Multifunctional hydraulic transmission for engineering

Abstract

A gearbox assembly A comprises a gearbox body, a torque converter part, an input part, a KV clutch part, a KR clutch part, a K1 clutch part, a K2 clutch part, a K3 clutch part, a K4 clutch part and an output part, and an operating assembly comprises an oil pump, a hydraulic oil way system and an electro-hydraulic operating valve. The electro-hydraulic operating valve is installed on the gearbox body, the oil pump is arranged on the gearbox body and driven by the torque converter component, oil in the oil tank is conveyed to the hydraulic oil way system and then supplied to the electro-hydraulic operating valve, working oil controlled by the electro-hydraulic operating valve enters the corresponding clutch through the hydraulic oil way system, and through different clutch combinations, the torque converter component drives the electro-hydraulic operating valve to rotate. And gear shifting of corresponding gears is completed. Through the oil pump, the hydraulic oil way system and the electro-hydraulic operating valve, an efficient hydraulic control system is achieved, and the leakage risk of an external pipeline is reduced; the electro-hydraulic operating valve intensively controls oil pressure of the clutch, response is fast, and gear shifting is accurate.

Description

Technical Field

[0001] The present invention relates to a multifunctional hydraulic transmission for engineering use, which is a "dual-variable-in-one" hydraulic transmission consisting of a hydraulic torque converter and a multi-speed power shift transmission. It is a multi-speed hydraulic transmission suitable for use in engineering machinery and belongs to the field of power transmission technology. Background Art

[0002] The dual-variable hydraulic transmission used in construction machinery has transmission modes including but not limited to the following two:

[0003] The first type, such as the WG180 / 181 series hydraulic transmissions used in large quantities on the market, adopts the fixed-axis transmission principle. Two sets of wet friction clutches are combined "back to back" and installed and supported on the fixed shaft. At this time, there is relative motion between the wet friction clutch unit, transmission gear, and fixed shaft. Axial forces that affect use are not allowed to exist between parts. Therefore, in hydraulic transmissions that adopt the fixed-axis transmission principle, the teeth of each transmission gear and clutch housing are all straight teeth.

[0004] The second type, as mentioned in the "Four-speed fixed-axis gearbox for articulated dump trucks and its implementation method" published in CN108240421A, is a transmission scheme consisting of 6 fixed-axis components with 6 sets of clutches and 1 output component, which can realize four forward gears, four reverse gears and neutral gear functions, and has power output and power take-off ports in both front and rear directions.

[0005] In the above-mentioned prior art, the hydraulic transmission is arranged on a fixed shaft through two sets of "back-to-back" clutches, and each gear is designed with straight teeth. The axial span of the dual-clutch support shaft is large, the support is relatively poor, and the noise and vibration are large, which cannot meet people's functional and comfort requirements for the transmission mechanism; at the same time, the working oil circuits entering each shaft system are connected to the shaft through oil pipes, there are many exposed oil pipes, and the risk of oil leakage is high, which does not meet the market's environmental protection requirements.

[0006] The transmission scheme mentioned in the "Four-speed fixed-axis transmission for articulated dump trucks and its implementation method" has a clutch on the input shaft, so that the torque converter oil system, clutch working and lubrication oil circuits must be designed in the input component. The number of parts is large and the structure is complex. In addition, the diameter of the inner shaft providing PTO power is limited by the clutch structure, and the power take-off power is limited. At the same time, this transmission can only achieve 4 forward and 4 reverse gear functions, which cannot meet the needs of engineering vehicles that need more forward gears to better adapt to different working conditions and load conditions, and the driver's demand for vehicle speed regulation and power output. It cannot meet the need for the vehicle to switch from four-wheel drive to two-wheel drive for energy saving and efficiency when running at high speed, and one power take-off port cannot meet the dual power take-off requirements of some vehicles. Summary of the Invention

[0007] In order to solve the above technical problems, the purpose of the present invention is to provide a multifunctional hydraulic transmission for engineering use, which has a compact structure, a large number of gears, a wide range of applicable working conditions and an efficient hydraulic control system.

[0008] In order to achieve the above-mentioned object of the invention, the present invention adopts the following technical solutions:

[0009] A new multifunctional hydraulic transmission for engineering use, comprising a transmission assembly A and a control assembly;

[0010] The transmission assembly A includes a transmission body, a torque converter component, an input component, a KV clutch component, a KR clutch component, a K1 clutch component, a K2 clutch component, a K3 clutch component, a K4 clutch component and an output component;

[0011] The input component includes a turbine shaft fixedly connected to the output end of the torque converter component, an input gear A and an input gear B fixedly connected to the turbine shaft; the KV clutch component includes a KV shaft, a KV transmission gear fixedly connected to the KV shaft, a KV clutch gear meshing with the input gear A and supported on the KV shaft by a bearing, and a KV clutch fixed to the KV shaft; the KR clutch component includes a KR shaft, a KR transmission gear fixedly connected to the KR shaft, a KR clutch gear meshing with the input gear A and supported on the KR shaft by a bearing, and a KR clutch fixed to the KR shaft; the K2 clutch component includes a K2 shaft, a K2 transmission gear meshing with the KV transmission gear, a K2 clutch fixed to the K2 shaft, and a K2 clutch gear supported on the K2 shaft by a bearing; the K3 clutch component includes a K3 shaft, a KR transmission gear fixedly connected to the KR shaft, a KR clutch gear meshing with the input gear A and supported on the KR shaft by a bearing, and a KR clutch fixed to the KR shaft; The K3 clutch gear on the K3 shaft, the K3 clutch fixed to the K3 shaft, and the K3 transmission gear fixed to the K3 shaft and meshed with the K2 clutch gear; the K4 clutch component includes a K4 shaft, a K4 transmission gear A and a K4 transmission gear B fixed to the K4 shaft, a K4 clutch gear meshed with the input gear B and supported on the K4 shaft by a bearing, and a K4 clutch fixed to the K4 shaft, the K4 transmission gear B is constantly meshed with the KR transmission gear and the K2 transmission gear; the K1 clutch component includes a K1 shaft, a K1 transmission gear meshed with the K4 transmission gear A and fixed to the K1 shaft, a K1 clutch fixed to the K1 shaft, and a K1 clutch gear meshed with the K3 transmission gear and supported on the K1 shaft by a bearing; the output component includes a first output shaft and an output gear meshed with the K3 transmission gear;

