Graded power take-off hydraulic torque converter transmission system

Abstract

The invention relates to the field of hydraulic torque converters, and provides a hydraulic torque converter transmission system with graded power takeoff, one end of a cover wheel is in clutch connection with a planetary gear mechanism through a first clutch mechanism, the other end of the cover wheel is in clutch connection with a pump wheel through a third clutch mechanism, the pump wheel is in transmission connection with a turbine, the turbine is connected with the planetary gear mechanism, and the planetary gear mechanism is connected with an output shaft. The pump wheel is connected with a common power take-off port, the cover wheel is connected with an engine and a steady-speed power take-off port, and the steady-speed power take-off port is connected with a power take-off port accessory through a fourth clutch mechanism in a clutch mode. The cover wheel and the engine have the same rotating speed, the rotating speed of the steady-speed power take-off port and the power take-off port accessory is linearly related to the rotating speed of the engine, and the rotating speed of the general power take-off port is linearly related to the rotating speed of the pump wheel. The rotating speed and torque transmission relation between the engine and the torque converter pump wheel is actively adjusted by controlling the first clutch mechanism and the third clutch mechanism, it is ensured that the rotating speed of the engine does not drop under the working conditions of vehicle starting, gear shifting and the like, and then a common power take-off opening and a steady-speed power take-off opening are formed in the torque converter.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of hydraulic torque converter, and further relates to a kind of hierarchical power hydraulic torque converter transmission system. BACKGROUND

[0002] Hydraulic torque converter uses liquid as transmission medium, has strong load adaptive capacity, can relieve transmission system impact and vibration, improves operation smoothness and prolongs equipment service life, etc., so it is widely used in passenger car, commercial vehicle, engineering machinery and special vehicle field.

[0003] In traditional configuration, the vehicle power transmission path involved by hydraulic torque converter is usually: engine→torque converter→gearbox→drive axle→wheel or track, a total of four-stage transmission. Current commonly used power take-off mode mainly has two kinds: one is to add gear mechanism at the flywheel shell between engine and torque converter to lead out power take-off port; two is to add gear transmission at torque converter pump wheel to lead out power take-off port. Since the pump wheel and cover wheel of torque converter rotate at the same speed as engine, the output speed of power take-off port is linearly related to the three. When the main transmission system faces load sudden increase condition (such as starting, gear shifting), the engine speed drops, which will cause the output speed of power take-off port to decrease, and cannot maintain stable output, thereby affecting the normal operation of subsequent working system of power take-off port.

[0004] Traditional solution usually needs to additionally configure auxiliary power device such as electric motor or diesel engine, to build a second power system to drive related equipment, so as to make up for the defect of unstable speed of power take-off port. SUMMARY

[0005] In view of the above technical problems, the purpose of the present application is to provide a kind of hierarchical power hydraulic torque converter transmission system, by the cooperative control of the first clutch mechanism and the third clutch mechanism, the speed and torque transmission relationship between the engine and the pump wheel of torque converter can be actively adjusted, to ensure that the engine does not drop in speed under the conditions of vehicle starting, gear shifting, etc., and then a general power take-off port and a constant-speed power take-off port are formed on the torque converter, the output speed of the general power take-off port is linearly related to the pump wheel speed of the torque converter; the output speed of the constant-speed power take-off port is linearly related to the engine speed, so the constant-speed power take-off port can maintain stable speed and is not affected by the load change of main transmission, and the constant-speed power take-off port also realizes power on-off control through the fourth clutch mechanism.

[0006] In order to achieve the above purpose, the present application provides a kind of hierarchical power hydraulic torque converter transmission system, including cover wheel, first clutch mechanism, planetary gear mechanism, output shaft, third clutch mechanism, pump wheel, turbine, constant-speed power take-off port, general power take-off port, main output port, fourth clutch mechanism and power take-off port accessories; The cover wheel is connected to the planetary gear mechanism through the first clutch mechanism at one end and connected to the pump wheel through the third clutch mechanism at the other end, the pump wheel is drivingly connected to the turbine, the turbine is synchronously connected to the planetary gear mechanism, the planetary gear mechanism is synchronously connected to the output shaft, the pump wheel is synchronously connected to the general power take-off, the cover wheel is connected to the engine and the constant-speed power take-off, and the constant-speed power take-off is connected to the power take-off accessory through the fourth clutch mechanism. The rotating speed of the cover wheel is the same as that of the engine, the rotating speed of the constant-speed power take-off and the power take-off accessory is linearly related to the rotating speed of the engine, and the rotating speed of the general power take-off is linearly related to the rotating speed of the pump wheel.

[0007] In some embodiments, in the first state, the first clutch mechanism and the third clutch mechanism are in a fully engaged state, and the fourth clutch mechanism is in a disengaged state; engine power flows through the cover wheel, the first clutch mechanism and the planetary gear mechanism in one path, and flows through the cover wheel, the third clutch mechanism, the pump wheel, the turbine and the planetary gear mechanism in the other path, and the two paths of power are combined and transmitted to the output shaft and the main output port; at the same time, the remaining engine power is used to synchronously rotate the general power take-off and the constant-speed power take-off by the pump wheel and the cover wheel respectively; and the power take-off accessory is in a stopped state. In the second state, the first clutch mechanism and the third clutch mechanism are in a fully disengaged state, and the fourth clutch mechanism is in an engaged state; the engine drives the cover wheel and the constant-speed power take-off to synchronously rotate, and drives the power take-off accessory through the fourth clutch mechanism; the power of the pump wheel, the turbine, the planetary gear mechanism, the output shaft, the main output port and the general power take-off is cut off, and they are in a stopped state. In the third state, the first clutch mechanism and the third clutch mechanism are in a controllable slip engagement state, and the fourth clutch mechanism is in an engaged state; the engine drives the cover wheel, the constant-speed power take-off and the power take-off accessory to synchronously rotate; at the same time, by controlling the engagement degree of the first clutch mechanism and the third clutch mechanism, the pump wheel receives controllable power input from the cover wheel, the general power take-off synchronously rotates with the pump wheel, and controllable power is transmitted to the main output port through the turbine and the planetary gear mechanism.

[0008] In some embodiments, the constant-speed power take-off is provided with a constant-speed gear assembly, which comprises a constant-speed main gear, a constant-speed main gear seat, a constant-speed slave gear and a constant-speed output shaft, the constant-speed main gear is coaxially installed on the constant-speed main gear seat and synchronously connected to the cover wheel, the constant-speed slave gear is coaxially connected to the constant-speed output shaft, and the constant-speed main gear is connected to the constant-speed slave gear. The power take-off accessory comprises an accessory input shaft and an accessory output shaft, the accessory input shaft is coaxially connected with the constant-speed output shaft of the constant-speed power take-off, and the fourth clutch mechanism is in clutch connection with the accessory input shaft and the accessory output shaft; When the fourth clutch mechanism is disengaged, the power transmission between the accessory input shaft and the accessory output shaft is cut off, and the power take-off accessory is in a stopped state; When the fourth clutch mechanism is engaged, power is transmitted to the accessory output shaft in sequence through the cover wheel, the constant-speed gear assembly, the accessory input shaft and the fourth clutch mechanism, driving the power take-off accessory to rotate at a stable speed linearly related to the engine speed.

