Comprehensive transmission device

Abstract

The invention relates to the technical field of vehicle transmission devices, and discloses a comprehensive transmission device which comprises a power input part, a speed change part and a steering confluence part, in the power input part, a power input shaft synchronously drives a main pump, a lubricating pump and a steering pump and drives a hydraulic torque converter to output power to the speed change part; the speed changing part is a six-gear manual-automatic integrated gearbox; the left end and the right end of the steering confluence part are provided with two identical planet wheel assemblies, and planet carriers of the planet wheel assemblies are responsible for power output. The steering pump drives the steering motor to drive sun gears of the planet gear assemblies at the left end and the right end. The steering and transmission decoupling design can well adapt to complex terrain steering of the vehicle, accessory centralized driving reduces engine load, and fuel economy is improved; the bottleneck of a traditional split type power chain is broken through, topological innovation of power distribution is achieved, efficiency and control precision are both considered, and hydraulic-mechanical fusion of speed change and steering is effectively completed.

Description

Technical Field

[0001] This invention relates to the field of transmission devices for tracked vehicles, and particularly to the field of power transmission system clutches. Background Technology

[0002] In existing technologies, in the transmission systems of tracked vehicles, accessories such as hydraulic pumps (main pump, lubrication pump, steering pump), cooling fans, and air compressors typically require independent power sources or are driven in stages. This results in excessively long transmission links and significant energy loss during multiple transmissions (low conversion efficiency of mechanical energy → hydraulic energy → mechanical energy). Furthermore, the transmission and steering systems share the same hydraulic oil source, which can lead to sluggish steering response or overheating and wear of the transmission clutch under high load conditions due to oil pressure fluctuations. Moreover, existing automatic transmissions still rely on torque converters to transmit power at high speeds, resulting in 15% to 25% energy loss. Reverse gear ratios are generally below -3.0, leading to insufficient torque output when escaping steep inclines. Additionally, existing tracked vehicles rely on gear differentials for steering, with the steering radius limited by the mechanical structure and unable to be infinitely adjusted. Steering power originates from the engine transfer case, and steering action is affected by engine speed fluctuations. Regarding the thermal management system, traditional cooling fans are directly driven by the engine crankshaft, occupying 10% to 15% of the power output. Under extreme conditions, insufficient lubrication in the transmission system can also cause the planetary gear set to overheat and sinter. In summary, the existing technologies in the heavy-duty vehicle field have long suffered from three core problems: low integration, poor energy efficiency, and inherent handling flaws. Summary of the Invention

[0003] The purpose of this invention is to provide an integrated transmission device that surpasses the performance of existing split transmission systems, providing a new paradigm for the design of powertrains for tracked vehicles.

[0004] To solve the above-mentioned technical problems, the present invention provides an integrated transmission device, including a power input section, a transmission section, and a steering confluence section. In the power input section, the power input shaft synchronously drives the main pump, lubrication pump, and steering pump, and drives the hydraulic torque converter to output power to the transmission section. The transmission section is a six-speed automatic transmission with manual mode. At the left and right ends of the steering confluence section, there are two identical planetary gear assemblies, and the planet carriers of the planetary gear assemblies are responsible for power output. A steering pump drives a steering motor to drive the sun gears of the planetary gear assemblies at the left and right ends. When the vehicle is traveling straight, the sun gears of the planetary gear assemblies at the left and right ends are stationary. When the vehicle is turning, the steering motor drives them to rotate in opposite directions at the same speed, causing the planet carriers of the planetary gear assemblies at the left and right ends to output a speed difference. Three sets of gears are coaxially mounted on the power input shaft. The first set of gears drives the input shaft of the hydraulic torque converter; the second set of gears drives the main pump, lubrication pump, and steering pump; and the third set of gears drives the fan pump and pulley.

[0005] The steering pump is a bidirectional variable hydraulic pump.

[0006] The steering motor is a bidirectional fixed displacement motor.

[0007] The power input shaft also drives a fan pump via gears, and the fan pump in turn drives the fan motor of the vehicle radiator.

[0008] The power input shaft also drives a pulley via gears, and the pulley is used to drive the vehicle's air compressor.

[0009] The six-speed automatic transmission has two rotary clutches and three planetary gear sets arranged sequentially along the power transmission direction, with brakes mounted on each of the three planetary gear sets.