[0012] The KV clutch component is arranged on the left side of the input component, the KR clutch component is arranged on the right side of the input component, the K2 clutch component is arranged below the KV clutch component and the input component, the K4 clutch component is arranged below the KR clutch component and the input component, the K1 clutch component is arranged below the K2 clutch component and the K4 clutch component, the K2 clutch component is arranged on the left side of the K1 clutch component, and the output component is arranged below the K1 clutch component and the K2 clutch component;

[0013] The control assembly includes an oil pump, a hydraulic oil circuit system and an electro-hydraulic control valve. The electro-hydraulic control valve is installed on the transmission body. The oil pump is set on the transmission body and is driven by the torque converter component. The oil in the oil tank is sent to the hydraulic oil circuit system and then supplied to the electro-hydraulic control valve. The working oil after being controlled by the electro-hydraulic control valve enters the corresponding clutch through the hydraulic oil circuit system, and the gear shifting of the corresponding gear is completed through different clutch combinations.

[0014] As a preferred solution, it also includes a power take-off module B, which is installed on the gearbox body, and the power take-off ports PTO1 and PTO2 of the power take-off module B are respectively arranged at the corresponding positions of the KR clutch component and the KV clutch component of the gearbox assembly A.

[0015] As a preferred embodiment, the torque converter assembly includes a torque converter pump wheel and a torque converter turbine. The torque converter pump wheel is connected to an auxiliary power take-off shaft, and the torque converter turbine is connected to a turbine shaft. The auxiliary power take-off shaft passes through the turbine shaft, and the two rotate independently of each other.

[0016] As a preferred solution, it also includes a power take-off module B, which includes a power take-off input component, a power take-off output component A, and a power take-off output component B; the power take-off input component includes a power take-off shaft connected to the auxiliary power take-off shaft by a spline, and a power take-off gear fixed to the power take-off shaft; the power take-off output component A and the power take-off output component B have the same structure, both including a power take-off output gear meshing with the power take-off gear, and a power take-off output shaft fixed to the power take-off output gear.

[0017] As a preferred solution, it also includes a decoupling module C, which is installed on the transmission assembly A and is located on the same side as the torque converter component. The decoupling module C includes a decoupling output component and a decoupling control unit. The decoupling module receives vehicle working instructions through the decoupling control unit, and the decoupling output component realizes power output and interruption; the decoupling output component includes a second output shaft and a decoupling structure, both ends of the first output shaft are output ends, and one of the output ends is connected to the second output shaft through the decoupling structure.

[0018] As a preferred solution, a gear sleeve is provided on the second output shaft, which is spline-connected and slidingly fitted with the second output shaft, and a spline seat is fixed to the first output shaft, and the gear sleeve is plug-in-connected and spline-fitted with the spline seat; when the gear sleeve moves to the two-wheel drive working position, the gear sleeve is disengaged from the first output shaft, and the power of the gearbox is output only from the first output shaft; when the gear sleeve moves to the four-wheel drive working position, the gear sleeve is engaged with the spline seat, and the power of the gearbox is output from the first output shaft and the second output shaft.

[0019] As a preferred solution, the input component, KV clutch component, KR clutch component, K1 clutch component, K2 clutch component, K3 clutch component, K4 clutch component, output component and auxiliary power take-off shaft are all supported on the gearbox body through bearings, and the shaft in each component is a rotating shaft; the KV clutch, KR clutch, K1 clutch, K2 clutch, K3 clutch, and K4 clutch adopt wet multi-plate friction clutches with the same principle, the KV clutch, KR clutch, and K1 clutch have the same structure, the K2 clutch, K3 clutch, and K4 clutch have the same structure, and are all arranged separately on the corresponding rotating shafts.

[0020] As a preferred solution, the hydraulic oil circuit system includes a special-shaped steel oil suction pipe built into the inside of the transmission body, an oil pump transition plate oil delivery steel pipe, a transition plate torque converter oil delivery steel pipe, a KV clutch oil pipe, a KR clutch oil pipe, a transition plate installed on the transmission body, and a fine filter installed on the transition plate.

[0021] As a preferred solution, the transition plate is provided with an input oil circuit a, an electro-hydraulic control valve oil circuit b, a torque converter oil circuit c, a KV clutch oil circuit d, a KR clutch oil circuit e, a K1 clutch oil circuit f, a K2 clutch oil circuit g, a K3 clutch oil circuit h, and a K4 clutch oil circuit k. The input end of the fine filter is connected to the input oil circuit a, and the output end is connected to the electro-hydraulic control valve oil circuit b; the input end of the electro-hydraulic control valve is connected to the electro-hydraulic control valve oil circuit b, and the output end is connected to the torque converter assembly and the corresponding clutch through the torque converter oil circuit c, KV clutch oil circuit d, KR clutch oil circuit e, K1 clutch oil circuit f, K2 clutch oil circuit g, K3 clutch oil circuit h, and K4 clutch oil circuit k, respectively. The corresponding clutch action is controlled by controlling the on and off of the corresponding output end of the electro-hydraulic control valve.

[0022] As a preferred embodiment, the electro-hydraulic control valve includes a main pressure regulating valve, a pressure control valve, a solenoid valve M1, a solenoid valve M2, a solenoid valve M3, a solenoid valve M4, a reversing valve A, a reversing valve B, a reversing valve C and a reversing valve D. The oil inlet of the main pressure regulating valve is connected to the oil pump, and the oil outlet is connected to the pressure control valve. The oil outlet of the pressure control valve is respectively connected to the solenoid valve M1, the solenoid valve M2, the solenoid valve M3, the solenoid valve M4, the reversing valve A, the reversing valve B, the reversing valve C and the reversing valve D. The solenoid valve M3 is connected to the reversing valve A, the reversing valve B is respectively connected to the solenoid valve M1 and the reversing valve A, the oil outlet of the reversing valve A is connected to the KR clutch component, the K4 clutch component and the KV clutch component, the solenoid valve M2 is connected to the reversing valve D, the reversing valve C is respectively connected to the solenoid valve M4 and the reversing valve D, and the oil outlet of the reversing valve D is connected to the K1 clutch component, the K2 clutch component and the K3 clutch component.

