Double-output-shaft stepless speed change steering transmission system and control method thereof

Abstract

The invention discloses a double-output-shaft stepless speed change steering transmission system in the technical field of mechanical transmission and control. The double-output-shaft stepless speed change steering transmission system comprises a base, and a shell is detachably installed on the top of the base; an input shaft and an output mechanism which are perpendicular to each other are installed in an inner cavity of the shell, one end of the input shaft penetrates through the side wall of the shell to be connected with an external power source, and the two ends of the output mechanism penetrate through the two opposite side walls of the shell respectively to output power outwards. According to the double-output-shaft stepless speed change steering transmission system, by means of the efficient power transmission characteristic of a friction pair and the seamless gear shifting advantage of double clutches, the requirements for frequent starting and stopping, low speed, high torque and precise steering of an unmanned vehicle in logistics, agriculture, special operation and other scenes are met; the limitation of abrasion, impact and working condition adaptability of traditional transmission is broken through, and the reliability and energy efficiency of an unmanned vehicle power system are improved.

Description

Technical Field

[0001] This invention relates to the field of mechanical transmission and control technology, specifically to a dual-output-shaft continuously variable steering transmission system and its control method. Background Technology

[0002] In recent years, with the widespread application of automated and intelligent equipment in industries such as manufacturing, agriculture, special vehicles, and robotics, higher and more complex requirements have been placed on the performance of transmission systems. In many applications, such as differential steering in tracked vehicles, dual-wheel independent drive platforms, and mechanical devices requiring independent and coordinated operation on both sides, the transmission system often needs to provide independent, steplessly adjustable speed and steering control for the output shafts on both sides. Traditional solutions typically employ two independent motor drive systems, or use complex differentials, multi-gear transmissions, and clutch groups. While the former offers flexible control, it is costly, redundant, and space-consuming; the latter suffers from complex structures, numerous transmission stages, significant efficiency losses, inability to achieve continuous and smooth stepless speed changes, and difficulty in quickly and independently changing the rotation direction of a single output shaft while maintaining the same input steering direction.

[0003] In existing technologies, friction clutches are commonly used for power switching or simple gear changes. However, their function is usually limited to engagement and disengagement along a single axis, or to achieving a limited number of gears. It is difficult to integrate continuously variable transmission, bidirectional output, and independent braking control into one system. In addition, traditional braking methods often involve directly applying resistance to the output shaft, which requires improvement in response speed and smoothness, and it is difficult to ensure precise consistency when dual-sided synchronous braking is required.

[0004] Therefore, the market urgently needs a transmission system that is compact, flexible in control, cost-controllable, and highly reliable, capable of achieving independent continuously variable transmission, free steering switching, and rapid coordinated braking for dual output shafts under the premise of a single power input, in order to meet the growing transmission needs of modern precision machinery and intelligent equipment. Summary of the Invention

[0005] The purpose of this invention is to provide a dual-output-shaft continuously variable transmission steering system and its control method, in order to solve the problems of existing friction transmission schemes mentioned in the background art, which have limited functionality, are difficult to integrate continuously variable transmission, independent steering of dual output shafts and rapid coordinated braking under a single power input, and have slow response and poor synchronization of traditional braking methods.

[0006] To achieve the above objectives, the present invention provides the following technical solution: a dual-output-shaft continuously variable transmission steering system, comprising:

[0007] A base, the top of which is detachably fitted with a housing;

[0008] The inner cavity of the housing is equipped with an input shaft and an output mechanism that are perpendicular to each other. One end of the input shaft passes through the side wall of the housing to connect to an external power source, and the two ends of the output mechanism pass through the two opposite side walls of the housing to output power outward.

[0009] The outer casing is equipped with a left servo motor, a right servo motor, and a brake servo motor, wherein the brake servo motor is located between the left servo motor and the right servo motor;

[0010] The inner cavity of the outer casing is equipped with two parallel drive shafts. The two drive shafts are parallel to the input shaft and are located on both sides of it, and mesh with the output mechanism for transmission.

