Power transmission coupling device

Abstract

The invention relates to the technical field of vehicle transmission, in particular to a power transmission coupling device which is applied to a vehicle body and comprises a first driving source, a second driving source and a gearbox. The gearbox comprises a first input shaft connected with the second driving source, a second input shaft connected with the first driving source and an output shaft located on one side of the first input shaft, two sets of power are overlaid, gear shifting without power interruption and the hybrid power function are achieved, gear shifting can be conducted smoothly even in the climbing process, and the gear shifting efficiency is improved. In this way, the most appropriate gear can be selected on the ramp, and therefore the optimal matching of the dynamic property and the economical efficiency of the vehicle body in the lightering process is met.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle transmissions, and particularly to a power transmission coupling device. Background Art

[0002] The key to a hybrid vehicle is the hybrid system, and its performance is directly related to the overall performance of the hybrid vehicle. After more than a decade of development, the hybrid system assembly has evolved from the original discrete structure of the engine and motor to an integrated structure of the engine, motor, and transmission, that is, an integrated hybrid assembly system.

[0003] For example, on September 5, 2012, a patent with the publication number CN101782146B and the title "A Transmission" was disclosed. The invention mainly consists of a clutch, a one-way wheel, a main drive gear mechanism, and a secondary drive gear mechanism. The main drive gear mechanism and the secondary drive gear mechanism are the same gear mechanisms. The transmission realizes power shifting design through mechanical mechanisms. However, during the shifting process, the cooperation between mechanical mechanisms is required, and it is difficult to achieve hybrid functions. Summary of the Invention

[0004] In view of this, the purpose of the present invention is to propose a power transmission coupling device to solve the problem of difficult implementation of hybrid functions.

[0005] Based on the above purpose, the present invention provides a power transmission coupling device applied to a vehicle body, including a first drive source, a second drive source, and a transmission. The transmission includes a first input shaft connected to the second drive source, a second input shaft connected to the first drive source, and an output shaft located on one side of the first input shaft. The end of the first input shaft is cooperatively arranged with the output shaft by setting a second clutch. The second input shaft is coaxially sleeved on the first input shaft. The first input shaft, the second input shaft, and the output shaft are coaxially arranged. A first gear and a first synchronizer are arranged on the first input shaft, and a driving gear is arranged on the second input shaft.

[0006] An eleventh gear, a second synchronizer, a third synchronizer, a fourth synchronizer, and a fifth synchronizer are arranged on the output shaft. A third gear, a fifth gear, a seventh gear, a ninth gear, and a thirteenth gear are sleeved on the output shaft in an idle manner.

[0007] An intermediate shaft is arranged parallel to one side of the first input shaft. A transmission gear meshing with the driving gear, an eighth gear meshing with the seventh gear, a tenth gear meshing with the ninth gear, a twelfth gear meshing with the eleventh gear, and a fourteenth gear meshing with the thirteenth gear are arranged on the intermediate shaft.

[0008] A bushing is sleeved on the intermediate shaft. A second gear meshing with the first gear, a fourth gear meshing with the third gear, and a sixth gear meshing with the fifth gear are arranged on the bushing.

[0009] When the first synchronizer meshes toward the side where the second drive source is arranged, it is connected to the driving gear.

[0010] When the second synchronizer meshes toward the side where the second drive source is arranged, it is connected to the first gear. When the second synchronizer meshes toward the other side, it is connected to the third gear.

[0011] When the third synchronizer meshes toward the side where the second drive source is arranged, it is connected to the fifth gear. When the second synchronizer meshes toward the other side, it is connected to the seventh gear.

[0012] When the fourth synchronizer meshes toward the side where the second drive source is arranged, it is connected to the ninth gear. When the second synchronizer meshes toward the other side, it is connected to the eleventh gear.

[0013] When the fifth synchronizer meshes toward the side away from the side where the second drive source is arranged, it is connected to the thirteenth gear.

[0014] The power of the first drive source is input to the second input shaft, the power of the second drive source is input to the first input shaft, and the gearbox couples the power of the second drive source with the power of the first drive source.

[0015] Optionally, the second drive source includes an engine. The power of the engine is sequentially input to the first input shaft through a first clutch and a motor. The power of the second drive source is the power of the engine or the power of the motor or the sum of the power of the engine and the power of the motor. The first drive source includes a pump motor, and the power of the pump motor is input to the second input shaft.

[0016] Optionally, the motor is electrically connected to a controller, and the controller is electrically connected to a battery.

[0017] Optionally, the pump motor is connected to a valve body, and the valve body is connected to an accumulator.

