Hybrid stepless wide-width variable speed drive system

Abstract

The application discloses a hybrid stepless wide-width variable-speed driving system and relates to the technical field of vehicles.The hybrid stepless wide-width variable-speed driving system comprises a planetary transmission mechanism, a hydraulic transmission mechanism, a motor shaft mechanism and an output shaft yoke shifting mechanism; the planetary transmission mechanism is used for receiving power from an engine; the hydraulic transmission mechanism comprises a variable hydraulic pump, a front variable hydraulic motor and a rear variable hydraulic motor; the variable maximum inclination angle of the variable hydraulic pump, the front variable hydraulic motor and the rear variable hydraulic motor is 45 degrees; the variable hydraulic pump forms a closed hydraulic system with the front variable hydraulic motor and the rear variable hydraulic motor through oil channels and control oil paths; the planetary transmission mechanism and the hydraulic transmission mechanism are 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 yoke shifting mechanism; and the output shaft yoke shifting mechanism has L gears and H gears.The hybrid stepless wide-width variable-speed driving system can realize stepless speed regulation according to driving requirements, has a wide hydraulic speed variable range, does not need to shift gears during travel to increase or decrease speed, has high reliability, good controllability and high work efficiency.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a hybrid continuously variable transmission (CVT) drive system. Background Technology

[0002] Currently, most medium and large-sized tractors in China use sliding gear shifting, meshing sleeve shifting, synchronizer shifting, and power shifting transmissions. These transmissions have problems such as multiple gears, complex structure, complicated operation, low work efficiency, and high energy consumption. Furthermore, the transmission ratio is discontinuous, and there is a power interruption during the shifting process, making it impossible to match the optimal speed ratio in real time.

[0003] Therefore, some drive systems use hydraulic-mechanical continuously variable transmissions (CVTs) to improve the problems mentioned above. However, existing hydraulic-mechanical CVTs in drive systems have problems such as narrow hydraulic speed range, need to shift gears to increase or decrease speed while in motion, complex structure, and high failure rate due to the clutch friction plates being prone to high-temperature sintering during gear shifting. Summary of the Invention

[0004] The purpose of this invention is to provide a hybrid continuously variable transmission (CVT) drive system with a wide range of speeds to solve the problems existing in the prior art. It can achieve stepless speed regulation according to driving needs, has a wide hydraulic speed range, eliminates the need for shifting gears to increase or decrease speed while in motion, and has high reliability, good controllability, and high operating efficiency.

[0005] To achieve the above objectives, the present invention provides the following solution:

[0006] This invention provides a hybrid continuously variable transmission (CVT) with a wide range of speeds, including a planetary transmission mechanism, a hydraulic transmission mechanism, a motor shaft mechanism, and an output shaft shift fork mechanism. The planetary transmission mechanism has a total input end and a total output end. The total input end receives power from the engine; the total output end transmits power, and the total output end is driveably connected to the total input end. The hydraulic transmission mechanism includes a variable displacement hydraulic pump, a front variable displacement hydraulic motor, and a rear variable displacement hydraulic motor. The variable displacement hydraulic pump forms a closed-loop hydraulic system with the control oil circuits of the front and rear variable displacement hydraulic motors via oil passages. The maximum tilt angle of the variable displacement hydraulic pump, the front variable displacement hydraulic motor, and the rear variable displacement hydraulic motor is 45°. The motor shaft mechanism has a small gear shaft and a large gear shaft. Both the output shafts of the aforementioned variable displacement hydraulic motor and the output shaft of the aforementioned variable displacement hydraulic motor are fixedly connected to the motor main shaft. The motor main shaft maintains a transmission connection with both the motor pinion and the motor gear shaft. The input end of the motor gear shaft can be transmissionally connected to the total output end. The output shaft shift fork mechanism has an output shaft shift fork shifter, which has a first shift input shaft, a second shift input shaft, and a shift output shaft. The first shift input shaft can mesh with the motor pinion; the second shift input shaft can be transmissionally connected to the output end of the motor gear shaft. When power is input from the first shift input shaft and output from the shift output shaft, it corresponds to gear L; when power is input from the second shift input shaft and output from the shift output shaft, it corresponds to gear H.