[0011] The inner cavity of the housing is provided with a left clutch mechanism and a right clutch mechanism, which respectively engage with the input shaft to receive power, and each is sleeved on the corresponding transmission shaft.

[0012] The left and right clutch mechanisms are respectively connected to the left and right servo motors via shift fork mechanisms. The traction actions of the left and right servo motors respectively adjust the engagement pressure of the friction plates in the corresponding clutches, thereby independently controlling the speed and direction of the corresponding drive shaft.

[0013] The brake servo is connected to the braking components in both the left and right clutch mechanisms via another shift fork mechanism to simultaneously brake the two drive shafts.

[0014] Preferably, a front drive gear and a rear drive gear are provided on the outer circumferential wall of the input shaft, and both the front drive gear and the rear drive gear are located in the inner cavity of the housing;

[0015] The inner cavity of the housing is equipped with a front idler gear that meshes with the front drive gear.

[0016] Preferably, the end of the drive shaft is provided with a deep groove ball bearing and a thrust ball bearing, and the drive shaft is connected to a small bevel gear through the deep groove ball bearing and the thrust ball bearing.

[0017] Preferably, the left clutch mechanism includes a left front driven gear, a left rear driven gear, a left front friction clutch, a left rear friction clutch, and a left side brake friction clutch, all mounted on the drive shaft.

[0018] The left front driven gear meshes with the front idler gear, and the left rear driven gear meshes with the rear driving gear on the input shaft;

[0019] The upper friction plate of the left front friction clutch is fixedly connected to the left front driven gear, and the upper friction plate of the left rear friction clutch is fixedly connected to the left rear driven gear. The lower friction plates of both are fitted with the hexagonal segment of the drive shaft through the internal hexagonal hole.

[0020] The left-side brake friction clutch is mounted on the drive shaft, with its lower friction plate linked to the drive shaft and its upper friction plate fixed relative to the outer casing.

[0021] Preferably, the right clutch mechanism includes a right front driven gear, a right rear driven gear, a right front friction clutch, a right rear friction clutch, and a right side brake friction clutch, all sleeved on the drive shaft.

[0022] The right front driven gear meshes with the front idler gear, and the right rear driven gear meshes with the rear driving gear;

[0023] The upper friction plate of the right front friction clutch is fixedly connected to the right front driven gear, and the upper friction plate of the right rear friction clutch is fixedly connected to the right rear driven gear. The lower friction plates of both are fitted with the hexagonal segment of the drive shaft through the internal hexagonal hole.

[0024] The right-side brake friction clutch is mounted on the drive shaft, with its lower friction plate linked to the drive shaft and its upper friction plate fixed relative to the outer casing.

[0025] Preferably, the output mechanism includes a left output shaft and a right output shaft that are coaxially arranged and axially perpendicular to the input shaft;

[0026] The left and right output shafts are provided with a deep groove ball bearing at one end facing each other and supported in the inner cavity of the housing; the other ends of the left and right output shafts penetrate the side wall of the housing.

[0027] Large bevel gears are fixedly installed on the outer circumferential walls of the left and right output shafts, respectively.

[0028] The two small bevel gears mesh with the two large bevel gears respectively to form a reduction gear pair.

[0029] Preferably, the output shaft of the left servo motor is equipped with a left servo motor rudder disk, the left servo motor rudder disk is hinged to a left servo motor connecting rod, and the other end of the left servo motor connecting rod is hinged to a left shift fork ball joint;

[0030] The left shift fork ball head is connected to the left shift fork located in the inner cavity of the housing. A left shift fork roller is installed on the inner side wall of the left shift fork. The left shift fork roller corresponds to the left front friction clutch and the left rear friction clutch.

[0031] The bottom of the left shift fork is connected to a shift fork pivot, and both ends of the shift fork pivot are fixed to the inner cavity of the outer shell.

[0032] Preferably, the output shaft of the right servo is equipped with a right servo rudder disk, the right servo rudder disk is hinged to a right servo connecting rod, and the other end of the right servo connecting rod is hinged to a right shift fork ball joint.