[0010] The six gears of the six-speed automatic transmission are as follows: In first gear, the first rotary clutch is engaged, and the brake corresponding to the third planetary gear is activated. In second gear, the first rotary clutch is engaged, and the brake corresponding to the second planetary gear is activated. In third gear, the first rotary clutch is engaged, and the brake corresponding to the first planetary gear set is activated. Fourth gear, with the first and second rotary clutches engaged; Fifth gear, the second rotary clutch is engaged, and the brake corresponding to the first planetary gear is activated; In sixth gear, the second rotary clutch is engaged, and the brake corresponding to the second planetary gear is activated. In reverse gear, both rotary clutches disengage, and the brakes corresponding to the first and third planetary gear sets are activated.

[0011] The gear ratios are as follows: first gear 3.49; second gear 1.86; third gear 1.41; fourth gear 1.0; fifth gear 0.75; sixth gear 0.65; and reverse gear -5.03.

[0012] The power of the six-speed automatic transmission is transmitted to the ring gears of the planetary components at both ends through a set of three spur gears and a pair of bevel gears. Compared with the prior art, this invention integrates accessories such as fan pump, main pump, lubrication pump, and steering pump into a single gearbox, and combines the hydraulic torque converter, rotary clutch, planetary gear set, transfer case, axle, and differential into a single gearbox, resulting in high integration and a compact structure. Through the cooperation of the hydraulic steering motor, steering pump, and steering confluence planetary gear set, the tracked vehicle can achieve stepless steering and center steering functions. Stepless steering means that the left and right output speeds of the tracked vehicle can be continuously varied without power interruption, allowing the vehicle to turn at any turning radius. Center steering means that the tracked vehicle can rotate 360° forward and reverse on the spot.

[0013] In addition, the decoupled design of steering and transmission can adapt well to the complex terrain of vehicle steering, and the centralized drive of accessories reduces engine load and improves fuel economy; the "one shaft drives seven units" through coaxial multi-stage gears, breaking through the bottleneck of traditional split powertrain and realizing the topology innovation of power distribution. Based on planetary gear strategy optimization + steering hydraulic closed loop, it takes into account efficiency and handling precision, and effectively completes the hydraulic-mechanical integration of transmission and steering; the independent lubrication and thermal management design solves the pain points of traditional transmission system failure under high load conditions and completes the leap in system reliability.

[0014] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0015] One or more embodiments are illustrated by way of example with the corresponding pictures in the accompanying drawings. These illustrations do not constitute a limitation on the embodiments. Elements with the same reference numerals in the drawings are denoted as similar elements. Unless otherwise stated, the figures in the drawings do not constitute a limitation on scale.

[0016] Figure 1 This is a schematic diagram of the power transmission connection structure of at least one embodiment of the present invention; Figure 2 yes Figure 1 Schematic diagram of the power transmission connection structure of the central steering and confluence section; Figure 3 yes Figure 1 A schematic diagram of the power transmission connection structure through which the steering pump provides power to the steering motor; Figure 4 yes Figure 1 A schematic diagram of the power transmission principle of the first gear of a six-speed automatic transmission with manual mode; Figure 5 yes Figure 1 A schematic diagram of the power transmission principle of the second gear of a six-speed automatic transmission with manual mode; Figure 6 yes Figure 1 A schematic diagram of the power transmission principle of a six-speed automatic transmission with manual mode in three gears; Figure 7 yes Figure 1 A schematic diagram of the power transmission principle of a six-speed automatic transmission with manual mode, showing the four-speed transmission. Figure 8 yes Figure 1 A schematic diagram of the power transmission principle of a six-speed automatic transmission with manual mode, specifically the fifth speed. Figure 9 yes Figure 1A schematic diagram of the power transmission principle of a six-speed automatic transmission with manual mode; Figure 10 yes Figure 1 A schematic diagram illustrating the power transmission principle of a six-speed automatic transmission with manual mode in reverse gear; Figure 11 yes Figure 3 The diagram shows the working principle of the steering arm installed on the steering pump. Detailed Implementation

[0017] To make the objectives, technical solutions, and advantages of this invention clearer, the embodiments of this invention will be described in detail below with reference to the accompanying drawings. However, those skilled in the art will understand that many technical details are presented in the embodiments of this invention to facilitate a better understanding of this application. However, the technical solutions claimed in this application can be implemented even without these technical details and various variations and modifications based on the following embodiments. The division of the following embodiments is for ease of description and should not constitute any limitation on the specific implementation of this invention. The embodiments can be combined with and referenced by each other without contradiction.

