A gearbox assembly

Abstract

The application provides a gearbox assembly, and relates to the technical field of gearbox control. The gearbox assembly has a controller. The controller is used to acquire engine power and lubricating oil temperature, divide the power into low, medium and high intervals, set initial heat dissipation efficiency and target temperature intervals corresponding to the intervals, collect the outlet temperature of the radiator, dynamically correct the heat dissipation efficiency after comparison with preset intervals, form a closed-loop control, urgently adjust the heat dissipation efficiency to the maximum value of the corresponding interval for power sudden rise conditions, and perform graded protection of slight fault warning and serious fault shutdown for radiator faults. The application can improve oil temperature control stability, enhance special condition adaptability, optimize the matching degree of heat dissipation efficiency and power, prolong the service life of gearbox components, and has strong universality without the need of greatly modifying hardware.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of gearbox assembly, and in particular to a gearbox assembly. BACKGROUND

[0002] The gearbox is the core component of vehicle power transmission, and its working temperature directly affects the transmission efficiency, service life and operation safety. During the operation of the gearbox, the friction of the hydraulic torque converter, gear set and other components will generate a large amount of heat, which needs to be taken away by the circulating lubricating oil, and then returned to the gearbox after being cooled by the radiator to maintain the oil temperature in a reasonable range (usually 60-80℃). If the oil temperature is too high, it will cause the viscosity of the lubricating oil to decrease and the lubrication performance to deteriorate, and aggravate the wear of the components; if the oil temperature is too low, it will increase the transmission resistance and reduce the power transmission efficiency.

[0003] The existing gearbox oil temperature control has the following disadvantages:

[0004] Poor power adaptability: fixed heat dissipation efficiency or simple segmented control is often used, and the heat dissipation strategy is not dynamically adjusted according to the engine power range. For example, the high heat dissipation efficiency at low power causes the oil temperature to be too low, and the insufficient heat dissipation at high power causes the oil temperature to exceed the standard, which cannot balance the heat dissipation demand at different powers.

[0005] Insufficient response to special conditions: when the engine power suddenly rises (such as sudden acceleration and heavy load starting), short-term over-temperature is easy to occur due to the lag of heat dissipation adjustment; for radiator failure (such as fan jamming and oil line blockage), there is no graded protection mechanism, and only alarm or direct shutdown is relied on, which affects the continuity of operation.

[0006] Low closed-loop correction accuracy: the temperature feedback correction often uses fixed amplitude, and the correction amount is not dynamically adjusted in combination with the real-time power range and temperature deviation, which causes large oil temperature fluctuations and makes it difficult to stabilize in the preset range. SUMMARY

[0007] The purpose of the present application is to solve the above problems and provide a gearbox assembly.

[0008] The technical solution of the present application is as follows:

[0009] The present application provides a gearbox assembly, which comprises:

[0010] A first housing, a hydraulic torque converter is installed in the first housing for connecting the power input from the engine, and a first oil inlet and a first oil outlet are opened in the first housing and communicated with the hydraulic torque converter;

[0011] A second housing is connected with the first housing, a variable gear set is installed in the second housing, the variable gear set is in transmission connection with the hydraulic torque converter, a power output end of the gearbox assembly is located at an end of the variable gear set away from the hydraulic torque converter, an open oil storage cavity is formed below the variable gear set in the second housing, and a second oil inlet channel is formed in the second housing and in communication with the first oil inlet channel;

[0012] An oil pump is installed on the second housing, the oil pump delivers lubricating oil in the oil storage cavity to the second oil inlet channel through an oil pipe, the lubricating oil enters the first oil inlet channel through the second oil inlet channel, and then the lubricating oil enters the hydraulic torque converter through the first oil inlet channel, and the oil is thrown out of the first oil outlet channel through rotation of the hydraulic torque converter;

[0013] The first housing is further provided with a third oil inlet channel, the lubricating oil thrown out of the first oil outlet channel enters a radiator for heat dissipation, and then enters the variable gear set through the third oil inlet channel, and rotation of the variable gear set throws the lubricating oil into the oil storage cavity below;

[0014] A controller is configured to acquire engine power of a vehicle in which the gearbox assembly is installed and lubricating oil temperature, and dynamically adjust heat dissipation efficiency of the radiator so that the lubricating oil entering the gearbox assembly after cooling is stabilized in a preset interval.

[0015] As a further improvement of the above technical solution:

[0016] The dynamic adjustment comprises the following steps:

[0017] S1, dividing the engine power into a low power interval, a medium power interval and a high power interval, setting a target lubricating oil temperature preset interval in each power interval, and setting an initial heat dissipation efficiency according to the power interval;

[0018] S2, collecting lubricating oil temperature at an outlet of the radiator, comparing the real-time collected lubricating oil temperature with the preset interval temperature, correcting the initial heat dissipation efficiency, obtaining a final target heat dissipation efficiency, and controlling the radiator to dissipate heat according to the final target heat dissipation efficiency;

[0019] S3, collecting the lubricating oil temperature after cooling, comparing the lubricating oil temperature with the preset interval in real time, and further dynamically adjusting the final target heat dissipation efficiency if a deviation occurs, until the lubricating oil temperature is in the preset interval.