[0009] In some embodiments, the power take-off accessory further comprises an accessory housing assembly and a fifth clutch mechanism, the power take-off accessory is installed on the constant-speed power take-off through the accessory housing assembly, and the fifth clutch mechanism is in clutch connection with the accessory output shaft and the accessory housing assembly; The fifth clutch mechanism and the fourth clutch mechanism work alternately, in a first state, the fourth clutch mechanism is disengaged, and the fifth clutch mechanism is engaged, so that the accessory output shaft is braked; In a second state and a third state, the fourth clutch mechanism is engaged, and the fifth clutch mechanism is disengaged, so that the accessory output shaft can rotate freely.

[0010] In some embodiments, the fourth clutch mechanism comprises a fourth clutch drum, a fourth end plate, a fourth piston and a fourth friction plate set, the fourth clutch drum is coaxially connected with the accessory input shaft, the fourth end plate is installed on the accessory output shaft, the fourth piston and the fourth friction plate set are arranged between the fourth clutch drum and the fourth end plate, and the fourth piston is adapted to drive the fourth friction plate set to be pressed against the fourth end plate; The fifth clutch mechanism comprises a fifth clutch drum, a fifth end plate, a fifth piston and a fifth friction plate set, the fifth clutch drum is coaxially connected with the accessory output shaft, the fifth clutch drum is coaxially connected with the accessory housing assembly, the fifth piston and the fifth friction plate set are arranged between the fifth clutch drum and the fifth end plate, and the fifth piston is adapted to drive the fifth friction plate set to be pressed against the fifth end plate; Wherein, the accessory output shaft of the power take-off accessory and the fourth clutch hub of the fourth clutch mechanism and / or the fifth clutch hub of the fifth clutch mechanism are the same part.

[0011] In some embodiments, a second clutch mechanism is further included, the second clutch mechanism is in clutch connection with the cover wheel and the turbine.

[0012] In some embodiments, the first clutch mechanism comprises a ring spacer, a first clutch drum, a first end plate, a first clutch hub, a first piston and a first friction plate set, the first clutch hub is concentrically mounted on the output shaft, the ring spacer, the first clutch drum and the first end plate are concentrically connected and locked to the cover wheel and form a first hydraulic cavity, one end of the ring spacer is provided with the first piston, and the first piston is adapted to drive the first friction plate set to be pressed against the first end plate. The third clutch mechanism comprises a third clutch drum, a third end plate, a pump wheel cover, a steady speed main gear base, a third clutch hub, a pump wheel hub, a third piston and a third friction plate set; the third clutch drum, the third end plate, the pump wheel cover and the steady speed main gear base are concentrically connected and mounted on the third clutch hub, the pump wheel hub, the pump wheel and the third clutch hub are concentrically connected and mounted on the guide wheel guide wheel base assembly, one side of the cover wheel close to the pump wheel is provided with the third piston and the third friction plate set, and the third piston is adapted to drive the third friction plate set to be pressed against the third end plate.

[0013] In some embodiments, the planetary gear mechanism comprises a planetary gear carrier assembly, an inner ring gear, a drive wheel and a sun gear, the planetary gear carrier assembly is coaxially connected and locked on the output shaft, the revolution speed of the planetary gear of the planetary gear carrier assembly is synchronous with the output shaft, the inner ring gear is coaxially connected on the drive wheel, the drive wheel is connected to the turbine, so that the revolution speed of the inner ring gear is synchronous with the rotation of the turbine, and the sun gear is concentrically mounted with the planetary gear carrier assembly and the inner ring gear, wherein the sun gear and the first clutch hub of the first clutch mechanism are the same part.

[0014] In some embodiments, the general gear assembly is arranged in the general power take-off port, the general gear assembly comprises a general main gear, a general main gear base and a general driven gear, the general main gear is coaxially mounted on the general main gear base and is synchronously connected to the pump wheel, and the general driven gear is connected to the general main gear, wherein the general main gear base and the third clutch hub of the third clutch mechanism are the same part.

[0015] In some embodiments, the steady speed power take-off port is one or more, and the general power take-off port is one or more.

[0016] Compared with the prior art, the hydraulic torque converter transmission system provided by the application has at least one of the following beneficial effects: 1. By synergistically controlling the first clutch mechanism and the third clutch mechanism, the rotational speed and torque transmission relationship between the engine and the pump of the torque converter can be actively adjusted, ensuring that the engine does not experience a drop in rotational speed under conditions such as vehicle starting and gear shifting, thereby forming a general power take-off port and a constant-speed power take-off port on the torque converter. The output rotational speed of the general power take-off port is linearly related to the rotational speed of the pump of the torque converter, and the output rotational speed of the constant-speed power take-off port is linearly related to the rotational speed of the engine, so that the constant-speed power take-off port can maintain a stable rotational speed and is not affected by changes in the load of the main drive. The constant-speed power take-off port also realizes power on-off control through the fourth clutch mechanism.

[0017] 2. Since the rotational speed source of the constant-speed power take-off port is directly related to the rotational speed of the engine, rather than the pump or turbine inside the torque converter, its output completely avoids the rotational speed fluctuations caused by sudden changes in the load of the main drive system, which ensures that the equipment relying on the constant-speed power take-off port can obtain extremely stable input rotational speed, ensuring the quality and reliability of work.

[0018] 3. In the first state where the fourth clutch mechanism is disengaged and the power is cut off, the fifth clutch mechanism is engaged, and the accessory output shaft is locked and braked, effectively preventing self-rotation caused by inertia or external force couples, ensuring the safety of the equipment.

[0019] 4. The second clutch mechanism is engaged when the turbine and the cover wheel have a reasonable speed difference, improving the efficiency of the high-speed output section of the main output port. BRIEF DESCRIPTION OF DRAWINGS

[0020] The above-mentioned characteristics, technical features, advantages and implementation methods of the present application will be further described in a clear and understandable manner in combination with the preferred embodiments and the accompanying drawings.

[0021] Figure 1 is a schematic diagram of a stepped power take-off hydraulic torque converter transmission system; Figure 2 is a sectional view of a stepped power take-off hydraulic torque converter transmission system; Figure 3 is a sectional view of the first clutch mechanism; Figure 4 is a sectional view of the third clutch mechanism; Figure 5 is a sectional view of the constant-speed power take-off port; Figure 6 is a schematic diagram of the power transmission direction in the first state; Figure 7 is a schematic diagram of the power transmission direction in the second state; Figure 8 is a schematic diagram of the power transmission direction in the third state.