[0023] Compared with the prior art, the present invention has the following beneficial effects:

[0024] The transmission of the present invention adopts a modular and compact layout: the six clutch groups (KV / KR / K1-K4) are distributed in three layers (input layer, intermediate layer, output layer). The gear meshing relationship optimizes space utilization, reduces axial dimensions, and adapts to the narrow installation space of construction machinery.

[0025] The transmission of the present invention features multi-gear flexible transmission: a hydraulic torque converter cooperates with an electro-hydraulic controlled multi-clutch combination to achieve stepless speed change and multi-gear switching (6 forward, 3 reverse and 1 neutral gear, multiple gear functions). Through different shift control strategies and by adding or removing components, 4 forward, 3 reverse or 3 forward, 3 reverse gear requirements can also be achieved; and adaptability to complex working conditions (such as heavy-load starting and slope operation) is improved.

[0026] The present invention also realizes an efficient hydraulic control system through an oil pump, a hydraulic oil circuit system and an electro-hydraulic control valve, reducing the risk of leakage in external pipelines; the electro-hydraulic control valve centrally controls the clutch oil pressure, with fast response and precise shifting. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The drawings in the specification, which constitute a part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute a limitation on this application.

[0028] Figure 1 It is a schematic diagram of the transmission principle of the present invention;

[0029] Figure 2 It is a schematic diagram of the shafting arrangement of the present invention;

[0030] Figure 3 It is a schematic diagram of the hydraulic principle and oil circuit layout of the present invention;

[0031] Figure 4 is a schematic diagram of the overall structure of the present application;

[0032] Figure 5 is a schematic diagram of the hydraulic oil circuit system and the mounting structure of the electro-hydraulic control valve of the present application;

[0033] Figure 6 is a schematic diagram of the oil circuit on the transition plate of the present application;

[0034] Figure 7 is a schematic diagram of the structure of one side of the transmission case of the present application;

[0035] Figure 8 is a schematic diagram of the structure of the other side of the transmission case of the present application;

[0036] Figure 9 is a schematic diagram of the control logic and the operation of the clutch of the present application. DETAILED DESCRIPTION

[0037] It should be noted that the following detailed description is merely exemplary in nature and is intended to provide further description of the application. Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

[0038] It is also important to note that the use of the term "or" in the context of this application is to be interpreted as inclusive or, meaning one or the other and also both. Therefore, for example, the expression "A or B" means "A or B or both A and B." The use of the term "at least one" in the context of this application is to be interpreted as meaning one or more than one. Therefore, for example, the expression "at least one of A or B" means "A or B or both A and B."

[0039] Further, in the description of the present application, it should be understood that the terms "center", "longitudinal", "transverse", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "clockwise", "counterclockwise", and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only used for the purpose of facilitating the description of the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application.

[0040] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features being referred to. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, unless otherwise specified, "plurality" means two or more, unless otherwise explicitly specified.

[0041] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0042] 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.

[0043] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0044] like Figures 1 to 4 As shown, a new multifunctional hydraulic transmission for engineering use includes a transmission assembly A and a control assembly. The transmission assembly A includes a transmission body, a torque converter component, an input component, a KV clutch component, a KR clutch component, a K1 clutch component, a K2 clutch component, a K3 clutch component, a K4 clutch component and an output component.

[0045] The input component includes a turbine shaft 1 fixedly connected to the output end of the torque converter component, an input gear A2 and an input gear B3 fixedly connected to the turbine shaft 1; the KV clutch component includes a KV shaft 4, a KV transmission gear 5 fixedly connected to the KV shaft 4, a KV clutch gear 6 engaged with the input gear A2 and supported on the KV shaft 4 by a bearing, and a KV clutch 7 fixed to the KV shaft 4; the KR clutch component includes a KR shaft 25, a KR transmission gear 26 fixedly connected to the KR shaft 25, a KR clutch gear 27 engaged with the input gear A2 and supported on the KR shaft 25 by a bearing, and a KR clutch 28 fixed to the KR shaft 25; the K2 clutch component includes a K2 shaft 12, a K2 transmission gear 13 engaged with the KV transmission gear 5, a K2 clutch 14 fixed to the K2 shaft 12, and a K2 clutch gear 15 supported on the K2 shaft 12 by a bearing; the K3 clutch component includes a K3 shaft 16, a KR transmission gear 26 supported on the K3 shaft 16 by a bearing K3 clutch gear 17, K3 clutch 18 fixed to K3 shaft 16, K3 transmission gear 19 fixed to K3 shaft 16 and meshing with K2 clutch gear 15; the K4 clutch component includes K4 shaft 20, K4 transmission gear A21 and K4 transmission gear B22 fixed to K4 shaft 20, K4 clutch gear 23 meshing with input gear B3 and supported on K4 shaft 20 by bearings, K4 clutch 24 fixed to K4 shaft 20, the K The transmission gear B22 is constantly meshed with the KR transmission gear 26 and the K2 transmission gear 13. The K1 clutch component includes a K1 shaft 8, a K1 transmission gear 9 meshed with the K4 transmission gear A21 and fixedly connected to the K1 shaft 8, a K1 clutch 10 fixed integrally to the K1 shaft 8, and a K1 clutch gear 11 meshed with the K3 transmission gear 19 and supported on the K1 shaft 8 by a bearing. The output component includes a first output shaft 29 and an output gear 30 meshed with the K3 transmission gear 19.

[0046] Each of the above-mentioned transmission gears is fixedly connected to each driving shaft to transmit speed and torque; each clutch gear is supported on the driving shaft through bearings. When the corresponding clutch is working, each clutch gear is connected to the shaft as a whole; when the clutch is disengaged, the clutch gear floats on the shaft and runs idly following the meshing gear; each of the above-mentioned gears is a full-helical tooth structure optimized and designed through simulation analysis to achieve vibration reduction and noise reduction, thereby improving operating stability.

