Hydraulic torque converter assembly, vehicle and control method

Abstract

The invention relates to the technical field of hydraulic mechanical transmission, in particular to a hydraulic torque converter assembly, a vehicle and a control method. The hydraulic torque converter assembly comprises a hydraulic torque converter, a pressure adjusting assembly and a rotating direction adjusting assembly, wherein the hydraulic torque converter is provided with an output shaft; the pressure adjusting assembly is connected to an oil inlet of the hydraulic torque converter and used for adjusting the pressure of the oil inlet of the hydraulic torque converter. The rotating direction adjusting assembly is connected with the output shaft and used for changing the rotating direction of the output shaft. When a vehicle goes down a long slope, the rotation direction of the output shaft is changed through the rotation direction adjusting assembly, the requirement for long-time retarding braking of the vehicle is met through the reverse rotation characteristic of the torque converter, compared with traditional reverse transmission braking, higher braking torque can be provided, and due to the fact that the pressure of an oil inlet of the hydraulic torque converter is adjustable, automatic adjustment can be conducted according to different braking torque requirements; and different slope requirements when the vehicle goes down a long slope working condition are met.

Description

Technical Field

[0001] The present invention relates to the technical field of hydrodynamic mechanical transmission, and particularly to a hydrodynamic torque converter assembly, a vehicle and a control method. Background Art

[0002] When a heavy vehicle descends a long slope, the reverse transmission characteristic of the hydrodynamic torque converter or a separately added hydrodynamic retarder is usually utilized to assist the traditional friction braking system for braking.

[0003] The braking principle of the reverse transmission characteristic of the hydrodynamic torque converter is as follows: The vehicle accelerates due to its weight, and the wheels reverse-drag the transmission system, resulting in the turbine speed of the hydrodynamic torque converter exceeding the pump wheel speed. At this time, the guide wheel is in a locked state to prevent its reverse rotation. When the turbine rotates at a high speed, the oil flows from the turbine to the pump wheel in the reverse direction, but the direction of the oil is forcibly changed by the locked guide wheel blades, forming a reverse impact on the pump wheel. The pump wheel is pushed by the reverse oil, but because it is connected to the engine crankshaft, the resistance of the pump wheel increases, so a braking torque is generated. Since the rotation directions of the turbine and the pump wheel of the hydrodynamic torque converter are the same, the braking force provided by the reverse transmission characteristic of the torque converter is limited. Especially in the working condition of a heavy vehicle descending a long slope, its braking ability is significantly insufficient. Even if the high speed difference is maintained through the low gear of the gearbox, there are still problems such as the non-adjustable braking force of the vehicle when descending the slope and the insufficient braking force at low speeds.

[0004] The braking principle of the hydrodynamic retarder: When the hydrodynamic retarder is started, the oil is injected into the working chamber. The rotor rotates at a high speed to drive the oil to move, and the oil forms a high-speed circulating flow between the rotor and the stator. The stator blades force the oil flow direction to change, and the change in the momentum of the oil generates a reaction torque to hinder the rotation of the rotor, so a braking torque is generated. Although the hydrodynamic retarder can provide continuous braking force and the braking force is linearly controllable, the vehicle needs to be equipped with a separate hydrodynamic retarder device, which increases the vehicle weight and manufacturing cost in this case.

[0005] Therefore, there is an urgent need for a hydrodynamic torque converter assembly to solve the above technical problems. Summary of the Invention

[0006] The purpose of the present invention is to provide a hydrodynamic torque converter assembly, a vehicle and a control method, and to control the braking ability of the vehicle by controlling the inlet pressure of the torque converter.

[0007] To achieve the above object, the present invention adopts the following technical solutions:

[0008] In a first aspect, a hydrodynamic torque converter assembly is provided, including:

[0009] A hydrodynamic torque converter having an output shaft;

[0010] A pressure regulating assembly connected to the inlet of the hydrodynamic torque converter and used to regulate the inlet pressure of the hydrodynamic torque converter;

[0011] A rotation direction adjustment assembly, connected to the output shaft, for changing the rotation direction of the output shaft.

[0012] As an alternative technical solution of the above-mentioned hydraulic torque converter assembly, the hydraulic torque converter has a pump wheel seat and a pump wheel gear. The pressure adjustment assembly includes a variable pump, a power take-off gear, and an inclined plate regulating valve group. The rotating shaft of the variable pump is coaxially connected to the power take-off gear and can rotate with the power take-off gear. The pump wheel gear is fixedly connected to the pump wheel seat. The pump wheel gear meshes with the power take-off gear. The inclined plate regulating valve group is used to adjust the displacement of the variable pump.

