Stepless speed change transmission device, control method and tractor

Abstract

The invention discloses a stepless speed change transmission device, a control method and a tractor. The stepless speed change transmission device comprises an engine, a shunting assembly, a pump motor, a second transmission shaft, a fourth transmission shaft, a gear ring shaft, a planet carrier shaft and a duplex planet row. The shunting assembly comprises a first transmission shaft, a tenth transmission shaft and a first gear pair, the power input end of the first transmission shaft is connected with the engine, and the other end of the first transmission shaft is connected with the duplex planet row and used for directly outputting mechanical power of the engine; the first transmission shaft is in transmission connection with the power input end of the tenth transmission shaft through a first gear pair; the power output end of the tenth transmission shaft is connected with the power input end of a pump motor; the pump motor is used for outputting hydraulic flowing force and converging with mechanical power of the engine; the device has the advantages that the transmission route is simple, the transmission efficiency of a main working speed area is high, and the section changing process is smoother.

Description

Technical Field

[0001] The invention belongs to the technical field of continuously variable speed tractors, and in particular relates to a continuously variable speed transmission device, a control method and a tractor. Background Art

[0002] At present, the large-horsepower continuously variable transmission tractors produced in batches at home and abroad mainly rely on the parallel connection of hydraulic power flow and mechanical power flow, and ensure high transmission efficiency through mechanical transmission. The controllable speed regulation of hydraulic transmission is combined with mechanical transmission to achieve continuously variable speed. Due to the need to add new components such as hydraulic variable pump, hydraulic motor and planetary transmission device, the transmission route layout is relatively complicated; the hydraulic mechanical continuously variable transmission device has the advantages of continuous speed, convenient operation, comfortable driving, and high fuel economy. However, since the current section-to-section section switching mostly adopts the method of comparative speed ratio and displacement ratio combined control for section switching, and since the volumetric efficiency of hydraulic variable pump and hydraulic motor changes with the oil pressure, the volumetric efficiency is not constant and is less than 1, the actual section switching displacement ratio at the section switching point is different from the theoretical calculated displacement ratio, and the speed ratio is PID adjusted, the control is relatively complex, and the driving impact is strong. Summary of the invention

[0003] The purpose of the present invention is to solve the above-mentioned problems existing in the prior art and to provide a continuously variable transmission device, a control method and a tractor. The device has the advantages of simple transmission route, high transmission efficiency in the main working speed area, and smoother shifting process.

[0004] To achieve the above objectives, one of the objectives of the present invention is to provide a continuously variable transmission device, including an engine, a splitter and a coupling, a pump motor, a second transmission shaft, a fourth transmission shaft, a ring gear shaft, a planet carrier shaft and a double planetary gear;

[0005] The flow splitter and combiner comprises a first transmission shaft, a tenth transmission shaft and a first gear pair, wherein the power input end of the first transmission shaft is connected to the engine, the other end of the first transmission shaft is connected to the double-coupled planetary gear, and is used to directly output the mechanical power of the engine, and the first transmission shaft is transmission-connected to the power input end of the tenth transmission shaft through the first gear pair; the power output end of the tenth transmission shaft is connected to the power input end of the pump motor, and the pump motor is used to output hydraulic flow power and merge with the mechanical flow power of the engine;

[0006] The double planetary gear comprises a planetary gear assembly I and a planetary gear assembly II; the power input end of the ring gear shaft is fixedly connected to the inner ring gear I of the planetary gear assembly I, the power output of the ring gear shaft is transmitted to the fourth gear clutch assembly through the fourth gear pair, or the power output of the ring gear shaft is transmitted to the second gear clutch assembly through the fifth gear pair;

[0007] The power input end of the planetary carrier shaft is fixedly connected to the planetary carrier II of the planetary gear assembly II, and the power output end of the planetary carrier shaft transmits power to the third gear clutch assembly through the sixth gear pair, or the power output end of the planetary carrier shaft transmits power to the first gear clutch assembly through the seventh gear pair; the second transmission shaft also transmits another hydraulic flow power to the starting gear clutch assembly through the second gear pair.

[0008] As a preferred solution, it also includes a fifth transmission shaft and a sixth transmission shaft, the starting gear assembly, the first gear clutch assembly, the second gear clutch assembly, the third gear clutch assembly and the fourth gear clutch assembly are all installed on the fifth transmission shaft, and the reversing clutch assembly is installed on the sixth transmission shaft, and the power of the starting gear assembly, the first gear clutch assembly, the second gear clutch assembly, the third gear clutch assembly and the fourth gear clutch assembly is transmitted to the reversing clutch assembly via the eighth gear pair, and the power is transmitted to the rear axle via the reversing clutch assembly.

[0009] As a preferred solution, it also includes a first speed sensor, a second speed sensor and a third speed sensor, wherein the first sensor is used to detect the output speed of the first transmission shaft, the second sensor is used to detect the output speed of the pump motor, and the speed of the input end of the section clutch is calculated according to the output speed of the first transmission shaft and the output speed of the pump motor, and the third speed sensor is used to detect the speed of the output end of the corresponding section clutch, and a comparison is made between the speed of the input end of the section clutch and the speed of the output end of the section clutch to determine whether a fault occurs.

[0010] As a preferred solution, a fourth speed sensor is further included, which is used to detect the speed of the output end of the reversing clutch, and compare the speed of the output end of the section clutch with the speed of the output end of the reversing clutch to determine whether a fault occurs.

[0011] As a preferred solution, the power output end of the second transmission shaft is connected to the fourth transmission shaft through a third gear pair, and the power output end of the fourth transmission shaft is connected to the double planetary gear set, which is used to transmit the hydraulic flow force to the double planetary gear set and merge with the mechanical flow force output by the first transmission shaft there, and then transmit it to the corresponding section clutch assembly.