[0047] Figure 2 Among them, shaft I corresponds to the auxiliary power take-off shaft, shaft II corresponds to the turbine shaft, shaft III corresponds to the KV shaft, shaft IV corresponds to the K1 shaft, shaft V corresponds to the K2 shaft, shaft VI corresponds to the K3 shaft, shaft VII corresponds to the K4 shaft, shaft VIII corresponds to the KR shaft, shaft IX corresponds to the first output shaft, shaft X corresponds to the second output shaft, shaft XI corresponds to the power take-off shaft, and shaft XII corresponds to the power take-off output shaft 38.

[0048] like Figure 2 As shown, the KV clutch component is arranged on the left side of the input component, the KR clutch component is arranged on the right side of the input component, the K2 clutch component is arranged below the KV clutch component and the input component, the K4 clutch component is arranged below the KR clutch component and the input component, the K1 clutch component is arranged below the K2 clutch component and the K4 clutch component, the K2 clutch component is arranged on the left side of the K1 clutch component, and the output component is arranged below the K1 clutch component and the K2 clutch component.

[0049] The input component is centered, KV / KR are located on the left and right, K2 / K4 are located at the bottom, and K1 / K3 and the first output shaft are arranged on the bottom layer, forming an "I"-shaped transmission topology; optimizing space utilization, reducing axial dimensions, and adapting to the narrow installation space of construction machinery.

[0050] The control assembly includes an oil pump 31, a hydraulic oil circuit system 40 and an electro-hydraulic control valve 39. The electro-hydraulic control valve 39 is installed on the transmission body. The oil pump 31 is set in the transmission body and is driven by the torque converter component. The oil in the oil tank is sent to the hydraulic oil circuit system 40 and then supplied to the electro-hydraulic control valve 39. The working oil after being controlled by the electro-hydraulic control valve 39 enters the corresponding clutch through the hydraulic oil circuit system 40, and the gear shifting of the corresponding gear is completed through different clutch combinations.

[0051] The present invention also includes a power take-off module B, which is mounted on the transmission housing. Its power take-off ports (PTO1 and PTO2) are located at corresponding locations on the KR and KV clutch components of transmission assembly A. These dual power take-off ports are directly connected to the power source, eliminating the need for an additional transmission chain and providing stable hydraulic pump / compressor power (e.g., a crane outrigger hydraulic system).

[0052] The torque converter assembly includes a torque converter pump 32 and a torque converter turbine 33. The torque converter pump 32 is connected to an auxiliary PTO shaft 34, while the torque converter turbine 33 is connected to the turbine shaft. The auxiliary PTO shaft 34 extends through the turbine shaft, allowing the two components to rotate independently of each other. The PTO module B comprises a PTO input component, a PTO output component A, and a PTO output component B. The PTO input component includes a PTO shaft 35 splined to the auxiliary PTO shaft 34 and a PTO gear 36 integrally fixed to the PTO shaft 35. The PTO output components A and B are identical in structure, each including a PTO output gear 37 meshing with the PTO gear 36 and a PTO output shaft 38 integrally fixed to the PTO gear 37. This structure enables dual independent power outputs, ensuring uninterrupted power flow. Furthermore, PTO module B is directly connected to the auxiliary PTO shaft via splines, with gear meshing transmitting power. This results in a simple structure and a transmission efficiency exceeding 95%.

[0053] The application also comprises a disconnect module C mounted on the gearbox assembly A and located on the same side as the torque converter component, the disconnect module C comprising a disconnect output component, a disconnect control unit, the disconnect module receiving whole vehicle working instructions through the disconnect control unit, the disconnect output component realizing power output and interruption; the disconnect output component comprising a second output shaft and a disconnect structure, both ends of the first output shaft 29 being output ends, one of which is connected with the second output shaft through the disconnect structure. A gear sleeve is sleeved on the second output shaft, the gear sleeve being connected with the second output shaft through spline and being in sliding fit, the first output shaft 29 being fixed with a spline seat, the gear sleeve being connected with the spline seat through plug-in and being in spline fit; when the gear sleeve moves to the two-wheel drive working position, the gear sleeve is disconnected with the first output shaft 29, and the power of the gearbox is only output from the first output shaft 29; when the gear sleeve moves to the four-wheel drive working position, the gear sleeve is connected with the spline seat, and the power of the gearbox is output from the first output shaft 29 and the second output shaft. The fork is slidingly installed on the gearbox body, the fork is connected with the gear sleeve, and the fork can drive the gear sleeve to move when the fork moves.

[0054] The above structure realizes quick disconnect of electromechanical integration, the disconnect control unit receives instructions to drive the gear sleeve to slide, and the two-wheel drive / four-wheel drive switching can be completed in a short time, the second output shaft and the first output shaft are rigidly synchronized to output, and the uniform distribution of torque and the balance of double-side power are ensured when four-wheel drive.

[0055] The input component, the KV clutch component, the KR clutch component, the K1 clutch component, the K2 clutch component, the K3 clutch component, the K4 clutch component, the output component and the auxiliary power take-off shaft 34 are all supported on the gearbox body through bearings, and the shafts in each component are rotating shafts; the KV clutch 7, the KR clutch 28, the K1 clutch 10, the K2 clutch 14, the K3 clutch 18 and the K4 clutch 24 are all wet multi-plate friction clutches with the same principle, the KV clutch 7, the KR clutch 28 and the K1 clutch 10 are the same in structure, the K2 clutch 14, the K3 clutch 18 and the K4 clutch 24 are the same in structure, and all are separately arranged on the corresponding rotating shafts. The above clutches are separately arranged on the rotating shafts, and are better in heat dissipation (independent oil cooling channels), which helps to improve the service life.

[0056] The wet clutch uses an integrated clutch housing manufactured through casting-high-speed gear cutting process, and the piston cavity, the return spring mounting seat and the clutch housing are integrated on a housing with a double-U-shaped cross section, and the diameter of the inner return spring mounting seat is adjusted according to the size of the inner spline, so that the high-speed gear cutting tool can be machined to the inner spline, which provides a precondition for the modular application of the clutch components.