[0020] As a further improvement of the above technical solution:

[0021] In step S1,

[0022] When the engine power is in the low power interval, the initial heat dissipation efficiency is 30%-50%, and the target lubricating oil temperature interval is 60-70℃;

[0023] When the engine power is in the medium power interval, the initial heat dissipation efficiency linearly increases with the power, specifically 50%-80%, and the target lubricating oil temperature interval is 70-75℃;

[0024] When the engine power is in the high power interval, the initial heat dissipation efficiency is 80%-100%, and the target lubricating oil temperature interval is 75-80℃.

[0025] As a further improvement of the above technical solution:

[0026] The dynamic adjustment further comprises:

[0027] S4, when a special working condition of sudden engine power rise occurs, the final target heat dissipation efficiency is urgently adjusted;

[0028] Wherein, if the engine power increases by more than 50kW within 10s, it is judged that the power rises suddenly; the controller adjusts the final target heat dissipation efficiency to the maximum value of the interval in which the engine power is located.

[0029] As a further improvement of the above technical solution:

[0030] The controller is further used for:

[0031] If the temperature of the lubricating oil after cooling by the radiator according to the final target heat dissipation efficiency does not change within 10s, it is judged that the radiator has a slight fault, and the controller sends a radiator system warning to the vehicle instrument panel;

[0032] If the temperature of the lubricating oil after cooling by the radiator according to the final target heat dissipation efficiency does not change within 20s, it is judged that the radiator has a serious fault, and the controller sends an emergency shutdown signal to the engine and cuts off the power output of the gearbox.

[0033] As a further improvement of the above technical solution:

[0034] In step S3, the temperature of the lubricating oil at the outlet of the radiator is collected, and the initial heat dissipation efficiency is corrected based on the real-time collected lubricating oil temperature, which comprises:

[0035] If T<60℃, the initial heat dissipation efficiency is reduced by 10%-20%;

[0036] If 60℃≤T≤80℃, the initial heat dissipation efficiency is maintained;

[0037] If T>80℃, the initial heat dissipation efficiency is increased by 10%-20%.

[0038] As a further improvement of the above technical solution:

[0039] The heat sink comprises a wind-cooled heat sink.

[0040] The controller changes the heat dissipation efficiency of the heat sink by adjusting the rotating speed of the cooling fan.

[0041] As a further improvement of the above technical solution:

[0042] The gearbox assembly further comprises a lubricating pipeline, which is installed on the second housing, wherein the oil inlet end of the lubricating pipeline is in communication with the third oil inlet path, and the oil outlet end is connected to the upper end of the second housing and the part of the second housing close to the power output end, respectively.

[0043] As a further improvement of the above technical solution:

[0044] A pressure relief valve is further installed in the first housing, and the pressure relief valve is installed on the side wall of the first oil inlet path and the third oil inlet path.

[0045] The pressure relief valve comprises:

[0046] A piston rod is movably installed in the first housing, and the side wall of the first oil inlet path and the third oil inlet path is provided with an opening, and the end of the piston has a tapered plug for blocking or passing through the opening.

[0047] A spring is sleeved on the piston rod, one end of the spring abuts against the tapered plug, and the other end abuts against the inner wall of the first housing.

[0048] With the movement of the piston rod, a gap is formed between the tapered plug and the opening to connect the oil path and the oil storage cavity.

[0049] The advantages or beneficial effects of the above technical solution at least include:

[0050] 1. Improve the stability of oil temperature control: by dividing the engine power into low, medium and high intervals, setting the initial heat dissipation efficiency and target temperature interval for different intervals, and dynamically correcting the heat dissipation efficiency combined with real-time temperature feedback, the oil temperature is always stable within the preset range, avoiding the decline of transmission performance caused by too high or too low.

[0051] 2. Enhance the adaptability of special working conditions: for power surge scenarios, adjust the heat dissipation efficiency to the maximum value of the corresponding interval to quickly respond to power changes and avoid short-term overheating; for heat sink failure, through hierarchical judgment (minor fault warning, serious fault shutdown), while ensuring system safety, reduce unnecessary shutdown and improve operation continuity.

[0052] 3. Optimizing heat dissipation efficiency matching: the initial heat dissipation efficiency increases linearly in the medium power range, dynamically matching the heat dissipation capacity with the power demand, avoiding energy waste; the temperature correction amplitude is dynamically adjusted according to the deviation direction, improving the closed-loop control accuracy and reducing invalid adjustment.

[0053] 4. Strong universality and practicality: the scheme is based on the existing oil circuit structure of the gearbox, realized through the software logic of the controller, without the need for significant hardware modification, easy to popularize and apply on different types of vehicles (such as forklifts, engineering vehicles, etc.), and suitable for various operation scenarios.

