Transmission system, control method thereof and engineering machinery

Abstract

The invention belongs to the technical field of engineering machinery, and particularly relates to a transmission system, a control method of the transmission system and engineering machinery, the transmission system comprises a coupling assembly, the coupling assembly comprises a first gear, a second gear, a third gear, a fourth gear and a coupling sliding sleeve, and when the coupling sliding sleeve connects the first gear with the second gear, the third gear is driven to rotate; power of the PTO motor is converged into the first output shaft through the first gear, the second gear and the third gear, the PTO motor and the walking motor jointly drive the walking system, power compensation on the walking motor can be achieved when the walking speed change assembly shifts gears, and it is guaranteed that gear shifting power is not interrupted; when the walking speed change assembly is in a neutral gear state, if the coupling sliding sleeve enables the first gear and the fourth gear to be connected, power of the walking motor is converged into the first intermediate shaft through the fourth gear and the first gear, and the power is transmitted to the second output shaft through the PTO speed change assembly by the first intermediate shaft, so that redundant power of the walking motor is called when PTO load demand suddenly increases; and the motor power utilization rate is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of engineering machinery, and in particular to a transmission system, a control method thereof, and engineering machinery. Background Art

[0002] The traditional tractor chassis transmission system adopts a mechanical multi-speed transmission architecture, which is usually composed of a main transmission, a sub-transmission, a PTO transmission and a drive axle. To adapt to the complex working conditions and wide speed requirements in agricultural operations, the transmission system needs to be equipped with more than 20 gears, resulting in a complicated transmission structure. With the development of hybrid technology, electric drive systems have brought innovative opportunities for tractor transmissions. The existing hybrid solution adopts a range extender + dual-motor architecture (the travel motor drives the mechanical transmission, and the PTO motor independently drives the power output shaft). The wide-range speed regulation characteristics of the motor reduce the number of transmission gears to less than 5, significantly simplifying the transmission structure.

[0003] However, this architecture has two key technical bottlenecks:

[0004] (1) Low power coupling efficiency: The power of the travel motor and the PTO motor cannot be dynamically shared. When the tractor needs to perform travel and PTO operations simultaneously (such as rotary tillage, harvesting and other typical working conditions), the two motors work independently, resulting in a doubling of the system's peak power demand. However, in actual operations, there is always power redundancy in a single motor, resulting in insufficient utilization of the power unit.

[0005] (2) Gear shift power interruption: Existing electronically controlled gear shifting still requires cutting off the power to the travel motor and switching to the speed mode for synchronous speed regulation. During the speed regulation period, the vehicle's driving force is completely lost. This problem is particularly prominent when operating on slopes, which may lead to gear shift failures or even safety accidents. Summary of the Invention

[0006] The purpose of the present invention is to provide a transmission system, a control method thereof and engineering machinery, which can realize power sharing between the PTO motor and the travel motor, can realize power compensation for the travel motor when the travel speed change assembly shifts gears, ensure that the shifting power is not interrupted, and can also call on the redundant power of the travel motor when the PTO load demand suddenly increases, thereby improving the motor power utilization rate.

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

[0008] Drive system, including:

[0009] A travel motor, a first input shaft, a travel speed change assembly, and a first output shaft, wherein the travel motor is connected to the first input shaft, and the first input shaft is transmission-connected to the first output shaft via the travel speed change assembly;

[0010] A PTO motor, a second input shaft, a first intermediate shaft, a PTO speed change assembly, and a second output shaft, wherein the PTO motor is connected to the second input shaft, the second input shaft is drivingly connected to the first intermediate shaft via a first PTO gear set, and the first intermediate shaft is drivingly connected to the second output shaft via the PTO speed change assembly;

[0011] The coupling assembly includes a first gear, a second gear, a third gear, a fourth gear and a coupling sleeve. The first gear is fixedly mounted on the first intermediate shaft, the second gear is loosely mounted on the first intermediate shaft, the third gear is fixedly mounted on the first output shaft, the second gear is meshed with the third gear, the fourth gear is loosely mounted on the first intermediate shaft and is connected to the travel motor, and the coupling sleeve can selectively engage the first gear with the second gear or the fourth gear.