[0057] As Figures 5 to 8As shown, the hydraulic oil circuit system 40 comprises a special-shaped steel oil suction pipe 40a built inside the gearbox body, an oil pump transition plate oil supply steel pipe 40b, a transition plate torque converter oil supply steel pipe 40e, a KV clutch oil pipe 40f, a KR clutch oil pipe 40g, a transition plate 40c mounted on the gearbox body, and a fine filter 40d mounted on the transition plate 40c. The special-shaped steel oil suction pipe 40a is also provided with a coarse filter 40aa, and the special-shaped steel oil suction pipe 40a, the oil pump transition plate oil supply steel pipe 40b, and the transition plate torque converter oil supply steel pipe 40e are arranged close to the inner wall of the gearbox body. The above-mentioned oil pipes are embeddedly mounted inside the gearbox body, avoiding external collision damage and improving the anti-vibration capability; the steel pipe connection replaces the hose, has high pressure resistance, and can prevent oil leakage.

[0058] The transition plate 40c is provided with an input oil circuit a, an electro-hydraulic control valve oil circuit b, a torque converter oil circuit c, a KV clutch oil circuit d, a KR clutch oil circuit e, a K1 clutch oil circuit f, a K2 clutch oil circuit g, a K3 clutch oil circuit h, and a K4 clutch oil circuit k. The input end of the fine filter 40d is in communication with the input oil circuit a, and the output end is in communication with the electro-hydraulic control valve oil circuit b. The input end of the electro-hydraulic control valve 39 is in communication with the electro-hydraulic control valve oil circuit b, and the output end is in communication with the torque converter assembly or the corresponding clutch through the torque converter oil circuit c, the KV clutch oil circuit d, the KR clutch oil circuit e, the K1 clutch oil circuit f, the K2 clutch oil circuit g, the K3 clutch oil circuit h, and the K4 clutch oil circuit k. By controlling the on-off of the corresponding output end of the electro-hydraulic control valve 39, the action of the corresponding clutch is controlled. The above-mentioned transition plate integrates 10 oil circuits (a-k), and the fine filter is directly connected with the electro-hydraulic valve, reducing pressure loss.

[0059] Through the above-mentioned oil circuit arrangement, the oil outlet of the oil pump 31 mounted at the front end of the hydraulic torque converter A is directly connected with the oil inlet of the electro-hydraulic control valve 39 arranged at the output side of the hydraulic torque converter A, and the input end torque converter oil cavity is led back from the rear end of the hydraulic torque converter A, realizing the structure arrangement of the front-mounted oil pump 31 and the rear-mounted electro-hydraulic control valve 39 of the torque converter.

[0060] The electro-hydraulic control valve 39 includes a main pressure regulating valve 391, a pressure control valve 392, a solenoid valve M1393, a solenoid valve M2394, a solenoid valve M3395, a solenoid valve M4396, a reversing valve A397, a reversing valve B398, a reversing valve C399 and a reversing valve D3910. The oil inlet of the main pressure regulating valve 391 is connected to the oil pump 31, and the oil outlet is connected to the pressure control valve 392. The oil outlet of the pressure control valve 392 is respectively connected to the solenoid valve M1393, the solenoid valve M2394, the solenoid valve M3395, the solenoid valve M4396, the reversing valve A397, the reversing valve B398, the reversing valve C399 and the reversing valve D3910. Valve B398, reversing valve C399 and reversing valve D3910; solenoid valve M3395 is connected to reversing valve A397, reversing valve B398 is respectively connected to solenoid valve M1393 and reversing valve A397, the oil outlet of reversing valve A397 is connected to KR clutch component, K4 clutch component and KV clutch component, solenoid valve M2394 is connected to reversing valve D3910, reversing valve C399 is respectively connected to solenoid valve M4396 and reversing valve D3910, the oil outlet of reversing valve D3910 is connected to K1 clutch component, K2 clutch component and K3 clutch component.

[0061] The above structure adopts graded pressure regulation. The main pressure regulating valve stabilizes the system pressure, and the pressure control valve distributes it to the solenoid valve and the reversing valve as needed to accurately switch the oil circuit, reducing energy consumption. At the same time, it also adopts electro-hydraulic valve group control. The reversing valve A controls KV / KR / K4 (input-stage clutch), and the reversing valve D controls K1-K3 (output-stage clutch). The clear logic reduces the failure rate.

[0062] The inlet oil circuit of the torque converter component is provided with a torque converter safety valve 401, and the outlet oil circuit of the torque converter component is provided with a back pressure valve 402, and the back pressure valve 402 is also connected to a cooler 403, and the oil cooled by the cooler 403 directly enters the transmission lubricating oil circuit.

[0063] The hydraulic transmission of the present invention uses 6 sets of independent wet clutch structures arranged on the driving shaft. By combining different clutches in pairs and going through 9 gear transmission routes, it can realize the functions of 6 forward 3 reverse 1 neutral gear positions; at the same time, the present invention can realize the requirements of 4 forward 3 reverse 1 neutral and 3 forward 3 reverse 1 neutral gear positions through different shifting control strategies and adding or reducing components; at the same time, the optional configuration has 1 or 2 power take-off ports indirectly connected to the engine, and the output can realize two-wheel drive and four-wheel drive switching functions. By selecting the speed ratio, the power output can be accurately matched for different vehicles and working conditions, thereby realizing multi-functional requirements and improving the operating economy of the vehicle.

[0064] like Figure 9 As shown, the working principle of the multifunctional hydraulic transmission gear of the present invention is as follows:

[0065] When the engine starts, power flows through the torque converter pump impeller 32, driving the oil pump 31 driven by the pump impeller. Hydraulic oil is drawn from the oil tank through the special-shaped steel oil suction pipe 40a equipped with a coarse filter 40aa in the hydraulic oil circuit system 40. The oil then flows through the oil pump 31, the oil pump transition plate oil delivery steel pipe 40b, and the transition plate 40c into the oil channel a to reach the fine filter 40d. After being filtered by the fine filter 40d, the oil passes through the oil channel b in the electro-hydraulic control valve and enters the electro-hydraulic control valve 39, causing the electro-hydraulic control valve 39 to operate. After the operating pressure of the hydraulic oil is limited by the main pressure regulating valve 391 in the electro-hydraulic control valve 39, the hydraulic oil passes through the pressure control valve 392 to enter the various control valves for operation. While limiting the maximum working oil pressure, the main pressure regulating valve 391 connects the overflowed oil to the transition plate torque converter oil pipe 40e through the torque converter oil circuit c in the transition plate 40c and enters the torque converter. When the torque converter is working, the inlet oil circuit of the torque converter component is provided with a torque converter safety valve 401, and the outlet oil circuit of the torque converter component is provided with a back pressure valve 402 to prevent the internal pressure of the torque converter from being too high, which may cause damage to the components and ensure that the inner cavity of the torque converter component is always filled with oil to prevent oil cavitation; after the hydraulic oil passes through the torque converter component, the oil cooled by the cooler 403 directly enters the transmission lubrication oil circuit to provide sufficient lubrication and cooling oil for each lubrication point.