[0054] 5. Extending the service life of components: by precisely controlling the oil temperature, reducing the performance degradation of lubricating oil due to abnormal temperature, reducing the wear rate of internal components of the gearbox, and improving the overall service life and reliability. BRIEF DESCRIPTION OF DRAWINGS

[0055] The accompanying drawings illustrate exemplary embodiments of the present application and, together with the general description of the application given above, and the detailed description of the embodiments given below, serve to explain the principles of the present application. These drawings are included herewith and constitute a part of this specification.

[0056] Figure 1 A first structural schematic diagram of a gearbox assembly of an embodiment of the present application is shown;

[0057] Figure 2 A first cutaway view schematic diagram of a gearbox assembly of an embodiment of the present application is shown, with the dark brown lines representing unfiltered lubricating oil, the green lines representing filtered lubricating oil, the arrows representing flow direction, and the lower right indicating the position of the cutaway;

[0058] Figure 3 A schematic diagram of the first oil inlet and the first oil outlet in the first housing of an embodiment of the present application is shown, with the green lines representing filtered lubricating oil entering the torque converter, the red lines representing lubricating oil flowing out of the torque converter, and the arrows representing flow direction;

[0059] Figure 4 A second cutaway view schematic diagram of a gearbox assembly of an embodiment of the present application is shown, with the red lines representing lubricating oil flowing out of the torque converter, and the arrows representing flow direction, and the lower right indicating the position of the cutaway;

[0060] Figure 5 A structural schematic diagram of a pressure relief valve of an embodiment of the present application is shown;

[0061] Figure 6 A second structural schematic diagram of a gearbox assembly of an embodiment of the present application is shown, indicating the position of the oil pump, with the red lines in the figure representing lubricating oil before cooling, the blue lines representing lubricating oil after cooling, and the arrows representing flow direction;

[0062] Figure 7 A cross-sectional view of the first housing of the embodiment of the application is shown. Blue lines represent the cooled lubricating oil, and arrows represent the flow direction. The lower right corner shows the location of the cross-section.

[0063] Figure 8 A schematic diagram of the lubricating pipeline of the embodiment of the application is shown. The yellow highlighted area is the location of the lubricating pipeline.

[0064] Figure 9 A schematic diagram of the lubricating oil flowing into the oil inlet channel after cooling is shown. Blue lines represent the cooled lubricating oil, and arrows represent the flow direction.

[0065] Figure 10 A cross-sectional view of the gearbox assembly of the embodiment of the application is shown. Blue lines represent the cooled lubricating oil, and arrows represent the flow direction. It can be seen from the figure that the lubricating oil flows from the gear set to the oil storage cavity.

[0066] Figure 11 A schematic diagram of the oil inlet channel and the oil outlet hole of the embodiment of the application is shown.

[0067] Figure 12 A cross-sectional view of the second housing of the embodiment of the application is shown.

[0068] Figure 13 A schematic diagram of the location of the oil leakage hole of the embodiment of the application is shown. In the figure, the upper left corner is a front upward view of the second housing, showing the oil leakage hole near the front of the second housing; the lower right corner is a left rear upward view of the second housing, showing the oil leakage hole in the middle of the second housing.

[0069] Reference signs: 10, first housing; 11, torque converter; 12, pressure relief valve; 121, piston rod; 122, conical plug; 123, spring; 101, first oil inlet channel; 102, first oil outlet channel; 103, third oil inlet channel; 20, second housing; 21, gear set; 211, oil inlet channel; 212, oil outlet hole; 22, oil storage cavity; 23, gear valve; 24, oil leakage hole; 201, second oil inlet channel; 202, oil outlet filtering channel; 203, oil inlet filtering channel; 30, oil pump; 31, oil pipe; 40, lubricating pipeline. DETAILED DESCRIPTION

[0070] Embodiments of the present application will be described in more detail by referring to the attached drawings. Although certain embodiments of the present application are shown in the drawings, it is understood that the present application can be implemented in various forms and should not be interpreted as being limited to the embodiments set forth herein, but rather these embodiments are provided to more thoroughly and completely understand the present application. It is understood that the drawings and embodiments of the present application are for exemplary purposes only and are not intended to limit the scope of protection of the present application.

[0071] It should be noted that the embodiments and features of the embodiments in the present application can be combined with each other in the case of no conflict. The present application will be described in detail below with reference to the drawings and in combination with the embodiments.

[0072] It should be understood that the term "comprising" and variations thereof as used in the present application are open-ended, that is, "comprising but not limited to". The term "based on" is "at least partially based on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments". Related definitions of other terms will be given in the following description. It should be noted that the "first", "second", etc. concepts mentioned in the present application are only used to distinguish different devices, modules or units, and are not used to limit the order or interdependence of the functions performed by these devices, modules or units.

[0073] It should be noted that the modification of "one" or "multiple" mentioned in the present application is illustrative rather than limiting, and those skilled in the art should understand that unless the context clearly indicates otherwise, it should be understood as "one or more".

[0074] The names of the messages or information exchanged between the devices in the embodiments of the present application are only for illustrative purposes, and are not used to limit the scope of the messages or information.