[0012] As a preferred technical solution of the transmission system, the travel speed change assembly includes a second intermediate shaft, a first travel gear set, a second travel gear set, a third travel gear set and a travel shift mechanism, the second intermediate shaft is loosely sleeved on the first intermediate shaft, the first travel gear set includes a first travel driving gear and a first travel driven gear that are meshed with each other, the first travel driving gear is fixedly arranged on the first input shaft, the first travel driven gear is fixedly arranged on the second intermediate shaft, the second travel gear set includes a second travel driving gear and a second travel driven gear that are meshed with each other, the second travel driving gear is fixedly arranged on the second intermediate shaft, the second travel driven gear is fixedly arranged on the first output shaft, the third travel gear set includes a third travel driving gear and a third travel driven gear that are meshed with each other, the third travel driving gear is fixedly arranged on the second intermediate shaft, and the third travel driven gear is fixedly arranged on the first output shaft, and the travel shift mechanism is used to control the power of the first input shaft to be transmitted to the first output shaft via the first travel gear set and / or the second travel gear set and / or the third travel gear set.

[0013] As a preferred technical solution of the transmission system, the shift mechanism includes a first zero gear, a first gear a, a second gear a, a first shift sleeve, a second zero gear, a third gear, and a second shift sleeve. The first zero gear is fixedly mounted on the second intermediate shaft. The first gear a and the second gear a are both loosely mounted on the second intermediate shaft. The first gear a is connected to the second travel driving gear, and the second gear a is connected to the third travel driving gear. The first shift sleeve is used to control the first zero gear to selectively engage with the first gear a or the second gear a. The second zero gear is fixedly mounted on the first output shaft, and the third gear is fixedly mounted on the first travel driving gear. The second shift sleeve is used to control the engagement and disengagement of the second zero gear with the third gear.

[0014] As a preferred technical solution of the transmission system, the first PTO gear set includes a first PTO driving gear and a first PTO driven gear that are meshed with each other, the first PTO driving gear is fixedly arranged on the second input shaft, and the first PTO driven gear is fixedly arranged on the first intermediate shaft;

[0015] The PTO transmission assembly includes a second PTO gear set, a third PTO gear set and a PTO shift mechanism, the second PTO gear set includes a second PTO driving gear and a second PTO driven gear that are meshed with each other, the second PTO driving gear is loosely mounted on the first intermediate shaft, and the second PTO driven gear is fixedly set on the second output shaft; the third PTO gear set includes a third PTO driving gear and a third PTO driven gear that are meshed with each other, the third PTO driving gear is loosely mounted on the first intermediate shaft, and the third PTO driven gear is fixedly set on the second output shaft; the PTO shift mechanism is used to control the power of the first intermediate shaft to be transmitted to the second output shaft via the second PTO gear set or the third PTO gear set.

[0016] A control method for a transmission system is applied to the transmission system as described in any of the above solutions, and the control method includes:

[0017] Real-time monitoring of the gear position of the PTO speed change assembly and the travel speed change assembly;

[0018] When it is detected that the PTO speed change assembly is in neutral and the travel speed change assembly is in non-neutral state, and the PTO motor meets the coupling conditions, the coupling sleeve is controlled to engage the first gear with the second gear, and the power distribution between the PTO motor and the travel motor is adjusted;

[0019] When it is detected that the travel speed change assembly is in neutral and the PTO speed change assembly is in non-neutral state, the coupling sleeve is controlled to engage the first gear with the fourth gear, and the speed of the travel motor is adjusted according to the speed ratio of the PTO speed change assembly;

[0020] When it is detected that the PTO speed change assembly and the travel speed change assembly are both in a non-neutral state, the coupling sleeve is controlled to be located at the neutral position of the first gear.

[0021] As a preferred technical solution for the control method of the transmission system, the coupling conditions of the PTO motor include: n_M2 ≥ n_M1 × i_drive × f, where n_M2 is the speed of the PTO motor, n_M1 is the speed of the travel motor, i_drive is the speed ratio of the current gear of the travel speed change assembly, and f is the preset speed tolerance coefficient.

[0022] As a preferred technical solution of the control method of the transmission system, when adjusting the power distribution of the PTO motor and the travel motor, at least one of the PTO motor and the travel motor is made to operate in a range with an efficiency greater than or equal to 85%.