[0018] Example 1 like Figure 1 The illustrated integrated transmission device includes a power input section, a transmission section, and a steering confluence section. In the power input section, the power input shaft synchronously drives the main pump, lubrication pump, and steering pump, which in turn drives the hydraulic torque converter to output power to the transmission section. The transmission section is a six-speed automatic transmission with manual mode. At both ends of the steering confluence section, there are two identical planetary gear assemblies, with the planet carriers of these assemblies responsible for power output. A steering pump drives a steering motor, which in turn drives the sun gears of the planetary gear assemblies at both ends. When the vehicle is traveling straight, the sun gears at both ends are stationary. When the vehicle is turning, the steering motor drives them to rotate in opposite directions at equal speeds, creating a speed difference in the output of the planet carriers of the left and right planetary gear assemblies. That is, when the vehicle is traveling straight, the sun gears at both ends are stationary; only when turning does the steering pump drive the steering motor, causing the sun gears of the left and right planetary gear assemblies to rotate in opposite directions at equal speeds, creating a speed difference in the output of the planet carriers of the left and right planetary assemblies, thereby enabling the vehicle to turn left or right.

[0019] The hydraulic torque converter, as a power buffer, is directly coupled with the planetary gear mechanical transmission, which ensures smooth starting and reduces hydraulic loss at high speeds. Compared with the traditional multi-plate clutch structure, this design reduces shift shock and extends clutch life.

[0020] Example 2 Based on Embodiment 1, three sets of gears are coaxially mounted on the power input shaft. The first set of gears drives the input shaft of the hydraulic torque converter; the second set of gears drives the main pump, lubrication pump, and steering pump; and the third set of gears drives the fan pump and pulley.

[0021] Preferably, the steering pump is a bidirectional variable hydraulic pump.

[0022] Preferably, the steering motor is a bidirectional fixed displacement motor.

[0023] The power input shaft synchronously drives the hydraulic torque converter, main pump, lubrication pump, steering pump, fan pump, and air compressor via two sets of gears, achieving centralized power distribution. This, through gear nesting and pulley linkage, significantly simplifies the structure, reduces energy transmission levels, and improves overall efficiency. The steering pump uses a bidirectional variable displacement hydraulic pump to power the steering motor (bidirectional fixed displacement motor). Steering flow convergence is achieved through a planetary gear assembly, allowing hydraulic separation between the steering pump and the transmission system, preventing steering actions from interfering with the stability of the main drive.

[0024] The power input shaft directly drives the fan pump to power the radiator fan motor, and at the same time, it links the air compressor through a pulley, which can effectively ensure the thermal stability of the system when it is running under continuous high load.

[0025] Example 3 Based on Example 1, the six-speed automatic transmission has two rotary clutches and three planetary gear sets in sequence along the power transmission direction, and each of the three planetary gear sets is equipped with a brake.

[0026] Furthermore, the six gears of the six-speed automatic transmission are as follows: In first gear, the first rotary clutch is engaged, and the brake corresponding to the third planetary gear is activated. In second gear, the first rotary clutch is engaged, and the brake corresponding to the second planetary gear is activated. In third gear, the first rotary clutch is engaged, and the brake corresponding to the first planetary gear set is activated. Fourth gear, with the first and second rotary clutches engaged; Fifth gear, the second rotary clutch is engaged, and the brake corresponding to the first planetary gear is activated; In sixth gear, the second rotary clutch is engaged, and the brake corresponding to the second planetary gear is activated. In reverse gear, both rotary clutches disengage, and the brakes corresponding to the first and third planetary gear sets are activated.

[0027] Preferably, the gear ratios are as follows: first gear 3.49; second gear 1.86; third gear 1.41; fourth gear 1.0; fifth gear 0.75; sixth gear 0.65; and reverse gear -5.03.

[0028] Furthermore, the power of the six-speed automatic transmission is transmitted to the ring gears of the planetary gear sets at both ends via a set of three spur gears and a pair of bevel gears. Specifically, when the vehicle is driving straight, the sun gears of the planetary gear sets at both ends are stationary, and the planetary carriers at both ends output power at the same speed. At this time, the steering pump and steering motor are not working. By manipulating the lever of the steering pump, the steering motor can be controlled to rotate in the forward or reverse direction. By adjusting the swing angle of the lever, the rotation speed of the steering motor can be controlled, so that the sun gears at both ends rotate at the same speed in opposite directions, thereby causing the planetary carriers to output power at different speeds, thus achieving vehicle steering.