[0075] A gearbox assembly, the gearbox assembly comprising:

[0076] A first housing 10, a hydraulic torque converter 11 is installed in the first housing 10 for connecting the power input from the engine, a first oil inlet passage 101 and a first oil outlet passage 102 are formed in the first housing 10 and communicate with the hydraulic torque converter 11;

[0077] A second housing 20 connected with the first housing 10, a gear shifting gear set 21 is installed in the second housing 20, the gear shifting gear set 21 is in transmission connection with the hydraulic torque converter 11, one end of the gear shifting gear set 21 away from the hydraulic torque converter 11 is a power output end of the gearbox assembly, the second housing 20 has an open oil storage cavity 22 below the gear shifting gear set 21, and the second housing 20 is also formed with a second oil inlet passage 201 which communicates with the first oil inlet passage 101;

[0078] An oil pump 30 is installed on the second housing 20, the oil pump 30 delivers lubricating oil in the oil storage cavity 22 to the second oil inlet passage 201 through an oil pipe 31, so that the lubricating oil enters the first oil inlet passage 101 through the second oil inlet passage 201, and then the lubricating oil enters the hydraulic torque converter 11 through the first oil inlet passage 101, and the oil is thrown out of the first oil outlet passage 102 by the rotation of the hydraulic torque converter 11;

[0079] The first housing 10 is further provided with a third oil inlet passage 103. The lubricating oil discharged from the first oil outlet passage 102 enters the radiator for heat dissipation, and then enters the transmission gear set 21 through the third oil inlet passage 103. The rotation of the transmission gear set 21 throws the lubricating oil into the oil storage cavity 22 below;

[0080] The controller is used to acquire the engine power of the vehicle installed with the gearbox assembly and the lubricating oil temperature, and stabilize the lubricating oil temperature entering the gearbox assembly after cooling in a preset interval by dynamically adjusting the heat dissipation efficiency of the radiator. The radiator includes an air-cooled radiator. The controller adjusts the rotation speed of the cooling fan to change the heat dissipation efficiency of the radiator.

[0081] The controller is further used to: if the engine power increases by more than 50 kW within 10 s, it is judged that a power surge occurs; and the controller adjusts the final target heat dissipation efficiency to the maximum value of the power interval in which the engine power is located.

[0082] The dynamic adjustment includes the following steps:

[0083] S1, the engine power is divided into a low-power interval, a medium-power interval and a high-power interval. The target lubricating oil temperature preset interval under each power interval is set, and the initial heat dissipation efficiency is set according to the power interval. Taking a heavy-duty forklift as an example, the following is specific:

[0084] When P≤80kW, it is judged to be a low-power interval, the initial heat dissipation efficiency is 30%-50%, and the target lubricating oil temperature interval is 60-70℃;

[0085] When 80kW

[0086] When P>180kW, it is judged to be a high-power interval, the initial heat dissipation efficiency is 80%-100%, and the target lubricating oil temperature interval is 75℃-80℃;

[0087] S2, the lubricating oil temperature at the outlet of the radiator is collected. The real-time collected lubricating oil temperature is compared with the preset interval temperature, the initial heat dissipation efficiency is corrected to obtain the final target heat dissipation efficiency, and the radiator is controlled to dissipate heat according to the final target heat dissipation efficiency;

[0088] S3, collect the temperature of the cooled lubricating oil, and compare it with the preset interval in real time. If a deviation occurs, further dynamically adjust the final target heat dissipation efficiency until the temperature of the lubricating oil is within the preset interval. Specifically, collect the temperature of the lubricating oil at the outlet of the radiator, and correct the initial heat dissipation efficiency based on the real-time collected temperature of the lubricating oil, including:

[0089] If T < 60℃, reduce the initial heat dissipation efficiency by 10% to 20%;

[0090] If 60℃≤T≤80℃, maintain the initial heat dissipation efficiency;

[0091] If T > 80℃, increase the initial heat dissipation efficiency by 10% to 20%.

[0092] S4, when a special working condition of sudden engine power rise occurs, the final target heat dissipation efficiency is adjusted urgently. Specifically: if the engine power increases by more than 50kW within 10s, it is judged that the power has risen suddenly; the controller adjusts the final target heat dissipation efficiency to the maximum value in the interval of the engine power.

[0093] Based on the above, the specific implementation scenarios of the controller are as follows:

[0094] For example, the maximum speed of the cooling fan is 3000r / min;

[0095] I. Low power interval scenario:

[0096] The vehicle is running at low speed with no load, and the engine power is stable at 60kW;

[0097] S1, initial heat dissipation efficiency setting:

[0098] Since 60kW≤80kW is judged as a low power interval, the initial heat dissipation efficiency is set to 40% (in the range of 30% to 50%), and the target lubricating oil temperature interval is 60-70℃.

[0099] S2, temperature collection and initial correction:

[0100] The controller collects the temperature of the lubricating oil at the outlet of the radiator T=65℃, and since 60℃≤65℃≤70℃ (consistent with the preset interval), the initial heat dissipation efficiency is maintained at 40%. For the air-cooled radiator, the cooling fan runs at 40% of the rated speed, such as the rated speed of 3000r / min, the actual running speed is 1200r / min.