[0012] As a preferred solution, the flow splitter also includes a third transmission shaft and an eleventh gear pair, the tenth transmission shaft is connected to the third transmission shaft through the eleventh gear pair, and the third transmission shaft transmits power to the power output P.

[0013] The second purpose of the present invention is to provide a method for controlling a continuously variable transmission device. When the transmission device is working normally, one and only one section clutch is engaged. When a section clutch is engaged, the clutch input end speed nr is calculated by the first sensor and the second speed sensor, and the output end speed no of the section clutch is measured by the third speed sensor. If nr≠no, the machine is stopped to check for faults; the output end speed no of the section clutch is measured according to the third speed sensor to obtain the reversing clutch input end speed Nr, and the reversing clutch output end speed No is measured by the fourth speed sensor. If Nr≠No, the machine is stopped to check for faults.

[0014] As a preferred solution, the following shifting method is adopted: Step 1: Based on the speed values ​​detected by the first speed sensor and the second speed sensor, the actual speed ratio i1 of the pump motor is calculated in reverse; Step 2: The inclination angle of the swash plate of the variable speed pump in the pump motor is adjusted to make the actual speed ratio i1 of the pump motor close to the theoretical synchronous speed ratio i of the pump motor; Step 3: Compare the actual speed ratio i1 of the pump motor with the theoretical synchronous speed ratio i of the pump motor. If i1>i, adjust the inclination angle of the swash plate of the pump motor to reduce i1 to i, and then change the segment; if i1 is less than i, adjust the inclination angle of the swash plate of the pump motor to increase i1 to i, and then change the segment; if i1=i, directly change the segment.

[0015] The third object of the present invention is to provide a tractor, comprising any of the above-mentioned continuously variable transmission devices. Compared with the prior art, the present invention has at least the following beneficial effects:

[0016] First, this scheme improves the structure, one mechanical power of the engine is directly transmitted to the double planetary gear, and the other power is only transmitted to the pump motor through the first gear transmission to output hydraulic flow power to the double planetary gear, thereby forming a hydraulic mechanical power confluence speed regulation, and the power after confluence is transmitted to the second gear clutch assembly or the fourth gear clutch assembly through the planetary gear combination I, or the power after confluence is transmitted to the first gear clutch assembly or the third gear clutch assembly through the planetary gear combination II. The five section clutches are coaxial, and the output power of all section clutches passes through the reversing clutch, and the forward and reverse gears both include five sections. The above transmission route in this scheme is simple, the engine power is directly transmitted to the planetary gear and the hydraulic flow power is confluence speed regulation, there are few intermediate transmission elements, and the transmission efficiency is high. In addition, this scheme sets a special starting gear clutch, and the clutch adopts full hydraulic flow operation, the start is smooth, and the tractor can achieve continuous speed change from zero speed to the maximum speed.

[0017] Secondly, this scheme also provides a control method for a continuously variable transmission device, which is organically combined with the continuously variable transmission device of the above-mentioned specific structure. By adding speed sensors at the front and rear ends of the clutch, it is possible to determine whether the clutch is slipping and determine the abnormal state of the clutch in advance, thereby achieving the purpose of protecting the clutch; the actual speed ratio i1 at this time is calculated back through the speed values ​​detected by the first speed sensor and the second speed sensor, and at the shift point, the inclination angle of the swash plate is adjusted to make the actual speed ratio i1 of the pump motor close to the theoretical synchronous speed ratio i of the pump motor. When the speed ratio of the pump motor is equal to the theoretical speed ratio at the synchronous shift point, the inclination angle of the variable pump swash plate is guaranteed to remain unchanged, and the clutch is controlled to switch quickly, thereby achieving the purpose of simpler and smoother shifting. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the embodiments of the invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0019] Figure 1 The transmission principle structure diagram of the continuously variable transmission device of the present invention is shown in FIG. Figure 1 ;

[0020] Figure 2 The transmission principle structure diagram of the continuously variable transmission device of the present invention is shown in FIG. Figure 2 ;

[0021] Figure 3 is a speed characteristic diagram of the continuously variable transmission device in the present invention;

[0022] Figure 4 It is a shift logic diagram of the control method of the continuously variable transmission device in the present invention;

[0023] Markings in the figure:

[0024] 1. Engine;

[0025] 2. Splitting and joining parts;

[0026] 21. a first transmission shaft, 22. a first gear, 23. a second gear, 24. a tenth transmission shaft, 25. a twenty-second gear, 26. a third transmission shaft;

[0027] 3. Pump motor;

[0028] 4. Second transmission shaft;

[0029] 41. Fifth gear;

[0030] 5. Fifth transmission shaft;

[0031] 51, Gear 15;

[0032] 6. Sixth transmission shaft;

[0033] 61. Sixteenth gear,

[0034] 7. Fourth transmission shaft;

[0035] 71, sixth gear;

[0036] 8. Ring gear shaft;

[0037] 9. Planet carrier shaft;

[0038] 10. Seventh transmission shaft;

[0039] 200, starting gear clutch assembly;

[0040] 201, third gear, 202, fourth gear, 203, starting clutch;

[0041] 210, first gear clutch assembly,

[0042] 211, 13th gear, 212, 14th gear, 213, first clutch;

[0043] 220, second gear clutch assembly,

[0044] 221, ninth gear, 222, tenth gear, 223, second clutch;

[0045] 230, third gear clutch assembly,

[0046] 231, 11th gear, 232, 12th gear, 233, third clutch;

[0047] 240, fourth gear clutch assembly,

[0048] 241, seventh gear, 242, eighth gear, 243, fourth clutch;

[0049] 310, forward gear clutch assembly;

[0050] 311, the seventeenth gear; 312, the eighteenth gear; 313, the forward gear clutch;

[0051] 320, reverse clutch assembly;

[0052] 321, the nineteenth gear, 322, the twentieth gear, 323, the twenty-first gear, 324, the reverse gear clutch;

[0053] 401, front box; 402, rear box;

[0054] 100. Double planetary gear;

[0055] 110. Planetary gear assembly I,

[0056] 111, sun gear Ⅰ, 112, planet gear Ⅰ, 113, inner ring gear Ⅰ, 114, planet carrier Ⅰ;

[0057] 120. Planetary gear assembly II;

[0058] 121, sun gear II, 122, planet gear II, 123, inner ring gear II, 124, planet carrier II;

[0059] 11. A first rotation speed sensor, 12. A second rotation speed sensor, 13. A third rotation speed sensor, 14. A fourth rotation speed sensor, 15. Angle sensor, 16. A torque measuring device.