[0023] As a preferred technical solution for the control method of the transmission system, after the coupling sleeve is controlled to engage the first gear with the fourth gear, the speed of the travel motor is adjusted according to the speed ratio of the PTO speed change assembly as follows: n_M1 = n_PTO × i_pto × f, where n_PTO is the speed of the PTO speed change assembly, i_pto is the speed ratio of the current gear of the PTO speed change assembly, and f is the preset speed tolerance coefficient.

[0024] As a preferred technical solution for the control method of the transmission system, after controlling the coupling sleeve to engage the first gear with the second gear or controlling the coupling sleeve to engage the first gear with the fourth gear, the engagement state of the coupling sleeve is monitored in real time to see whether there is a conflict with the current speed difference between the PTO motor and the travel motor. If so, the coupling sleeve is controlled to slide to the empty position of the first gear.

[0025] Engineering machinery, including the transmission system as described in any of the above solutions, or including the control method of the transmission system as described in any of the above solutions.

[0026] Beneficial effects of the present invention:

[0027] The transmission system provided by the present invention includes a coupling component. When the coupling sleeve engages the first gear with the second gear, the power of the PTO motor is collected into the first output shaft through the first gear, the second gear and the third gear. The PTO motor and the travel motor jointly drive the travel system, and power compensation for the travel motor can be achieved when the travel speed change component shifts gears, ensuring that the shifting power is not interrupted; when the travel speed change component is in a neutral state, if the coupling sleeve engages the first gear with the fourth gear, the power of the travel motor is collected into the first intermediate shaft through the fourth gear and the first gear, and is transmitted from the first intermediate shaft to the second output shaft through the PTO speed change component, thereby calling on the redundant power of the travel motor when the PTO load demand suddenly increases, thereby improving the motor power utilization rate.

[0028] The control method of the transmission system provided by the present invention can realize power sharing between the PTO motor and the travel motor, can realize power compensation for the travel motor when the travel speed change assembly shifts gears, ensures that the shifting power is not interrupted, and can also call on the redundant power of the travel motor when the PTO load demand suddenly increases, thereby improving the motor power utilization rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] Figure 1 Schematic diagram of the transmission system provided by an embodiment of the present invention;

[0030] Figure 2 It is a flow chart of a control method of a transmission system provided by an embodiment of the present invention.

[0031] In the picture:

[0032] 11. Travel motor; 12. First input shaft; 13. Second intermediate shaft; 141. First travel driving gear; 142. First travel driven gear; 151. Second travel driving gear; 152. Second travel driven gear; 161. Third travel driving gear; 162. Third travel driven gear; 171. First zero-gear gear; 172. First gear gear a; 173. Second gear gear a; 174. First shift sleeve; 175. Second zero-gear gear; 176. Third gear gear; 177. Second shift sleeve; 18. First output shaft; 19. Third output shaft;

[0033] 21. PTO motor; 22. Second input shaft; 23. First intermediate shaft; 241. First PTO driving gear; 242. First PTO driven gear; 251. Second PTO driving gear; 252. Second PTO driven gear; 261. Third PTO driving gear; 262. Third PTO driven gear; 271. Neutral gear; 272. First gear b; 273. Second gear b; 274. PTO shift sleeve; 28. Second output shaft;

[0034] 31. First gear; 32. Second gear; 33. Third gear; 34. Fourth gear; 35. Coupling sleeve; 36. Fifth gear;

[0035] 40. Clutch. DETAILED DESCRIPTION

[0036] The present invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are intended only to illustrate the present invention and are not intended to limit the present invention. It should also be noted that, for ease of description, the accompanying drawings only illustrate portions relevant to the present invention, not all structures.

[0037] In the description of the present invention, unless otherwise expressly specified or limited, the terms "connected," "connected," and "fixed" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integration; mechanical connections or electrical connections; direct connections or indirect connections through an intermediate medium; and internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention in specific circumstances.

[0038] In the present invention, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may include the first and second features being in direct contact, or may include the first and second features being in contact not directly but through another feature between them. Furthermore, a first feature being "above," "above," and "above" a second feature may include the first feature being directly above or obliquely above the second feature, or may simply mean that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may include the first feature being directly below or obliquely below the second feature, or may simply mean that the first feature is lower in level than the second feature.