[0101] Step S3: continuous closed-loop adjustment:

[0102] Continue to collect the temperature, and after 10 minutes T=67℃ (still within the 60-70℃ interval), the heat dissipation efficiency does not need to be adjusted, and the fan maintains 1200r / min;

[0103] If the subsequent ambient temperature drops to T=58℃ (below 60℃), reduce the initial heat dissipation efficiency by 15% (40%-15%=25%), and adjust the fan speed to 750r / min; 3 minutes later, T rises to 62℃, and the efficiency returns to 40%.

[0104] 2. Medium power range scenarios:

[0105] Scenario: Vehicle cruising at medium speed (e.g. normal road driving), engine power stabilized at 120kW.

[0106] S1, initial heat dissipation efficiency setting:

[0107] Since 80kW < 120kW ≤ 180kW is judged as a medium power range, the initial heat dissipation efficiency increases linearly with power (50%-80%). The medium power range spans 100kW (80-180kW), and the linear coefficient is (80%-50%) / 100kW=0.3% / kW. The initial efficiency is calculated as 50%+(120kW-80kW)×0.3% / kW=62%, and the target temperature range is 70-75℃.

[0108] S2, temperature collection and initial correction:

[0109] Collect temperature T=76℃ (above the upper limit of 75℃), increase the initial heat dissipation efficiency by 15% (62%+15%=77%), and run the fan at 77% rated speed (2310r / min).

[0110] S3, continuous closed-loop adjustment:

[0111] 5 minutes later, the temperature drops to T=73℃ (within the 70-75℃ range), maintaining 77% efficiency; 10 minutes later, the temperature fluctuates to T=76℃, increasing by 15% to 92%, but limited by the upper limit of 80% in the medium power range, the final adjustment is 80% (fan speed 2400r / min), and the temperature gradually falls to 74℃.

[0112] 3. High power scenarios:

[0113] Scenario: Vehicle high-speed driving or high-load operation, engine power stabilized at 200kW.

[0114] S1, initial heat dissipation efficiency setting:

[0115] Since 200kW > 180kW is judged as a high power range, the initial heat dissipation efficiency is set to 90% (within the range of 80%-100%), and the target temperature range is 75-80℃.

[0116] S2, Temperature Collection and Initial Correction:

[0117] Collect temperature T=82℃ (higher than the upper limit of 80℃), increase the initial heat dissipation efficiency by 15% (90%+15%=105%), limited by the upper limit of high-power interval efficiency 100%, the final target efficiency is 100%, the fan runs at the rated speed of 3000r / min.

[0118] S3, Continuous Closed-loop Adjustment:

[0119] After 3 minutes, the temperature drops to T=79℃ (consistent with the interval of 75-80℃), maintain 100% efficiency; if the temperature stabilizes at 78℃ for 3 minutes, reduce 10% to 90%, the fan speed is adjusted to 2700r / min.

[0120] Four, Oil Temperature Control for Engine Power Surge:

[0121] Scenario: Vehicle sudden acceleration, engine power increases from 100kW to 160kW (60kW increase, exceeding 50kW threshold) within 10s.

[0122] Surge determination: 60kW power increase within 10s>50kW, determined as "power surge".

[0123] Emergency adjustment: current power 160kW is in the middle power interval (80-180kW), adjust the final target heat dissipation efficiency to the maximum value of this interval 80%. If the efficiency before surge is 60% (based on 100kW calculation), directly jump to 80%, the fan speed increases from 1800r / min to 2400r / min.

[0124] Recovery logic: after the power stabilizes at 160kW, the temperature is maintained at 74℃ (consistent with the interval of 70-75℃), exit the surge protection after 5 minutes, adjust the efficiency according to the normal logic (linear calculation of middle power + temperature correction).

[0125] Five, Oil Temperature Control for Radiator Failure:

[0126] Scenario: The fan of the air-cooled radiator is stuck by foreign matter, the heat dissipation capacity decreases.

[0127] Minor fault determination and processing:

[0128] The controller instructs the heat dissipation efficiency to be 80% (fan target speed 2400r / min), but the actual collected temperature T=82℃ (high power interval), and the temperature does not change (maintains 82℃) within 10s, determined as "minor fault", the controller sends "heat dissipation system warning" (such as yellow fault light) to the vehicle's instrument panel.

[0129] Serious fault determination and processing:

[0130] After a minor fault, the temperature remains unchanged for 20s (still 82℃), and the efficiency has been raised to 100%, and it is determined as "serious fault", the controller sends an emergency stop signal to the engine, cuts off the power output of the gearbox (only idle in neutral is reserved), at the same time, the red fault light is on and the fault code is stored.