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

[0008] Preferably, the output end of the total input terminal is further connected to a PTO mechanism; the PTO mechanism includes a PTO clutch and a PTO shift fork; the input end of the PTO clutch is drively connected to the output end of the total input terminal, and the output end of the PTO clutch is connected to the input end of the PTO shift fork; the output end of the PTO shift fork 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 via a pump transmission assembly.

[0010] Preferably, the planetary transmission mechanism includes a main input shaft, a planet carrier, multiple planet gears, an internal gear ring, a sun gear, and a main output gear; the input end of the main input shaft is used to receive power from the engine; the output end of the main input shaft is drivenly connected to the planet carrier; each planet gear is rotatably mounted on the planet carrier; the internal gear ring meshes with each planet gear, and the sun gear meshes with each planet gear; the internal gear ring is drivenly connected to the input end of the pump transmission assembly; the output end of the pump transmission assembly is drivenly connected to the variable hydraulic pump; the main output shaft is fixedly connected to the main output gear, and the main output gear is drivenly connected to the input end of the motor's large gear shaft; the input end of the main input shaft forms the main input end, and the main output gear forms the main output end.

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

[0012] Preferably, the rear side of the output end of the shift output shaft is further provided with a rear drive shaft mechanism, a four-wheel drive shaft mechanism, and a front drive shaft mechanism; the rear drive shaft mechanism has a rear drive input shaft and a rear drive transmission assembly, the input end of the rear drive input shaft is drivenly connected to the shift output shaft, and the output end of the rear drive input shaft is drivenly connected to the rear drive transmission assembly; the rear drive transmission assembly is used to drive the two rear wheels 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 drivenly connected to the shift output shaft; the front drive shaft mechanism has a front drive input shaft and a front drive transmission assembly; the input end of the front drive input shaft is drivenly connected to the output end of the four-wheel drive clutch, and the output end of the front drive input shaft is drivenly connected to the front drive transmission assembly; the front drive transmission assembly is used to drive the two front wheels 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 drivenly connected to the shift output shaft; the input end of the rear axle differential is drivenly 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 drivenly connected to the output end of the rear axle differential, and the output end of the right rear wheel reducer is drivenly 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 drivenly connected to the output end of the rear axle differential, and the output end of the left rear wheel reducer is drivenly 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 25 km / h to 35 km / h; when the output shaft fork shift mechanism is in the H gear, the maximum speed of the vehicle is 40 km / h to 60 km / h.

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

[0016] The present invention has achieved the following technical effects compared with the prior art:

[0017] The hybrid continuously variable wide-range 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, by reasonably distributing the engine power to the planetary transmission mechanism and the hydraulic transmission mechanism, the optimal utilization of energy can be achieved. For example, when the vehicle is traveling at a high speed with a light load, the engine power is mainly directly transmitted through the planetary transmission mechanism, reducing the energy loss in the hydraulic transmission link; when the vehicle needs a large torque output, through the intervention of the hydraulic transmission mechanism, the engine and the hydraulic transmission mechanism 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 maximum speed, it is a pure mechanical transmission, improving the overall energy utilization efficiency of the system and thus improving the operation efficiency; the maximum variable inclination angles of the variable hydraulic pump, the front variable hydraulic motor, and the rear variable hydraulic motor are 45°. This is an important factor for achieving a wide hydraulic speed change range. A larger variable inclination angle allows the hydraulic motor to have a large change range in displacement. 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 large range. By changing the variable inclination angle to adjust the displacement, the hydraulic motor can change its speed and torque output within a very wide range, thus achieving the characteristic of a wide hydraulic speed change range, so as to achieve no gear shifting during travel; the variable hydraulic pump and the two variable hydraulic motors are connected into a closed hydraulic system through oil channels, with a compact structure, good transmission stability, and large output torque for the dual-motor operation; it can achieve stepless speed regulation according to driving requirements, with a simple overall structure, high reliability, good controllability, and high operation efficiency.

[0018] Furthermore, during normal forward movement, the hydraulic pump provides high-pressure oil to the hydraulic motor in a forward rotation manner, causing the hydraulic motor to rotate forward and driving the vehicle forward; when reverse is required, by changing the variable direction of the hydraulic pump, the hydraulic motor will rotate in the reverse direction, thus realizing the function of hydraulic transmission and mechanical transmission for vehicle reverse.