[0022] BRIEF DESCRIPTION OF DRAWINGS Housing 1, cover wheel 2, first clutch mechanism 21, gear ring partition 211, first clutch drum 212, first end plate 213, first clutch hub 214, first piston 215, first hydraulic chamber 216, first friction plate assembly 217, third clutch mechanism 22, third clutch drum 221, third end plate 222, pump wheel cover 223, third clutch hub 224, third piston 225, third hydraulic chamber 226, third friction plate assembly 227, second clutch mechanism 23, planetary gear mechanism 3, planetary gears Frame assembly 31, internal gear ring 32, drive wheel 33, sun gear 34, output shaft 4, main output port 41, pump wheel 5, pump wheel hub 51, turbine 6, speed-stabilizing power take-off port 7, speed-stabilizing gear assembly 71, speed-stabilizing main gear 711, speed-stabilizing main gear seat 712, speed-stabilizing driven gear 713, speed-stabilizing output shaft 714, power take-off port accessory 72, accessory input shaft 721, accessory output shaft 722, accessory housing assembly 723, fourth clutch mechanism 73, fifth clutch mechanism 74, general power take-off port 8, guide wheel guide wheel seat assembly 9. Detailed Implementation

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the specific implementation methods of the present invention will be described below with reference to the accompanying drawings. Obviously, the drawings described below are merely some embodiments of the present invention. For those skilled in the art, other drawings and other implementation methods can be obtained based on these drawings without creative effort.

[0024] To keep the drawings concise, each figure only schematically shows the parts relevant to the invention, and these do not represent the actual structure of the product. Furthermore, to facilitate understanding, in some figures, only one of components with the same structure or function is schematically depicted, or only one is labeled. In this document, "one" not only means "only one," but can also mean "more than one."

[0025] It should also be further understood that the term “and / or” as used in this application specification and the appended claims means any combination of one or more of the associated listed items and all possible combinations, and includes such combinations.

[0026] In this document, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium; and they can refer to the internal communication between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0027] Furthermore, in the description of this application, the terms "first," "second," etc., are used only for distinguishing descriptions and should not be construed as indicating or implying relative importance. It should be noted that the above embodiments can be freely combined as needed. The above are merely preferred embodiments of the present invention. It should be pointed out that for those skilled in the art, several improvements and modifications can be made without departing from the principles of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

[0028] refer to Figure 1 and Figure 2 This invention provides a staged power take-off hydraulic torque converter transmission system, including a cover wheel 2, a first clutch mechanism 21, a planetary gear mechanism 3, an output shaft 4, a third clutch mechanism 22, a pump wheel 5, a turbine 6, a speed-regulating power take-off port 7, a general power take-off port 8, a main output port 41, a fourth clutch mechanism 73, and a power take-off port accessory 72; one end of the cover wheel 2 is engaged and disengaged to the planetary gear mechanism 3 via the first clutch mechanism 21, and the other end is engaged and disengaged to the pump wheel 5 via the third clutch mechanism 22, and the pump wheel 5 is driven by the turbine 6. Turbine 6 is synchronously connected to planetary gear mechanism 3, planetary gear mechanism 3 is synchronously connected to output shaft 4, output shaft 4 is synchronously connected to main output port 41, pump wheel 5 is synchronously connected to general power take-off port 8, cover wheel 2 is connected to engine and stable speed power take-off port 7, stable speed power take-off port 7 is clutched to power take-off port accessory 72 through fourth clutch mechanism 73; cover wheel 2 and engine have the same rotational speed, the rotational speed of stable speed power take-off port 7 and power take-off port accessory 72 are linearly related to engine speed, and the rotational speed of general power take-off port 8 is linearly related to pump wheel 5.

[0029] In this embodiment, by coordinating the control of the first clutch mechanism 21 and the third clutch mechanism 22, the speed and torque transmission relationship between the engine and the torque converter pump wheel 5 can be actively adjusted to ensure that the engine speed does not drop during vehicle start-up, gear shifting and other operating conditions. This results in the formation of a general power take-off port 8 and a speed-stabilizing power take-off port 7 on the torque converter. The output speed of the general power take-off port 8 is linearly related to the speed of the torque converter pump wheel 5; the output speed of the speed-stabilizing power take-off port 7 is linearly related to the engine speed. Therefore, the speed-stabilizing power take-off port 7 can maintain a stable speed without being affected by changes in the main drive load. The speed-stabilizing power take-off port 7 also achieves power on / off control through the fourth clutch mechanism 73.

[0030] Specifically, a traditional hydraulic torque converter with a power take-off port typically includes a housing 1, a cover wheel 2, a turbine 6, a guide wheel and guide wheel seat assembly 9, a pump wheel 5, an output shaft 4, and one or more general power take-off gear sets and a general power take-off port 8 connected to the pump wheel 5. In addition, to enhance functionality, two common and independent supplementary structures exist in the prior art: one is to add a planetary gear mechanism 3 at the power input end; the other is to install a clutch between the cover wheel 2 and the turbine 6.

[0031] Unlike the traditional method, the torque converter body of this invention adds a first clutch mechanism 21 and a third clutch mechanism 22. The first clutch mechanism 21 engages and disengages the cover wheel 2 and the planetary gear mechanism 3, and the third clutch mechanism 22 engages and disengages the cover wheel 2 and the pump wheel 5. At this time, both ends of the cover wheel 2 can be separated, and the rotational speed of the cover wheel 2 can be the same as the rotational speed of the engine. This allows the rotational speed of the speed-stabilizing power take-off port 7, which is directly connected to the cover wheel 2, to be linearly related to the engine speed. With a stable engine speed, the speed-stabilizing power take-off port 7 can obtain a stable rotational speed.

[0032] Specifically, the hydraulic torque converter transmission system with graded power take-off is provided with a housing 1 on the outside. One end of the cover wheel 2 inside the housing 1 is connected to the planetary gear mechanism 3 through the first clutch mechanism 21, and the other end is connected to the pump wheel 5 through the third clutch mechanism 22. The pump wheel 5 and the turbine 6 form a hydraulic transmission pair. The turbine 6 is synchronously connected to the planetary gear mechanism 3. The planetary gear mechanism 3 is synchronously connected to the output shaft 4. The output shaft 4 ultimately drives the main output port 41. This application improves the overall performance curve of the three wheels of the torque converter through the planetary gear structure. The pump wheel 5 is synchronously connected to the general power take-off port 8. The cover wheel 2 is connected to both the engine and the speed-stabilized power take-off port 7. The speed-stabilized power take-off port 7 is clutch-controlled with the power take-off port accessory 72 through the fourth clutch mechanism 73. The speed of the shroud 2 is consistent with that of the engine; the speed of the steady-speed power take-off port 7 and its connected power take-off port accessory 72 is linearly related to the engine speed, so that it can maintain stable output when the main drive load changes; the speed of the general power take-off port 8 is linearly related to the speed of the pump wheel 5, and its output is adjusted accordingly with the change of hydraulic transmission conditions.