[0013] As an alternative technical solution of the above-mentioned hydraulic torque converter assembly, the inclined plate regulating valve group includes a proportional solenoid valve and a variable piston oil cylinder. The piston rod of the variable piston oil cylinder is connected to the inclined plate of the variable pump. The proportional solenoid valve is used to connect the fuel tank to the rodless cavity of the variable piston to adjust the oil volume in the rodless cavity.

[0014] As an alternative technical solution of the above-mentioned hydraulic torque converter assembly, the pressure adjustment assembly further includes a pressure sensor for detecting the inlet oil pressure of the hydraulic torque converter.

[0015] As an alternative technical solution of the above-mentioned hydraulic torque converter assembly, the pressure adjustment assembly further includes a first safety valve. The inlet of the first safety valve is connected to the outlet of the variable pump, and the outlet of the first safety valve is connected to the fuel tank.

[0016] As an alternative technical solution of the above-mentioned hydraulic torque converter assembly, the rotation direction adjustment assembly includes a transmission shaft, a first clutch, an idler gear, a reversing shaft, a first transmission gear, a second transmission gear, a third transmission gear, and a second clutch. The first clutch is respectively connected to the output shaft and the transmission shaft to connect or disconnect the output shaft and the transmission shaft. The output shaft is provided with a first transmission gear. The reversing shaft is provided with a second transmission gear. The first transmission gear is connected to the second transmission gear through the idler gear. The reversing shaft is provided with a second clutch. A third transmission gear is arranged outside the housing of the second clutch. The transmission shaft is provided with a fourth transmission gear. The third transmission gear meshes with the fourth transmission gear. The reversing shaft is arranged parallel to the output shaft.

[0017] As an alternative technical solution of the above hydraulic torque converter assembly, the rotation direction adjustment assembly further includes a metering pump, a first solenoid directional control valve, and a second solenoid directional control valve. A rotating shaft of the metering pump is coaxially connected to the transfer gear and can rotate with the transfer gear. The first solenoid directional control valve is connected to the first clutch to control the opening and closing of the first clutch, and the second solenoid directional control valve is connected to the second clutch to control the opening and closing of the second clutch.

[0018] As an alternative technical solution of the above hydraulic torque converter assembly, it further includes a temperature sensor, which is used to obtain the oil outlet temperature of the hydraulic torque converter.

[0019] In a second aspect, the present invention further provides a vehicle, including a transmission and the hydraulic torque converter assembly according to any one of the above solutions. An input shaft of the transmission is connected to an output shaft of the hydraulic torque converter.

[0020] In a third aspect, the present invention further provides a control method for a hydraulic torque converter assembly, which is applied to the hydraulic torque converter assembly according to any one of the above solutions, and includes the following steps:

[0021] After obtaining a retardation command, obtain the vehicle speed and the oil inlet pressure of the hydraulic torque converter and control the rotation direction adjustment assembly to change the rotation direction of the output shaft.

[0022] Control the pressure adjustment assembly to work to adjust the oil inlet pressure of the hydraulic torque converter so as to adjust the output speed of the hydraulic torque converter.

[0023] The present invention has at least the following beneficial effects:

[0024] When the vehicle is going down a long slope, by controlling the rotation direction adjustment assembly to change the rotation direction of the output shaft of the hydraulic torque converter, the hydraulic torque converter enters the reverse working condition. By changing the oil inlet pressure of the hydraulic torque converter to change the speed of the output shaft, the requirement of long-time retardation braking of the vehicle can be achieved by using the reverse torque converter characteristic. Compared with the traditional reverse transmission braking, a higher braking torque can be provided. Since the oil inlet pressure of the hydraulic torque converter is adjustable, it can be automatically adjusted according to different braking torque requirements to meet the different slope requirements when the vehicle is going down a long slope. Description of the Drawings

[0025] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments of the present invention. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained according to the content of the embodiments of the present invention and these drawings.