[0018] Optionally, the pump motor is a gear pump. The gear pump is connected to the second input shaft. The gear pump is connected to an oil tank. The valve body includes a pressure comparison valve, a post-valve stamping valve, and a mechanical pressure control valve. The oil ports of the post-valve stamping valve are oil port P3, oil port P4, and oil port K1. The oil port P4 and the oil port K1 are connected. Both the post-valve stamping valve and the mechanical pressure control valve are connected to the oil tank. The oil outlet of the gear pump is connected to the oil inlet P1 of the pressure comparison valve. The P2 end of the oil inlet of the pressure comparison valve is connected to the oil tank through a bidirectional drive motor. The oil outlet A1 of the pressure comparison valve is connected to the oil port P3 of the post-valve stamping valve. The oil port P4 of the post-valve stamping valve is connected to an accumulator and a mechanical pressure control valve. The set range of the overflow pressure of the mechanical pressure control valve is 0 - 17.5 MPa.

[0019] Optionally, the vehicle body is a wide-body mining truck.

[0020] Optionally, when the engine / motor is in the first gear, the first synchronizer works. The first synchronizer is meshed and connected with the driving gear; the driving gear is meshed with the transmission gear, so that the first input shaft rotates to drive the intermediate shaft and the twelfth gear to rotate. The eleventh gear is meshed with the twelfth gear, and the twelfth gear rotates to drive the eleventh gear and the output shaft to rotate;

[0021] When the engine / motor is in the second gear, the third synchronizer works. The third synchronizer is meshed and connected with the fifth gear; the first gear and the second gear are meshed, so that the first input shaft rotates to drive the shaft sleeve and the sixth gear to rotate. The sixth gear rotates to drive the fifth gear and the output shaft to rotate;

[0022] When the engine / motor is in the third gear, the first synchronizer and the fourth synchronizer work. The first synchronizer is meshed and connected with the driving gear. The fourth synchronizer is meshed and connected with the ninth gear; the driving gear is meshed with the transmission gear, so that the first input shaft rotates to drive the intermediate shaft and the tenth gear to rotate. The ninth gear is meshed with the tenth gear, and the tenth gear rotates to drive the ninth gear and the output shaft to rotate;

[0023] When the engine / motor is in the fourth gear, the second synchronizer works. The second synchronizer is meshed and connected with the third gear; the first gear and the second gear are meshed, so that the first input shaft rotates to drive the shaft sleeve and the fourth gear to rotate. The fourth gear rotates to drive the third gear and the output shaft to rotate;

[0024] When the engine / motor is in the fifth gear, the first synchronizer and the third synchronizer work. The first synchronizer is meshed and connected with the driving gear. The third synchronizer is meshed and connected with the seventh gear; the driving gear is meshed with the transmission gear, so that the first input shaft rotates to drive the intermediate shaft and the eighth gear to rotate. The seventh gear and the eighth gear are meshed, and the eighth gear rotates to drive the seventh gear and the output shaft to rotate;

[0025] When the engine / motor is in the sixth gear, the second clutch combines the first input shaft with the output shaft. The rotation of the first input shaft drives the rotation of the first gear and the output shaft.

[0026] When the engine / motor is in the reverse gear, the first synchronizer and the fifth synchronizer work. The first synchronizer is meshed and connected with the driving gear, and the fifth synchronizer is meshed and connected with the thirteenth gear. The driving gear is meshed with the transmission gear, so that the rotation of the first input shaft drives the rotation of the intermediate shaft and the fourteenth gear. The thirteenth gear and the fourteenth gear are meshed, and the rotation of the fourteenth gear drives the rotation of the thirteenth gear and the output shaft.

[0027] Optionally, when the vehicle body starts in gear, the second drive source is in the second gear and the first drive source is in the first gear. The two are in a non-coupled combination and jointly output power.

[0028] When the vehicle speed of the vehicle body increases, both the second drive source and the first drive source are in the second gear and output power in a coupled manner.

[0029] Optionally, the first drive source is in the first gear and the second drive source is in the second gear, and jointly output torque with the first drive source in a non-coupled combination. The torque output by the transmission is as follows:

[0030] M = M1i1 + M2i2

[0031] Wherein, M1 is the input torque of the first drive source, M2 is the input torque of the second drive source, i1 is the speed ratio of the first gear of the transmission, and i2 is the speed ratio of the second gear of the transmission.

[0032] Optionally, when the vehicle speed of the vehicle body increases, the vehicle body needs to shift up when increasing the speed. Through the coupled gear, both the first drive source and the second drive source are in the second gear, and output power in a coupled manner. The torque output by the transmission is as follows:

[0033] M = (M1 + M2)i2

[0034] Wherein, M1 is the input torque of the first drive source, M2 is the input torque of the second drive source, and i2 is the speed ratio of the second gear of the transmission.

[0035] The beneficial effects of the present invention: A power transmission coupling device provided by the present invention uses two sets of power superposition to realize shift without power interruption and realize the hybrid power function. Even when climbing a slope, shifting can be smoothly performed, so that the most suitable gear can be selected on the slope, thereby meeting the best matching of the power performance and economy of the vehicle body during the barge transportation process. Description of the Drawings

[0036] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the following will briefly introduce the drawings required in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only those of the embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0037] Figure 1 Schematic diagram of the transmission structure of the present invention.