[0066] The shift control strategy controls the operation of the solenoid valves M1393, M2394, M3394, M4395, reversing valve A397, B398, C399, and D3910 in the electro-hydraulic control valve 39. The operating oil is supplied to the corresponding shaft gear clutch according to the gear position requirements to achieve the shift function. The operating principle of each gear of the 6-speed transmission is as follows:

[0067] Forward 1st gear: The solenoid valves M2394, M3395, and M4396 in the electro-hydraulic control valve 39 operate, and the corresponding reversing valves D3910, A396, and C398 are switched. The working oil enters the KV clutch through the KV clutch oil line d and the KV clutch oil pipe 40f, and then enters the K1 clutch through the K1 clutch oil line f in the transition plate 40c. The KV clutch and the K1 clutch are engaged. At this time, the power transmission path is as follows:

[0068] The power passes through the torque converter turbine, turbine shaft, input gear A, KV clutch gear, KV clutch, KV shaft, KV transmission gear, K2 transmission gear, K4 transmission gear B, K4 shaft, K4 transmission gear A, K1 transmission gear, K1 shaft, K1 clutch, K1 clutch gear, K3 transmission gear, output gear and the first output shaft in sequence.

[0069] Forward 2nd gear: The solenoid valves M1393, M2394, and M4395 in the electro-hydraulic control valve 39 operate, and the corresponding reversing valves B397, D3910, and C399 switch directions. The working oil enters the K4 clutch through the K4 clutch oil path k in the transition plate 40c, and the working oil enters the K1 clutch through the K1 clutch oil path f in the transition plate 40c. The K4 clutch and the K1 clutch engage. At this time, the power transmission path is as follows:

[0070] The power passes through the torque converter turbine, turbine shaft, input gear B, K4 clutch gear, K4 clutch, K4 shaft, K4 transmission gear A, K1 transmission gear, K1 shaft, K1 clutch, K1 clutch gear, K3 transmission gear, output gear and the first output shaft in sequence.

[0071] Forward 3rd gear: The solenoid valves M3394 and M4395 in the electro-hydraulic control valve 39 operate, and the corresponding reversing valves A396 and C399 switch directions. The working oil enters the KV clutch through the KV clutch oil line d and the KV clutch oil pipe 40f, and enters the K2 clutch through the K2 clutch oil line g in the transition plate 40c. The KV clutch and the K2 clutch engage. At this time, the power transmission path is as follows:

[0072] The power passes through the torque converter turbine, turbine shaft, input gear A, KV clutch gear, KV clutch, KV shaft, KV transmission gear, K2 transmission gear, K2 shaft, K2 clutch, K2 clutch gear, K3 transmission gear, output gear and the first output shaft in sequence.

[0073] Forward 4th gear: The solenoid valve M1393 and the solenoid valve M4395 in the electro-hydraulic control valve 39 are working, and the corresponding reversing valves B398 and C399 are reversing. The working oil enters the K4 clutch 24 through the K4 clutch oil path k in the transition plate 40c, and the working oil enters the K2 clutch through the K2 clutch oil path g in the transition plate 40c. The K4 clutch and the K2 clutch are engaged. At this time, the power transmission path is as follows:

[0074] The power passes through the torque converter turbine, turbine shaft, input gear B, K4 clutch gear, K4 clutch, K4 shaft, K4 transmission gear A, K2 transmission gear, K2 shaft, K2 clutch, K2 clutch gear, K3 transmission gear, output gear and the first output shaft in sequence.

[0075] Forward 5th gear: The solenoid valve M3394 in the electro-hydraulic control valve 39 works, the reversing valve A397 changes direction, the working oil enters the KV clutch through the KV clutch oil line d and the KV clutch oil pipe 40f respectively, and the working oil enters the K3 clutch through the K3 clutch oil line h in the transition plate (40c). The KV clutch and the K3 clutch are engaged. At this time, the power transmission path is as follows:

[0076] The power passes through the torque converter turbine, turbine shaft, input gear A, KV clutch gear, KV clutch, KV shaft, KV transmission gear, K2 transmission gear, K3 clutch gear, K3 clutch, K3 transmission gear, output gear and the first output shaft in sequence.

[0077] Forward 6th gear: The solenoid valve M1393 in the electro-hydraulic control valve 39 operates, the reversing valve B398 changes direction, the working oil enters the K4 clutch 24 through the K4 clutch oil path k in the transition plate 40c, and the working oil enters the K3 clutch through the K3 clutch oil path h in the transition plate 40c. The K4 clutch and the K3 clutch are engaged. At this time, the power transmission path is as follows:

[0078] The power passes through the torque converter turbine, turbine shaft, input gear B, K4 clutch gear, K4 clutch, K4 shaft, K4 transmission gear B, K2 transmission gear, K3 clutch gear, K3 clutch, K3 transmission gear, output gear and the first output shaft in sequence.

[0079] Reverse 1st gear: The solenoid valves M1393, M2394, M3395, and M4396 in the electro-hydraulic control valve 39 operate, and the corresponding reversing valves B397, D3910, A396, and C398 change directions. The working oil enters the KR clutch through the KR clutch oil line e and the KR clutch oil pipe 40g, and then enters the K1 clutch through the K1 clutch oil line f in the transition plate 40c. The KR clutch and the K1 clutch engage. At this time, the power transmission path is as follows:

[0080] The power passes through the torque converter turbine, turbine shaft, input gear A, KR clutch gear, KR clutch, KR shaft, KR transmission gear, K4 transmission gear B, K4 shaft, K4 transmission gear A, K1 transmission gear, K1 shaft, K1 clutch, K1 clutch gear, K3 transmission gear, output gear and the first output shaft in sequence.