[0039] In the description of this embodiment, the terms "upper," "lower," "right," and other orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely for ease of description and simplified operation. They do not indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used solely for descriptive purposes and have no special meanings.

[0040] like Figure 1As shown, an embodiment of the present invention provides a transmission system, including a travel motor 11, a first input shaft 12, a travel speed change assembly, a first output shaft 18, a PTO motor 21, a second input shaft 22, a first intermediate shaft 23, a PTO speed change assembly, a second output shaft 28 and a coupling assembly, wherein the travel motor 11 is connected to the first input shaft 12, and the first input shaft 12 is connected to the first output shaft 18 through the travel speed change assembly; the PTO motor 21 is connected to the second input shaft 22, and the second input shaft 22 is connected to the first intermediate shaft 23 through the first PTO gear set, and the first intermediate shaft 23 is connected to the first intermediate shaft 23 through the first PTO gear set. It is connected to the second output shaft 28 through the PTO speed change assembly; the coupling assembly includes a first gear 31, a second gear 32, a third gear 33, a fourth gear 34 and a coupling sleeve 35. The first gear 31 is fixedly mounted on the first intermediate shaft 23, the second gear 32 is loosely mounted on the first intermediate shaft 23, the third gear 33 is fixedly mounted on the first output shaft 18, the second gear 32 is meshed with the third gear 33, the fourth gear 34 is loosely mounted on the first intermediate shaft 23, and is connected to the travel motor 11. The coupling sleeve 35 can selectively engage the first gear 31 with the second gear 32 or the fourth gear 34. When the coupling sleeve 35 engages the first gear 31 with the second gear 32, the power of the PTO motor 21 is transferred to the first output shaft 18 via the first gear 31, the second gear 32, and the third gear 33. The PTO motor 21 and the travel motor 11 jointly drive the travel system, compensating for the power of the travel motor 11 during gear shifts in the travel transmission assembly, ensuring uninterrupted shifting power. When the travel transmission assembly is in neutral, if the coupling sleeve 35 engages the first gear 31 with the fourth gear 34, the power of the travel motor 11 is transferred to the first intermediate shaft 23 via the fourth gear 34 and the first gear 31. From the first intermediate shaft 23, it is transmitted to the second output shaft 28 through the PTO transmission assembly. This allows the redundant power of the travel motor 11 to be utilized when the PTO load demand suddenly increases, thereby improving motor power utilization. In this embodiment, the coupling sleeve 35 is an electro-hydraulically controlled wet multi-plate clutch, an electro-hydraulically driven sleeve tooth clutch, or other clutches with similar functions.

[0041] In this embodiment, the travel speed change assembly includes a second intermediate shaft 13, a first travel gear set, a second travel gear set, a third travel gear set and a travel shift mechanism. The second intermediate shaft 13 is loosely sleeved on the first intermediate shaft 23. The first travel gear set includes a first travel driving gear 141 and a first travel driven gear 142 that are meshed with each other. The first travel driving gear 141 is fixedly arranged on the first input shaft 12, and the first travel driven gear 142 is fixedly arranged on the second intermediate shaft 13. The second travel gear set includes a second travel driving gear 151 and a second travel driven gear 152 that are meshed with each other. The second traveling driving gear 151 is fixedly provided on the second intermediate shaft 13, the second traveling driven gear 152 is fixedly provided on the first output shaft 18, the third traveling gear set includes a third traveling driving gear 161 and a third traveling driven gear 162 that are meshed with each other, the third traveling driving gear 161 is fixedly provided on the second intermediate shaft 13, the third traveling driven gear 162 is fixedly provided on the first output shaft 18, and the traveling shift mechanism is used to control the power of the first input shaft 12 to be transmitted to the first output shaft 18 through the first traveling gear set and / or the second traveling gear set and / or the third traveling gear set.