[0033] Therefore, in this embodiment, the active adjustment of the speed and torque transmission relationship between the engine and the torque converter pump wheel 5 is achieved by coordinating the control of the first clutch mechanism 21 and the third clutch mechanism 22. Under sudden load changes such as vehicle start-up and gear shifting, the system ensures that the engine speed does not drop and maintains efficient and stable operation through the combined operation of the first clutch mechanism 21 and the third clutch mechanism 22. The output speed of the general power take-off port 8 is linearly related to the speed of the pump wheel 5, which is suitable for auxiliary equipment that is not sensitive to speed fluctuations or requires follow-up; the output speed of the speed-stabilized power take-off port 7 is linearly related to the engine speed and is not affected by the main drive load fluctuation, which can provide stable power for equipment that requires constant speed. The speed-stabilized power take-off port 7 realizes power on / off control through the fourth clutch mechanism 73 and has independent start-stop and braking capabilities. When the speed-stabilized power take-off port 7 works alone, the main output port 41 and the general power take-off port 8 can enter a stopped state, so that all engine power is distributed to the speed-stabilized power take-off port 7, which meets the working conditions of high power and stable speed output.

[0034] More specifically, see reference Figure 1 , Figure 2 as well as Figures 6 to 8In the first state, the first clutch mechanism 21 and the third clutch mechanism 22 are fully engaged, and the fourth clutch mechanism 73 is disengaged. Engine power flows through the cover wheel 2, the first clutch mechanism 21, and the planetary gear mechanism 3 in one path, and through the cover wheel 2, the third clutch mechanism 22, the pump wheel 5, the turbine 6, and the planetary gear mechanism 3 in the other. The two power paths converge and are transmitted to the output shaft 4 and the main output port 41. Simultaneously, the remaining engine power is used by the pump wheel 5 and the cover wheel 2 to synchronously rotate the general power take-off port 8 and the speed-controlled power take-off port 7. The power take-off port accessory 72 is stationary. In the second state, the first clutch mechanism 21 and the third clutch mechanism 22 are fully disengaged, and the fourth clutch mechanism 73 is engaged. The engine drives the cover wheel 2 and the speed-controlled power take-off port. The pump wheel 7 rotates synchronously and drives the power take-off port accessory 72 through the fourth clutch mechanism 73; the power to the pump wheel 5, turbine 6, planetary gear mechanism 3, output shaft 4, main output port 41 and general power take-off port 8 is cut off and they are in a stopped state; in the third state, the first clutch mechanism 21 and the third clutch mechanism 22 are in a controllable slip engagement state, and the fourth clutch mechanism 73 is in an engaged state; the engine drive cover wheel 2, the speed-stabilizing power take-off port 7 and the power take-off port accessory 72 rotate synchronously; at the same time, by controlling the engagement degree of the first clutch mechanism 21 and the third clutch mechanism 22, the pump wheel 5 receives controllable power input from the cover wheel 2, and the general power take-off port 8 rotates synchronously with the pump wheel 5 and transmits controllable power to the main output port 41 through the turbine 6 and the planetary gear mechanism 3.

[0035] In summary, in the first, second, and third states of this invention, the rotational speed of the equipment connected to the power take-off port 8 is linearly related to the rotational speed of the pump wheel 5. This allows it to be used to connect equipment that does not need to operate when there is no output of the main power, enabling it to operate synchronously with the main power. Furthermore, in the second state, the steady-speed power take-off port 7 can utilize most of the engine's power, eliminating most of the unnecessary power output, which is a significant advantage.

[0036] It is worth noting that the key to this application lies in the fact that, by adding a first clutch mechanism 21 and a third clutch mechanism 22, and by controlling the combination of the first friction plate group 217 and the third friction plate group 227 of the first clutch mechanism 21 and the third clutch mechanism 22, the correlation between the engine speed and torque and the torque converter pump wheel 5 speed and torque can be controlled. That is, the correlation between the engine output speed and torque and the torque converter output speed and torque can be actively controlled, so that the engine does not lose speed during vehicle start-up and gear shifting. Secondly, by adding one or more speed-stabilizing power take-off ports 7 and one or more speed-stabilizing gear assemblies 71, the speed-stabilizing main gear 711 is synchronized with the cover wheel 2, i.e., the engine, and the output speed of the speed-stabilizing power take-off port 7 is linearly related to the engine speed.

[0037] Preferably, refer to Figure 5The power take-off port 7 is equipped with a speed stabilizing gear assembly 71, which includes a speed stabilizing main gear 711, a speed stabilizing main gear seat 712, a speed stabilizing driven gear 713, and a speed stabilizing output shaft 714. The speed stabilizing main gear 711 is coaxially mounted on the speed stabilizing main gear seat 712 and synchronously connected to the cover wheel 2. The speed stabilizing driven gear 713 is coaxially connected to the speed stabilizing output shaft 714, and the speed stabilizing main gear 711 is connected to the speed stabilizing driven gear 713. The power take-off port accessory 72 includes an accessory input shaft 721 and an accessory output shaft 722. The accessory input shaft 721 is coaxially connected to the speed stabilizing power take-off port 7. The speed-regulating output shaft 714 and the fourth clutch mechanism 73 are used to engage and disengage the accessory input shaft 721 and the accessory output shaft 722. When the fourth clutch mechanism 73 is disengaged, the power transmission between the accessory input shaft 721 and the accessory output shaft 722 is cut off, and the power take-off accessory 72 is in a stopped state. When the fourth clutch mechanism 73 is engaged, the power is transmitted sequentially through the cover wheel 2, the speed-regulating gear assembly 71, the accessory input shaft 721 and the fourth clutch mechanism 73 to the accessory output shaft 722, driving the power take-off accessory 72 to rotate at a stable speed linearly related to the engine speed.

[0038] In this embodiment, since the speed source of the steady-state power take-off port 7 is directly related to the engine speed, rather than the pump wheel 5 or turbine 6 inside the hydraulic torque converter, its output completely avoids the speed fluctuation caused by sudden load changes in the main drive system. This ensures that the equipment relying on the steady-state power take-off port 7 can obtain an extremely stable input speed, guaranteeing work quality and reliability.

[0039] Specifically, in the speed-stabilizing gear assembly 71, the speed-stabilizing main gear 711 is coaxially connected and locked to the speed-stabilizing main gear seat 712, and synchronized with the cover wheel 2. The speed-stabilizing driven gear 713 is coaxially connected and locked to the speed-stabilizing output shaft 714, and then coaxially installed in the speed-stabilizing power take-off port 7. The speed-stabilizing main gear 711 drives the speed-stabilizing driven gear 713, which in turn drives the speed-stabilizing output shaft 714 coaxially. The speed-stabilizing main gear 711 achieves coaxial installation and synchronous rotation with the cover wheel 2 through the speed-stabilizing main gear seat 712, ensuring direct power input from the engine to the speed-stabilizing power take-off port 7. The speed-stabilizing main gear 711 and the speed-stabilizing driven gear 713 mesh with a constant transmission ratio, forming a stable reduction or constant velocity transmission pair. The speed-stabilizing driven gear 713 is coaxially and fixedly connected to the speed-stabilizing output shaft 714, transmitting power to the power take-off port accessory 72 interface.