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

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

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

[0022] Furthermore, synchronizers help improve the accuracy of gear shifting. During gear shifting, they precisely synchronize the gear of the target gear with the output shaft, ensuring accurate gear meshing. With synchronizers, even inexperienced drivers can easily shift gears, reducing vehicle vibration and jerking during gear changes, and improving driving comfort and vehicle stability.

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

[0024] Furthermore, the rear-drive transmission assembly, through the combination of the rear axle bevel gear and the rear axle differential, can effectively transmit power from the shift output shaft to the left and right rear wheels. 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 is turning or driving on uneven roads. It allows the left and right rear wheels to rotate at different speeds while distributing torque reasonably. The wheel-side reducer can reduce the speed transmitted from the rear axle differential while increasing the torque, so that the wheels can obtain enough power to drive the vehicle.

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

[0026] Furthermore, the rear axle differential has a differential lock function. When the differential lock is engaged, 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 traction, the other rear wheel with traction can still get enough power to help the vehicle get out of trouble, greatly improving the vehicle's ability to pass through difficult road conditions. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 A schematic diagram of the hybrid continuously variable transmission (CVT) drive system provided by the present invention.

[0029] Figure 2 The transmission route diagram of the hybrid continuously variable transmission (CVT) drive system provided by the present invention when the vehicle is stationary;

[0030] Figure 3 The transmission route diagram of the hybrid continuously variable transmission (CVT) drive system provided by this invention when moving forward in L gear;

[0031] Figure 4 The transmission route diagram of the hybrid continuously variable transmission (CVT) drive system provided by this invention when moving forward in L gear and at the maximum vehicle speed;

[0032] Figure 5 The transmission route diagram of the hybrid continuously variable transmission (CVT) drive system provided by this invention when moving forward in H gear;

[0033] Figure 6 The transmission route diagram of the hybrid continuously variable transmission (CVT) drive system provided by the present invention when moving forward in H gear and at the maximum vehicle speed;

[0034] Figure 7 The transmission route diagram of the hybrid continuously variable transmission (CVT) drive system provided by the present invention when the vehicle is reversing;

[0035] Figure 8 The transmission route diagram for the hybrid continuously variable transmission (CVT) drive system provided by the present invention for outputting power from the first PTO output shaft;

[0036] Figure 9 The transmission route diagram for the hybrid continuously variable transmission (CVT) drive system provided by this invention, in which power is output from the second PTO output shaft.

[0037] In the diagram: 1-Engine; 2-Shock absorber; 3-Main 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-Planetary carrier; 11-Sun gear; 12-Planet gears; 13-Internal gear ring; 14-Pump drive gear; 15-Pump driven gear; 16-Main output gear; 17-Variable displacement hydraulic pump; 18-PTO clutch; 19-PTO drive shaft assembly; 20-PTO pinion input shaft; 21-PTO large gear input shaft; 22-PTO output assembly; 23-First PTO output shaft; 24-PTO shift fork; 25-Second PTO output shaft; 26-Motor large gear shaft; 27-Motor small gear shaft; 28-Motor main shaft; 29-Front variable displacement hydraulic pump. 30 - Rear variable hydraulic motor; 31 - First shift input shaft; 32 - Second shift input shaft; 33 - Four-wheel drive drive gear; 34 - Output shaft shift fork; 35 - Rear 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 drive shaft mechanism; 49 - Front 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

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0039] The purpose of this invention is to provide a hybrid continuously variable transmission (CVT) drive system to solve the problems existing in the prior art. It can achieve stepless speed regulation according to driving needs, has a wide hydraulic speed range, eliminates the need for shifting gears to increase or decrease speed while in motion, and has high reliability, good controllability, and high operating efficiency.