[0042] Furthermore, the travel gear shifting mechanism includes a first zero-gear gear 171, a first-gear gear a172, a second-gear gear a173, a first gear shift sleeve 174, a second zero-gear gear 175, a third-gear gear 176, and a second gear shift sleeve 177. The first zero-gear gear 171 is fixedly disposed on the second intermediate shaft 13. The first-gear gear a172 and the second-gear gear a173 are both loosely mounted on the second intermediate shaft 13. The first-gear gear a172 is connected to the second travel driving gear 151, and the second-gear gear a173 is connected to the third travel driving gear 161. The first gear shift sleeve 174 is used to control the first zero-gear gear 171 to selectively engage with the first-gear gear a172 or the second-gear gear a173. The second zero-gear gear 175 is fixedly disposed on the first output shaft 18. The third-gear gear 176 is fixedly disposed on the first travel driving gear 141. The second gear shift sleeve 177 is used to control the engagement and disconnection of the second zero-gear gear 175 and the third-gear gear 176. When the first shift sleeve 174 engages the first zero-gear gear 171 with the first-gear gear a172, the travel speed change assembly is in the first gear state. At this time, the power of the travel motor 11 is transmitted to the first output shaft 18 via the first input shaft 12, the first travel gear set and the second travel gear set; when the first shift sleeve 174 engages the first zero-gear gear 171 with the second-gear gear a173, the travel speed change assembly is in the second gear state. At this time, the power of the travel motor 11 is transmitted to the first output shaft 18 via the first input shaft 12, the first travel gear set and the third travel gear set; when the second shift sleeve 177 engages the second zero-gear gear 175 with the third-gear gear 176, the travel speed change assembly is in the third gear state. At this time, the power of the travel motor 11 is directly transmitted from the first input shaft 12 to the first output shaft 18. It should be noted that the first shift sleeve 174 and the second shift sleeve 177 cannot be engaged at the same time. During the shifting process of the travel speed change assembly, at least one of the first shift sleeve 174 and the second shift sleeve 177 is in the disconnected position.

[0043] In this embodiment, the first output shaft 18 is connected to the rear axle. The transmission system also includes a third output shaft 19, which is connected to the front axle. The coupling assembly also includes a fifth gear 36, which meshes with the third gear 33 and is loosely mounted on the third output shaft 19. A clutch 40 controls the engagement and disengagement of the fifth gear 36 with the third output shaft 19. When the clutch 40 engages the fifth gear 36 with the third output shaft 19, power from the first output shaft 18 is transmitted to both the front and rear axles. When the clutch 40 disconnects the fifth gear 36 from the third output shaft 19, power from the first output shaft 18 is transmitted only to the rear axle.

[0044] In this embodiment, the first PTO gear set includes a first PTO driving gear 241 and a first PTO driven gear 242 that are meshed with each other. The first PTO driving gear 241 is fixed to the second input shaft 22 , and the first PTO driven gear 242 is fixed to the first intermediate shaft 23 . The PTO transmission assembly includes a second PTO gear set, a third PTO gear set and a PTO shift mechanism. The second PTO gear set includes a second PTO driving gear 251 and a second PTO driven gear 252 that are meshed with each other. The second PTO driving gear 251 is loosely mounted on the first intermediate shaft 23, and the second PTO driven gear 252 is fixedly set on the second output shaft 28; the third PTO gear set includes a third PTO driving gear 261 and a third PTO driven gear 262 that are meshed with each other. The third PTO driving gear 261 is loosely mounted on the first intermediate shaft 23, and the third PTO driven gear 262 is fixedly set on the second output shaft 28; the PTO shift mechanism is used to control the power of the first intermediate shaft 23 to be transmitted to the second output shaft 28 via the second PTO gear set or the third PTO gear set. Furthermore, the PTO shift mechanism includes a zero gear 271, a first gear gear b272, a second gear gear b273 and a PTO shift sleeve 274. The zero gear 271 is fixedly arranged on the first intermediate shaft 23, the first gear gear b272 and the second gear gear b273 are both loosely mounted on the first intermediate shaft 23, and the first gear b272 is connected to the second PTO driving gear 251, and the second gear b273 is connected to the third PTO driving gear 261. The PTO shift sleeve 274 is used to control the zero gear 271 to selectively engage with the first gear gear b272 or the second gear gear b273. When the PTO shift sleeve 274 engages the neutral gear 271 with the first gear gear b272, the PTO speed change assembly is in the first gear state, and the power of the PTO motor 21 is transmitted to the second output shaft 28 via the second input shaft 22, the first PTO gear set, the first intermediate shaft 23 and the second PTO gear set; when the PTO shift sleeve 274 engages the neutral gear 271 with the second gear gear b273, the PTO speed change assembly is in the second gear state, and the power of the PTO motor 21 is transmitted to the second output shaft 28 via the second input shaft 22, the first PTO gear set, the first intermediate shaft 23 and the third PTO gear set.