[0029] The steering motor drives the sun gear of the outer ring of the planetary gear assembly, and synchronously controls the output at both ends to generate a speed difference, thereby realizing the steering of the whole vehicle. It can eliminate the traditional differential structure, and the steering radius can be adjusted by hydraulic stepless adjustment, resulting in faster response and no mechanical wear problems. At the same time, the steering motor speed is controlled by the tie arm, so the steering sensitivity can be adjusted to adapt to complex road conditions.

[0030] Since Embodiment 2 corresponds to this embodiment, this embodiment can be implemented in conjunction with Embodiment 2. The relevant technical details mentioned in Embodiment 2 remain valid in this embodiment, and the technical effects achievable in Embodiment 2 can also be realized in this embodiment. To reduce repetition, they will not be repeated here. Correspondingly, the relevant technical details mentioned in this embodiment can also be applied to Embodiment 2.

[0031] Example 4 In summary, as described in the above embodiments, Figures 1 to 9 As shown, the system mainly includes a power input section, a transmission section, and a steering confluence section. The power input section drives the steering pump, lubrication pump, master pump, and other accessories; it transmits power to the torque converter, which then transmits the power to the transmission section. The transmission section includes two rotary clutches C1 and C2, three brakes C3, C4, and C5, and three planetary gear sets P1, P2, and P3. It can achieve six forward gears and one reverse gear. The steering confluence section includes two planetary gear sets, left and right. The steering motor can drive the sun gears of the left and right planetary gear sets to rotate at the same speed but in opposite directions. This creates a speed difference in the output of the planet carriers of the left and right planetary gear sets, enabling the vehicle to turn left and right. In the absence of power input, the steering motor in the steering confluence section can drive the sun gears of the left and right planetary gear sets to rotate at the same speed but in opposite directions, allowing the vehicle to turn in place. The steering pump is a bidirectional variable displacement hydraulic pump, and the steering motor is a bidirectional fixed displacement motor; both can be directly selected from mature products of reputable manufacturers.

[0032] The power input section includes a steering pump, main pump, lubrication pump, fan pump, pulley, and torque converter. The steering pump powers the steering motor of the integrated drivetrain. The fan pump drives the fan motor of the vehicle's radiator. The pulley drives the vehicle's air compressor. The fan pump and pulley are optional installations. The main pump supplies pressurized oil to the hydraulic control valves of the integrated drivetrain. The lubrication pump supplies lubricating oil to the bearings and gears of the integrated drivetrain. The torque converter mainly includes a pump impeller, turbine, stator, lock-up clutch, and torsional damper. In torque-changing mode, the turbine amplifies the input power before transmitting it to the transmission; in lock-up mode, power is directly transmitted to the transmission.

[0033] Generally, the steering pump is a bidirectional variable displacement hydraulic pump, and the steering motor is a bidirectional fixed displacement motor. Their hydraulic principles are as follows: Figure 3 As shown, a steering lever is installed on the steering pump to control the displacement of the steering pump and the direction of the pressurized oil flow, such as... Figure 11 As shown, the larger the steering arm rotation angle, the larger the steering pump displacement. When the steering arm is in the middle position, the steering pump displacement is zero. Under the same operating conditions of driving the steering pump at the same speed, the larger the displacement, the greater the flow rate of the pumped hydraulic oil, and the greater the output speed of the driven steering motor.

[0034] The integrated transmission system mainly consists of two rotary clutches C1 and C2, three brakes C3, C4 and C5, and three planetary gear sets P1, P2 and P3. By disengaging and retracting the rotary clutches and brakes, the transmission can achieve six forward gears and one reverse gear.

[0035] like Figure 2 As shown, the integrated transmission system mainly includes a steering motor and left and right output planetary gear sets. The steering pump is a bidirectional variable displacement hydraulic pump, and the steering motor is a bidirectional fixed displacement motor. Its hydraulic principle is as follows: Figure 3 The steering pump has a lever arm, which controls the displacement of the steering pump and the flow direction of the pressurized oil. The larger the rotation angle of the lever arm, the larger the displacement of the steering pump. When the lever arm is in the middle position, the displacement of the steering pump is zero. Under the same working conditions of driving the steering pump at the same speed, the larger the displacement, the greater the flow rate of the pumped hydraulic oil, and the greater the output speed of the driving steering motor.