[0038] Figure 2 Schematic diagram of the connection between the pump motor and the accumulator of the present invention.

[0039] Figure 3 Schematic diagram of the connection between the motor and the controller of the present invention.

[0040] In the figure: 1. Engine; 2. First clutch; 3. Motor; 31. Controller; 32. Battery; 33. Protection resistor; 4. First drive source; 5. Gearbox; 401. Gear pump; 402. Pressure comparison valve; 403. Post-valve stamping valve; 404. Mechanical pressure control valve; 405. Accumulator; 406. Bidirectional drive motor; 501. Driving gear; 502. Driven gear; 503. First gear; 504. Second gear; 505. Third gear; 506. Fourth gear; 507. Fifth gear; 508. Sixth gear; 509. Seventh gear; 510. Eighth gear; 511. Ninth gear; 512. Tenth gear; 513. Eleventh gear; 514. Twelfth gear; 515. Thirteenth gear; 516. Fourteenth gear; 517. First synchronizer; 518. Second synchronizer; 519. Third synchronizer; 520. Fourth synchronizer; 521. Fifth synchronizer; 522. First input shaft; 523. Second input shaft; 524. Intermediate shaft; 525. Sleeve; 526. Output shaft. Detailed implementation manners

[0041] To make the objectives, technical solutions and advantages of the present invention more clear and understandable, the following will further elaborate on the present invention in detail with reference to specific embodiments and the accompanying drawings.

[0042] It should be noted that, unless otherwise defined, the technical terms or scientific terms used in the embodiments of the present invention should have the ordinary meanings understood by those with ordinary skills in the field to which the present invention belongs. The "first", "second" and similar terms used in the present invention do not denote any order, quantity or importance, but are only used to distinguish different components. Words such as "comprising" or "including" mean that the elements or objects appearing before this word cover the elements or objects listed after this word and their equivalents, without excluding other elements or objects. Words such as "connected" or "coupled" are not limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. "Upper", "lower", "left", "right", etc. are only used to represent relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0043] As Figure 1 shown, a power transmission coupling device is applied to a vehicle body and includes a first drive source 4, a second drive source, and a transmission 5. The transmission 5 includes a first input shaft 522 connected to the second drive source, a second input shaft 523 connected to the first drive source 4, and an output shaft 526 located on one side of the first input shaft 522. The end of the first input shaft 522 is cooperatively arranged with the output shaft 526 by providing a second clutch. The second input shaft 523 is coaxially sleeved on the first input shaft 522. The first input shaft 522, the second input shaft 523, and the output shaft 526 are coaxially arranged. A first gear 503 and a first synchronizer 517 are provided on the first input shaft 522, and a driving gear 501 is provided on the second input shaft 523.

[0044] An eleventh gear 513, a second synchronizer 518, a third synchronizer 519, a fourth synchronizer 520, and a fifth synchronizer 521 are provided on the output shaft 526. A third gear 505, a fifth gear 507, a seventh gear 509, a ninth gear 511, and a thirteenth gear 515 are sleeved on the output shaft 526 in an idle manner.

[0045] An intermediate shaft 524 is arranged in parallel on one side of the first input shaft 522. A transmission gear 502 meshing with the driving gear 501, an eighth gear 510 meshing with the seventh gear 509, a tenth gear 512 meshing with the ninth gear 511, a twelfth gear 514 meshing with the eleventh gear 513, and a fourteenth gear 516 meshing with the thirteenth gear 515 are provided on the intermediate shaft 524.

[0046] A bushing 525 is sleeved on the intermediate shaft 524. A second gear 504 meshingly connected with the first gear 503, a fourth gear 506 meshingly connected with the third gear 505, and a sixth gear 508 meshingly connected with the fifth gear 507 are arranged on the bushing 525.

[0047] When the first synchronizer 517 meshes toward the side where the second drive source is arranged, it is connected to the driving gear 501.

[0048] When the second synchronizer 518 meshes toward the side where the second drive source is arranged, it is connected to the first gear 503. When the second synchronizer 518 meshes toward the other side, it is connected to the third gear 505.

[0049] When the third synchronizer 519 meshes toward the side where the second drive source is arranged, it is connected to the fifth gear 507. When the second synchronizer 518 meshes toward the other side, it is connected to the seventh gear 509.

[0050] When the fourth synchronizer 520 meshes toward the side where the second drive source is arranged, it is connected to the ninth gear 511. When the second synchronizer 518 meshes toward the other side, it is connected to the eleventh gear 513.

[0051] When the fifth synchronizer 521 meshes toward the side away from the side where the second drive source is arranged, it is connected to the thirteenth gear 515.