[0026] Figure 1The reverse transmission characteristic curve provided in the related art;

[0027] Figure 2 The schematic diagram of the torque converter assembly provided in the embodiment of the present invention;

[0028] Figure 3 The sectional view of the torque converter assembly provided in the embodiment of the present invention;

[0029] Figure 4 The block diagram of the controller provided in the embodiment of the present invention;

[0030] Figure 5 The flowchart of the control method for the torque converter assembly provided in the embodiment of the present invention;

[0031] Figure 6 The reverse rotation characteristic curve of the torque converter provided in the embodiment of the present invention;

[0032] Figure 7 The reverse rotation characteristic curves of the torque converter at different inlet oil pressures provided in the embodiment of the present invention.

[0033] In the figure:

[0034] 1. Torque converter; 11. Pump wheel gear; 12. Output shaft; 2. Pressure regulating assembly; 21. Variable pump; 22. Power take-off gear; 23. Proportional solenoid valve; 24. Variable piston oil cylinder; 25. Pressure sensor; 26. First safety valve; 3. Rotation direction regulating assembly; 31. Transmission shaft; 32. First clutch; 33. Idler gear; 34. Reversing shaft; 35. First transmission gear; 36. Second transmission gear; 37. Third transmission gear; 38. Second clutch; 39. Fixed-displacement pump; 310. First switch solenoid valve; 311. Second switch solenoid valve; 312. Fourth transmission gear; 313. Second safety valve; 4. Temperature sensor; 5. Filter; 6. Fuel tank; 7. Vehicle speed sensor; 8. Controller. Detailed implementation manners

[0035] The present invention will be further described in detail below with reference to the drawings and embodiments. It can be understood that the specific embodiments described herein are only used to explain the present invention, rather than limiting the present invention. Additionally, it should be noted that for the sake of description, only the parts related to the present invention rather than all the structures are shown in the drawings.

[0036] In the description of the present invention, unless otherwise clearly defined and limited, the terms "connected", "connected to", and "fixed" should be understood in a broad sense. For example, it can be a fixed connection, a detachable connection, or integrated; it can be a mechanical connection or an electrical connection; it can be directly connected or indirectly connected through an intermediate medium, and it can be the communication inside two components or the interaction relationship between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific situations.

[0037] In the present invention, unless otherwise clearly defined and limited, the first feature being "above" or "below" the second feature may include the direct contact between the first and second features, or may include the situation where the first and second features are not in direct contact but in contact through other features therebetween. Moreover, the first feature being "above", "over", and "on top of" the second feature includes that the first feature is directly above and obliquely above the second feature, or merely indicates that the horizontal height of the first feature is higher than that of the second feature. The first feature being "below", "beneath", and "underneath" the second feature includes that the first feature is directly below and obliquely below the second feature, or merely indicates that the horizontal height of the first feature is lower than that of the second feature.

[0038] In the description of this embodiment, the orientation or positional relationships such as "above", "below", "right", etc. are based on the orientation or positional relationship shown in the drawings, and are only for the convenience of description and simplifying the operation, rather than indicating or implying that the device or component referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as a limitation to the present invention. In addition, the terms "first" and "second" are only used for distinction in description and have no special meaning.

[0039] Figure 1 For the reverse transmission characteristic curve of the torque converter, as Figure 1 shown, the reverse transmission characteristic of the torque converter only works when the speed ratio i > 1 (when the speed ratio i < 1, it is the normal traction characteristic of the torque converter). When i = 1 and Mbg = 0, the nominal torque Mbg increases with the increase of the speed ratio i, but until i = 1.7, the nominal torque Mbg ≈ 100 N·m. According to this speed ratio, it can be known that the vehicle speed is very high at this time, and a large braking torque is required for vehicle braking. Obviously, the nominal torque in this area is too small to meet the vehicle requirements.

[0040] Therefore, the present invention provides a torque converter assembly, as Figure 2 and Figure 3As shown in the figure, the torque converter assembly includes a torque converter 1, a pressure regulating component 2, and a rotation direction regulating component 3. The torque converter 1 has an output shaft 12; the pressure regulating component 2 is connected to the oil inlet of the torque converter 1 and is used to regulate the oil inlet pressure of the torque converter 1; the rotation direction regulating component 3 is connected to the output shaft 12, and the rotation direction regulating component 3 is used to change the rotation direction of the output shaft 12.