[0036] Drive wheel 1 and drive wheel 2 have the same tooth module, and sun gear 1 and sun gear 2 have the same tooth module; there is only one idler gear on the left and two idler gears on the right. When the steering motor is not working, the torque on drive wheel 1 and drive wheel 2 is equal in magnitude and opposite in direction, so sun gear 1 and sun gear 2 will not rotate; at this time, the speed of the power output on the left and right is the same, and the vehicle drives straight.

[0037] When the power input is zero, the rotational speed of the ring gears of the left and right planetary gear sets is also zero. At this time, the steering motor rotates, and the rotational speeds of sun gear 1 and sun gear 2 are equal but opposite, ensuring that the power output speeds are equal and the rotational speeds are opposite, which can meet the requirement of tracked vehicles turning in place. Since the steering motor can rotate in both directions, the vehicle can also turn in place in both directions.

[0038] When the power input is not zero, the steering motor drives the sun gear 1 and sun gear 2 to rotate at the same speed but in opposite directions. This will generate a speed difference between the left and right power outputs, enabling the tracked vehicle to turn left and right.

[0039] Those skilled in the art will understand that the specific embodiments of the present invention described above can be modified in form and detail in practical applications without departing from the spirit and scope of the present invention.

Claims

1. A powertrain, characterized by: The system includes a power input section, a transmission section, and a steering confluence section. In the power input section, the power input shaft synchronously drives the main pump, lubrication pump, and steering pump, and drives the hydraulic torque converter to output power to the transmission section. The transmission section is a six-speed automatic transmission with manual mode. At the left and right ends of the steering confluence section, there are two identical planetary gear assemblies, and the planet carriers of the planetary gear assemblies are responsible for power output. The steering pump drives the steering motor to drive the sun gears of the planetary gear assemblies at the left and right ends. When the vehicle is traveling straight, the sun gears of the planetary gear assemblies at the left and right ends are stationary. When the vehicle is turning, the steering motor drives them to rotate in opposite directions at the same speed, so that the output speed of the planet carriers of the planetary gear assemblies at the left and right ends is generated.

2. The integrated transmission of claim 1, wherein: Three sets of gears are coaxially mounted on the power input shaft. The first set of gears drives the input shaft of the hydraulic torque converter; the second set of gears drives the main pump, lubrication pump, and steering pump; and the third set of gears drives the fan pump and pulley.

3. The integrated transmission of claim 1 or 2, wherein: The steering pump is a bidirectional variable displacement hydraulic pump.

4. The integrated transmission of claim 1, wherein: The steering motor is a bidirectional fixed displacement motor.

5. The integrated transmission of claim 1, wherein: The power input shaft also drives the input shaft of the fan pump via gears, and the fan pump then drives the fan motor of the vehicle radiator.

6. The integrated transmission of claim 5, wherein: The power input shaft also drives a pulley via gears, and the pulley is used to drive the vehicle's air compressor.

7. The integrated transmission of claim 1, wherein: The six-speed automatic transmission has two rotary clutches and three planetary gear sets arranged sequentially along the power transmission direction, with brakes mounted on each of the three planetary gear sets.

8. The integrated transmission of claim 1, wherein: The six gears of the six-speed automatic transmission are as follows: In first gear, the first rotary clutch is engaged, and the brake corresponding to the third planetary gear is activated. In second gear, the first rotary clutch is engaged, and the brake corresponding to the second planetary gear is activated. In third gear, the first rotary clutch is engaged, and the brake corresponding to the first planetary gear set is activated. Fourth gear, with the first and second rotary clutches engaged; Fifth gear, the second rotary clutch is engaged, and the brake corresponding to the first planetary gear is activated; In sixth gear, the second rotary clutch is engaged, and the brake corresponding to the second planetary gear is activated. In reverse gear, both rotary clutches disengage, and the brakes corresponding to the first and third planetary gear sets are activated.

9. The integrated transmission of claim 8, wherein: The six-speed automatic transmission has the following gear ratios: first gear 3.49; second gear 1.86; third gear 1.41; fourth gear 1.0; fifth gear 0.75; sixth gear 0.65; and reverse gear -5.

03.

10. The integrated transmission device as described in claim 1, characterized in that: The power of the six-speed automatic transmission is transmitted to the ring gears of the planetary components at the left and right ends through a set of three spur gears and a pair of bevel gears.

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