[0052] The power of the first drive source 4 is input to the second input shaft 523, the power of the second drive source is input to the first input shaft 522, and the transmission 5 couples the power of the second drive source with the power of the first drive source 4.

[0053] This device uses two sets of power superposition to achieve shift without power interruption and realize the hybrid power function. Even when climbing a slope, shifting can be carried out smoothly, so that the most suitable gear can be selected on the slope, thus meeting the best matching of the power performance and economy of the vehicle body during the barge transportation process.

[0054] The second drive source includes an engine 1. The power of the engine 1 is sequentially input to the first input shaft 522 through the first clutch 2 and the motor 3. The power of the second drive source is the power of the engine 1 or the power of the motor 3 or the sum of the power of the engine 1 and the power of the motor 3. The first drive source 4 includes a pump motor, and the power of the pump motor is input to the second input shaft 523.

[0055] As Figure 3 shown, the motor 3 is electrically connected to a controller 31, and the controller 31 is electrically connected to a battery 32 and a protection resistor 33.

[0056] During the mechanical gear shifting process, in the extreme state of the drive motor 3, it can reverse to absorb the mechanical impact energy, which is consumed by the impact through the protection resistor 33 by the variable controller 31, or stored in the battery 32.

[0057] As Figure 2 shown, the pump motor is connected with a valve body, and the valve body is connected with an accumulator 405 and a transformation system.

[0058] As Figure 2 shown, the pump motor is a gear pump 401. The gear pump 401 is connected with the second input shaft 523. The gear pump 401 is connected with an oil tank. The valve body includes a pressure comparison valve 402, a post-valve stamping valve 403 and a mechanical pressure control valve 404. The oil ports of the post-valve stamping valve 403 are oil port P3, oil port P4 and oil port K1. The oil port P4 and the oil port K1 are connected. Both the post-valve stamping valve 403 and the mechanical pressure control valve 404 are connected with the oil tank. The oil outlet of the gear pump 401 is connected with the oil inlet P1 of the pressure comparison valve 402. The end of the oil inlet P2 of the pressure comparison valve 402 is connected with the oil tank through a two-way drive motor 406. The oil outlet A1 of the pressure comparison valve 402 is connected with the oil port P3 of the post-valve stamping valve 403. The oil port P4 of the post-valve stamping valve 403 is connected with the accumulator 405 and the mechanical pressure control valve 404. The set range of the overflow pressure of the mechanical pressure control valve 404 is 0 - 17.5 MPa.

[0059] The bidirectional drive motor 406 is arranged at the by-pass power take-off port of the engine 1. When the accumulator 405 starts to collect hydraulic energy and the pressure of the accumulator 405 rises to 17.5 Mpa set by the mechanical pressure control valve 404, the bidirectional drive motor 406 stops operating. At the same time, the accumulator 405 completes the collection of hydraulic energy. During the coupling process of the gearbox 5, when an abnormal impact occurs, the high-pressure oil of the gear pump 401 will enter the pressure comparison valve 402 through P1 of the pressure comparison valve 402, and then enter the post-valve stamping valve 403 through the oil outlet A1 of the pressure comparison valve 402 and the oil port P3 of the post-valve stamping valve 403. Then it enters the accumulator 405 through the oil port P4 of the post-valve stamping valve 403. When the pressure of the accumulator 405 rises to 17.5 Mpa set by the mechanical pressure control valve 404, the overpressure oil will pass through the mechanical pressure control valve 404 and enter the fuel tank to complete system protection. When there are too many impacts and the pressure of the accumulator 405 rises, the pressure oil will enter the oil port K1 of the post-valve stamping valve 403 through the oil port P4 of the post-valve stamping valve 403, thereby pushing the spool in the post-valve stamping valve 403 to move to the right. The closer the pressure is to 17.5 Mpa set by the mechanical pressure control valve 404, the more pressure oil will enter the fuel tank from the oil port P3 of the post-valve stamping valve 403 through the oil port P4 of the post-valve stamping valve 403. This design better protects the system. In addition, the gear pump 401 is provided with a pressure relief port connected to the fuel tank. When the load of the gearbox 5 suddenly changes and the system cannot respond in time, the pressure relief port can directly discharge the pressure oil back to the fuel tank. The above actions protect the power take-off to the greatest extent.

[0060] The vehicle body can be a wide-body mining truck.

[0061] This device is an oil-electric-hydraulic hybrid configuration integrating a hydraulic soft braking system and a full-hydraulic steering system. When the vehicle body is assisted in braking, the pump motor starts and the hydraulic soft braking is turned on. At this time, a pressure difference is formed between the pump motor and the valve body, and the high-pressure oil enters the accumulator 405. During heavy-load transportation, the bumpy road surface will impact the gear train, which is extremely likely to damage the structural connectors such as the vehicle frame on the vehicle body. When the vehicle body makes an extreme turn during the barge transportation process, or when driving on a pothole road surface and abnormal states such as turning the steering wheel to the full lock occur, at this time, the energy recovery mode is turned on in the full-hydraulic steering system, and the hydraulic energy generated by the road surface impact at this time can be collected. The hydraulic hybrid mode is turned on, and the energy collected in the accumulator 405 is used as the power source for driving the pump motor. The input flow of the pump motor is controlled through the valve body. The pump motor can provide a stable required driving torque, and the regenerated hydraulic energy can also be used as the standby power source of the steering system to achieve the emergency steering function and cope with special transportation environments. By adopting a reasonable energy distribution strategy, higher energy utilization efficiency can be achieved and fuel consumption can be reduced.