[0045] like Figure 2 As shown, an embodiment of the present invention further provides a control method for a transmission system, comprising:

[0046] Real-time monitoring of the gear position of the PTO speed change assembly and the travel speed change assembly;

[0047] When it is detected that the PTO speed change assembly is in neutral and the travel speed change assembly is in non-neutral state, and the PTO motor 21 meets the coupling condition, the coupling sleeve 35 is controlled to engage the first gear 31 with the second gear 32, that is, the power sharing mode is entered, and the power distribution of the PTO motor 21 and the travel motor 11 is adjusted so that at least one of the PTO motor 21 and the travel motor 11 operates in an efficiency range greater than or equal to 85%;

[0048] When it is detected that the travel speed change assembly is in neutral and the PTO speed change assembly is in non-neutral state, the coupling sleeve 35 is controlled to engage the first gear 31 with the fourth gear 34, that is, the power sharing mode is entered, and the speed of the travel motor 11 is adjusted according to the speed ratio of the PTO speed change assembly;

[0049] When it is detected that the PTO speed change assembly and the travel speed change assembly are both in a non-neutral state, the coupling sleeve 35 is controlled to be located at the neutral position of the first gear 31 .

[0050] In this embodiment, the coupling condition for the PTO motor 21 is as follows: n_M2 ≥ n_M1 × i_drive × f, where n_M2 is the speed of the PTO motor 21, n_M1 is the speed of the travel motor 11, i_drive is the speed ratio of the current gear of the travel speed change assembly, and f is a preset speed tolerance factor, ranging from 1.02 to 1.10. If the PTO motor 21 meets this coupling condition, the coupling sleeve 35 is controlled to engage the first gear 31 with the second gear 32, thereby enabling the PTO motor 21 and the travel motor 11 to jointly drive the travel system, i.e., enter a power boost mode. This allows power compensation to the travel motor 11 during gear shifts in the travel speed change assembly, ensuring uninterrupted shifting power. If the PTO motor 21 does not meet this coupling condition, the coupling sleeve 35 is controlled to be positioned in the empty position of the first gear 31, thereby disabling power coupling between the PTO motor 21 and the travel motor 11.

[0051] In this embodiment, the power distribution between the PTO motor 21 and the travel motor 11 is adjusted as follows: when the travel speed change assembly is in first gear, the power distribution ratio between the travel motor 11 and the PTO motor 21 is P_M1:P_M2 = 70%:30%; when the travel speed change assembly is in second gear, the power distribution ratio between the travel motor 11 and the PTO motor 21 is P_M1:P_M2 = 80%:20%; and when the travel speed change assembly is in third gear, the power distribution ratio between the travel motor 11 and the PTO motor 21 is P_M1:P_M2 = 90%:10%. Where P_M1 is the power of the travel motor 11, and P_M2 is the power of the PTO motor 21.

[0052] In this embodiment, after the coupling sleeve 35 is controlled to engage the first gear 31 with the fourth gear 34, the speed of the travel motor 11 is adjusted according to the speed ratio of the PTO speed change assembly as follows: n_M1 = n_PTO × i_pto × f, where n_M1 is the speed of the travel motor 11, n_PTO is the speed of the PTO speed change assembly, i_pto is the speed ratio of the current gear of the PTO speed change assembly, and f is the preset speed tolerance coefficient, and the range of f is 1.02-1.10.

[0053] Furthermore, after controlling the coupling sleeve 35 to engage the first gear 31 with the second gear 32 or controlling the coupling sleeve 35 to engage the first gear 31 with the fourth gear 34, the engagement state of the coupling sleeve 35 is monitored in real time to see whether there is a conflict with the current speed difference between the PTO motor 21 and the travel motor 11. If so, the coupling sleeve 35 is controlled to slide to the empty position of the first gear 31, that is, the coupling sleeve 35 is forcibly disconnected to exit the power sharing mode.