[0060] Figure 1 In the middle: Z1-Z22 represent gears, and the subscript number represents the gear number; Zp represents the planetary gear;

[0061] Figure 2 In Chinese: KH represents the starting gear clutch assembly; K1-K4 represent the section clutch assembly, and the subscript number represents the gear clutch assembly. DETAILED DESCRIPTION

[0062] The present invention is described in detail below by means of exemplary embodiments. However, it should be understood that, without further description, elements, structures and features in one embodiment may also be beneficially combined in other embodiments.

[0063] It should be noted that, unless otherwise defined, the technical terms or scientific terms used herein shall have the usual meanings understood by persons with ordinary skills in the field to which the invention belongs. The words "one", "an" or "the" and the like used in the patent application specification and claims of the present invention do not express quantitative limitations, but indicate the existence of at least one. Words such as "include" or "comprise" indicate that the elements or objects appearing before "include" or "comprises" include the elements or objects listed after "include" or "comprises" and their equivalents, but do not exclude other elements or objects with the same function.

[0064] As shown in the figure, this embodiment provides a continuously variable transmission device, including an engine 1, a splitter 2 and a double planetary gear 100. The power output end of the engine 1 is connected to the power input end of the splitter 2. The power of the engine 1 outputs multiple power through the splitter 2. A torque measuring device 16 is provided between the engine 1 and the splitter 2. The torque measuring device 16 is used to measure the output torque of the engine 1. The engine output power can be calculated by the torque and the speed. There are fewer intermediate links, and the output power of the engine 1 can be more accurate. The splitter 2 outputs multiple power and realizes the confluence of mechanical flow power and hydraulic flow power at the place where the double planetary gear 100 is passed. This scheme is a hydraulic mechanical continuously variable transmission device for heavy tractors with a simpler transmission route, high transmission efficiency in the main working speed area, and smooth segment shifting process.

[0065] In this embodiment, the double planetary gear 100 includes a planetary gear assembly Ⅰ110 and a planetary gear assembly Ⅱ120. The planetary gear assembly Ⅰ110 includes a sun gear Ⅰ111, a planetary gear Ⅰ112, an inner gear ring Ⅰ113 and a planet carrier Ⅰ114; wherein the planet carrier Ⅰ114 is fixedly connected to the first transmission shaft 21 by a spline, the inner gear ring Ⅰ113 is fixedly connected to the gear ring shaft 8 by a spline, and the sun gear Ⅰ111, the planetary gear Ⅰ112 and the inner gear ring Ⅰ113 are meshed and connected in sequence. The planetary gear assembly Ⅱ120 includes a sun gear Ⅱ121, a planetary gear Ⅱ122, an inner gear ring Ⅱ123 and a planet carrier Ⅱ124; wherein the sun gear Ⅱ121, the planetary gear Ⅱ122 and the inner gear ring Ⅱ123 are meshed and connected in sequence, and the planet carrier Ⅱ124 is fixedly connected to the planet carrier shaft 9 by a spline. The sun gear I 111 and the sun gear II 121 are both connected to the fourth transmission shaft 7 via splines, and the internal gear ring II 123 and the planet carrier I 114 are connected via splines.

[0066] In this embodiment, the flow splitter assembly 2 includes a first transmission shaft 21, a first gear 22, a second gear 23, a tenth transmission shaft 24, a twenty-second gear 25 and a third transmission shaft 26; wherein the power output end of the engine 1 is connected to one end of the first transmission shaft 21, and the first power output by the engine 1 is directly transmitted to the double planetary gear 100 via the first transmission shaft 21. Specifically, the first mechanical flow force of the engine 1 is transmitted to the planet carrier Ⅰ114 of the planetary gear assembly Ⅰ110 or the inner gear ring Ⅱ123 of the planetary gear assembly Ⅱ120 via the first transmission shaft 21. The second power is transmitted to the tenth power transmission shaft 24 through the first transmission shaft 2 and the first gear pair. The power output end of the tenth power transmission shaft 24 is connected to the power input end of the pump motor 3. The power is transmitted to the pump motor 3, and the hydraulic flow power is output through the pump motor 3. The pump motor 3 adopts an integrated variable pump and hydraulic motor, and the integrated variable pump and fixed displacement motor are placed in the front box body 401. The structure is compact and the pressure loss between the variable pump and the motor is small. The power output end of the pump motor 3 is connected to the second transmission shaft 4, and two hydraulic flow powers are output through the second transmission shaft 4.