[0033] The ball joint of the right shift fork is connected to the right shift fork located in the inner cavity of the housing. A right shift fork roller is installed on the inner wall of the right shift fork, and the right shift fork roller corresponds to the right front friction clutch and the right rear friction clutch.

[0034] Preferably, the output shaft of the brake servo is equipped with a brake servo disk, the brake servo disk is hinged to a brake servo connecting rod, and the other end of the brake servo connecting rod is hinged to a brake shift fork ball joint.

[0035] The end of the brake fork ball head is connected to a brake fork connector, and brake plates are installed at both ends of the brake fork.

[0036] A control method for a dual-output-shaft continuously variable transmission (CVT) steering system as described in claim 1, the control method comprising the following steps:

[0037] S1: Power is input through the input shaft, which drives the front and rear components of the left and right clutch mechanisms to rotate in opposite directions through meshing transmission;

[0038] S2: By adjusting the swing angle of the left and right servo motors, the front and rear ends of the left and right clutch mechanisms are selectively engaged to select the power transmission path. The engagement pressure of the selected clutch is steplessly adjusted by adjusting the swing angle of the left and right servo motors, thereby continuously controlling the speed and direction of the output mechanism.

[0039] S3: Controls the brake servo motor to simultaneously press against the ends of the left and right clutch mechanisms, generating braking torque that acts on the drive shaft to achieve braking of the output mechanism.

[0040] Compared with the prior art, the beneficial effects of the present invention are:

[0041] (1) By leveraging the efficient power transmission characteristics of friction pairs and combining the seamless shifting advantages of dual clutches, the needs of unmanned vehicles for frequent start-stop, low-speed high torque and precise steering in scenarios such as logistics, agriculture and special operations are addressed, overcoming the limitations of wear, impact and working condition adaptability of traditional transmissions, and improving the reliability and energy efficiency of unmanned vehicle power systems.

[0042] (2) The transmission, steering and braking functions are integrated into a single gearbox. Through the ingenious gear layout and clutch linkage design, the complex structure of traditional dual motor or multi-stage gearbox is greatly simplified, and the volume and weight are reduced.

[0043] (3) The smooth engagement characteristics of the friction clutch make the speed change process less impactful, the transmission smooth, the electronic control servo motor has a fast response speed and accurate positioning, and it is easy to form a closed-loop control system with the host computer or sensor to achieve high-precision speed and position control.

[0044] (4) The friction clutch integrated with the drive shaft is used for braking. It has a large braking torque, fast response, and can ensure the synchronicity of braking of the left and right output shafts, thus improving the safety of the whole machine operation. Attached Figure Description

[0045] Figure 1 This is a schematic diagram of the structure of the present invention;

[0046] Figure 2 This is a schematic diagram of the right servo mechanism structure of the present invention;

[0047] Figure 3 This is a schematic diagram of the input shaft structure of the present invention;

[0048] Figure 4 This is a schematic diagram of the output mechanism structure of the present invention;

[0049] Figure 5 This is a schematic diagram of the left clutch mechanism and the right clutch mechanism of the present invention;

[0050] Figure 6 This is a schematic diagram of the left and right shift forks of the present invention;

[0051] Figure 7 This is a schematic diagram of the connection between the small bevel gear and the large bevel gear of the present invention;

[0052] Figure 8 This is a schematic diagram showing the connection between the brake plate and the mounting base of the present invention;

[0053] Figure 9 This is a schematic diagram of the backward control of the present invention;

[0054] Figure 10 This is a schematic diagram illustrating the leftward U-turn control of the present invention;

[0055] Figure 11 This is a schematic diagram of the forward control of the present invention;

[0056] Figure 12 This is a schematic diagram of the control structure for turning right in place according to the present invention;

[0057] Figure 13 This is a schematic diagram of the brake control structure of the present invention.