[0062] The hydraulic system equipped with the accumulator 405 can cooperate with the battery recovery to maximize the energy recovery of the vehicle body. The two cooperate with each other and optimize the control, saving the system development cost. Utilizing the advantages of the high power ratio of the accumulator 405 and the high density ratio of the battery, the vehicle body achieves the best power performance and the best fuel performance. The two power systems enable the vehicle body to have a limp-home function. Even if one of them fails, the other system can still operate normally, facilitating the vehicle body to return to a convenient area for maintenance.

[0063] Superimpose the two power systems to achieve shift without power interruption and smoothly shift gears even when climbing slopes. In this way, the most suitable gear can be selected on the slope, thereby meeting the best matching of the power performance and economy of the vehicle body during the barge transportation process.

[0064] This device adds an accumulator 405 and a pump motor, which are connected in parallel to the power system. Power coupling is achieved through a two-input gearbox 5. Utilizing the advantage of the large power density of the accumulator 405, it quickly absorbs fluctuating loads, stabilizes the operating points of the motor 3 and the engine 1, prevents torque fluctuations of the motor 3, and improves the service life of the motor 3; also utilizes the energy storage of the hydraulic accumulator 405 to assist in absorbing the braking energy of the motor 3 that cannot be stored by the battery under conditions such as heavy-load downhill, improving the energy recovery rate; quickly releases energy in scenarios where high torque is required for starting, climbing slopes, and getting out of trouble, assisting the engine 1 and the motor 3 to drive the vehicle body, and improving the adaptability of the vehicle body during barge transportation in the mining area.

[0065] When the vehicle body does not require hybrid power, the engine 1 / motor 3 alone can achieve all gears from the first gear, second gear, third gear, fourth gear, fifth gear, sixth gear to the R gear, specifically as follows:

[0066] When the engine 1 / motor 3 is in the first gear, the first synchronizer 517 works, and the first synchronizer 517 is meshed and connected with the driving gear 501; the driving gear 501 is meshed with the transmission gear 502, so that the first input shaft 522 rotates to drive the intermediate shaft 524 and the twelfth gear 514 to rotate. The eleventh gear 513 is meshed with the twelfth gear 514, and the twelfth gear 514 rotates to drive the eleventh gear 513 and the output shaft 526 to rotate;

[0067] When the engine 1 / motor 3 is in the second gear, the third synchronizer 519 works, and the third synchronizer 519 is meshed and connected with the fifth gear 507; the first gear 503 and the second gear 504 are meshed, so that the first input shaft 522 rotates to drive the shaft sleeve 525 and the sixth gear 508 to rotate. The sixth gear 508 rotates to drive the fifth gear 507 and the output shaft 526 to rotate;

[0068] When the engine 1 / motor 3 is in the third gear, the first synchronizer 517 and the fourth synchronizer 520 are in operation. The first synchronizer 517 is meshed and connected with the driving gear 501, and the fourth synchronizer 520 is meshed and connected with the ninth gear 511. The driving gear 501 is meshed with the transmission gear 502, so that the rotation of the first input shaft 522 drives the intermediate shaft 524 and the tenth gear 512 to rotate. The ninth gear 511 is meshed with the tenth gear 512, and the rotation of the tenth gear 512 drives the ninth gear 511 and the output shaft 526 to rotate.

[0069] When the engine 1 / motor 3 is in the fourth gear, the second synchronizer 518 is in operation. The second synchronizer 518 is meshed and connected with the third gear 505. The first gear 503 and the second gear 504 are meshed, so that the rotation of the first input shaft 522 drives the shaft sleeve 525 and the fourth gear 506 to rotate. The rotation of the fourth gear 506 drives the third gear 505 and the output shaft 526 to rotate.

[0070] When the engine 1 / motor 3 is in the fifth gear, the first synchronizer 517 and the third synchronizer 519 are in operation. The first synchronizer 517 is meshed and connected with the driving gear 501, and the third synchronizer 519 is meshed and connected with the seventh gear 509. The driving gear 501 is meshed with the transmission gear 502, so that the rotation of the first input shaft 522 drives the intermediate shaft 524 and the eighth gear 510 to rotate. The seventh gear 509 and the eighth gear 510 are meshed, and the rotation of the eighth gear 510 drives the seventh gear 509 and the output shaft 526 to rotate.