[0067] In this embodiment, the second transmission shaft 4 transmits a hydraulic flow power to the fourth transmission shaft 7 through the third gear pair. The fourth transmission shaft 7 is connected to the sun gear Ⅰ111 of the planetary gear assembly Ⅰ110 and the sun gear Ⅱ121 of the planetary gear assembly Ⅱ120 through a spline, and is used to transmit power to the sun gear Ⅰ111 or the sun gear Ⅱ121. When the planetary gear assembly Ⅰ110 is in effect, the power is combined with the mechanical flow power on the planet carrier Ⅰ114 of the planetary gear assembly Ⅰ110 for speed regulation. The combined power is output through the ring gear shaft 8 of the planetary gear assembly Ⅰ110. The power input end of the ring gear shaft 8 is fixedly connected to the inner ring gear Ⅰ113 of the planetary gear assembly Ⅰ110. The output power is transmitted to the fourth gear clutch assembly 240 through the fourth gear pair, or the power output by the ring gear shaft 8 is transmitted to the second gear clutch assembly 220 through the fifth gear pair. When the planetary gear combination II120 is in effect, the power there is combined with the mechanical flow power transmitted to the inner gear ring II123 of the planetary gear combination II120 by the first route for speed regulation, and the combined power is output through the planetary carrier shaft 9 of the planetary gear combination II120, the power input end of the planetary carrier shaft 9 is fixedly connected to the planetary carrier II124 of the planetary gear combination II120, and the power output end of the planetary carrier shaft 9 transmits the power to the third gear clutch assembly 230 through the sixth gear pair, or the power output end of the planetary carrier shaft 9 transmits the power to the first gear clutch assembly 210 through the seventh gear pair. This solution is also provided with a starting gear assembly 200, and another hydraulic flow power of the second transmission shaft 4 is transmitted to the starting gear assembly 200 through the second gear pair.

[0068] In this solution, the first gear pair includes a first gear 22 and a second gear 23 meshing with each other;

[0069] The second gear pair includes a third gear 201 and a fourth gear 202 meshing with each other;

[0070] The third gear pair includes a fifth gear 41 and a sixth gear 71 meshing with each other;

[0071] The fourth gear pair includes a seventh gear 241 and an eighth gear 242 meshing with each other;

[0072] The fifth gear pair includes a ninth gear 221 and a tenth gear 222 meshing with each other;

[0073] The sixth gear pair includes an eleventh gear 231 and a twelfth gear 232 meshing with each other;

[0074] The seventh gear pair includes a thirteenth gear 211 and a fourteenth gear 212 meshing with each other;

[0075] The eighth gear pair includes a fifteenth gear 51 and a sixteenth gear 61 meshing with each other;

[0076] In this embodiment, the splitter 2 also transmits power to the third transmission shaft 26 through the tenth gear pair, wherein the tenth gear pair includes a second gear 22 and a twenty-second gear 25 that are meshed with each other. Specifically, the first gear 22, the second gear 22 and the twenty-second gear 25 are meshed in sequence, so that the splitter 2 transmits the third power to the power output P through the third transmission shaft 26.

[0077] In this solution, the power input end of the ring gear shaft 8 is connected to the inner ring gear Ⅰ113 on the planetary gear assembly Ⅰ110, and the power output end of the ring gear shaft 8 is connected to the ninth gear 221 of the second gear clutch assembly 220. The ring gear shaft 8 has a hollow cavity along the central axis, and the ring gear shaft 8 is loosely sleeved on the outside of the first transmission shaft 21. The second gear clutch assembly 220 includes a ninth gear 221, a tenth gear 222 and a second clutch 223, wherein the ninth gear 221 and the tenth gear 222 form a fifth gear pair meshing with each other, wherein the ninth gear 221 is the driving gear of the second gear clutch assembly 220, and the tenth gear 222 is the driven gear of the second gear clutch assembly 220, the ninth gear 221 is fixedly connected to the ring gear shaft 8 through a spline, and the tenth gear 222 is loosely sleeved on the fifth transmission shaft 5. The power output end of the ring gear shaft 8 is also connected to the seventh gear 241 of the fourth-speed clutch assembly 240. The fourth-speed clutch assembly 240 includes a seventh gear 241, an eighth gear 242 and a fourth clutch 243, wherein the seventh gear 241 and the eighth gear 242 form a fourth gear pair meshing with each other, the seventh gear 241 is the driving gear of the fourth-speed clutch assembly 240, the eighth gear 242 is the driven gear of the fourth-speed clutch assembly 240, the seventh gear 241 is fixedly connected to the ring gear shaft 8 through a spline, and the eighth gear 242 is loosely mounted on the fifth transmission shaft 5.

[0078] In this solution, the power input end of the planetary carrier shaft 9 is connected to the planetary carrier II 124 on the planetary gear assembly II 120, and the power output end of the planetary carrier shaft 9 is connected to the eleventh gear 231 of the third gear clutch assembly 230. The planetary carrier shaft 9 has a hollow cavity along the central axis, and the planetary carrier shaft 9 is loosely sleeved on the outside of the fourth transmission shaft 7. The third gear clutch assembly 230 includes an eleventh gear 231, a twelfth gear 232 and a third clutch 233. The eleventh gear 231 and the twelfth gear 232 form a sixth gear pair, wherein the eleventh gear 231 is the driving gear of the third gear clutch assembly 230, and the twelfth gear 232 is the driven gear of the third gear clutch assembly 230. The eleventh gear 231 is connected to the planetary carrier shaft 9 through a spline, and the twelfth gear 232 is loosely sleeved on the fifth transmission shaft 5. The power output end of the planetary carrier shaft 9 is also connected to the first gear clutch. The first gear clutch assembly 210 comprises a thirteenth gear 211, a fourteenth gear 212 and a first clutch 211, the thirteenth gear 211 and the fourteenth gear 212 constitute a seventh gear pair, wherein the thirteenth gear 211 is a driving gear of the first gear clutch assembly 210, the fourteenth gear 212 is a driven gear of the first gear clutch assembly 210, the thirteenth gear 211 is connected to the planetary carrier shaft 9 through a spline, and the fourteenth gear 212 is loosely mounted on the fifth transmission shaft 5.

[0079] In this embodiment, a special starting gear clutch 200 is also provided, and the clutch adopts full hydraulic flow to work, and the starting is smooth, and the tractor can achieve continuous speed change from zero speed to the maximum speed. The starting gear clutch assembly 200 includes a third gear 201, a fourth gear 202 and a starting gear clutch 203, wherein the third gear 201 is installed on the second transmission shaft 2 through a spline, and the fourth gear 202 is loosely sleeved on the fifth transmission shaft. The third gear 201 and the fourth gear 202 form a second gear pair, wherein the third gear 201 is the driving gear of the starting gear clutch assembly 200, and the fourth gear 202 is the driven gear of the starting gear clutch assembly 200.