[0058] In the diagram: 1. Base, 11. Housing, 12. Mounting base, 2. Input shaft, 21. Front drive gear, 22. Front idler gear, 23. Rear drive gear, 3. Output mechanism, 31. Left output shaft, 32. Right output shaft, 33. Deep groove ball bearing, 34. Pressure ring, 35. Large bevel gear, 4. Left servo, 41. Left servo disc, 42. Left servo connecting rod, 43. Left shift fork ball joint, 44. Left shift fork, 45. Left shift fork roller, 46. Shift fork pivot, 5. Right servo, 51. Right servo disc, 52. Right servo connecting rod, 53. Right shift fork ball joint, 54. Right shift fork, 55. Right shift fork roller, 6. Brake servo, 6. 1. Brake servo disc, 62. Brake servo connecting rod, 63. Brake shift fork ball head, 64. Brake shift fork, 65. Brake plate, 7. Drive shaft, 71. Small bevel gear, 72. Deep groove ball bearing, 73. Thrust ball bearing, 8. Left clutch mechanism, 81. Left front driven gear, 82. Left rear driven gear, 83. Left front friction clutch, 84. Left rear friction clutch, 85. Left side brake friction clutch, 9. Right clutch mechanism, 91. Right front driven gear, 92. Right rear driven gear, 93. Right front friction clutch, 94. Right rear friction clutch, 95. Right side brake friction clutch. Detailed Implementation

[0059] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0060] This invention provides a dual-output-shaft continuously variable steering transmission system. By leveraging the efficient power transmission characteristics of friction pairs and combining the seamless shifting advantages of dual clutches, it addresses the needs of unmanned vehicles in scenarios such as logistics, agriculture, and special operations, including frequent start-stop, low-speed high torque, and precise steering. It overcomes the limitations of traditional transmissions in terms of wear, impact, and adaptability to operating conditions, thereby improving the reliability and energy efficiency of the unmanned vehicle's power system. The system includes a base 1, an input shaft 2, an output mechanism 3, a left servo motor 4, a right servo motor 5, a brake servo motor 6, a transmission shaft 7, a left clutch mechanism 8, and a right clutch mechanism 9.

[0061] Please see Figures 1-5 The top of the base 1 is detachably fitted with a shell 11, which is a hollow box that supports the mechanical structure.

[0062] The input shaft 2 and the output mechanism 3 are arranged perpendicularly to each other in the inner cavity of the housing 11. One end of the input shaft 2 passes through the side wall of the housing and extends to the outside, connecting with a power mechanism such as a motor or engine, thereby inputting rotational power into the housing. Both ends of the output mechanism 3 pass through the side wall of the housing to output power outward, realizing forward, backward, reversing and turning actions.

[0063] Both ends of the output mechanism 3 penetrate the side wall of the housing 11 and are located on the outside of the housing 11 to output power for forward, backward, and turning actions.

[0064] The left servo motor 4, the right servo motor 5, and the brake servo motor 6 are all fixed to the top of the housing 11, and the brake servo motor 6 is located between the left servo motor 4 and the right servo motor 5;

[0065] There are two drive shafts 7, which are set on both sides of the input shaft 2 and parallel to the input shaft 2. The drive shafts 7 are installed in the inner cavity of the housing 11 and transmit power through meshing with the output mechanism 3.

[0066] The left clutch mechanism 8 and the right clutch mechanism 9 are located in the inner cavity of the housing 11, respectively meshing with the input shaft 2 to receive power, and each is sleeved on the corresponding transmission shaft 7 to drive the transmission shaft 7 to rotate;

[0067] Both the left clutch mechanism 8 and the right clutch mechanism 9 adopt a friction clutch design, and are linked with the left servo motor 4 and the right servo motor 5 respectively through the shift fork mechanism. By adjusting the clutch engagement pressure, the stepless speed change and steering control of the output shaft are achieved.

[0068] The brake servo 6 is also linked with the left clutch mechanism 8 and the right clutch mechanism 9 through the shift fork mechanism, and acts on the left and right clutch mechanisms simultaneously through friction connection to achieve rapid synchronous braking of the dual output shafts;

[0069] Two mounting seats 12 are symmetrically welded to the top of the base 1. The mounting seats 12 are located on the outside of the housing 11 facing the end of the input shaft 2, and are located on both sides of the input shaft 2.