[0071] When the engine 1 / motor 3 is in the sixth gear, the second clutch combines the first input shaft 522 with the output shaft 526. The rotation of the first input shaft 522 drives the first gear 503 and the output shaft 526 to rotate.

[0072] When the engine 1 / motor 3 is in the R gear, the first synchronizer 517 and the fifth synchronizer 521 are in operation. The first synchronizer 517 is meshed and connected with the driving gear 501, and the fifth synchronizer 521 is meshed and connected with the thirteenth gear 515. The driving gear 501 is meshed with the transmission gear 502, so that the rotation of the first input shaft 522 drives the intermediate shaft 524 and the fourteenth gear 516 to rotate. The thirteenth gear 515 and the fourteenth gear 516 are meshed, and the rotation of the fourteenth gear 516 drives the thirteenth gear 515 and the output shaft 526 to rotate.

[0073] When the first driving source 4 is in the first gear, the second input shaft 523 rotates to drive the driving gear 501 to rotate. The driving gear 501 meshes with the transmission gear 502, thereby driving the intermediate shaft 524 and the twelfth gear 514 to rotate. The eleventh gear 513 meshes with the twelfth gear 514, and the rotation of the twelfth gear 514 drives the eleventh gear 513 and the output shaft 526 to rotate;

[0074] When the first driving source 4 is in the second gear, the first synchronizer 517 and the third synchronizer 519 work. The first synchronizer 517 is meshed and connected with the driving gear 501, and the third synchronizer 519 is meshed and connected with the fifth gear 507; The second input shaft 523 rotates to drive the driving gear 501, the first input shaft 522 and the first gear 503 to rotate. The first gear 503 meshes with the second gear 504, and the rotation of the first gear 503 drives the shaft sleeve 525 and the sixth gear 508 to rotate. The rotation of the sixth gear 508 drives the fifth gear 507 and the output shaft 526 to rotate;

[0075] When the first driving source 4 is in the third gear, the fourth synchronizer 520 works. The fourth synchronizer 520 is meshed and connected with the ninth gear 511; The second input shaft 523 rotates to drive the driving gear 501 to rotate. The driving gear 501 meshes with the transmission gear 502, so that the transmission gear 502 rotates to drive the intermediate shaft 524 and the tenth gear 512 to rotate. The ninth gear 511 meshes with the tenth gear 512, and the rotation of the tenth gear 512 drives the ninth gear 511 and the output shaft 526 to rotate;

[0076] When the first driving source 4 is in the fourth gear, the first synchronizer 517 and the second synchronizer 518 work. The first synchronizer 517 is meshed and connected with the driving gear 501, and the second synchronizer 518 is meshed and connected with the third gear 505; The second input shaft 523 rotates to drive the driving gear 501, the first input shaft 522 and the first gear 503 to rotate. The first gear 503 meshes with the second gear 504, so that the first input shaft 522 rotates to drive the shaft sleeve 525 and the fourth gear 506 to rotate. The rotation of the fourth gear 506 drives the third gear 505 and the output shaft 526 to rotate;

[0077] When the first driving source 4 is in the fifth gear, the third synchronizer 519 works. The third synchronizer 519 is meshed and connected with the seventh gear 509; The second input shaft 523 rotates to drive the driving gear 501 to rotate. The driving gear 501 meshes with the transmission gear 502, driving the intermediate shaft 524 and the eighth gear 510 to rotate. The seventh gear 509 meshes with the eighth gear 510, and the rotation of the eighth gear 510 drives the seventh gear 509 and the output shaft 526 to rotate;

[0078] When the first drive source 4 is in the sixth gear, the first synchronizer 517 operates, and the first synchronizer 517 is meshed and connected with the driving gear 501; the second input shaft 523 rotates to drive the driving gear 501, the first input shaft 522, and the first gear 503 to rotate. The second clutch enables the first input shaft 522 to be combined with the output shaft 526. The rotation of the first input shaft 522 drives the output shaft 526 to rotate.

[0079] When the first drive source 4 is in the R gear, the fifth synchronizer 521 operates, and the fifth synchronizer 521 is meshed and connected with the thirteenth gear 515; the second input shaft 523 rotates to drive the driving gear 501, and the driving gear 501 is meshed with the transmission gear 502, causing the intermediate shaft 524 and the fourteenth gear 516 to rotate. The thirteenth gear 515 and the fourteenth gear 516 are meshed, and the rotation of the fourteenth gear 516 drives the thirteenth gear 515 and the output shaft 526 to rotate.