[0131] The controller also has measures including the influence of extreme environment (high temperature / low temperature, high altitude) on the heat dissipation efficiency, dynamically adjusting the "power interval division" and "target temperature preset interval" to avoid fixed parameters failing in complex environment (such as the heat dissipation capacity decreases in high temperature environment, the efficiency needs to be raised in advance):

[0132] On the vehicle, an ambient temperature sensor is also installed to detect the external temperature range of - 30℃~50℃; an altitude sensor is also installed to detect the altitude H, to correct the influence of air density on air cooling efficiency;

[0133] Parameter dynamic correction rule:

[0134] In high temperature environment, the external temperature is greater than 35℃:

[0135] The target temperature interval of the lubricating oil is lowered by 5℃ overall (such as low power 60-70℃→55-65℃), the upper limit of the power interval is reduced by 10% (such as the upper limit of medium power from 180kW→162kW), and the high heat dissipation efficiency interval is entered in advance;

[0136] In low temperature environment, the external temperature is less than 10℃:

[0137] The target temperature interval is raised by 5℃ overall (such as low power from 60-70℃→65-75℃), and the initial heat dissipation efficiency is reduced by 10% (such as low power from 30%~50%→20%~40%), to avoid low oil temperature;

[0138] High altitude (H>2000m):

[0139] Due to the decrease of air cooling efficiency caused by thin air, the initial heat dissipation efficiency of all power intervals is increased by 15% (such as the linear starting point of medium power from 50%→57.5%), to compensate for the heat loss.

[0140] Specifically, the housing of the gearbox assembly is composed of a first housing 10 and a second housing 20, wherein the first housing 10 is provided with a hydraulic torque converter 11 for connecting the power input from the engine, and the second housing 20 is provided with a variable speed gear set 21, the variable speed gear set 21 is in transmission connection with the hydraulic torque converter 11, and the end of the variable speed gear set 21 away from the hydraulic torque converter 11 is the power output end of the gearbox assembly;

[0141] A first oil inlet passage 101 and a first oil outlet passage 102 are formed in the first housing 10 and communicate with the hydraulic torque converter 11, and a second oil inlet passage 201 is formed in the second housing 20 and communicates with the first oil inlet passage 101;

[0142] Further, the second housing 20 has an open oil storage cavity 22 below the transmission gear set 21;

[0143] The transmission assembly further comprises an oil pump 30 mounted on the second housing 20, the oil pump 30 delivers the lubricating oil in the oil storage cavity 22 to the second oil inlet passage 201 through an oil pipe 31, so that the lubricating oil enters the first oil inlet passage 101 through the second oil inlet passage 201, and then enters the hydraulic torque converter 11 through the first oil inlet passage 101, and the oil is thrown out of the first oil outlet passage 102 through the rotation of the hydraulic torque converter 11;

[0144] Based on the further improvement of the above structure, the second housing 20 further has an oil outlet filtering passage 202 and an oil inlet filtering passage 203 formed in the side wall thereof; the oil outlet filtering passage 202 is connected with the oil pump 30, the oil pump 30 pumps the lubricating oil into the oil outlet filtering passage 202, and the lubricating oil is delivered to the filter through the oil outlet filtering passage 202; the oil inlet filtering passage 203 communicates with the second oil inlet passage 201, and the filtered lubricating oil is delivered to the second oil inlet passage 201 through the oil inlet filtering passage 203;

[0145] As shown in Figure 2 The second housing 20 has a cavity formed at the oil inlet filtering passage 203, the cavity is connected with the oil pump 30, the oil pump 30 first pumps the lubricating oil in the oil storage cavity 22 into the cavity through the oil inlet filtering passage 203, the lubricating oil enters the filter through the oil inlet filtering passage 203 to filter the impurities in the lubricating oil, and then returns to the second housing 20 through the oil outlet filtering passage 202; it should be noted that the cavity has a plug in the middle to avoid the oil outlet filtering passage 202 and the oil inlet filtering passage 203 from communicating with each other.

[0146] Further, the transmission assembly further comprises:

[0147] A transmission valve 23 is mounted on the outside of the second housing 20, the oil inlet end of the transmission valve 23 communicates with the oil inlet filtering passage 203, and the oil outlet end communicates with the second oil inlet passage 201; so that the lubricating oil can enter the second oil inlet passage 201 from the oil inlet filtering passage 203 after entering the transmission valve 23;

[0148] In summary, the oil pump 30 pumps the lubricating oil in the oil storage cavity 22 into the oil inlet filtering passage 203 through the oil pipe 31 (as shown in Figure 2As shown in the upper half of the figure, the lubricating oil enters the filter through the oil inlet filter passage 203, and the impurities in the lubricating oil are filtered, and then the lubricating oil returns to the oil outlet filter passage 202, and then enters the shift valve 23 through the oil outlet filter passage 202. Figure 2 As shown in the upper half of the figure, the lubricating oil line color changes from brown to green, representing that the filtering is completed), and then enters the second oil inlet passage 201 through the shift valve 23, and then enters the first oil inlet passage 101 through the second oil passage. Figures 2 to 3 As shown in the figure, the green dashed line arrow represents the flow direction of the lubricating oil;