[0040] The power take-off (PTO) accessory 72, as an independent functional module, is directly coaxially connected to the speed-stabilizing output shaft 714 via its accessory input shaft 721, achieving convenient modular installation and power connection. A fourth clutch mechanism 73 is located between the accessory input shaft 721 and the accessory output shaft 722, serving as a switch to control the power supply to and from the PTO accessory 72. When the fourth clutch mechanism 73 is disengaged, power is cut off at the accessory input shaft 721, and the accessory output shaft 722 receives no power and remains stationary. When the fourth clutch mechanism 73 is engaged, a complete power transmission path is established: engine, shroud wheel 2, speed-stabilizing main gear 711, speed-stabilizing driven gear 713, speed-stabilizing output shaft 714, accessory input shaft 721, fourth clutch mechanism 73, and accessory output shaft 722. The power source for the speed-stabilizing PTO 7 is the engine, directly transmitted via the speed-stabilizing gear assembly 71. This path is short and rigid, avoiding the inherent slippage losses of hydraulic transmission. When the power take-off port accessory 72 is working, this path results in minimal energy loss and significantly higher transmission efficiency than the traditional method of taking power from the torque converter pump wheel 5 or turbine 6. While performing its primary driving task, the vehicle or equipment can independently drive one or more auxiliary devices to operate stably via the stable speed power take-off port 7. The two operate without interference, achieving simultaneous driving and operation, making it particularly suitable for special-purpose vehicles and construction machinery requiring high power stability.

[0041] It is worth noting that, correspondingly, a general gear assembly is provided within the general power take-off port 8. In the general gear assembly, the general master gear is coaxially connected and locked to the general master gear seat. The general master gear seat and the third clutch hub 224 are the same part, and their speed is synchronized with that of the pump wheel 5. The general driven gear is coaxially mounted on the general power take-off port 8. The general master gear drives the general driven gear.

[0042] Furthermore, the power take-off accessory 72 also includes an accessory housing assembly 723 and a fifth clutch mechanism 74. The power take-off accessory 72 is installed on the speed-stabilizing power take-off 7 via the accessory housing assembly 723. The fifth clutch mechanism 74 engages and disengages the accessory output shaft 722 and the accessory housing assembly 723. The fifth clutch mechanism 74 and the fourth clutch mechanism 73 work alternately. In the first state, the fourth clutch mechanism 73 is disengaged and the fifth clutch mechanism 74 is engaged, thereby braking the accessory output shaft 722. In the second and third states, the fourth clutch mechanism 73 is engaged and the fifth clutch mechanism 74 is disengaged, allowing the accessory output shaft 722 to rotate freely.

[0043] In this embodiment, in the first state where the fourth clutch mechanism 73 is disengaged and the power is cut off, the fifth clutch mechanism 74 engages and brakes and locks the accessory output shaft 722, effectively preventing its rotation caused by inertia or external force couple, thus ensuring equipment safety.

[0044] Specifically, the power take-off (PTO) accessory 72 also includes an accessory housing assembly 723 and a fifth clutch mechanism 74. The PTO accessory 72 is fixedly mounted on the speed-regulating PTO 7 via the accessory housing assembly 723. The fifth clutch mechanism 74 establishes a clutch connection between the accessory output shaft 722 and the fixed accessory housing assembly 723; essentially, it is a brake integrated within the PTO accessory 72. In the first state, the fourth clutch mechanism 73 disengages while the fifth clutch mechanism 74 engages, locking the accessory output shaft 722 onto the accessory housing assembly 723, achieving effective braking and preventing accidental rotation due to inertial freewheeling or external interference. In the second and third states, the fourth clutch mechanism 73 engages while the fifth clutch mechanism 74 disengages, releasing the accessory output shaft 722 from the housing assembly 1, allowing it to rotate freely to transmit power. The fifth clutch mechanism 74 and the fourth clutch mechanism 73 work alternately, which fundamentally eliminates the conflict between power transmission and braking state, and ensures the safe operation and start-stop response speed of the constant speed take-off port 7 accessory under various working conditions.

[0045] The fourth clutch mechanism 73 includes a fourth clutch drum, a fourth end plate, a fourth piston, and a fourth friction plate assembly. The fourth clutch drum is coaxially connected to the accessory input shaft 721. The fourth end plate is mounted on the accessory output shaft 722. The fourth piston and the fourth friction plate assembly are disposed between the fourth clutch drum and the fourth end plate. The fourth piston is adapted to drive the fourth friction plate assembly to press against the fourth end plate. The fifth clutch mechanism 74 includes a fifth clutch drum, a fifth end plate, a fifth piston, and a fifth friction plate assembly. The fifth clutch drum is coaxially connected to the accessory output shaft 722 and the accessory housing assembly 723. The fifth piston and the fifth friction plate assembly are disposed between the fifth clutch drum and the fifth end plate. The fifth piston is adapted to drive the fifth friction plate assembly to press against the fifth end plate. The accessory output shaft 722 of the power take-off accessory 72 is the same part as the fourth clutch hub of the fourth clutch mechanism 73 and / or the fifth clutch hub of the fifth clutch mechanism 74.

[0046] It is worth noting that the introduction of the fifth clutch mechanism 74 provides an active braking function for the power take-off port accessory 72, solving the potential risk of the output shaft 4 spinning freely after the power take-off port is disconnected in the traditional system, and significantly improving the safety and controllability of the entire transmission system. Meanwhile, the first clutch mechanism 21, the third clutch mechanism 22, the fourth clutch mechanism 73, the fifth clutch mechanism 74, and other clutch mechanisms mentioned below all adopt the same form, which is also prior art in this field. Subsequent clutch mechanisms in this application will use the first clutch mechanism 21 and the third clutch mechanism 22 as examples; others will not be further illustrated or described.

[0047] Further, refer to Figure 1 and Figure 3The planetary gear mechanism 3 includes a planetary gear carrier assembly 31, an internal gear ring 32, a drive wheel 33, and a sun gear 34. The planetary gear carrier assembly 31 is coaxially connected and locked to the output shaft 4. The revolution speed of the planetary gears in the planetary gear carrier assembly 31 is synchronized with the output shaft 4. The internal gear ring 32 is coaxially connected to the drive wheel 33, which is connected to the turbine 6, so that the rotation speed of the internal gear ring 32 is synchronized with the rotation speed of the turbine 6. The sun gear 34 is concentrically mounted with the planetary gear carrier assembly 31 and the internal gear ring 32. The sun gear 34 is the same part as the first clutch hub 214 of the first clutch mechanism 21. The turbine 6 is mounted to the drive wheel 33 via the turbine hub, and the drive wheel 33 is located inside the internal gear ring 32. It is worth noting that the planetary gear mechanism 3 is also prior art in this application, and will not be described further here.