[0041] When the vehicle is going down a long slope, by controlling the rotation direction regulating component 3 to change the rotation direction of the output shaft 12 of the torque converter 1, the torque converter 1 enters the reverse working condition. By changing the oil inlet pressure of the torque converter 1 to change the rotation speed of the output shaft 12, the reverse characteristic of the torque converter is utilized to meet the requirement of long-time slow braking of the vehicle. Compared with the traditional reverse transmission braking, a higher braking torque can be provided. Since the oil inlet pressure of the torque converter 1 is adjustable, it can be automatically adjusted according to different braking torque requirements to meet the different slope requirements when the vehicle is going down a long slope.

[0042] In some embodiments, the torque converter 1 has a pump wheel seat and a pump wheel gear 11. The pressure regulating component 2 includes a variable pump 21, a transfer gear 22, and an inclined disk regulating valve group. The rotating shaft of the variable pump 21 is coaxially connected to the transfer gear 22 and can rotate with the transfer gear 22. The pump wheel gear 11 is fixedly connected to the pump wheel seat of the pump wheel. The pump wheel gear 11 meshes with the transfer gear 22. In this way, the pump wheel gear 11 can transmit power to the transfer gear 22 under the drive of the torque converter, and further provide power for the variable pump 21. The inclined disk regulating valve group is used to regulate the displacement of the variable pump 21. After the displacement of the variable pump 21 is adjusted, correspondingly, the oil pressure of the oil flowing from the oil outlet of the variable pump 21 to the oil inlet of the torque converter 1 will also change accordingly. Therefore, by adjusting the displacement of the variable pump 21, the purpose of regulating the oil inlet pressure of the torque converter 1 can be achieved.

[0043] Specifically, the torque converter 1 includes a pump wheel, a turbine, and a stator. Both ends of the turbine are respectively connected to the pump wheel and the stator. The turbine shaft of the turbine is the output shaft 12.

[0044] In some embodiments, the inclined disk regulating valve group includes a proportional solenoid valve 23 and a variable piston oil cylinder 24. The cylinder rod of the variable piston oil cylinder 24 is connected to the inclined disk of the variable pump 21. The proportional solenoid valve 23 is used to connect the fuel tank 6 to the rodless cavity of the variable piston to regulate the oil volume in the rodless cavity. When the oil volume in the rodless cavity changes, the cylinder rod of the variable piston oil cylinder 24 will move in position, extend or retract. Therefore, the inclined disk angle of the variable pump 21 can be adjusted, and further the displacement of the variable pump 21 can be adjusted. The proportional solenoid valve 23 can introduce an appropriate amount of oil into the rodless cavity of the variable piston as needed, and the determination of the oil volume of the oil can be adjusted according to the oil inlet pressure of the torque converter 1 that needs to be regulated. It should be noted that the specific structure of the proportional solenoid valve 23 is prior art and will not be described in detail here.

[0045] In some embodiments, the pressure regulating assembly 2 further includes a pressure sensor 25 for detecting the inlet pressure of the torque converter 1 or the outlet pressure of the variable pump 21. The pressure sensor 25 detects the inlet pressure of the torque converter 1. When the torque converter 1 enters the reverse operating condition, the proportional solenoid valve 23 adjusts the ramp angle of the variable pump 21 according to the inlet pressure of the torque converter 1 to regulate the inlet pressure of the torque converter 1.

[0046] In addition, to prevent the pressure inside the pressure regulating assembly 2 from exceeding the preset pressure and causing danger inside the pressure regulating assembly 2, the pressure regulating assembly 2 further includes a first safety valve 26. The inlet of the first safety valve 26 is communicated with the outlet of the variable pump 21, and the outlet of the first safety valve 26 is communicated with the fuel tank 6. The first safety valve 26 can discharge some hydraulic fluid and return it to the fuel tank 6 to protect the oil circuit.

[0047] In some embodiments, the rotation direction regulating assembly 3 includes a transmission shaft 31, a first clutch 32, an idler gear 33, a reversing shaft 34, a first transmission gear 35, a second transmission gear 36, a third transmission gear 37, and a second clutch 38. The first clutch 32 is respectively connected to the output shaft 12 and the transmission shaft 31 to connect or disconnect the output shaft 12 and the transmission shaft 31. The output shaft 12 is provided with the first transmission gear 35, the reversing shaft 34 is provided with the second transmission gear 36, and the first transmission gear 35 and the second transmission gear 36 are drivingly connected through the idler gear 33. The reversing shaft 34 is provided with the second clutch 38, and the third transmission gear 37 is disposed outside the housing of the second clutch 38. The transmission shaft 31 is provided with a fourth transmission gear 312, and the third transmission gear 37 meshes with the fourth transmission gear 312. The reversing shaft 34 is arranged parallel to the output shaft 12.