[0040] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0041] Example 1

[0042] This embodiment provides a hybrid continuously variable transmission (CVT) with a wide range of speeds, primarily but not limited to modern agricultural machinery, next-generation construction machinery, and engineering vehicles, such as applications in medium and large tractors. Figures 1-9 As shown, it includes a planetary transmission mechanism, a hydraulic transmission mechanism, a motor shaft mechanism, and an output shaft shift fork 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 engine 1; the total output end is used to transmit power, and the total output end and the total input end can be connected for 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 with the control oil circuits of the front variable hydraulic motor 29 and the rear variable hydraulic motor 30 through oil passages; the maximum tilt 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 27 and a motor gear 26; the output shaft of the front variable hydraulic motor 29... The output shafts of both the output shaft and the rear variable hydraulic motor 30 are fixedly connected to the motor main shaft 28. The motor main shaft 28 maintains a transmission connection with the motor pinion 27 and the motor gear 26. The input end of the motor gear 26 can be transmitted to the total output end. The output shaft shift fork mechanism has an output shaft shift fork shifter 34, which has a first shift input shaft 31, a second shift input shaft 32, and a shift output shaft. The first shift input shaft 31 can mesh with the motor pinion 27 for transmission. The second shift input shaft 32 can be transmitted to the output end of the motor gear 26. When power is input from the first shift input shaft 31 and output from the shift output shaft, it corresponds to L gear. When power is input from the second shift input shaft 32 and output from the shift output shaft, it corresponds to H gear.

[0043] By combining the advantages of planetary transmission and hydraulic transmission, the energy of engine 1 can be better utilized. Under different operating conditions, by rationally distributing the power of engine 1 to the planetary transmission and hydraulic transmission, energy utilization can be optimized. For example, when the vehicle is traveling at high speed with a light load, the power of engine 1 is mainly transmitted directly through the planetary transmission, reducing energy loss in the hydraulic transmission link. When the vehicle requires high torque output, the intervention of the hydraulic transmission allows engine 1 and the hydraulic transmission to work together, combining the advantages of hydraulic 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 maximum vehicle speed, it is a pure mechanical transmission, improving the overall energy utilization efficiency of the system and thus improving the operating efficiency. Variable hydraulic pump 17 and front variable hydraulic motor 2 are also included. The maximum tilt angle of the variable hydraulic motor 30 (9 and 30) is 45°, which is an important factor in achieving a wide hydraulic speed range. A larger tilt angle allows for a greater range of displacement variation in the hydraulic motor. When the tilt angle changes from the minimum to the maximum of 45°, the displacement of the hydraulic motor can vary within a wide range. By adjusting the displacement by changing the tilt angle, the hydraulic motor can change its speed and torque output over a wide range, thus achieving the characteristic of a wide hydraulic speed range and enabling shiftless operation. The variable hydraulic pump 17 and the two variable hydraulic motors are connected by oil passages to form a closed hydraulic system with a compact structure, good transmission smoothness, and high output torque from the dual motors. It can achieve stepless speed regulation according to driving needs, has a simple overall structure, high reliability, good operability, and high operating efficiency.

[0044] The following are the specifications regarding the planetary transmission mechanism:

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

[0046] Among the optional solutions in this embodiment, the more preferred one is as follows: Figure 1As shown, the planetary transmission mechanism includes a main input shaft 3, a planet carrier 10, multiple planet gears 12, an internal gear ring 13, a sun gear 11, and a main output gear 16. The input end of the main input shaft 3 is used to receive power from the engine 1. The output end of the main input shaft 3 is connected to the planet carrier 10. Each planet gear 12 is rotatably mounted on the planet carrier 10. The internal gear ring 13 meshes with each planet gear 12, and the sun gear 11 meshes with each planet gear 12. The internal gear ring 13 is connected to the input end of the pump transmission assembly. The output end of the pump transmission assembly is connected to the variable hydraulic pump 17. The main output shaft is fixedly connected to the main output gear 16, and the main output gear 16 is connected to the input end of the motor large gear shaft 26. The input end of the main input shaft 3 forms the main input end, and the main output gear 16 forms the main output end. Power can be transmitted more to the internal gear ring 13 through the planetary carrier 10 and planetary gears 12, and then to drive the variable hydraulic pump 17 through the pump transmission assembly, using the high torque characteristics of hydraulic transmission to meet the power demand; when the vehicle is traveling at high speed, power can be transmitted more to the sun gear 11 through the planetary gears 12, and then output by the main output gear 16 to achieve higher speed output. This multi-stage transmission method can achieve efficient power distribution according to different working conditions.