[0080] When the mine dump truck starts, a sufficiently large torque is required. If the output torque of the first drive source 4 in the first gear is insufficient to meet the starting requirements, the second drive source is in the second gear at this time, and the second drive source outputs torque jointly with the first drive source 4 in a non-coupled combination. The output torque of the transmission 5 is as follows:

[0081] M = M1i1 + M2i2

[0082] Wherein, M1 is the input torque of the first drive source 4, M2 is the input torque of the second drive source, i1 is the first-gear speed ratio of the transmission 5, and i2 is the second-gear speed ratio of the transmission 5;

[0083] When the vehicle speed increases and the vehicle body needs to shift up when increasing the vehicle speed, through the coupled gear positions, it is realized that both the first drive source 4 and the second drive source are in the second gear, and the power is output in a coupled manner. The output torque of the transmission 5 is as follows:

[0084] M = (M1 + M2)i2

[0085] Wherein, M1 is the input torque of the first drive source 4, M2 is the input torque of the second drive source, and i2 is the second-gear speed ratio of the transmission 5.

[0086] When the vehicle body starts in a gear, the second drive source is in the second gear, and the first drive source 4 is in the first gear, in a non-coupled combination, and the power is output jointly;

[0087] When the vehicle body speed increases and meets the requirements for shifting up, through the coupled gear positions, it is realized that both the second drive source and the first drive source 4 are in the second gear, and the power is output in a coupled manner, as shown in the following Table 1 shifting sequence table.

[0088] As shown in the following shift sequence table (Table 1), it successively passes through non-coupled and coupled gears and finally reaches the highest gear. With a relatively low cost, during the barge transportation process of the mining wide-body vehicle, the vehicle body power is not interrupted, achieving economic and power performance indicators such as low energy consumption and strong power during the barge transportation process of the vehicle body.

[0089] As shown in the following shift sequence table (Table 1), it successively passes through non-coupled and coupled gears and finally reaches the highest gear. With a relatively low cost, during the barge transportation process of the mining wide-body vehicle, the vehicle body power is not interrupted, achieving economic and power performance indicators such as low energy consumption and strong power during the barge transportation process of the vehicle body.

[0090] Table 1: Shift Sequence Table

[0091]

[0092] Those of ordinary skill in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the present invention is limited to these examples; under the concept of the present invention, the technical features in the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations in different aspects of the present invention as described above, which are not provided in detail for the sake of brevity.

[0093] Embodiments of the present invention are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A power transmission coupling device is applied to a vehicle body, characterized in that, It includes a first drive source, a second drive source and a transmission. The transmission includes a first input shaft connected to the second drive source, a second input shaft connected to the first drive source, and an output shaft located on one side of the first input shaft. The end of the first input shaft is cooperatively arranged with the output shaft by means of a second clutch. The second input shaft is coaxially sleeved on the first input shaft. The first input shaft, the second input shaft and the output shaft are coaxially arranged. A first gear and a first synchronizer are arranged on the first input shaft. A driving gear is arranged on the second input shaft. An eleventh gear, a second synchronizer, a third synchronizer, a fourth synchronizer and a fifth synchronizer are arranged on the output shaft. A third gear, a fifth gear, a seventh gear, a ninth gear and a thirteenth gear are sleeved on the output shaft in an idle manner. An intermediate shaft is arranged in parallel on one side of the first input shaft. A transmission gear meshed with the driving gear, an eighth gear meshed with the seventh gear, a tenth gear meshed with the ninth gear, a twelfth gear meshed with the eleventh gear and a fourteenth gear meshed with the thirteenth gear are arranged on the intermediate shaft. A bushing is sleeved on the intermediate shaft. A second gear meshed with the first gear, a fourth gear meshed with the third gear and a sixth gear meshed with the fifth gear are arranged on the bushing. When the first synchronizer meshes towards the side where the second drive source is arranged, it connects to the driving gear. When the second synchronizer meshes towards the side where the second drive source is arranged, it connects to the first gear. When the second synchronizer meshes towards the other side, it connects to the third gear. When the third synchronizer meshes towards the side where the second drive source is arranged, it connects to the fifth gear. When the second synchronizer meshes towards the other side, it connects to the seventh gear. When the fourth synchronizer meshes towards the side where the second drive source is arranged, it connects to the ninth gear. When the second synchronizer meshes towards the other side, it connects to the eleventh gear. When the fifth synchronizer meshes towards the side away from where the second drive source is arranged, it connects to the thirteenth gear. The power of the first drive source is input to the second input shaft, the power of the second drive source is input to the first input shaft, and the transmission couples the power of the second drive source with the power of the first drive source.

2. The power transmission coupling device according to claim 1, characterized in that, The second drive source includes an engine. The power of the engine is sequentially input to the first input shaft through a first clutch and a motor. The power of the second drive source is the power of the engine or the power of the motor or the sum of the power of the engine and the power of the motor. The first drive source includes a pump motor, and the power of the pump motor is input to the second input shaft.

3. The power transmission coupling device according to claim 2, characterized in that, The motor is electrically connected to a controller, and the controller is electrically connected to a battery.

4. The power transmission coupling device as claimed in claim 2, wherein The pump motor is connected to a valve body, and the valve body is connected to an accumulator.