[0048] Further, refer to Figures 1 to 4 It also includes a second clutch mechanism 23, which engages and disengages the cover wheel 2 and the turbine 6. In the second clutch mechanism 23, the second clutch drum and the second end plate are concentrically connected and locked to the cover wheel 2, and the second clutch hub and the turbine 6 are concentrically connected and locked to the shaft section of the drive wheel 33. An annular second piston is mounted on the surface of the cover wheel 2 near the turbine 6. Hydraulic oil is supplied to the second hydraulic chamber through an oil passage via the housing 1, the guide wheel seat assembly 9, the output shaft 4, the drive wheel 33, and the cover wheel 2, providing pressure to push the second piston to compact the second friction plate assembly against the second end plate.

[0049] In this embodiment, the second clutch mechanism 23 engages when there is a reasonable speed difference between the turbine 6 and the shroud 2, thereby improving the efficiency of the high-speed output section of the main output port 41.

[0050] Specifically, in the first and third states, the planetary gear mechanism 3 with an appropriate speed ratio optimizes the three-wheel curves and ensures that the three-wheel coupling point is properly positioned. When the turbine 6 and the cover wheel 2 enter a reasonable speed difference, the second clutch mechanism 23 engages, thereby improving the efficiency of the high-speed output segment.

[0051] For a more complete version, see reference. Figures 6 to 8In the first state, the first clutch mechanism 21 and the third clutch mechanism 22 are fully engaged, the fourth clutch mechanism 73 is disengaged, the fifth clutch mechanism 74 is engaged, and the second clutch mechanism 23 is disengaged. At this time, the engine power supply is provided to the torque converter's three-wheel mechanism to the main output, each general power take-off port 8, and each speed-maintaining power take-off port 7. The engine speed, the speed of the cover wheel 2, the pump wheel 5, and the sun gear 34 are the same and linearly related to the speed of the general power take-off port 8 and the speed of the speed-maintaining power take-off port 7. After the speed-maintaining power take-off port 7 with the power take-off port accessory 72 is connected, the power output is disconnected and braking occurs. The torque converter's main output can affect the engine speed. At this time, the engine's power paths mainly pass through the following main structures to the main output port 41: the first path passes through the cover wheel 2, the third clutch mechanism 22, the pump wheel 5, the turbine 6, the internal gear ring 32 of the planetary gear mechanism 3, and the planetary gear carrier assembly 31 to the output shaft 4; the second path passes through the first clutch mechanism 21, the sun gear 34 of the planetary gear mechanism 3, and the planetary gear carrier assembly 31 to the output shaft 4. The general power take-off (PTO) is obtained from the pump wheel 5, then to the general gear assembly, and finally to the general PTO port 8. The speed-controlled PTO is obtained from the cover wheel 2, then to the speed-controlled gear assembly 71, and finally to the speed-controlled PTO port 7. After the speed-controlled PTO port 7 with the PTO port accessory 72, the power to the disengaged fourth clutch mechanism 73 no longer extends backward. The accessory output shaft 722 is braked. The second clutch mechanism 23 engages when there is a reasonable speed difference between the turbine 6 and the cover wheel 2, improving the efficiency of the high-speed output section of the main output port 41. The engine speed, the cover wheel 2 speed, the pump wheel 5, and the sun gear 34 speeds are the same and linearly related to the speeds of the general PTO port 8 and the speed-controlled PTO port 7. When the power output is disconnected after the speed-controlled PTO port 7 with the PTO port accessory 72, the accessory output port is braked. The torque converter main output port 41 can affect the engine speed.

[0052] In the second state, the first clutch mechanism 21, the second clutch mechanism 23, and the third clutch mechanism 22 are completely disengaged, the fourth clutch mechanism 73 is engaged, and the fifth clutch mechanism 74 is disengaged. At this time, the engine power is preferentially supplied to the speed take-off. The torque converter main output and all general power take-off ports 8 stop rotating, without affecting the speed of the speed take-off port 7. The speed take-off output is taken from the cover wheel 2, to the speed stabilizer gear assembly 71, and then to the speed take-off port 7. Among them, the speed take-off port 7 with the power take-off port accessory 72 goes to the accessory input shaft 721, the engaged fourth clutch mechanism 73, the accessory output shaft 722, and the accessory output port. The power from the cover wheel 2 to the first clutch mechanism 21, the second clutch mechanism 23, and the third clutch mechanism 22 is no longer transmitted. The torque converter main output port 41 has no speed.

[0053] In the third state, the first clutch mechanism 21 and the third clutch mechanism 22 are engaged to a controllable degree, the fourth clutch mechanism 73 is engaged, the fifth clutch mechanism 74 is disengaged, and the second clutch mechanism 23 is disengaged. Through the fully controllable engagement of the first clutch mechanism 21 and the third clutch mechanism 22, the engine speed and the speed of the shroud wheel 2 are the same, and are linearly related to the speed of the stable speed take-off port 7 and the speed of the power take-off port accessory 72; the speed of the pump wheel 5 is also linearly related to the speed of the general power take-off port 8. The engine speed and torque are related to the controllability of the speed and torque of the torque converter pump wheel 5 and the sun gear 34. The main output does not affect the engine speed; that is, the main output port starts, operates, and shifts gears without affecting the speed of the stable speed take-off port 7. At this point, the engine's power paths mainly pass through the following main structures to the main output port 41: the first path goes through the shroud 2, the third clutch mechanism 22, the pump wheel 5, the turbine 6, the internal gear ring 32 of the planetary gear mechanism 3, and the planetary gear carrier assembly 31 to the output shaft 4; the second path goes through the first clutch mechanism 21, the sun gear 34 of the planetary gear mechanism 3, and the planetary gear carrier assembly 31 to the output shaft 4. General power take-off is from the pump wheel 5, to the general gear assembly, and then to the general power take-off port 8. Speed-controlled power take-off is from the shroud 2, to the speed-controlled gear assembly 71, and then to the speed-controlled power take-off port 7. After the speed-controlled power take-off port 7 with the power take-off port accessory 72, power is delivered to the engaged fourth clutch mechanism 73, accessory output shaft 722, and accessory output port. The second clutch mechanism 23 engages when there is a reasonable speed difference between the turbine 6 and the shroud 2, improving the efficiency of the high-speed output section of the main output port 41. The first clutch mechanism 21 and the third clutch mechanism 22 are fully controllable. The engine speed and the speed of the shroud wheel 2 are the same, and are linearly related to the speed of the stable speed take-off port 7 and the speed of the accessory output. The speed of the pump wheel 5 is linearly related to the speed of the general power take-off port 8. The engine speed and torque are related to the controllability of the speed and torque of the torque converter pump wheel 5 and the sun gear 34. The main output port 41 does not affect the engine speed, that is, the main output starts, runs, and shifts gears without affecting the speed of the stable speed take-off port 7.

