shown in the figure, after the vehicle starts, it is in the H gear and the highest forward speed. When the variable hydraulic pump 17 gradually increases from zero variable to positive variable to the maximum and maintains it, the front variable hydraulic motor 29 and the rear variable hydraulic motor 30 start to decrease from the maximum variable state, and the current variable hydraulic motor 29 and the rear variable hydraulic motor 30 decrease to zero. At this time, there is no hydraulic power output, which is a pure mechanical transmission, and the maximum speed of the H gear is reached. The power transmission direction is as follows Figure 6 shown.

[0074] like Figure 7As shown, the vehicle is in H gear and moves backward after starting. The front variable hydraulic motor 29 and the rear variable hydraulic motor 30 maintain the maximum variable state, the variable hydraulic pump 17 gradually increases from zero variable to negative variable, the hydraulic power is output to the variable motor, the motor shaft mechanism starts to rotate in the opposite direction, the sun gear 11 and the main output gear 16 start to rotate in the opposite direction, the output shaft fork shift mechanism is placed in H gear, the motor large gear shaft 26 is meshed with the second shift input shaft 32, the power is transmitted to the rear drive shaft mechanism, the rear axle bevel gear 36 is meshed with the rear axle bevel gear 41, the rear axle differential 40 is driven to start working, the rear axle differential 40 is connected to the right rear wheel side reducer 38 and the left rear wheel side reducer 43, the right rear wheel side reducer 38 is connected to the right rear wheel 37, the left rear wheel side reducer 43 is connected to the left rear wheel 44, the right rear wheel 37 and the left rear wheel 44 roll backwards, and the vehicle is driven to move backward. The four-wheel drive driving gear 33 is meshed with the four-wheel drive passive gear 46, and the four-wheel drive clutch 47 is in a disconnected state. No power is transmitted to the front drive shaft mechanism 48, and the front wheels passively move backward. The vehicle is in a two-wheel drive state, and the power transmission direction is as follows Figure 7 shown.

[0075] Specifically, when the vehicle is in L gear and moving backward, the four-wheel drive clutch 47 is in the engaged state, and the vehicle is in four-wheel drive transmission.

[0076] like Figure 8 As shown, the PTO output is in gear I. The engine 1 transmits power to the total input shaft 3 of the planetary transmission mechanism through the shock absorber 2, the PTO clutch 18 is engaged, the PTO driving shaft assembly 19 starts to rotate, the PTO fork shifter 24 is placed in gear I, the PTO pinion input shaft 20 is engaged with the first PTO output shaft 23, and the power is transmitted to the PTO output assembly 22. The power transmission direction is shown in Figure 8 shown.

[0077] like Fig. 9 As shown, the PTO output is in gear II. The engine 1 transmits power to the main input shaft 3 of the planetary transmission mechanism through the shock absorber 2, the PTO clutch 18 is engaged, the PTO driving shaft assembly 19 starts to rotate, the PTO fork shifter 24 is placed in gear II, the PTO large tooth input shaft 21 is engaged with the second PTO output shaft 25, and the power is transmitted to the PTO output assembly 22. The power transmission direction is shown in Fig. 9 shown.

[0078] The present invention uses specific examples to illustrate the principles and implementation methods of the present invention. The above examples are only used to help understand the method and core ideas of the present invention. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting the present invention.

Claims

1. A hybrid continuously variable wide-range speed drive system, characterized in that: It includes a planetary transmission mechanism, a hydraulic transmission mechanism, a motor shaft mechanism and an output shaft shift fork shift mechanism; The planetary transmission mechanism has a total input end and a total output end; the total input end is used to receive power from the engine; the total output end is used to transmit power, and the total output end can be transmission-connected with the total input end; The hydraulic transmission mechanism comprises a variable hydraulic pump, a front variable hydraulic motor and a rear variable hydraulic motor; the variable hydraulic pump forms a closed hydraulic system with the control oil circuits of the front variable hydraulic motor and the rear variable hydraulic motor through an oil channel; the maximum inclination angle of the variable hydraulic pump, the front variable hydraulic motor and the rear variable hydraulic motor is 45°; The motor shaft mechanism comprises a motor pinion shaft and a motor gear shaft; the output shaft of the front variable hydraulic motor and the output shaft of the rear variable hydraulic motor are both fixedly connected to the motor main shaft, and the motor main shaft and the motor pinion shaft and the motor gear shaft are all in a transmission connection state; the input end of the motor gear shaft can be transmission-connected to the total output end; The output shaft fork shift mechanism has an output shaft fork shifter, and the output shaft fork shifter has a first shift input shaft, a second shift input shaft and a shift output shaft; the first shift input shaft and the motor pinion shaft can be meshed and transmitted; the second shift input shaft can be connected to the output end of the motor pinion shaft; when power is input by the first shift input shaft and output by the shift output shaft, it corresponds to L gear; when power is input by the second shift input shaft and output by the shift output shaft, it corresponds to H gear.