[0047] Among the optional solutions in this embodiment, the more preferred one is as follows: Figure 1 As shown, the total input end of the planetary transmission mechanism can be connected to the variable hydraulic pump 17 via the pump transmission assembly. The total input end of the planetary transmission mechanism is connected to the variable hydraulic pump 17 via the pump transmission assembly, and the variable hydraulic pump 17 is driven by the power of the engine 1 through the pump transmission assembly, thereby transmitting power through the hydraulic transmission mechanism.

[0048] Specifically, the pump drive assembly includes a pump drive gear 14 and a pump driven gear 15. The internal gear ring 13 meshes with the pump drive gear 14 for transmission, the pump drive gear 14 meshes with the pump driven gear 15 for transmission, and the pump driven gear 15 is connected to the input shaft of the variable hydraulic pump 17 for transmission.

[0049] The following are the relevant specifications regarding the hydraulic transmission mechanism:

[0050] In the optional embodiments of this example, it is preferred that the variable hydraulic pump 17, the front variable hydraulic motor 29, and the rear variable hydraulic motor 30 are all bidirectional. During normal forward movement, the hydraulic pump supplies high-pressure oil to the hydraulic motor in a forward rotation, causing the hydraulic motor to rotate forward and drive the vehicle forward. When reversing is required, the direction of the hydraulic pump's variable displacement is changed, causing the hydraulic motor to rotate in the opposite direction, thus achieving the effect of hydraulic and mechanical transmission for reversing the vehicle.

[0051] Specifically, stepless speed change is achieved by controlling and changing the displacement of the variable hydraulic pump 17 and the front / rear variable hydraulic motors 30. The speed range is wide and there is no intermediate gear shifting during movement. Forward and reverse switching is achieved by controlling the variable direction of the variable hydraulic pump 17. At the maximum forward speed, it is a pure mechanical transmission.

[0052] The following are the settings for the output shaft shift fork mechanism:

[0053] Among the optional solutions in this embodiment, the more preferred one is as follows: Figure 1 As shown, the output shaft shift fork mechanism has a synchronizer device. The synchronizer device helps improve the accuracy of gear shifting. During gear shifting, it can precisely synchronize the gear of the target gear with the output shaft, thereby ensuring accurate gear meshing. With the synchronizer, even inexperienced drivers can easily complete gear shifting, reducing vehicle vibration and jerking during gear shifting, and improving driving comfort and vehicle stability.

[0054] Regarding the transmission mechanism behind the output shaft shift fork:

[0055] Among the optional solutions in this embodiment, the more preferred one is as follows: 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 on 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 drivenly connected to the shift output shaft, and the output end of the rear drive input shaft 35 is drivenly connected to the rear drive transmission assembly. The rear drive transmission assembly is used to drive the two rear wheels 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 drivenly 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 drivenly connected to the output end of the four-wheel drive clutch 47, and the output end of the front drive input shaft is drivenly connected to the front drive transmission assembly. The front drive transmission assembly is used to drive the two front wheels 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 drive modes.

[0056] Specifically, the shift output shaft is equipped with a four-wheel drive drive gear 33 that meshes with a four-wheel drive driven gear 46, the four-wheel drive driven gear 46 is connected to the four-wheel drive shaft assembly 45, and the four-wheel drive shaft assembly 45 is connected to the input end of the four-wheel drive clutch 47.

[0057] Specifically, it features two-wheel drive and four-wheel drive modes, improving the vehicle's power and fuel economy. At its maximum forward speed, it operates on pure mechanical transmission, resulting in good energy efficiency.

[0058] Among the optional solutions in this embodiment, the more preferred one is as follows: 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 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 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 connected to the output end of the rear axle differential 40. The right rear wheel reducer 38 is 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 connected to the output end of the rear axle differential 40, and the output end of the left rear wheel reducer 43 is 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, through the combination of the rear axle bevel gear 36 and the rear axle differential 40, can effectively transmit power from the shift output shaft to the left and right rear wheels. The rear axle bevel gear 36 is mainly used to change the direction of power transmission in order to better drive the rear wheels. The rear axle differential 40 plays a key role when the vehicle is turning or driving on uneven roads. It allows 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 40 while increasing the torque, so that the wheels can obtain enough power to drive the vehicle.

[0059] Specifically, the front drive transmission assembly and the rear drive transmission assembly have similar structures, 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 drive brake 49 for braking the left front wheel 56 and the right front wheel 51.