[0054] Further, refer to Figure 3 The first clutch mechanism 21 includes a gear ring partition 211, a first clutch drum 212, a first end plate 213, a first clutch hub 214, a first piston 215, and a first friction plate assembly 217. The first clutch hub 214 is concentrically mounted on the output shaft 4. The gear ring partition 211, the first clutch drum 212, and the first end plate 213 are concentrically connected and locked to the cover wheel 2, forming a first hydraulic chamber 216. A first piston 215 is provided at one end of the gear ring end face. The first piston 215 is adapted to drive the first friction plate assembly 217 to press against the first end plate 213. (Reference) Figure 4The third clutch mechanism 22 includes a third clutch drum 221, a third end plate 222, a pump wheel cover 223, a speed-stabilizing main gear seat 712, a third clutch hub 224, a pump wheel hub 51, a third piston 225, and a third friction plate assembly 227. The third clutch drum 221, the third end plate 222, the pump wheel cover 223, and the speed-stabilizing main gear seat 712 are concentrically connected and installed on the third clutch hub 224. The pump wheel hub 51, the pump wheel 5, and the third clutch hub 224 are concentrically connected and installed on the guide wheel guide wheel seat assembly 9. The cover wheel 2 is provided with a third piston 225 and a third friction plate assembly 227 on the side near the pump wheel 5. The third piston 225 is adapted to drive the third friction plate assembly 227 to press against the third end plate 222.

[0055] In this embodiment, the first clutch mechanism 21 and the third clutch mechanism 22 of the present invention are completely independently and controllably combined, which can actively adjust the speed difference between any two wheels of the pump wheel 5, turbine 6 and guide wheel, and can finely control the torque ratio of the three wheels within a certain range, which has obvious advantages.

[0056] Specifically, in the first clutch mechanism 21, the gear ring partition 211, the first clutch drum 212, and the first end plate 213 are connected and locked to the cover wheel 2. The output shaft 4 and the first clutch hub 214 are centrally mounted and concentrically mounted, forming an annular first hydraulic chamber 216. An annular first piston 215 is mounted on the gear ring end plate. Hydraulic oil, supplied through an oil passage via the housing 1, guide wheel seat assembly 9, output shaft 4, and gear ring partition 211, enters the first hydraulic chamber 216, providing pressure to push the first piston 215 to press the first friction plate assembly 217 against the first end plate 213. The oil pressure in the first hydraulic chamber 216 is synchronized with the oil pressure in the three-wheel oil chamber via an oil passage in the output shaft 4. The planetary gear mechanism 3 chamber and the housing 1 chamber share splash lubrication.

[0057] In the third clutch mechanism 22, the third clutch drum 221, the third end plate 222, the pump wheel cover 223, and the speed-stabilizing main gear seat 712 are concentrically connected and locked, and coaxially mounted to the third clutch hub 224. The pump wheel hub 51, the pump wheel 5, and the third clutch hub 224 are concentrically connected and locked, and coaxially mounted to the guide wheel seat assembly 9. An annular third piston 225 is mounted on the surface of the cover wheel 2 near the pump wheel 5. Hydraulic oil enters the third hydraulic chamber 226 through an oil passage via the housing 1, the guide wheel seat assembly 9, the third clutch hub 224, the speed-stabilizing main gear seat 712, and the pump wheel cover 223 to provide pressure, pushing the third piston 225 to compact the third friction plate assembly 227 to the third end plate 222.

[0058] It is worth noting that the guide wheel in the guide wheel and guide wheel seat assembly 9 is stationary, so there is a speed difference between the turbine 6, the guide wheel, and the pump wheel 5. Of course, in other types of torque converters, the guide wheel can rotate independently, which will not be elaborated further in this application.

[0059] Furthermore, a general gear assembly is provided in the general power take-off port 8. The general gear assembly includes a general main gear, a general main gear seat, and a general driven gear. The general main gear is coaxially mounted on the general main gear seat and synchronously connected to the pump wheel 5. The general driven gear is connected to the general main gear. The general main gear seat and the third clutch hub 224 of the third clutch mechanism 22 are the same part.

[0060] Specifically, there are one or more speed-adjustable power take-off ports 7 and one or more general power take-off ports 8. This invention can operate under the drive of a single power generating device, through one main power output, one or more general power take-off ports 8, and one or more speed-adjustable power take-off ports 7. Power take-off port accessories 72 can be selectively added to the speed-adjustable power take-off ports 7 to allow two or more systems to operate simultaneously or independently without interference. Therefore, this application does not further limit the number of general power take-off ports 8 and speed-adjustable power take-off ports 7; they can be freely selected according to needs. Connecting the pump wheel 5 serves as a general power take-off port 8, and connecting the cover wheel 2 serves as a speed-adjustable power take-off port 7.

[0061] It should be noted that the above embodiments can be freely combined as needed. The above are merely preferred embodiments of the present invention. It should be pointed out that for those skilled in the art, several improvements and modifications can be made without departing from the principle of the present invention, and these improvements and modifications should also be considered within the scope of protection of the present invention.

Claims

1. A staged power take-off hydraulic torque converter transmission system, characterized in that, It includes a cover wheel, a first clutch mechanism, a planetary gear mechanism, an output shaft, a third clutch mechanism, a pump wheel, a turbine, a speed-regulating power take-off port, a general power take-off port, a main output port, a fourth clutch mechanism, and power take-off port accessories; One end of the cover wheel is engaged and disengaged to the planetary gear mechanism via the first clutch mechanism, and the other end is engaged and disengaged to the pump wheel via the third clutch mechanism. The pump wheel is driven and connected to the turbine. The turbine is synchronously connected to the planetary gear mechanism. The planetary gear mechanism is synchronously connected to the output shaft. The pump wheel is synchronously connected to the general power take-off port. The cover wheel connects the engine and the speed-stabilized power take-off port. The speed-stabilized power take-off port is engaged and disengaged to the power take-off port accessory via the fourth clutch mechanism. The rotational speed of the shroud wheel and the engine is the same. The rotational speed of the steady-state power take-off port and the power take-off port accessory is linearly related to the rotational speed of the engine. The rotational speed of the general power take-off port is linearly related to the rotational speed of the pump wheel.