[0080] In this solution, the power of the starting gear clutch assembly 200, the first gear clutch assembly 210, the second gear clutch assembly 220, the third gear clutch assembly 230 or the fourth gear clutch assembly 240 is transmitted to the fifth transmission shaft 5, and the fifth transmission shaft 5 is transmitted to the sixth transmission shaft 6 through the eighth gear pair. In the eighth gear pair, the fifteenth gear 51 is installed on the fifth transmission shaft 5 through a spline, and the sixteenth gear 61 is installed on the sixth transmission shaft 6 through a spline. The power of the sixth transmission shaft 6 is transmitted to the seventh transmission shaft 10 through the forward gear clutch assembly 310 or the reverse gear clutch assembly 320, and the power of the seventh transmission shaft 10 is transmitted to the rear axle G.

[0081] In this solution, the forward gear clutch assembly 310 includes a seventeenth gear 311, an eighteenth gear 312 and a forward gear clutch 313. The seventeenth gear 311 and the eighteenth gear 312 form a ninth gear pair, wherein the seventeenth gear 311 is a driving gear of the forward gear clutch assembly 310, and the eighteenth gear 312 is a driven gear of the forward gear clutch assembly 310. The seventeenth gear 311 is loosely mounted on the sixth transmission shaft 6, and the eighteenth gear 312 is connected to the seventh transmission shaft 10 via a spline.

[0082] In the present invention, the eighth gear pair includes a fifteenth gear 51 and a sixteenth gear 61 meshing with each other;

[0083] The ninth gear pair includes a seventeenth gear 311 and an eighteenth gear 312 meshing with each other;

[0084] The tenth gear pair includes a second gear 23 and a twenty-second gear 25 meshing with each other;

[0085] In this embodiment, the reverse gear clutch assembly 320 includes a nineteenth gear 321, a twentieth gear 322, a twenty-first gear 323 and a reverse gear clutch 324, wherein the nineteenth gear 321, the twentieth gear 322 and the twenty-first gear 323 are meshed and connected in sequence, the nineteenth gear 321 is the driving gear of the reverse gear clutch assembly 320, the twentieth gear 322 is the idler gear of the reverse gear clutch assembly 320, the twenty-first gear 323 is the driven gear of the reverse gear clutch assembly 320, the nineteenth gear 321 is loosely mounted on the sixth transmission shaft 6, and the twenty-first gear 323 is connected to the seventh transmission shaft 10 via a spline.

[0086] The present solution includes a front housing 401 and a rear housing 402 connected by bolts, wherein the section shifting and speed regulating mechanism is arranged in the front housing 401, specifically, the splitter assembly 2, the pump motor 3, the starting gear clutch assembly 200, the first gear clutch assembly 210, the second gear clutch assembly 220, the third gear clutch assembly 230, the fourth gear clutch assembly 240, the planetary gear assembly Ⅰ110 and the planetary gear assembly Ⅱ120 of the double planetary gear 100 are all located in the front housing 401; the reversing clutch assembly is arranged in the rear housing 402, specifically, the forward gear clutch assembly 310, the reverse gear clutch assembly 320 and the power output P are located in the rear housing 402, and the rear housing 402 can be combined with different types of gearboxes, which is convenient for modular development, and the overall layout is clearer and reasonably simplified.

[0087] The present invention also includes a first speed sensor 11, a second speed sensor 12, a third speed sensor 13, and a fourth speed sensor 14. The first speed sensor 11 is used to detect the output speed of the pump motor 3, and the second speed sensor 12 is used to obtain the output speed of the first transmission shaft 21. The input speed of the section clutch can be calculated by the output speed of the first transmission shaft 21 and the output speed of the pump motor 3. The third speed sensor 13 is used to obtain the speed of the output end of the section clutch, and the fourth speed sensor 14 is used to obtain the speed of the output end of the reversing clutch sensor.

[0088] The present invention also provides a method for controlling a continuously variable transmission device. When the transmission device is working normally, there is only one section clutch engaged. When a section clutch is engaged, the input speed nr of the section clutch is calculated by the first sensor 11 and the second speed sensor 12, and the output speed no of the section clutch is measured by the third speed sensor 13. If nr≠no, the machine is stopped to check for faults; the output speed no of the section clutch is measured according to the third speed sensor 13 to obtain the input speed Nr of the reversing clutch (the output speed no of the section clutch is equal to the input speed Nr of the reversing clutch), and the output speed No of the reversing clutch is measured by the fourth speed sensor 14. If Nr≠No, the machine is stopped to check for faults. By adding speed sensors at the front and rear ends of the clutch, it is possible to determine whether the clutch is slipping and determine the abnormal state of the clutch in advance to achieve the purpose of protecting the clutch.

[0089] This scheme adopts the following shifting method: Step 1: reversely calculate the actual speed ratio i1 of the pump motor 3 through the speed values ​​detected by the first sensor 21 and the second speed sensor 22; Step 2: adjust the inclination angle of the swash plate of the variable pump so that the actual speed ratio i1 of the pump motor 3 is close to the theoretical synchronous speed ratio i of the pump motor 3; Step 3: compare the actual speed ratio i1 of the pump motor 3 with the theoretical synchronous speed ratio i of the pump motor 3. If i1>i, adjust the inclination angle of the swash plate of the pump motor 3 to reduce i1 to i, and then shift the segment; if i1 is less than i, adjust the inclination angle of the swash plate of the pump motor 3 to increase i1 to i, and then shift the segment; if i1=i, directly shift the segment. The actual speed ratio i1 at this time is calculated by reverse calculation using the corresponding speed data obtained by the first sensor 21 and the second speed sensor 22. At the shift point, the swash plate inclination angle is adjusted to make the actual speed ratio i1 of the pump motor 3 close to the theoretical synchronous speed ratio i of the pump motor 3. When the speed ratio of the pump motor 3 is equal to the theoretical speed ratio at the synchronous shift point, the inclination angle of the variable pump swash plate is ensured to remain unchanged, the clutch is controlled to switch quickly, and the shift is simpler and smoother.