[0070] Please see Figures 1-3 On the outer circumferential wall of the input shaft 2, a front drive gear 21 and a rear drive gear 23 are detachably installed at axial intervals. Both are located in the inner cavity of the housing 11. The front drive gear 21 is fixed at the middle section of the input shaft 2, while the rear drive gear 23 is installed at the end of the input shaft 2 near the output mechanism 3.

[0071] To complete the power transmission path, a front idler wheel 22 is suspended in the inner cavity of the housing 11. The front idler wheel 22 is located below the front drive gear 21 and is engaged with it.

[0072] When the power mechanism drives the input shaft 2 to rotate, it will synchronously drive the front drive gear 21 and the rear drive gear 23 to rotate, and then the front drive gear 21 will drive the front idler gear 22 that meshes with it to rotate.

[0073] Please see Figures 1-4 The output mechanism 3 includes a left output shaft 31, a right output shaft 32, a deep groove ball bearing 33, a pressure ring 34, and a large bevel gear 35;

[0074] The left output shaft 31 and the right output shaft 32 are arranged coaxially and laterally in the inner cavity of the housing 11, with their axial direction perpendicular to the input shaft 2. One end of the left output shaft 31 and the right output shaft 32 facing each other is supported in the inner cavity of the housing 11 by a deep groove ball bearing 33, while the other end passes through the opposite side wall of the housing 11 and extends to the outside to output power.

[0075] The pressure ring 34 and the large bevel gear 35 are connected to each other to form an integral assembly, and are respectively fixedly installed on the outer circumferential walls of the left output shaft 31 and the right output shaft 32. The large bevel gear 35 is positioned facing the inner deep groove ball bearing 33, and both the pressure ring 34 and the large bevel gear 35 are accommodated in the inner cavity of the housing 11.

[0076] Please see Figures 3-4 and Figure 7 Two drive shafts 7 are arranged in parallel inside the housing 11, and their installation height is lower than that of the left output shaft 31 and the right output shaft 32, and they are respectively set perpendicular to the left output shaft 31 and the right output shaft 32, forming a spatially intersecting dual-path transmission link.

[0077] At one end of each drive shaft 7 facing the corresponding output shaft, a small bevel gear 71 is detachably installed. The small bevel gear 71 meshes with a large bevel gear 35 fixedly installed on the outer circumference of the left output shaft 31 or the right output shaft 32 to form a 90-degree turning reduction gear pair, realizing the vertical transmission of power from the drive shaft 7 to the left output shaft 31 or the right output shaft 32.

[0078] The drive shaft 7 and the small bevel gear 71 are connected and supported by a deep groove ball bearing 72 and a thrust ball bearing 73. The two drive shafts 7 are installed in the inner cavity of the housing 11 by the deep groove ball bearing 72 to provide radial support. At the same time, the thrust ball bearing 73 is configured to withstand the axial force generated during the bevel gear meshing transmission.

[0079] Please see Figures 1-5 The left clutch mechanism 8 is installed on the outer circumferential wall of one of the two drive shafts 7. The left clutch mechanism 8 includes a left front driven gear 81, a left rear driven gear 82, a left front friction clutch 83, a left rear friction clutch 84 and a left brake friction clutch 85.

[0080] The left front driven gear 81 and the left rear driven gear 82 are symmetrically and rotatably mounted on the outer circumferential wall of the transmission shaft 7. Both are located in the inner cavity of the housing 11. The left front driven gear 81 meshes with the aforementioned front idler gear 22, while the left rear driven gear 82 directly meshes with the rear driving gear 23 on the input shaft 2, thereby forming two independent power input paths.