[0054] An embodiment of the present invention further provides an engineering machine including the transmission system or the control method of the transmission system. In this embodiment, the engineering machine is a tractor.

[0055] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention and are not intended to limit the embodiments of the present invention. A person skilled in the art would be able to make various obvious changes, readjustments, and substitutions without departing from the scope of protection of the present invention. It is not necessary and impossible to enumerate all embodiments here. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention shall be included within the scope of protection of the claims of the present invention.

Claims

1. Transmission system, characterized in that, include: A travel motor (11), a first input shaft (12), a travel speed change assembly, and a first output shaft (18), wherein the travel motor (11) is connected to the first input shaft (12), and the first input shaft (12) is transmission-connected to the first output shaft (18) via the travel speed change assembly; A PTO motor (21), a second input shaft (22), a first intermediate shaft (23), a PTO speed change assembly, and a second output shaft (28), wherein the PTO motor (21) is connected to the second input shaft (22), the second input shaft (22) is connected to the first intermediate shaft (23) through a first PTO gear set, and the first intermediate shaft (23) is connected to the second output shaft (28) through the PTO speed change assembly; A coupling assembly comprises a first gear (31), a second gear (32), a third gear (33), a fourth gear (34) and a coupling sleeve (35), wherein the first gear (31) is fixedly sleeved on the first intermediate shaft (23), the second gear (32) is loosely sleeved on the first intermediate shaft (23), the third gear (33) is fixedly sleeved on the first output shaft (18), the second gear (32) is meshed with the third gear (33), the fourth gear (34) is loosely sleeved on the first intermediate shaft (23) and connected to the travel motor (11), and the coupling sleeve (35) can selectively engage the first gear (31) with the second gear (32) or the fourth gear (34).

2. The transmission system according to claim 1, characterized in that The travel speed change assembly comprises a second intermediate shaft (13), a first travel gear set, a second travel gear set, a third travel gear set and a travel shift mechanism. The second intermediate shaft (13) is loosely sleeved on the first intermediate shaft (23). The first travel gear set comprises a first travel driving gear (141) and a first travel driven gear (142) that are meshed with each other. The first travel driving gear (141) is fixedly arranged on the first input shaft (12). The first travel driven gear (142) is fixedly arranged on the second intermediate shaft (13). The second travel gear set comprises a second travel driving gear (151) and a second travel driven gear (152) that are meshed with each other. The wheel (151) is fixedly arranged on the second intermediate shaft (13), the second travel driven gear (152) is fixedly arranged on the first output shaft (18), the third travel gear set includes a third travel driving gear (161) and a third travel driven gear (162) that are meshed with each other, the third travel driving gear (161) is fixedly arranged on the second intermediate shaft (13), the third travel driven gear (162) is fixedly arranged on the first output shaft (18), and the travel shift mechanism is used to control the power of the first input shaft (12) to be transmitted to the first output shaft (18) via the first travel gear set and / or the second travel gear set and / or the third travel gear set.

3. The transmission system according to claim 2, characterized in that: The shift mechanism comprises a first zero-gear gear (171), a first-gear gear a (172), a second-gear gear a (173), a first shift sleeve (174), a second zero-gear gear (175), a third-gear gear (176) and a second shift sleeve (177); the first zero-gear gear (171) is fixedly arranged on the second intermediate shaft (13); the first-gear gear a (172) and the second-gear gear a (173) are both loosely sleeved on the second intermediate shaft (13); the first-gear gear a (172) is connected to the second driving gear (151); the second-gear gear a (173) is connected to the second driving gear (151); the second-gear gear a (174) is connected to the second driving gear (151); the second-gear gear a (175) is connected to the second driving gear (151); the second-gear gear a (176) is connected to the second driving gear (151); the second-gear gear a (173) is connected to the second driving gear (151); the second-gear gear a (173) is connected to the second driving gear (151); the second-gear gear a (173) is connected to the second driving gear (151); the second-gear gear a (173) is connected to the second driving gear (151); the second-gear gear a (173) is connected to the second driving gear (151); the first-gear gear a (172) is connected to the second driving gear (151); the second-gear gear a (173 ... first-g The wheel a (173) is connected to the third traveling driving gear (161); the first shift sleeve (174) is used to control the first zero-gear gear (171) to selectively engage with the first-gear gear a (172) or the second-gear gear a (173); the second zero-gear gear (175) is fixedly arranged on the first output shaft (18); the third-gear gear (176) is fixedly arranged on the first traveling driving gear (141); and the second shift sleeve (177) is used to control the engagement and disconnection of the second zero-gear gear (175) and the third-gear gear (176).