[0090] Calculation method of stage change point: Since the calculation formula of stage 3 and stage 1 is the same except for the calculation coefficient; the calculation formula of stage 4 and stage 2 is the same except for the calculation coefficient; the calculation formula of stage 3 and stage 4 is not listed here. The calculation formula of hydraulic stage 1 and stage 2 is as follows: H =A H ×e×n e , v H is the hydraulic section speed, v1 is the first section speed, v2 is the second section speed, n e is the engine speed, A H is the hydraulic section speed coefficient, A and A1 are the first section speed calculation coefficients, A2 and A3 are the second section speed calculation coefficients, and A H , A, A1, A2 and A3 are only related to the mechanical structure of the transmission system. In theoretical calculation, the volumetric efficiency of the variable pump and the fixed motor in this formula is assumed to be 1. H =v1 and v1=v2 can be used to calculate the theoretical displacement ratio e at the stage change point. At this time, the calculation finds that the displacement ratio e is only related to the speed calculation coefficient of different stages and has nothing to do with the engine speed. Since the volumetric efficiency of the actual variable pump and the fixed motor is less than 1, the actual displacement e1 of the stage change is different from the calculated theoretical displacement ratio e, and the actual speed ratio i1 of the pump motor 3 is affected by the displacement ratio, the volumetric efficiency of the variable pump and the fixed motor. If only the displacement ratio is considered, the stage change speed will change suddenly (refer to Figure 3 As shown, the driving impact is quite obvious. In this solution, the actual speed ratio i1 of the pump motor 3 measured by the sensor is equal to the theoretical synchronous speed ratio i of the pump motor 3, the shift point is accurate, and the impact is small. It should be noted that the contents not described in detail in this solution are all prior art.

[0091] In this solution, the forward and reverse movement of the tractor will be controlled by the engagement and disengagement states of the forward gear clutch assembly 310 or the reverse gear clutch assembly 320 and the five-section gear clutch assemblies (KH, K1, K2, K3 and K4). Different engagement and disengagement states of the clutch can realize forward and reverse switching. In this solution, the forward gear includes five sections, and the reverse gear includes five sections.

[0092] Forward gear KH section: The power of engine 1 is measured by the torque measuring device 16, and the power is transmitted to the first gear Z1 through the first transmission shaft 21 → the second gear Z2 → the pump motor 3 → the third gear Z3 on the second transmission shaft 4 → the fourth gear Z4 → the starting gear clutch 203 is engaged → the fifteenth gear Z15 on the fifth transmission shaft 5 → the sixteenth gear Z16 → the forward gear clutch 313 on the sixth transmission shaft 6 is engaged → the seventeenth gear Z17 → the eighteenth gear Z18 → the seventh transmission shaft 10 → the rear axle G.

[0093] Forward gear K1 section: the power of engine 1 is measured by the torque measuring device 16, and the power is divided at the first transmission shaft 21. One power path is directly transmitted to the inner gear ring ⅡZP6 of the planetary gear assembly Ⅱ120 through the first transmission shaft 21; the other power path is transmitted to the first gear Z1→the second gear Z2→the pump motor 3→the second transmission shaft 4→the fifth gear Z5→the sixth gear Z6→the sun gear ZP4 of the fourth transmission shaft 7 through the first transmission shaft 21, and the two powers converge at the planetary gear assembly Ⅱ120. The converged power passes through the thirteenth gear Z13 on the planetary carrier shaft 9→the fourteenth gear Z14→the first clutch 213 is engaged→the fifteenth gear Z15 on the fifth transmission shaft 5→the sixteenth gear Z16→the forward gear clutch 313 on the sixth transmission shaft 6 is engaged→the seventeenth gear Z17→the eighteenth gear Z18→the seventh transmission shaft 10→the rear axle G.

[0094] Forward gear K2 section: the power of engine 1 is measured by torque measuring device 16, and the power is divided at the first transmission shaft 21. One power path is directly transmitted to the planet carrier Ⅰ114 of the planetary gear assembly Ⅰ110 through the first transmission shaft 21; the other power path is transmitted to the first gear Z1→the second gear Z2→the pump motor 3→the second transmission shaft 4→the fifth gear Z5→the sixth gear Z6→the sun gear ⅠZP1 of the fourth transmission shaft 7 through the first transmission shaft 21, and the two powers converge at the planetary gear assembly Ⅰ110. The converged power passes through the ninth gear Z9 on the ring gear shaft 8 of the planetary gear assembly Ⅰ110→the tenth gear Z10→the second clutch 223 is engaged→the fifteenth gear Z15 on the fifth transmission shaft 5→the sixteenth gear Z16→the forward gear clutch 313 on the sixth transmission shaft 6 is engaged→the seventeenth gear Z17→the eighteenth gear Z18→the seventh transmission shaft 10→the rear axle G.

[0095] Forward gear K3 section: the power of the engine 1 is measured by the torque measuring device 16, and the power is divided at the first transmission shaft 21. One power path is directly transmitted to the inner ring gear ⅡZP6 of the planetary gear assembly Ⅱ120 through the first transmission shaft 21; the other power path is transmitted to the first gear Z1→the second gear Z2→the pump motor 3→the second transmission shaft 4→the fifth gear Z5→the sixth gear Z6→the sun gear ⅡZP4 of the fourth transmission shaft 10 through the first transmission shaft 21. The two powers converge at the planetary gear assembly Ⅱ120, and the converged power passes through the eleventh gear Z11 on the planetary carrier shaft 9→the twelfth gear Z12→the third clutch 233 is engaged→the fifteenth gear Z15 on the fifth transmission shaft 5→the sixteenth gear Z16→the forward gear clutch 313 is engaged→the seventeenth gear Z17→the eighteenth gear Z18→the seventh transmission shaft 10→the rear axle G.