[0081] The left front friction clutch 83 and the left rear friction clutch 84 constitute the core torque transmission and speed regulation unit. Both the left front friction clutch 83 and the left rear friction clutch 84 include an upper friction plate fixedly connected to the corresponding left front driven gear 81 and left rear driven gear 82, and a lower friction plate sleeved on the hexagonal section of the drive shaft 7 through an internal hexagonal hole. By controlling the engagement pressure between the upper and lower friction plates, the magnitude of the torque transmitted from the driven gear to the drive shaft 7 can be steplessly adjusted.

[0082] To achieve the braking function, the left brake friction clutch 85 is fixedly installed on the transmission shaft 7 at the end away from the small bevel gear 71. Its structure is that the upper friction plate is fixedly connected to the housing 11, and the lower friction plate is linked with the transmission shaft 7 through the hexagonal sleeve. When the brake servo 6 is activated, the braking torque is generated by pressing the friction plate of the clutch to achieve rapid braking of the left transmission path.

[0083] Please see Figures 1-5 The right clutch mechanism 9 is arranged in parallel with the left clutch mechanism 8 and is distributed on both sides of the input shaft 2. The right clutch mechanism 9 is installed on the outer circumferential wall of another transmission shaft 7. The right clutch mechanism 9 includes a right front driven gear 91, a right rear driven gear 92, a right front friction clutch 93, a right rear friction clutch 94 and a right side brake friction clutch 95.

[0084] The right front driven gear 91 and the right rear driven gear 92 are symmetrically and rotatably mounted on the outer circumferential wall of the transmission shaft 7. Both are located in the inner cavity of the housing 11. The right front driven gear 91 meshes with the aforementioned front idler gear 22, while the right rear driven gear 92 directly meshes with the rear driving gear 23 on the input shaft 2, thereby forming two independent power input paths.

[0085] The right front driven gear 91 and the right rear driven gear 92 constitute the core torque transmission and speed regulation unit. The right front friction clutch 93 and the right rear friction clutch 94 both include an upper friction plate fixedly connected to the corresponding right front driven gear 91 and right rear driven gear 92, and a lower friction plate sleeved on the hexagonal section of the drive shaft 7 through an internal hexagonal hole. By controlling the engagement pressure between the upper and lower friction plates, the magnitude of the torque transmitted from the driven gear to the drive shaft 7 can be steplessly adjusted.

[0086] To achieve the braking function, the right-side brake friction clutch 95 is fixedly installed on the drive shaft 7 at the end away from the small bevel gear 71. Its structure is that the upper friction plate is fixedly connected to the housing 11, and the lower friction plate is linked with the drive shaft 7 through the hexagonal sleeve. When the brake servo 6 is activated, the braking torque is generated by pressing the friction plate of the clutch to achieve rapid braking of the left transmission path.

[0087] Please see Figures 1-2 and Figures 5-6The left servo motor 4 has a left servo motor disk 41 rotatably mounted on the top output shaft. The left servo motor disk 41 can swing precisely within a set angle range under the drive of the left servo motor 4. The end of the left servo motor disk 41 is hinged to a left servo motor connecting rod 42, which forms the first-stage transmission link. The other end of the left servo motor connecting rod 42 is hinged to the left shift fork ball head 43. The left shift fork ball head 43 serves as a motion conversion node. One end of it is located on the top outer side of the housing 11, and the other end extends into the inner cavity of the housing 11 to drive the internal shift fork assembly.

[0088] The left shift fork ball head 43 is located at one end of the inner cavity of the housing and is detachably connected to the left shift fork 44. The left shift fork 44 has an n-shaped frame structure, is suspended in the inner cavity of the housing 11, and is located between the left front friction clutch 83 and the left rear friction clutch 84. On the two vertical inner side walls of the left shift fork 44, the left shift fork rollers 45 are rotatably mounted respectively. The two left shift fork rollers 45 correspond to the moving parts of the left front friction clutch 83 and the left rear friction clutch 84 respectively.

[0089] To ensure that the left shift fork 44 can achieve stable lever movement, a shift fork shaft 46 is rotatably installed at its bottom. The shift fork shaft 46 is longitudinally installed in the inner cavity of the housing 11 near the base 1, and its axis is parallel to the output mechanism 3. Both ends are detachably fixed to the inner cavity side wall of the housing 11, providing a reliable rotation fulcrum for the swing of the shift fork.