[0048] The first clutch 32 is in a normally closed state, while the second clutch 38 is in a normally open state. That is, the first clutch 32 connects the output shaft 12 and the transmission shaft 31, and the second clutch 38 is in a disengaged state to prevent power from being transmitted to the third transmission gear 37, thereby realizing that the rotation direction of the output shaft 12 is forward. At this time, the torque converter 1 is in the traction operating condition. When the torque converter 1 is in the reverse operating condition, that is, when going down a long slope, the second clutch 38 is in a closed state, and the first clutch 32 is in an open state. The second clutch 38 is connected to the reversing shaft 34 and transmits power to the transmission shaft 31, and the transmission shaft 31 is separated from the output shaft 12. In this way, the rotation direction of the transmission shaft 31 is opposite to that of the output shaft 12, thereby changing the output rotation direction.

[0049] The rotation direction adjustment assembly 3 further includes a metering pump 39, a first solenoid directional control valve 310, and a second solenoid directional control valve 311. The rotating shaft of the metering pump 39 is coaxially connected to the transfer gear 22 and can rotate with the transfer gear 22. In this way, the transfer gear 22 provides power for the metering pump 39 to drive the metering pump 39 to work. The first solenoid directional control valve 310 is connected to the first clutch 32 to control the opening and closing of the first clutch 32. The second solenoid directional control valve 311 is connected to the second clutch 38 to control the opening and closing of the second clutch 38. The opening and closing of the first clutch 32 can be hydraulically controlled by the first solenoid directional control valve 310, and the opening and closing of the second clutch 38 can be hydraulically controlled by the second solenoid directional control valve 311, thereby achieving the purpose of automatically controlling the first clutch 32 and the second clutch 38.

[0050] For example, both the first solenoid directional control valve 310 and the second solenoid directional control valve 311 are two-position three-way solenoid valves.

[0051] The rotation direction adjustment assembly 3 further includes a second safety valve 313. The oil inlet of the second safety valve 313 is communicated with the oil outlet of the metering pump 39, and the oil outlet of the second safety valve 313 is communicated with the oil tank 6. The second safety valve 313 can discharge part of the oil fluid and flow it back to the oil tank 6 to protect the oil circuit.

[0052] By controlling the engagement and disengagement of the first clutch 32, the direct connection of the output shaft 12 to the transmission shaft 31 (rotating in the same direction) can be satisfied. By controlling the engagement and disengagement of the second clutch 38, the connection of the turbine shaft to the transmission shaft 31 through the idler gear 33 and the reversing shaft 34 (rotating in the opposite direction) can be satisfied.

[0053] The torque converter assembly further includes a temperature sensor 4. The temperature sensor 4 is used to obtain the oil outlet temperature of the torque converter 1. Through the temperature, it can be judged whether the oil fluid temperature in the torque converter exceeds the preset value. The oil fluid temperature has a great influence on the torque converter 1 and will cause the torque converter 1 to fail to work properly. Therefore, by obtaining the oil fluid temperature at the oil outlet of the torque converter 1, subsequent operations can be performed to protect the safety of the torque converter 1.

[0054] The torque converter assembly further includes a filter 5. The oil outlet of the torque converter 1 is communicated with the oil tank 6 through the filter 5. The filter 5 can filter impurities to prevent impurities from entering the oil tank 6 and then entering the variable pump 21 and the metering pump 39 through the oil tank 6.

[0055] In some embodiments, such as Figure 4As shown in the figure, the torque converter assembly further includes a vehicle speed sensor 7 and a controller 8. The vehicle speed sensor 7 is used to detect the driving speed of the vehicle (it can also be considered that the vehicle speed sensor 7 detects the rotation speed of the output shaft 12). The electromagnetic proportional valve, the first switch solenoid valve 310, the second switch solenoid valve 311, the temperature sensor 4, the pressure sensor 25 and the vehicle speed sensor 7 are all electrically connected to the controller 8. The controller 8 can be a centralized or distributed controller 8. For example, the controller 8 can be a single microcontroller or composed of multiple distributed microcontrollers. A control program can run in the microcontroller to control each component to achieve its functions.