[0096] Forward gear K4 section: the power of engine 1 is measured by the torque measuring device 16, and the power is divided at the first transmission shaft 21. One power path is directly transmitted to the planet carrier Ⅰ114 of the planetary gear assembly Ⅰ110 through the first transmission shaft 21; the other power path is transmitted to the first gear Z1→the second gear Z2→the pump motor 3→the second transmission shaft 4→the fifth gear Z5→the sixth gear Z6→the sun gear ⅠZP1 of the fourth transmission shaft 7 through the first transmission shaft 21, and the two powers converge at the planetary gear assembly Ⅰ110. The converged power passes through the seventh gear Z7 on the ring gear shaft 8 of the planetary gear assembly Ⅰ110→the eighth gear Z8→the fourth clutch 243 is engaged→the fifteenth gear Z15 on the fifth transmission shaft 5→the sixteenth gear Z16→the forward gear clutch 313 is engaged→the seventeenth gear Z17→the eighteenth gear Z18→the seventh transmission shaft 10→the rear axle G.

[0097] Reverse gear KH section: the power of engine 1 is measured by torque measuring device B, and the power is transmitted to the first gear Z1 through the first transmission shaft 21 → the second gear Z2 → the pump motor 3 → the third gear Z3 on the second transmission shaft 4 → the fourth gear Z4 → the starting gear clutch 203 is engaged → the fifteenth gear Z15 on the fifth transmission shaft 5 → the sixteenth gear Z16 → the reverse gear clutch 324 on the sixth transmission shaft 6 is engaged → the nineteenth gear Z19 → the twentieth gear Z20 → the twenty-first gear Z21 → the seventh transmission shaft 10 → the rear axle G.

[0098] Reverse gear K1 section: the power of the engine 1 is measured by the torque measuring device 16, and the power is divided at the first transmission shaft 21. One power path is directly transmitted to the inner ring gear ⅡZP6 of the planetary gear assembly Ⅱ120 through the first transmission shaft 21; the other power path is transmitted to the first gear Z1→the second gear Z2→the pump motor 3→the second transmission shaft 4→the fifth gear Z5→the sixth gear Z6→the sun gear ⅡZP4 of the fourth transmission shaft 7 through the first transmission shaft 21, and the two powers converge at the planetary gear assembly Ⅱ120. The converged power passes through the thirteenth gear Z13 on the planetary carrier shaft 9→the fourteenth gear Z14→the first clutch 213 is engaged→the fifteenth gear Z15 on the fifth transmission shaft 5→the sixteenth gear Z16→the reverse gear clutch 324 on the sixth transmission shaft 6 is engaged→the nineteenth gear Z19→the twentieth gear Z20→the twenty-first gear Z21→the seventh transmission shaft 10→the rear axle G.

[0099] Reverse gear K2 section: the power of the engine 1 is measured by the torque measuring device 16, and the power is divided at the first transmission shaft 21. One power path is directly transmitted to the planet carrier Ⅰ114 of the planetary gear assembly Ⅰ110 through the first transmission shaft 21; the other power path is transmitted to the first gear Z1→the second gear Z2→the pump motor 3→the second transmission shaft 4→the fifth gear Z5→the sixth gear Z6→the sun gear ⅠZP1 of the fourth transmission shaft 7 through the first transmission shaft 21, and the two powers converge at the planetary gear assembly Ⅰ110. The converged power passes through the ninth gear Z9 on the ring gear shaft 8 of the planetary gear assembly Ⅰ110→the tenth gear Z10→the second clutch 223 is engaged→the fifteenth gear Z15 on the fifth transmission shaft 5→the sixteenth gear Z16→the reverse gear clutch 324 on the sixth transmission shaft 6 is engaged→the nineteenth gear Z19→the twentieth gear Z20→the twenty-first gear Z21→the seventh transmission shaft 10→the rear axle G.

[0100] Reverse gear K3 section: the power of the engine 1 is measured by the torque measuring device 16, and the power is divided at the first transmission shaft 21. One power path is directly transmitted to the inner ring gear ⅡZP6 of the planetary gear assembly Ⅱ120 through the first transmission shaft 21; the other power path is transmitted to the first gear Z1→the second gear Z2→the pump motor 3→the second transmission shaft 4→the fifth gear Z5→the sixth gear Z6→the sun gear ⅡZP4 of the fourth transmission shaft 7 through the first transmission shaft 21, and the two powers converge at the planetary gear assembly Ⅱ120. The converged power passes through the eleventh gear Z11 on the planetary carrier shaft 9→the twelfth gear Z12→the third clutch 233 is engaged→the fifteenth gear Z15 on the fifth transmission shaft 5→the sixteenth gear Z16→the reverse gear clutch 324 on the sixth transmission shaft 6 is engaged→the nineteenth gear Z19→the twentieth gear Z20→the twenty-first gear Z21→the seventh transmission shaft 10→the rear axle G.

[0101] Reverse gear K4 section: the power of the engine 1 is measured by the torque measuring device 16, and the power is divided at the first transmission shaft 21. One power path is directly transmitted to the planet carrier Ⅰ114 of the planetary gear assembly Ⅰ110 through the first transmission shaft 21; the other power path is transmitted to the first gear Z1→the second gear Z2→the pump motor 3→the second transmission shaft 4→the fifth gear Z5→the sixth gear Z6→the sun gear ⅠZP1 of the fourth transmission shaft 7 through the first transmission shaft 21, and the two powers converge at the planetary gear assembly Ⅰ110. The converged power passes through the seventh gear Z7 on the ring gear shaft 8 of the planetary gear assembly Ⅰ110→the eighth gear Z8→the fourth clutch 243 is engaged→the fifteenth gear Z15 on the fifth transmission shaft 5→the sixteenth gear Z16→the reverse gear clutch 243 on the sixth transmission shaft 6 is engaged→the nineteenth gear Z19→the twentieth gear Z20→the twenty-first gear Z21→the seventh transmission shaft 10→the rear axle G.