[0149] Further, the first housing 10 is also provided with a third oil inlet passage 103, and the lubricating oil discharged from the first oil outlet passage 102 enters the radiator for heat dissipation. Specifically, due to the input of the engine, the torque converter 11 is constantly rotating, and the torque converter 11 has blades. The torque converter 11 rotates like a liquid pump, and the lubricating oil pump 30 is sent to the first oil outlet passage 102. In this process, due to the friction between the blades of the torque converter 11 and the lubricating oil, the temperature of the lubricating oil is increased. Figure 3 As shown in the figure (in the figure, the green dashed line arrow represents that the lubricating oil enters the torque converter 11 through the first oil inlet passage 101, and the red dashed line arrow represents the high-temperature lubricating oil discharged by the torque converter 11), and then enters the transmission gear set 21 through the third oil inlet passage 103 after heat dissipation. Figure 6 And Figure 7 As shown in the figure (in the figure, the blue dashed line arrow represents the flow direction of the lubricating oil after heat dissipation in the radiator), the rotation of the transmission gear set 21 discharges the lubricating oil to the lower oil storage cavity 22;

[0150] Specifically, the shaft of the transmission gear set 21 is provided with an oil inlet passage 211 extending in the axial direction, and the side wall of the shaft is provided with a plurality of oil outlet holes 212, which are in communication with the oil inlet passage 211. The oil inlet passage 211 is in communication with the third oil inlet passage 103. The lubricating oil enters the oil inlet passage 211 through the third oil inlet passage 103, and the centrifugal force generated by the rotation of the transmission gear set 21 discharges the lubricating oil through the oil outlet holes 212. The lubricating oil is discharged to the bearing between the transmission gear sets 21 through the oil outlet holes 212 for lubrication, and finally returns to the oil storage cavity 22 through the gap, to form a reciprocating cycle.

[0151] The transmission assembly further comprises a lubricating pipeline 40, as shown in the figure. Figure 8As shown (the yellow highlighted area in the figure is the lubricating pipeline 40, and the yellow arrow is the outlet end of the lubricating pipeline 40, which has two respectively), specifically, the first shell 10 is provided with a three-way valve at the position of the third oil inlet 103, the first end of the three-way valve is connected with the radiator, the second end is connected with the third oil inlet 103, and the third end is connected with the lubricating oil pipe 31, and the lubricating pipeline 40 is installed on the second shell 20, wherein the oil inlet end of the lubricating pipeline 40 is communicated with the third oil inlet 103, and the oil outlet end is respectively connected with the upper end of the second shell 20 and the part of the second shell 20 close to the power output end, which is used for lubricating the output end of the gearbox assembly.

[0152] Based on the further improvement of the above structure, the first shell 10 is further provided with a pressure relief valve 12, which is installed on the side wall of the first oil inlet 101 and the third oil inlet 103, and is used for discharging the overpressure lubricating oil;

[0153] The pressure relief valve 12 comprises:

[0154] A piston rod 121 is movably installed in the first shell 10, and the side wall of the first oil inlet 101 and the third oil inlet 103 is provided with an opening, and the end of the piston is provided with a tapered plug 122, which is used for blocking or penetrating the opening;

[0155] A spring 123 is sleeved on the piston rod 121, one end of the spring 123 abuts against the tapered plug 122, and the other end abuts against the inner wall of the first shell 10;

[0156] When the oil pressure is too high, the lubricating oil will resist the thrust force from the spring 123, and push the tapered plug 122 through the opening, and the tapered plug 122 moves with the piston rod 121, so that a gap is formed between the tapered plug 122 and the opening, so that the oil circuit is communicated with the oil storage cavity 22, and the excess lubricating oil flows into the oil storage cavity 22, such as Figure 12 And Figure 13 As shown, the second shell 20 is provided with an oil leakage hole 24 below the pressure relief valve 12 and below the gear set 21, so that the lubricating oil flows into the oil storage cavity 22.

[0157] The embodiment of the application also provides a heavy engineering vehicle, the heavy engineering vehicle has the gearbox assembly in the above-mentioned gearbox assembly, and the heavy engineering vehicle is provided with a controller for realizing the gearbox assembly, wherein the heavy engineering vehicle comprises a heavy forklift.

[0158] In the description of the application, it needs to be explained that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" and the like indicate the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the convenience of describing the application and simplifying the description, and do not indicate or imply 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 a limitation on the application.

[0159] Those skilled in the art should understand that the above embodiments are only for clearly illustrating the application, and do not limit the scope of the application. Based on the above disclosure, other changes or modifications can also be made by those skilled in the art, and these changes or modifications are still within the scope of the application.