[0081] Reverse 2nd gear: The electro-hydraulic control valve 39 is controlled by the shift control strategy. When the KR clutch and the K2 clutch are engaged, the power passes through the torque converter turbine, turbine shaft, input gear A, KR clutch gear, KR clutch, KR shaft, KR transmission gear, K4 transmission gear B, K2 transmission gear, K2 shaft, K2 clutch, K2 clutch gear, K3 transmission gear, and output gear to reach the first output shaft.

[0082] Reverse 3: through the shift control strategy control electro-hydraulic control valve 39, KR clutch and K3 clutch combination, power through the turbine, turbine shaft, input gear A, KR clutch gear, KR clutch, KR shaft, KR transmission gear, K4 transmission gear B, K2 transmission gear, K3 clutch gear, K3 clutch, K3 transmission gear, output gear to the first output shaft.

[0083] The present application realizes 6 forward 3 reverse, 4 forward 3 reverse, 3 forward 3 reverse gear requirements through different shift control strategies and increasing or decreasing components; the multi-gear hydraulic transmission of the present application is equipped with a bridge removal module C, and power is output from the first output shaft during operation of each gear, thereby realizing two-wheel drive or four-wheel drive output.

[0084] In addition, the power transmission path of the power take-off function of the multi-gear hydraulic transmission of the present application needs to be as follows:

[0085] Power is input to the torque converter pump wheel 32, and then drives the auxiliary power take-off shaft 34, which is a single-port oil pump power take-off; power is input to the torque converter pump wheel 32, and then sequentially passes through the auxiliary power take-off shaft 34, the power take-off shaft 35, the power take-off gear 36, the power take-off output gear 37 to the power take-off output shaft 38, which is a multi-gear hydraulic transmission A and a power take-off module B assembled to provide a double-port oil pump power take-off.

[0086] The present application only arranges double-input teeth on the input shaft to avoid the restriction of the input components on the passing inner shaft, better meet the power demand of the working pump of the whole vehicle driven by the inner shaft; the dynamic shaft on which the clutch is installed fixes the transmission gears, the wet clutch unit and the corresponding dynamic shaft as a whole to bear the axial force, realizes the full helical tooth structure design of the gears and optimizes the parameters and the tooth surface modification, optimizes the gear load distribution, realizes the noise reduction and environmental protection design of the hydraulic transmission; the built-in pipeline design of the working oil circuit and the centralized configuration technology of the lubricating oil are also adopted to realize the front-mounted oil pump and the rear-mounted control valve structure arrangement of the transmission, the compact whole transmission, the beautiful appearance, the low risk of oil circuit leakage and the high reliability; at the same time, the double power take-off module, the output bridge removal module and the transmission shaft module with different speed ratios are designed, through the selection and matching, the power output is accurately matched for different whole vehicles and working conditions, the multi-functional demand is realized, and the running economy of the whole vehicle is improved.

[0087] In the description of the present application, the description of the terms "one embodiment", "some embodiments", "example", "specific example" or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the present application. In the present application, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner.

[0088] Although the embodiments of the present invention have been shown and described above, it is understood that the above embodiments are illustrative and cannot be understood as limiting the present invention. Those skilled in the art may change, modify, replace and modify the above embodiments within the scope of the present invention without departing from the principles and purpose of the present invention. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention are still within the scope of the technical solution of the present invention.

Claims

1. A multifunctional hydraulic transmission for engineering use, comprising a transmission assembly A and a control assembly, characterized in that: The transmission assembly A includes a transmission body, a torque converter component, an input component, a KV clutch component, a KR clutch component, a K1 clutch component, a K2 clutch component, a K3 clutch component, a K4 clutch component and an output component; The input component includes a turbine shaft fixedly connected to the output end of the torque converter component, an input gear A and an input gear B fixedly connected to the turbine shaft; the KV clutch component includes a KV shaft, a KV transmission gear fixedly connected to the KV shaft, a KV clutch gear meshing with the input gear A and supported on the KV shaft by a bearing, and a KV clutch fixed to the KV shaft; the KR clutch component includes a KR shaft, a KR transmission gear fixedly connected to the KR shaft, a KR clutch gear meshing with the input gear A and supported on the KR shaft by a bearing, and a KR clutch fixed to the KR shaft; the K2 clutch component includes a K2 shaft, a K2 transmission gear meshing with the KV transmission gear, a K2 clutch fixed to the K2 shaft, and a K2 clutch gear supported on the K2 shaft by a bearing; the K3 clutch component includes a K3 shaft, a KR transmission gear fixedly connected to the KR shaft, a KR clutch gear meshing with the input gear A and supported on the KR shaft by a bearing, and a KR clutch fixed to the KR shaft; The K3 clutch gear on the K3 shaft, the K3 clutch fixed to the K3 shaft, and the K3 transmission gear fixed to the K3 shaft and meshed with the K2 clutch gear; the K4 clutch component includes a K4 shaft, a K4 transmission gear A and a K4 transmission gear B fixed to the K4 shaft, a K4 clutch gear meshed with the input gear B and supported on the K4 shaft by a bearing, and a K4 clutch fixed to the K4 shaft, the K4 transmission gear B is constantly meshed with the KR transmission gear and the K2 transmission gear; the K1 clutch component includes a K1 shaft, a K1 transmission gear meshed with the K4 transmission gear A and fixed to the K1 shaft, a K1 clutch fixed to the K1 shaft, and a K1 clutch gear meshed with the K3 transmission gear and supported on the K1 shaft by a bearing; the output component includes a first output shaft and an output gear meshed with the K3 transmission gear; The KV clutch component is arranged on the left side of the input component, the KR clutch component is arranged on the right side of the input component, the K2 clutch component is arranged below the KV clutch component and the input component, the K4 clutch component is arranged below the KR clutch component and the input component, the K1 clutch component is arranged below the K2 clutch component and the K4 clutch component, the K2 clutch component is arranged on the left side of the K1 clutch component, and the output component is arranged below the K1 clutch component and the K2 clutch component; The control assembly includes an oil pump, a hydraulic oil circuit system and an electro-hydraulic control valve. The electro-hydraulic control valve is installed on the transmission body. The oil pump is set on the transmission body and is driven by the torque converter component. The oil in the oil tank is sent to the hydraulic oil circuit system and then supplied to the electro-hydraulic control valve. The working oil after being controlled by the electro-hydraulic control valve enters the corresponding clutch through the hydraulic oil circuit system, and the gear shifting of the corresponding gear is completed through different clutch combinations.