4. The transmission system according to claim 1, characterized in that The first PTO gear set includes a first PTO driving gear (241) and a first PTO driven gear (242) meshing with each other, the first PTO driving gear (241) being fixedly arranged on the second input shaft (22), and the first PTO driven gear (242) being fixedly arranged on the first intermediate shaft (23); The PTO transmission assembly includes a second PTO gear set, a third PTO gear set and a PTO shift mechanism, wherein the second PTO gear set includes a second PTO driving gear (251) and a second PTO driven gear (252) meshing with each other, the second PTO driving gear (251) is loosely mounted on the first intermediate shaft (23), and the second PTO driven gear (252) is fixedly arranged on the second output shaft (28); the third PTO gear set includes a third PTO driving gear (261) and a third PTO driven gear (262) meshing with each other, the third PTO driving gear (261) is loosely mounted on the first intermediate shaft (23), and the third PTO driven gear (262) is fixedly arranged on the second output shaft (28); and the PTO shift mechanism is used to control the power of the first intermediate shaft (23) to be transmitted to the second output shaft (28) via the second PTO gear set or the third PTO gear set.

5. A method for controlling a transmission system, characterized in that: Applied to the transmission system according to any one of claims 1 to 4, the control method comprises: Real-time monitoring of the gear position of the PTO speed change assembly and the travel speed change assembly; When it is detected that the PTO speed change assembly is in a neutral state and the travel speed change assembly is in a non-neutral state, and the PTO motor (21) meets the coupling condition, the coupling sleeve (35) is controlled to engage the first gear (31) with the second gear (32), and the power distribution of the PTO motor (21) and the travel motor (11) is adjusted; When it is detected that the travel speed change assembly is in a neutral state and the PTO speed change assembly is in a non-neutral state, the coupling sleeve (35) is controlled to engage the first gear (31) with the fourth gear (34), and the speed of the travel motor (11) is adjusted according to the speed ratio of the PTO speed change assembly; When it is detected that the PTO speed change assembly and the travel speed change assembly are both in a non-neutral state, the coupling sleeve (35) is controlled to be located at the empty position of the first gear (31).

6. The control method of the transmission system according to claim 5, characterized in that: The coupling condition of the PTO motor (21) includes: n_M2≥n_M1×i_drive×f, wherein n_M2 is the rotation speed of the PTO motor (21), n_M1 is the rotation speed of the travel motor (11), i_drive is the speed ratio of the current gear of the travel speed change component, and f is a preset speed tolerance coefficient.

7. The control method of the transmission system according to claim 5, characterized in that: When adjusting the power distribution of the PTO motor (21) and the travel motor (11), at least one of the PTO motor (21) and the travel motor (11) is operated in a range where the efficiency is greater than or equal to 85%.

8. The control method of the transmission system according to claim 5, characterized in that: After the coupling sleeve (35) is controlled to engage the first gear (31) with the fourth gear (34), the speed of the travel motor (11) is adjusted according to the speed ratio of the PTO transmission assembly as follows: n_M1 = n_PTO × i_pto × f, wherein n_PTO is the speed of the PTO transmission assembly, i_pto is the speed ratio of the current gear of the PTO transmission assembly, and f is a preset speed tolerance coefficient.

9. The control method of the transmission system according to claim 5, characterized in that: After the coupling sleeve (35) is controlled to engage the first gear (31) with the second gear (32) or the coupling sleeve (35) is controlled to engage the first gear (31) with the fourth gear (34), whether there is a conflict between the engagement state of the coupling sleeve (35) and the current speed difference between the PTO motor (21) and the travel motor (11) is monitored in real time. If so, the coupling sleeve (35) is controlled to slide to the empty position of the first gear (31).

10. Construction machinery, characterized in that A transmission system comprising any one of claims 1 to 4, or a control method for a transmission system comprising any one of claims 5 to 9.

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