[0060] In the optional embodiments of this example, a preferred embodiment is that the rear axle differential 40 has a differential lock function. With the differential lock function, when the differential lock is engaged, it forces the left and right rear wheels to rotate at the same speed, distributing power evenly to both rear wheels. This way, even if one rear wheel loses traction, the other rear wheel with traction can still receive sufficient power, allowing the vehicle to escape from difficult situations and greatly improving the vehicle's ability to pass through rough road conditions.

[0061] Regarding the setup of the PTO organization:

[0062] Among the optional solutions in this embodiment, the more preferred one is as follows: Figure 1As shown, the output end of the main input terminal is also connected to a PTO mechanism; the PTO mechanism includes a PTO clutch 18 and a PTO shift fork 24; the input end of the PTO clutch 18 is drive-connected to the output end of the main input terminal, and the output end of the PTO clutch 18 is connected to the input end of the PTO shift fork 24; the output end of the PTO shift fork 24 has a first PTO output shaft 23 and a second PTO output shaft 25. The PTO (Power Take-Off) mechanism enables the system to provide power to different external working equipment, and the first and second PTO output shafts output through the PTO shift fork can be used to connect working equipment.

[0063] Specifically, the output end of the PTO clutch 18 is connected to the PTO shift fork 24 via the PTO drive shaft assembly 19; the PTO shift fork 24 has a PTO pinion input shaft 20 that is connected to the first PTO output shaft 23 and a PTO large gear input shaft 21 that is connected to the second PTO output shaft 25; both the PTO pinion input shaft 20 and the PTO large gear input shaft 21 are connected to the PTO drive shaft assembly 19; the first PTO output shaft 23 and the second PTO output shaft 25 are both 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] Regarding other explanations:

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

[0067] Specifically, a branch input gear 4 is also connected to the main input shaft 3 of the planetary transmission mechanism. The branch input gear 4 meshes with the working pump gear 5, which in turn meshes with the lubrication and control gear 8. The lubrication and control gear 8 is connected to the input shafts of the control pump 7 and the lubrication pump 9, respectively. 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.

[0068] Specifically, the working process of the hybrid continuously variable transmission (CVT) drive system in this implementation is described as follows:

[0069] like Figure 2 As shown, the vehicle is stationary after starting. Engine 1 transmits power to the main 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, which in turn meshes with the lubrication and control gear 8. The working pump 6, control pump 7, and lubrication pump 9 begin to operate. The planetary carrier 10, planetary gears 12, internal gear ring 13, and variable hydraulic pump 17 begin to rotate. The pump drive gear 14 meshes with the pump driven gear 15, driving 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 their maximum variable state, while the variable hydraulic pump 17 is in its zero variable state, idling with no power output. The sun gear 11 and the main output gear 16 remain stationary, as do the motor shaft mechanism and the output shaft shift fork mechanism. The entire vehicle remains stationary. The power transmission direction is as follows: Figure 2 As shown.

[0070] like Figure 3 As shown, after the vehicle starts, it is in L gear and moving forward. 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, and 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 shift fork shift mechanism is placed in L gear, the motor pinion shaft 27 meshes with the first shift input shaft 31, and the power is transmitted to the rear drive shaft mechanism. The rear axle bevel gear 36 meshes with the rear axle bevel gear 41, driving the rear axle differential 40 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, and 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, driving the vehicle forward. The four-wheel drive drive gear 33 meshes with the four-wheel drive driven gear 46, the four-wheel drive clutch 47 is in a normally closed engaged state, and the four-wheel drive clutch 47 is connected to the front drive shaft mechanism 48. The front axle bevel gear 50 meshes with the front axle bevel gear 54, driving the front axle differential 53 to start working. The front axle differential 53 is connected to the right front wheel reducer 52 and the left front wheel reducer 55. The right front wheel reducer 52 is connected to the right front wheel 51, and the left front wheel 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 four-wheel drive mode, and the power transmission direction is as follows: Figure 3 As shown.