[0102] The above description is only a preferred embodiment of the present invention and does not limit the present invention in any form. Although the present invention has been disclosed as a preferred embodiment as above, it is not used to limit the present invention. Any technician familiar with this profession can make some changes or modifications to equivalent embodiments of equivalent changes using the technical contents disclosed above without departing from the scope of the technical solution of the present invention. However, any simple modification, equivalent change and modification made to the above embodiments based on the technical essence of the present invention without departing from the content of the technical solution of the present invention still fall within the scope of the technical solution of the present invention.

Claims

1. A continuously variable transmission device, characterized in that: It includes an engine, a splitter and a coupling, a pump motor, a second transmission shaft, a fourth transmission shaft, a ring gear shaft, a planet carrier shaft and a double planetary gear; The flow splitter and combiner comprises a first transmission shaft, a tenth transmission shaft and a first gear pair, wherein the power input end of the first transmission shaft is connected to the engine, the other end of the first transmission shaft is connected to the double-coupled planetary gear, and is used to directly output the mechanical power of the engine, and the first transmission shaft is transmission-connected to the power input end of the tenth transmission shaft through the first gear pair; the power output end of the tenth transmission shaft is connected to the power input end of the pump motor, and the pump motor is used to output hydraulic flow power and merge with the mechanical flow power of the engine; The double planetary gear comprises a planetary gear assembly I and a planetary gear assembly II; the power input end of the ring gear shaft is fixedly connected to the inner ring gear I of the planetary gear assembly I, the power output of the ring gear shaft is transmitted to the fourth gear clutch assembly through the fourth gear pair, or the power output of the ring gear shaft is transmitted to the second gear clutch assembly through the fifth gear pair; The power input end of the planetary carrier shaft is fixedly connected to the planetary carrier II of the planetary gear assembly II, and the power output end of the planetary carrier shaft transmits power to the third gear clutch assembly through the sixth gear pair, or the power output end of the planetary carrier shaft transmits power to the first gear clutch assembly through the seventh gear pair; the second transmission shaft also transmits another hydraulic flow power to the starting gear clutch assembly through the second gear pair.

2. A continuously variable transmission device according to claim 1, characterized in that: It also includes a fifth transmission shaft and a sixth transmission shaft, the starting gear assembly, the first gear clutch assembly, the second gear clutch assembly, the third gear clutch assembly and the fourth gear clutch assembly are all installed on the fifth transmission shaft, the reversing clutch assembly is installed on the sixth transmission shaft, the power of the starting gear assembly, the first gear clutch assembly, the second gear clutch assembly, the third gear clutch assembly and the fourth gear clutch assembly is transmitted to the reversing clutch assembly via the eighth gear pair, and the power is transmitted to the rear axle via the reversing clutch assembly.

3. A continuously variable transmission device according to claim 2, characterized in that: It also includes a first speed sensor, a second speed sensor and a third speed sensor, wherein the first sensor is used to detect the output speed of the first transmission shaft, the second sensor is used to detect the output speed of the pump motor, and the speed of the input end of the section clutch is calculated according to the output speed of the first transmission shaft and the output speed of the pump motor, and the third speed sensor is used to detect the speed of the output end of the corresponding section clutch, and the speed of the input end of the section clutch is compared with the speed of the output end of the section clutch to determine whether a fault occurs.

4. A continuously variable transmission device according to claim 3, characterized in that: It also includes a fourth speed sensor, which is used to detect the speed of the output end of the reversing clutch, and compares the speed of the output end of the section clutch with the speed of the output end of the reversing clutch to determine whether a fault occurs.

5. A continuously variable transmission device according to claim 2, characterized in that: The power output end of the second transmission shaft is connected to the fourth transmission shaft through the third gear pair, and the power output end of the fourth transmission shaft is connected to the double planetary gear, so as to transmit the hydraulic flow force to the double planetary gear and merge with the mechanical flow force output by the first transmission shaft there, and then transmit it to the corresponding section clutch assembly.

6. A continuously variable transmission device according to claim 1, characterized in that: The flow splitter also includes a third transmission shaft and an eleventh gear pair. The tenth transmission shaft is connected to the third transmission shaft through the eleventh gear pair, and the third transmission shaft transmits power to the power output P.

7. A method for controlling a continuously variable transmission device, characterized in that: When the transmission device is working normally, one and only one section clutch is engaged. When a section clutch is engaged, the clutch input end speed nr is calculated by the first sensor and the second speed sensor, and the output end speed no of the section clutch is measured by the third speed sensor. If nr≠no, the machine is stopped to check for faults; the output end speed no of the section clutch is measured according to the third speed sensor to obtain the input end speed Nr of the reversing clutch, and the output end speed No of the reversing clutch is measured by the fourth speed sensor. If Nr≠No, the machine is stopped to check for faults.

8. The method for controlling a continuously variable transmission device according to claim 7, characterized in that: The following shifting method is adopted: Step 1: According to the speed values ​​detected by the first speed sensor and the second speed sensor, the actual speed ratio i1 of the pump motor is calculated in reverse; Step 2: The inclination angle of the swash plate of the variable speed pump in the pump motor is adjusted to make the actual speed ratio i1 of the pump motor close to the theoretical synchronous speed ratio i of the pump motor; Step 3: Compare the actual speed ratio i1 of the pump motor with the theoretical synchronous speed ratio i of the pump motor. If i1>i, adjust the inclination angle of the swash plate of the pump motor to reduce i1 to i, and then change the segment; if i1 is less than i, adjust the inclination angle of the swash plate of the pump motor to increase i1 to i, and then change the segment; if i1=i, change the segment directly.

9. A tractor, characterized in that: A continuously variable transmission comprising any one of claims 1 to 6.

Images