2. The hybrid continuously variable wide-range speed drive system according to claim 1, characterized in that: The variable hydraulic pump, the front variable hydraulic motor and the rear variable hydraulic motor are all of a bidirectional type.

3. The hybrid continuously variable wide-range speed drive system according to claim 1, characterized in that: The output end of the total input end is also connected to a PTO mechanism; The PTO mechanism includes a PTO clutch and a PTO fork shifter; the input end of the PTO clutch is transmission-connected to the output end of the total input end, and the output end of the PTO clutch is connected to the input end of the PTO fork shifter; the output end of the PTO fork shifter has a first PTO output shaft and a second PTO output shaft.

4. The hybrid continuously variable wide-range speed drive system according to claim 1, characterized in that: The main input end of the planetary transmission mechanism can be transmission-connected to the variable hydraulic pump via a pump transmission assembly.

5. The hybrid continuously variable wide-range speed drive system according to claim 4, characterized in that: The planetary transmission mechanism includes a main input shaft, a planet carrier, a plurality of planetary gears, an inner ring gear, a sun gear and a main output gear; The input end of the total input shaft is used to receive power from the engine; the output end of the total input shaft is connected to the planet carrier; each of the planetary gears is rotatably arranged on the planet carrier; the inner gear ring is meshed with each of the planetary gears for transmission, and the sun gear is meshed with each of the planetary gears for transmission; the inner gear ring is connected to the input end of the pump transmission assembly for transmission; the output end of the pump transmission assembly is connected to the variable hydraulic pump for transmission; the main output shaft is fixedly connected to the main output gear, and the main output gear is connected to the input end of the motor gear shaft for transmission; The input end of the main input shaft forms the main input end, and the main output gear forms the main output end.

6. The hybrid continuously variable wide-range speed drive system according to claim 1, characterized in that: The output shaft fork shift mechanism has a synchronizer device.

7. The hybrid continuously variable wide-range speed drive system according to claim 1, characterized in that: The rear side of the output end of the shift output shaft is also provided with a rear drive shaft mechanism, a four-wheel drive shaft mechanism and a front drive shaft mechanism; The rear drive shaft mechanism comprises a rear drive input shaft and a rear drive transmission assembly, wherein the input end of the rear drive input shaft is transmission-connected to the shift output shaft, and the output end of the rear drive input shaft is transmission-connected to the rear drive transmission assembly; the rear drive transmission assembly is used to drive two wheels at the rear side of the vehicle; The four-wheel drive shaft mechanism has a four-wheel drive clutch; the input end of the four-wheel drive clutch can be drivingly connected to the shift output shaft; The front-wheel drive shaft mechanism comprises a front-wheel drive input shaft and a front-wheel drive transmission assembly; the input end of the front-wheel drive input shaft is transmission-connected to the output end of the four-wheel drive clutch, and the output end of the front-wheel drive input shaft is transmission-connected to the front-wheel drive transmission assembly; the front-wheel drive transmission assembly is used to drive the two wheels on the front side of the vehicle.

8. The hybrid continuously variable wide-range speed drive system according to claim 7, characterized in that: The rear drive transmission assembly includes a rear axle bevel gear, a rear axle differential, a right rear wheel assembly and a left rear wheel assembly; The input end of the rear axle bevel gear is drivingly connected to the shift output shaft; The input end of the rear axle differential is drivingly connected to the output end of the rear axle bevel gear; The right rear wheel assembly includes a right rear wheel reducer and a right rear brake; the input end of the right rear wheel reducer is transmission-connected to the output end of the rear axle differential, and the output end of the right rear wheel reducer is transmission-connected to the right rear wheel of the vehicle; the right rear brake is used to brake the right rear wheel of the vehicle; The left rear wheel assembly includes a left rear wheel reducer and a left rear brake; the input end of the left rear wheel reducer is transmission-connected to the output end of the rear axle differential, and the output end of the left rear wheel reducer is transmission-connected to the left rear wheel of the vehicle; the left rear brake is used to brake the left rear wheel of the vehicle.

9. The hybrid continuously variable wide-range speed drive system according to claim 1, characterized in that: When the output shaft shift fork shift mechanism is in the L gear, the maximum speed of the vehicle is 25km / h to 35km / h; when the output shaft shift fork shift mechanism is in the H gear, the maximum speed of the vehicle is 40km / h to 60km / h.

10. The hybrid continuously variable wide-range speed drive system according to claim 8, characterized in that: The rear axle differential has a differential lock function.

Images