2. A multifunctional hydraulic transmission for engineering use according to claim 1, characterized in that: It also includes a power take-off module B, which is installed on the gearbox body, and the power take-off ports PTO1 and PTO2 of the power take-off module B are arranged at the corresponding positions of the KR clutch component and the KV clutch component of the gearbox assembly A respectively.

3. The multifunctional hydraulic transmission for engineering use according to claim 1, characterized in that: The torque converter assembly includes a torque converter pump wheel and a torque converter turbine. The torque converter pump wheel is connected to an auxiliary power take-off shaft, and the torque converter turbine is connected to a turbine shaft. The auxiliary power take-off shaft passes through the turbine shaft, and the two rotate independently of each other.

4. A multifunctional hydraulic transmission for engineering use according to claim 3, characterized in that: It also includes a power take-off module B, which includes a power take-off input component, a power take-off output component A, and a power take-off output component B; the power take-off input component includes a power take-off shaft connected to the auxiliary power take-off shaft through a spline, and a power take-off gear fixed to the power take-off shaft; the power take-off output component A and the power take-off output component B have the same structure, both including a power take-off output gear meshing with the power take-off gear, and a power take-off output shaft fixed to the power take-off output gear.

5. The multifunctional hydraulic transmission for engineering use according to claim 1, characterized in that: It also includes a decoupling module C, which is installed on the transmission assembly A and is located on the same side as the torque converter component. The decoupling module C includes a decoupling output component and a decoupling control unit. The decoupling module receives vehicle working instructions through the decoupling control unit, and the decoupling output component realizes power output and interruption; the decoupling output component includes a second output shaft and a decoupling structure, both ends of the first output shaft are output ends, and one of the output ends is connected to the second output shaft through the decoupling structure.

6. The multifunctional hydraulic transmission for engineering use according to claim 5, characterized in that: The second output shaft is sleeved with a gear sleeve, which is spline-connected and slidingly fitted with the second output shaft. A spline seat is fixed to the first output shaft, and the gear sleeve is plug-in-connected and spline-fitted with the spline seat. When the gear sleeve moves to the two-wheel drive working position, the gear sleeve is disengaged from the first output shaft, and the power of the gearbox is output only from the first output shaft. When the gear sleeve moves to the four-wheel drive working position, the gear sleeve is engaged with the spline seat, and the power of the gearbox is output from the first output shaft and the second output shaft.

7. The multifunctional hydraulic transmission for engineering use according to claim 1, characterized in that: The input component, KV clutch component, KR clutch component, K1 clutch component, K2 clutch component, K3 clutch component, K4 clutch component, output component and auxiliary power take-off shaft are all supported on the gearbox body through bearings, and the shaft in each component is a rotating shaft; the KV clutch, KR clutch, K1 clutch, K2 clutch, K3 clutch, and K4 clutch adopt wet multi-plate friction clutches with the same principle, the KV clutch, KR clutch, and K1 clutch have the same structure, and the K2 clutch, K3 clutch, and K4 clutch have the same structure, and are all arranged separately on the corresponding rotating shafts.

8. The multifunctional hydraulic transmission for engineering use according to claim 1, characterized in that: The hydraulic oil circuit system includes a special-shaped steel oil suction pipe built into the inside of the transmission case, an oil pump transition plate oil delivery steel pipe, a transition plate torque converter oil delivery steel pipe, a KV clutch oil pipe, a KR clutch oil pipe, a transition plate installed on the transmission case, and a fine filter installed on the transition plate.

9. The multifunctional hydraulic transmission for engineering use according to claim 8, characterized in that: The transition plate is provided with an input oil circuit a, an electro-hydraulic control valve oil circuit b, a torque converter oil circuit c, a KV clutch oil circuit d, a KR clutch oil circuit e, a K1 clutch oil circuit f, a K2 clutch oil circuit g, a K3 clutch oil circuit h, and a K4 clutch oil circuit k. The input end of the fine filter is connected to the input oil circuit a, and the output end is connected to the electro-hydraulic control valve oil circuit b; the input end of the electro-hydraulic control valve is connected to the electro-hydraulic control valve oil circuit b, and the output end is connected to the torque converter assembly and the corresponding clutch through the torque converter oil circuit c, KV clutch oil circuit d, KR clutch oil circuit e, K1 clutch oil circuit f, K2 clutch oil circuit g, K3 clutch oil circuit h, and K4 clutch oil circuit k, respectively. The action of the corresponding clutch is controlled by controlling the on and off of the corresponding output end of the electro-hydraulic control valve.

10. The multifunctional hydraulic transmission for engineering use according to claim 1, characterized in that: The electro-hydraulic control valve includes a main pressure regulating valve, a pressure control valve, a solenoid valve M1, a solenoid valve M2, a solenoid valve M3, a solenoid valve M4, a reversing valve A, a reversing valve B, a reversing valve C and a reversing valve D. The oil inlet of the main pressure regulating valve is connected to the oil pump, and the oil outlet is connected to the pressure control valve. The oil outlet of the pressure control valve is respectively connected to the solenoid valve M1, the solenoid valve M2, the solenoid valve M3, the solenoid valve M4, the reversing valve A, the reversing valve B, the reversing valve C and the reversing valve D. The solenoid valve M3 is connected to the reversing valve A, the reversing valve B is respectively connected to the solenoid valve M1 and the reversing valve A, the oil outlet of the reversing valve A is connected to the KR clutch component, the K4 clutch component and the KV clutch component, the solenoid valve M2 is connected to the reversing valve D, the reversing valve C is respectively connected to the solenoid valve M4 and the reversing valve D, and the oil outlet of the reversing valve D is connected to the K1 clutch component, the K2 clutch component and the K3 clutch component.

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