[0056] The vehicle retarder gears include the first gear, the second gear, the third gear and the automatic gear. When the vehicle is going down a long slope, the temperature sensor 4 is used to detect the oil outlet temperature of the torque converter 1, and the pressure sensor 25 is used to detect the oil inlet pressure signal of the torque converter 1. The operator selects different retarder gears according to the downhill slope and vehicle speed. Then, the controller 8 communicates with the controller 8 through the data line based on the detected oil outlet temperature signal of the torque converter 1, the oil inlet pressure signal of the torque converter 1, the retarder gear signal and the vehicle speed signal. After processing, the controller 8 gives a corresponding current value to the proportional electromagnet to control the pressure of the torque converter hydraulic system, adjust the braking power, and realize the on / off and different gear positions and automatic control of the torque converter retarder function.

[0057] In the present invention, various sensors are used to detect the oil outlet temperature signal of the torque converter 1, the oil inlet pressure signal of the torque converter 1 and the vehicle speed signal. Each signal communicates with the controller 8 through the data line. The controller 8 controls the proportional solenoid valve 23 to work according to the above signals. The proportional solenoid valve 23 further controls the oil inlet pressure of the torque converter 1 by controlling the displacement of the variable pump 21, further controls the nominal torque of the torque converter, and finally controls the braking ability of the vehicle.

[0058] This embodiment also provides a vehicle, including a transmission and the torque converter assembly provided in this embodiment of the present invention. The input shaft of the transmission is connected to the output shaft 12 of the torque converter 1.

[0059] Since the vehicle includes a torque converter assembly, when the vehicle is going down a long slope, by controlling the rotation direction adjustment component 3 to change the rotation direction of the output shaft 12 of the torque converter 1, the torque converter 1 enters the reverse working condition. By changing the oil inlet pressure of the torque converter 1 to change the rotation speed of the output shaft 12, the reverse characteristic of the torque converter is utilized to meet the requirement of long-time retarder braking of the vehicle. Compared with the traditional reverse transmission braking, a higher braking torque can be provided. Since the oil inlet pressure of the torque converter 1 is adjustable, it can be automatically adjusted according to different braking torque requirements to meet the different slope requirements when the vehicle is going down a long slope.

[0060] Since the pressure adjustment can meet the pitch adjustment, and the reverse rotation of the output shaft 12 can play a role in deceleration, the torque converter assembly provided by the present invention has a torque conversion function and a deceleration function. Therefore, the vehicle does not need to add a separate hydraulic retarder device, thus reducing the manufacturing cost.

[0061] This embodiment also provides a control method for a torque converter assembly, as Figure 5 shown, which is applied to the torque converter assembly provided by the embodiment of the present invention and includes the following steps:

[0062] S101. After obtaining the deceleration instruction, obtain the vehicle speed and the inlet pressure of the torque converter 1 and control the rotation direction adjustment component 3 to change the rotation direction of the output shaft 12;

[0063] S102. Control the pressure adjustment component 2 to work to adjust the inlet pressure of the torque converter 1 so as to adjust the output speed of the torque converter 1.

[0064] When the vehicle is going down a long slope, after the operator issues a deceleration instruction, by controlling the rotation direction adjustment component 3 to change the rotation direction of the output shaft 12, the torque converter 1 enters the reverse working condition, and by changing the inlet pressure of the torque converter 1 to change the speed of the output shaft 12, the requirement of long-time deceleration braking of the vehicle is achieved by utilizing the reverse characteristic of the torque converter. Compared with the traditional reverse transmission braking, a higher braking torque can be provided. Since the inlet pressure of the torque converter 1 is adjustable, it can be automatically adjusted according to different braking torque requirements to meet the different slope requirements when the vehicle is going down a long slope.

[0065] As shown in the figure, as Figure 6 can be seen, the larger the nominal torque, the larger the speed ratio, and the nominal torque is proportional to the inlet pressure. Figure 7 is the reverse characteristic control curve for different inlet pressures. From Figure 7 it can be seen that under the same nominal torque, the larger the inlet pressure, the smaller the corresponding speed ratio. Therefore, increasing the inlet pressure can reduce the speed ratio and play a role in deceleration.

[0066] In addition, the above is only the preferred embodiment of the present invention and the technical principles applied. Those skilled in the art will understand that the present invention is not limited to the specific embodiments described here. Various obvious changes, re-adjustments and substitutions can be made by those skilled in the art without departing from the protection scope of the present invention. Therefore, although the present invention has been described in more detail through the above embodiments, the present invention is not limited to the above embodiments. Without departing from the concept of the present invention, more other equivalent embodiments can be included, and the scope of the present invention is determined by the scope of the appended claims.