[0071] like Figure 4As shown, after the vehicle starts, it is in L gear with the maximum forward speed. When the variable displacement hydraulic pump 17 gradually increases from zero to its maximum and maintains that value, the front variable displacement hydraulic motor 29 and the rear variable displacement hydraulic motor 30 begin to decrease from their maximum values. When the variables of the front variable displacement hydraulic motor 29 and the rear variable displacement hydraulic motor 30 decrease to zero, there is no hydraulic power output; it is purely mechanical transmission, reaching the maximum speed of L gear. The direction of power transmission is as follows: Figure 4 As shown.

[0072] like Figure 5 As shown, after the vehicle starts, it is in forward H gear. 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, and 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 shift fork shift mechanism is placed in H gear, the motor large gear shaft 26 meshes with the second shift input shaft 32, and the power is transmitted to the rear drive shaft mechanism. The rear axle bevel gear 36 meshes with the rear axle bevel gear 41, driving the rear axle differential 40 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, and 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, driving the vehicle forward. The four-wheel drive drive gear 33 meshes with the four-wheel drive driven gear 46, the four-wheel drive clutch 47 is disengaged, no power is transmitted to the front drive shaft mechanism 48, and the front wheels move forward passively. The vehicle is in two-wheel drive mode, and the power transmission direction is as follows: Figure 5 As shown.

[0073] like Figure 6 As shown, after the vehicle starts, it is in H gear with the maximum forward speed. When the variable displacement hydraulic pump 17 gradually increases from zero to its maximum and maintains that value, the front variable displacement hydraulic motor 29 and the rear variable displacement hydraulic motor 30 begin to decrease from their maximum values. When the variables of the front variable displacement hydraulic motor 29 and the rear variable displacement hydraulic motor 30 decrease to zero, there is no hydraulic power output; it is purely mechanical transmission, reaching the maximum speed in H gear. The direction of power transmission is as follows: Figure 6 As shown.

[0074] like Figure 7As shown, after the vehicle starts, it is in reverse gear (H). The front variable hydraulic motor 29 and the rear variable hydraulic motor 30 maintain their maximum variable state. The variable hydraulic pump 17 gradually increases from zero variable to negative variable, and 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 shift fork shift mechanism is in H gear. The motor large gear shaft 26 meshes with the second shift input shaft 32, and the power is transmitted to the rear drive shaft mechanism. The rear axle bevel gear 36 meshes with the rear axle bevel gear 41, driving the rear axle differential 40 to start working. The rear axle differential 40 is connected to the right rear wheel reducer 38 and the left rear wheel reducer 43. The right rear wheel reducer 38 is connected to the right rear wheel 37, and the left rear wheel reducer 43 is connected to the left rear wheel 44. The right rear wheel 37 and the left rear wheel 44 roll backward, driving the vehicle to reverse. The four-wheel drive drive gear 33 meshes with the four-wheel drive driven gear 46, the four-wheel drive clutch 47 is disengaged, no power is transmitted to the front drive shaft mechanism 48, and the front wheels are passively reversed. The vehicle is in two-wheel drive mode, and the power transmission direction is as follows: Figure 7 As shown.

[0075] Specifically, when in L gear and reversing, the four-wheel drive clutch 47 is engaged, and the vehicle is in four-wheel drive mode.

[0076] like Figure 8 As shown, the PTO output is in gear I. Engine 1 transmits power to the main input shaft 3 of the planetary transmission mechanism via the shock absorber 2. The PTO clutch 18 engages, the PTO drive shaft assembly 19 begins to rotate, the PTO shift fork 24 is placed in gear I, and the PTO pinion input shaft 20 meshes with the first PTO output shaft 23, transmitting power to the PTO output assembly 22. The power transmission direction is as follows: Figure 8 As shown.

[0077] like Figure 9 As shown, the PTO output is in gear II. Engine 1 transmits power to the main input shaft 3 of the planetary transmission mechanism via the damper 2. The PTO clutch 18 engages, the PTO drive shaft assembly 19 begins to rotate, the PTO shift fork 24 is placed in gear II, and the PTO large gear input shaft 21 meshes with the second PTO output shaft 25, transmitting power to the PTO output assembly 22. The power transmission direction is as follows... Figure 9 As shown.

[0078] Specific examples have been used to illustrate the principles and implementation methods of this invention. The descriptions of the above embodiments are only for the purpose of helping to understand the method and core ideas of this invention. Furthermore, those skilled in the art will recognize that, based on the ideas of this invention, there will be changes in the specific implementation methods and application scope. Therefore, the content of this specification should not be construed as a limitation of this invention.