2. The hydraulic torque converter transmission system with graded power take-off according to claim 1, characterized in that, In the first state, the first and third clutch mechanisms are fully engaged, while the fourth clutch mechanism is disengaged. Engine power flows through the cover wheel, the first clutch mechanism, and the planetary gear mechanism in one path, and through the cover wheel, the third clutch mechanism, the pump wheel, the turbine, and the planetary gear mechanism in another. These two power flows converge and are transmitted to the output shaft and the main output port. Simultaneously, the remaining engine power is used by the pump wheel and the cover wheel to synchronously rotate the general power take-off port and the speed-maintaining power take-off port, respectively. The power take-off port accessory is in a stopped state. In the second state, the first clutch mechanism and the third clutch mechanism are fully disengaged, and the fourth clutch mechanism is engaged; the engine drives the cover wheel and the speed-stabilizing power take-off port to rotate synchronously, and drives the power take-off port accessory through the fourth clutch mechanism; the power to the pump wheel, the turbine, the planetary gear mechanism, the output shaft, the main output port and the general power take-off port is cut off, and they are in a stopped state; In the third state, the first clutch mechanism and the third clutch mechanism are in a controllable slip engagement state, and the fourth clutch mechanism is in an engaged state; the engine drives the cover wheel, the steady-state power take-off port, and the power take-off port accessory to rotate synchronously; at the same time, by controlling the engagement degree of the first clutch mechanism and the third clutch mechanism, the pump wheel receives controllable power input from the cover wheel, the general power take-off port rotates synchronously with the pump wheel, and transmits controllable power to the main output port through the turbine and the planetary gear mechanism.

3. The hydraulic torque converter transmission system with graded power take-off according to claim 2, characterized in that, The speed-stabilizing power take-off port is provided with a speed-stabilizing gear assembly, which includes a speed-stabilizing main gear, a speed-stabilizing main gear seat, a speed-stabilizing driven gear, and a speed-stabilizing output shaft. The speed-stabilizing main gear is coaxially mounted on the speed-stabilizing main gear seat and synchronously connected to the cover wheel. The speed-stabilizing driven gear is coaxially connected to the speed-stabilizing output shaft, and the speed-stabilizing main gear is connected to the speed-stabilizing driven gear. The power take-off port accessory includes an accessory input shaft and an accessory output shaft. The accessory input shaft is coaxially connected to the speed-stabilizing output shaft of the speed-stabilizing power take-off port. The fourth clutch mechanism clutches and engages the accessory input shaft and the accessory output shaft. When the fourth clutch mechanism is disengaged, the power transmission between the accessory input shaft and the accessory output shaft is cut off, and the power take-off accessory is in a stopped state. When the fourth clutch mechanism is engaged, power is transmitted sequentially through the cover wheel, the speed stabilizing gear assembly, the accessory input shaft, and the fourth clutch mechanism to the accessory output shaft, driving the power take-off accessory to rotate at a stable speed linearly related to the engine speed.

4. The hydraulic torque converter transmission system with graded power take-off according to claim 3, characterized in that, The power take-off port accessory also includes an accessory housing assembly and a fifth clutch mechanism. The power take-off port accessory is installed on the speed-stabilizing power take-off port through the accessory housing assembly. The fifth clutch mechanism is used to disengage the accessory output shaft and the accessory housing assembly. The fifth clutch mechanism and the fourth clutch mechanism work alternately. In the first state, the fourth clutch mechanism is disengaged and the fifth clutch mechanism is engaged, so that the accessory output shaft is braked. In the second and third states, the fourth clutch mechanism engages and the fifth clutch mechanism disengages, allowing the accessory output shaft to rotate freely.

5. A staged power take-off hydraulic torque converter transmission system according to claim 4, characterized in that, The fourth clutch mechanism includes a fourth clutch drum, a fourth end plate, a fourth piston, and a fourth friction plate assembly. The fourth clutch drum is coaxially connected to the accessory input shaft. The fourth end plate is mounted on the accessory output shaft. The fourth piston and the fourth friction plate assembly are disposed between the fourth clutch drum and the fourth end plate. The fourth piston is adapted to drive the fourth friction plate assembly to press against the fourth end plate. The fifth clutch mechanism includes a fifth clutch drum, a fifth end plate, a fifth piston, and a fifth friction plate assembly. The fifth clutch drum is coaxially connected to the accessory output shaft and coaxially connected to the accessory housing assembly. The fifth piston and the fifth friction plate assembly are disposed between the fifth clutch drum and the fifth end plate. The fifth piston is adapted to drive the fifth friction plate assembly to press against the fifth end plate. The accessory output shaft of the power take-off port accessory is the same part as the fourth clutch hub of the fourth clutch mechanism and / or the fifth clutch hub of the fifth clutch mechanism.

6. The hydraulic torque converter transmission system with graded power take-off according to claim 1, characterized in that, It also includes a second clutch mechanism, which engages and disengages the cover wheel and the turbine.

7. The hydraulic torque converter transmission system with graded power take-off according to claim 1, characterized in that, The first clutch mechanism includes a gear ring partition, a first clutch drum, a first end plate, a first clutch hub, a first piston, and a first friction plate assembly. The first clutch hub is concentrically mounted on the output shaft. The gear ring partition, the first clutch drum, and the first end plate are concentrically connected and locked to the cover wheel to form a first hydraulic chamber. The first piston is provided at one end of the end face of the gear ring. The first piston is adapted to drive the first friction plate assembly to press against the first end plate. The third clutch mechanism includes a third clutch drum, a third end plate, a pump wheel cover, a speed-stabilizing main gear seat, a third clutch hub, a pump wheel hub, a third piston, and a third friction plate assembly. The third clutch drum, the third end plate, the pump wheel cover, and the speed-stabilizing main gear seat are concentrically connected and installed on the third clutch hub. The pump wheel hub, the pump wheel, and the third clutch hub are concentrically connected and installed on the guide wheel and guide wheel seat assembly. The cover wheel is provided with a third piston and a third friction plate assembly on the side near the pump wheel. The third piston is adapted to drive the third friction plate assembly to press against the third end plate.

8. The hydraulic torque converter transmission system with graded power take-off according to claim 1, characterized in that, The planetary gear mechanism includes a planetary gear carrier assembly, an internal gear ring, a drive wheel, and a sun gear. The planetary gear carrier assembly is coaxially connected and locked to the output shaft. The revolution speed of the planetary gears in the planetary gear carrier assembly is synchronized with the output shaft. The internal gear ring is coaxially connected to the drive wheel. The drive wheel is connected to the turbine, so that the rotation speed of the internal gear ring is synchronized with the rotation speed of the turbine. The sun gear is concentrically mounted with the planetary gear carrier assembly and the internal gear ring. The sun gear and the first clutch hub of the first clutch mechanism are the same part.

9. The hydraulic torque converter transmission system with graded power take-off according to claim 1, characterized in that, The general power take-off port is provided with a general gear assembly, which includes a general main gear, a general main gear seat, and a general driven gear. The general main gear is coaxially mounted on the general main gear seat and synchronously connected to the pump wheel. The general driven gear is connected to the general main gear. The general main gear seat and the third clutch hub of the third clutch mechanism are the same part.

10. A staged power take-off hydraulic torque converter transmission system according to claim 1, characterized in that, The speed-controlled power take-off port may be one or more, and the general power take-off port may be one or more.

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