Claims

1. A transmission assembly characterized by: The gearbox assembly comprises: a first housing (10) in which a hydraulic torque converter (11) is installed for connecting power input from an engine, a first oil inlet passage (101) and a first oil outlet passage (102) being formed in the first housing (10) and communicating with the hydraulic torque converter (11); a second housing (20) connected with the first housing (10), a transmission gear set (21) being installed in the second housing (20), the transmission gear set (21) being in transmission connection with the hydraulic torque converter (11), one end of the transmission gear set (21) away from the hydraulic torque converter (11) being a power output end of the gearbox assembly, the second housing (20) having an open oil storage cavity (22) below the transmission gear set (21), and a second oil inlet passage (201) being formed in the second housing (20) and communicating with the first oil inlet passage (101); an oil pump (30) being installed on the second housing (20), the oil pump (30) delivering lubricating oil in the oil storage cavity (22) to the second oil inlet passage (201) through an oil pipe (31), so that the lubricating oil enters the first oil inlet passage (101) through the second oil inlet passage (201), and then enters the hydraulic torque converter (11) through the first oil inlet passage (101), and the rotation of the hydraulic torque converter (11) causes the oil to be thrown out of the first oil outlet passage (102); the first housing (10) further has a third oil inlet passage (103), the lubricating oil thrown out of the first oil outlet passage (102) enters a radiator for heat dissipation, and then enters the transmission gear set (21) through the third oil inlet passage (103), and the rotation of the transmission gear set (21) throws the lubricating oil into the oil storage cavity (22) below; a controller for acquiring engine power of a vehicle in which the gearbox assembly is installed and lubricating oil temperature, and for stabilizing the lubricating oil temperature after cooling in a preset interval by dynamically adjusting heat dissipation efficiency of the radiator.

2. The gearbox assembly according to claim 1, wherein: the dynamic adjustment comprises the following steps: S1, dividing the engine power into a low power interval, a medium power interval and a high power interval, setting a target lubricating oil temperature preset interval under each power interval, and setting an initial heat dissipation efficiency according to the power interval; S2, collecting the lubricating oil temperature at the outlet of the radiator, comparing the real-time collected lubricating oil temperature with the preset interval temperature, correcting the initial heat dissipation efficiency to obtain a final target heat dissipation efficiency, and controlling the radiator to dissipate heat according to the final target heat dissipation efficiency; S3, collecting the lubricating oil temperature after cooling, and comparing it with the preset interval in real time, and if there is a deviation, further dynamically adjusting the final target heat dissipation efficiency until the lubricating oil temperature is in the preset interval.

3. The gearbox assembly according to claim 2, wherein: in step S1, When the engine power is in the low power interval, the initial heat dissipation efficiency is 30%-50%, and the target lubricating oil temperature interval is 60-70℃; When the engine power is in the medium power interval, the initial heat dissipation efficiency linearly increases with the power, specifically 50%-80%, and the target lubricating oil temperature interval is 70-75℃; When the engine power is in the high power interval, the initial heat dissipation efficiency is 80%-100%, and the target lubricating oil temperature interval is 75-80℃.

4. The gearbox assembly of claim 3, wherein: The dynamic adjustment further comprises: S4, when the special working condition of sudden engine power rise occurs, the final target heat dissipation efficiency is adjusted urgently; Wherein, if the engine power increases by more than 50kW within 10s, it is judged that the power rises suddenly; the controller adjusts the final target heat dissipation efficiency to the maximum value of the interval where the engine power is located.

5. The gearbox assembly according to claim 2, characterized in that: The controller is further used for: If the temperature of the lubricating oil after cooling by the radiator according to the final target heat dissipation efficiency does not change within 10s, it is judged that the radiator has a slight fault, and the controller sends a radiator system warning to the vehicle instrument panel; If the temperature of the lubricating oil after cooling by the radiator according to the final target heat dissipation efficiency does not change within 20s, it is judged that the radiator has a serious fault, and the controller sends an emergency shutdown signal to the engine and cuts off the power output of the gearbox.

6. The gearbox assembly according to claim 2, characterized in that: In step S3, the temperature of the lubricating oil at the outlet of the radiator is collected, and the initial heat dissipation efficiency is corrected based on the real-time collected lubricating oil temperature, which comprises: If T<60℃, the initial heat dissipation efficiency is reduced by 10%-20%; If 60℃≤T≤80℃, the initial heat dissipation efficiency is maintained; If T>80℃, the initial heat dissipation efficiency is increased by 10%-20%.

7. The gearbox assembly according to any one of claims 1-6, characterized in that: The radiator comprises an air-cooled radiator; The controller changes the heat dissipation efficiency of the radiator by adjusting the rotating speed of the cooling fan.

8. The gearbox assembly according to claim 1, characterized in that: The gearbox assembly further comprises a lubricating pipeline (40) installed on the second housing (20), wherein the inlet end of the lubricating pipeline (40) is connected with the third oil inlet path (103), and the outlet end is connected with the upper end of the second housing (20) and the part of the second housing (20) close to the power output end, respectively.

9. The gearbox assembly of claim 8, wherein: A pressure relief valve (12) is further installed in the first housing (10), and the pressure relief valve (12) is installed on the side wall of the first oil inlet path (101) and the third oil inlet path (103); The pressure relief valve (12) comprises: A piston rod (121) movably installed in the first housing (10), the side wall of the first oil inlet path (101) and the third oil inlet path (103) are both provided with an opening, and the end of the piston has a tapered plug (122) for blocking or penetrating the opening; A spring (123) is sleeved on the piston rod (121), one end of the spring (123) abuts against the tapered plug (122), and the other end abuts against the inner wall of the first shell (10); With the movement of the piston rod (121), a gap is formed between the tapered plug (122) and the opening, so that the oil passage is communicated with the oil storage cavity (22).

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