Claims

1. A hybrid continuously variable transmission (CVT) with a wide range of speeds, characterized in that: This includes a planetary transmission mechanism, a hydraulic transmission mechanism, a motor shaft mechanism, and an output shaft shift fork 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 and the total input end can be connected in a transmission manner. The hydraulic transmission mechanism includes 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 and rear variable hydraulic motors through an oil passage; the maximum tilt angle of the variable hydraulic pump, the front and rear variable hydraulic motors is 45°. The motor shaft mechanism has a small motor gear shaft and a large motor gear shaft; the output shafts of the front variable hydraulic motor and the rear variable hydraulic motor are both fixedly connected to the motor main shaft, and the motor main shaft maintains a transmission connection with both the small motor gear shaft and the large motor gear shaft; the input end of the large motor gear shaft can be transmissionally connected to the total output end. The output shaft shift fork mechanism includes an output shaft shift fork shifter, which has a first shift input shaft, a second shift input shaft, and a shift output shaft. The first shift input shaft can mesh with the motor pinion shaft for transmission. The second shift input shaft can be connected to the output end of the motor large gear shaft for transmission. When power is input from the first shift input shaft and output from the shift output shaft, it corresponds to L gear. When power is input from the second shift input shaft and output from the shift output shaft, it corresponds to H gear.

2. The hybrid continuously variable transmission (CVT) 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 bidirectional.

3. The hybrid continuously variable transmission (CVT) drive system according to claim 1, characterized in that: The output of the main input terminal is also connected to a PTO mechanism; The PTO mechanism includes a PTO clutch and a PTO shift fork; the input end of the PTO clutch is 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 shift fork; the output end of the PTO shift fork has a first PTO output shaft and a second PTO output shaft.

4. The hybrid continuously variable transmission (CVT) drive system according to claim 1, characterized in that: The total input end of the planetary transmission mechanism can be connected to the variable hydraulic pump via a pump transmission assembly.

5. The hybrid continuously variable transmission (CVT) drive system according to claim 4, characterized in that: The planetary transmission mechanism includes a main input shaft, a planet carrier, multiple planet gears, an internal gear ring, a sun gear, and a main output gear; The input end of the main input shaft is used to receive power from the engine; the output end of the main input shaft is drivenly connected to the planetary carrier; each planetary gear is rotatably mounted on the planetary carrier; the internal gear ring meshes with each planetary gear, and the sun gear meshes with each planetary gear; the internal gear ring is drivenly connected to the input end of the pump drive assembly; the output end of the pump drive assembly is drivenly connected to the variable hydraulic pump; the main output shaft is fixedly connected to the main output gear, and the main output gear is drivenly connected to the input end of the motor large gear shaft; 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 transmission (CVT) drive system according to claim 1, characterized in that: The output shaft shift fork mechanism has a synchronizer device.

7. The hybrid continuously variable transmission (CVT) 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 has a rear drive input shaft and a rear drive transmission assembly. The input end of the rear drive input shaft is connected to the shift output shaft, and the output end of the rear drive input shaft is connected to the rear drive transmission assembly. The rear drive transmission assembly is used to drive the two rear wheels 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 connected to the shift output shaft for transmission. The front drive shaft mechanism has a front drive input shaft and a front drive transmission assembly; the input end of the front drive input shaft is driven to the output end of the four-wheel drive clutch, and the output end of the front drive input shaft is driven to the front drive transmission assembly; the front drive transmission assembly is used to drive the two front wheels of the vehicle.

8. The hybrid continuously variable transmission (CVT) 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 connected to the shift output shaft for transmission. The input end of the rear axle differential is 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 connected to the output end of the rear axle differential, and the output end of the right rear wheel reducer is 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 driven to the output end of the rear axle differential, and the output end of the left rear wheel reducer is driven 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 transmission (CVT) drive system according to claim 1, characterized in that: When the output shaft shift fork is in the L gear, the maximum vehicle speed is 25km / h to 35km / h; when the output shaft shift fork is in the H gear, the maximum vehicle speed is 40km / h to 60km / h.

10. The hybrid continuously variable transmission (CVT) drive system according to claim 8, characterized in that: The rear axle differential has a differential lock function.

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