Claims

1. Hydraulic torque converter assembly, characterized in that, Comprising: A hydraulic torque converter (1), the hydraulic torque converter (1) having an output shaft (12); A pressure regulating assembly (2), connected to the oil inlet of the hydraulic torque converter (1) and used for regulating the oil inlet pressure of the hydraulic torque converter (1); A rotation direction regulating assembly (3), connected to the output shaft (12), the rotation direction regulating assembly (3) being used for changing the rotation direction of the output shaft (12).

2. The torque converter assembly according to claim 1, wherein, The hydraulic torque converter (1) has a pump wheel seat and a pump wheel gear (11), the pressure regulating assembly (2) includes a variable pump (21), a power split gear (22) and an inclined disk regulating valve group, the rotating shaft of the variable pump (21) is coaxially connected to the power split gear (22) and can rotate with the power split gear (22), the pump wheel gear (11) is fixedly connected to the pump wheel seat, the pump wheel gear (11) meshes with the power split gear (22), and the inclined disk regulating valve group is used for regulating the displacement of the variable pump (21).

3. The torque converter assembly according to claim 2, wherein, The inclined disk regulating valve group includes a proportional solenoid valve (23) and a variable piston oil cylinder (24), the oil cylinder rod of the variable piston oil cylinder (24) is connected to the inclined disk of the variable pump (21), and the proportional solenoid valve (23) is used for connecting the fuel tank (6) with the rodless cavity of the variable piston to regulate the oil amount in the rodless cavity.

4. The torque converter assembly according to claim 2 or 3, characterized in that, The pressure regulating assembly (2) further includes a pressure sensor (25), the pressure sensor (25) being used for detecting the oil inlet pressure of the hydraulic torque converter (1).

5. The torque converter assembly according to claim 2 or 3, characterized in that, The pressure regulating assembly (2) further includes a first safety valve (26), the oil inlet of the first safety valve (26) is communicated with the oil outlet of the variable pump (21), and the oil outlet of the first safety valve (26) is communicated with the fuel tank (6).

6. The torque converter assembly according to claim 5, wherein, The rotation direction regulating assembly (3) includes a transmission shaft (31), a first clutch (32), an idler gear (33), a reversing shaft (34), a first transmission gear (35), a second transmission gear (36), a third transmission gear (37) and a second clutch (38), the first clutch (32) is respectively connected to the output shaft (12) and the transmission shaft (31) to connect or disconnect the output shaft (12) and the transmission shaft (31), the output shaft (12) is provided with a first transmission gear (35), the reversing shaft (34) is provided with a second transmission gear (36), the first transmission gear (35) and the second transmission gear (36) are drivingly connected through the idler gear (33), the reversing shaft (34) is provided with a second clutch (38), a third transmission gear (37) is arranged outside the housing of the second clutch (38), the transmission shaft (31) is provided with a fourth transmission gear (312), the third transmission gear (37) meshes with the fourth transmission gear (312), and the reversing shaft (34) is arranged parallel to the output shaft (12).

7. The torque converter assembly according to claim 6, characterized in that, The rotation direction adjustment assembly (3) further includes a metering pump (39), a first solenoid valve (310), and a second solenoid valve (311). The rotating shaft of the metering pump (39) is coaxially connected to the transfer gear (22) and can rotate with the transfer gear (22). The first solenoid valve (310) is connected to the first clutch (32) to control the opening and closing of the first clutch (32). The second solenoid valve (311) is connected to the second clutch (38) to control the opening and closing of the second clutch (38).

8. The torque converter assembly according to claim 1 or 2, characterized in that, It further includes a temperature sensor (4), and the temperature sensor (4) is used to obtain the oil outlet temperature of the torque converter (1).

9. A vehicle, characterized in that, It includes a transmission and the torque converter assembly according to any one of claims 1-8, and the input shaft of the transmission is connected to the output shaft (12) of the torque converter (1).

10. Control method for a torque converter assembly, characterized in that, Applied to the torque converter assembly according to any one of claims 1-8, it includes the following steps: After obtaining the retardation instruction, obtain the vehicle speed and the inlet pressure of the torque converter (1) and control the rotation direction adjustment assembly (3) to change the rotation direction of the output shaft (12). Control the pressure adjustment assembly (2) to work to adjust the inlet pressure of the torque converter (1) so as to adjust the output speed of the torque converter (1).

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