5. A power transmission coupling device according to claim 4, characterized in that, The pump motor is a gear pump. The gear pump is connected to a second input shaft. The gear pump is connected to an oil tank. The valve body includes a pressure comparison valve, a post-valve stamping valve, and a mechanical pressure control valve. The post-valve stamping valve has oil ports P3, P4, and K1. The oil ports P4 and K1 are connected. Both the post-valve stamping valve and the mechanical pressure control valve are connected to the oil tank. The oil outlet of the gear pump is connected to the oil inlet P1 of the pressure comparison valve. The P2 end of the oil inlet of the pressure comparison valve is connected to the oil tank through a two-way drive motor. The oil outlet A1 of the pressure comparison valve is connected to the oil port P3 of the post-valve stamping valve. The oil port P4 of the post-valve stamping valve is connected to an accumulator and a mechanical pressure control valve. The set range of the overflow pressure of the mechanical pressure control valve is 0 - 17.5 MPa.

6. A power transmission coupling device according to claim 1, characterized in that, The vehicle body is a wide-body mining truck.

7. A power transmission coupling device according to claim 2, characterized in that, When the engine / motor is in the first gear, the first synchronizer works. The first synchronizer is meshed and connected with the driving gear. The driving gear is meshed with the transmission gear, so that the first input shaft rotates to drive the intermediate shaft and the twelfth gear to rotate. The eleventh gear is meshed with the twelfth gear, and the twelfth gear rotates to drive the eleventh gear and the output shaft to rotate. When the engine / motor is in the second gear, the third synchronizer works. The third synchronizer is meshed and connected with the fifth gear. The first gear and the second gear are meshed, so that the first input shaft rotates to drive the shaft sleeve and the sixth gear to rotate. The sixth gear rotates to drive the fifth gear and the output shaft to rotate. When the engine / motor is in the third gear, the first synchronizer and the fourth synchronizer work. The first synchronizer is meshed and connected with the driving gear. The fourth synchronizer is meshed and connected with the ninth gear. The driving gear is meshed with the transmission gear, so that the first input shaft rotates to drive the intermediate shaft and the tenth gear to rotate. The ninth gear is meshed with the tenth gear, and the tenth gear rotates to drive the ninth gear and the output shaft to rotate. When the engine / motor is in the fourth gear, the second synchronizer works. The second synchronizer is meshed and connected with the third gear. The first gear and the second gear are meshed, so that the first input shaft rotates to drive the shaft sleeve and the fourth gear to rotate. The fourth gear rotates to drive the third gear and the output shaft to rotate. When the engine / motor is in the fifth gear, the first synchronizer and the third synchronizer work. The first synchronizer is meshed and connected with the driving gear. The third synchronizer is meshed and connected with the seventh gear. The driving gear is meshed with the transmission gear, so that the first input shaft rotates to drive the intermediate shaft and the eighth gear to rotate. The seventh gear and the eighth gear are meshed, and the eighth gear rotates to drive the seventh gear and the output shaft to rotate. When the engine / motor is in the sixth gear, the second clutch makes the first input shaft and the output shaft combined. The first input shaft rotates to drive the first gear and the output shaft to rotate. When the engine / motor is in reverse gear, the first synchronizer and the fifth synchronizer work. The first synchronizer is meshed and connected with the driving gear, and the fifth synchronizer is meshed and connected with the thirteenth gear. The driving gear is meshed with the transmission gear, so that the rotation of the first input shaft drives the intermediate shaft and the fourteenth gear to rotate. The thirteenth gear and the fourteenth gear are meshed, and the rotation of the fourteenth gear drives the thirteenth gear and the output shaft to rotate.

8. A power transmission coupling device according to claim 1, characterized in that, When the vehicle body starts off in a gear, the second drive source is in second gear and the first drive source is in first gear. The two are in a non-coupled combination and jointly output power. When the vehicle body speed increases, both the second drive source and the first drive source are in second gear and output power in a coupled manner.

9. A power transmission coupling device according to claim 8, characterized in that, The first drive source is in first gear and the second drive source is in second gear. They jointly output torque with the first drive source in a non-coupled combination. The torque output by the transmission is as follows: M = M1i1 + M2i2 Where M1 is the input torque of the first drive source, M2 is the input torque of the second drive source, i1 is the speed ratio of the first gear of the transmission, and i2 is the speed ratio of the second gear of the transmission.

10. A power transmission coupling device according to claim 8 or 9, characterized in that When the vehicle body speed increases, the vehicle body needs to shift up when increasing the speed. Through the coupled gear positions, it is realized that both the first drive source and the second drive source are in second gear and output power in a coupled manner. The torque output by the transmission is as follows: M = (M1 + M2)i2 Where M1 is the input torque of the first drive source, M2 is the input torque of the second drive source, and i2 is the speed ratio of the second gear of the transmission.

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