[0090] In terms of working principle, when the control system commands the left servo motor 4 to move, it drives the left servo motor rudder disk 41 to generate angular displacement. This displacement is converted into push-pull motion through the left servo motor connecting rod 42, which in turn drives the left shift fork ball head 43 to generate linear displacement. The left shift fork ball head 43 drives the left shift fork 44, which is fixed to it, to rotate around the shift fork shaft 46. This rotational motion causes the left shift fork roller 45 mounted on the left shift fork 44 to move forward or backward, thereby selectively pressing against the corresponding contact surface of the left front friction clutch 83 or the left rear friction clutch 84. By controlling the swing angle and direction of the left servo motor 4, the pressure applied by the shift fork roller to the target clutch can be steplessly adjusted, thereby achieving precise control of the engagement degree, speed and even steering of the left transmission path.

[0091] Please see Figures 1-2 and Figures 5-6The right servo motor 5 has a right servo motor disk 51 rotatably mounted on the top output shaft of the right servo motor 5. The right servo motor disk 51 can swing precisely within a set angle range under the drive of the right servo motor 5. The end of the right servo motor disk 51 is connected to the right servo motor connecting rod 52 by a hinge, forming the first-stage transmission link. The other end of the right servo motor connecting rod 52 is hinged to the right shift fork ball head 53. The right shift fork ball head 53 serves as a motion conversion node. One end of it is located on the top outer side of the housing 11, and the other end extends into the inner cavity of the housing 11 to drive the internal shift fork assembly.

[0092] The ball head 53 of the right shift fork is detachably connected to the right shift fork 54 at one end of the inner cavity of the housing. The right shift fork 54 has an n-shaped frame structure, is suspended in the inner cavity of the housing 11, and is located between the right front friction clutch 93 and the right rear friction clutch 94. On the two vertical inner side walls of the right shift fork 54, right shift fork rollers 55 are rotatably mounted respectively. The two right shift fork rollers 55 correspond to the moving parts of the right front friction clutch 93 and the right rear friction clutch 94 respectively.

[0093] To ensure that the right shift fork 54 can achieve stable lever movement, its bottom is rotatably connected to the shift fork pivot 46, providing a reliable fulcrum for the swing of the right shift fork 54.

[0094] In terms of working principle, when the control system commands the right servo motor 5 to move, it drives the right servo motor rudder disk 51 to generate angular displacement. This displacement is converted into push-pull motion through the right servo motor connecting rod 52, which in turn drives the right shift fork ball head 53 to generate linear displacement. The right shift fork ball head 53 drives the right shift fork 54, which is fixed to it, to rotate around the shift fork shaft 46. This rotational motion causes the right shift fork roller 55 mounted on the right shift fork 54 to move forward or backward, thereby selectively pressing the corresponding contact surfaces of the right front friction clutch 93 and the right rear friction clutch 94 on the left. By controlling the swing angle and direction of the right servo motor 5, the pressure applied by the shift fork roller to the target clutch can be steplessly adjusted, thereby achieving precise control of the engagement degree, speed and even steering of the left transmission path.

[0095] Please see Figure 1 , Figure 5 and Figure 8 Brake servo 6 is mounted on top of base 1 and located between left servo 4 and right servo 5;

[0096] The brake servo 6 has a brake servo disk 61 rotatably mounted on its top output shaft. The brake servo disk 61 can swing precisely within a set angle range under the drive of the brake servo 6. The brake servo disk 61 has a brake servo connecting rod 62 mounted on its end by means of a hinge, which constitutes the first-stage transmission link. The other end of the brake servo connecting rod 62 is hinged to the brake shift fork ball joint 63. The brake shift fork ball joint 63 serves as a motion conversion node. The brake shift fork ball joint 63 is located on the outer side of the housing 11 facing the through end of the input shaft 2 and is used to drive the internal shift fork assembly.

[0097] One end of the brake shift fork ball head 63 is detachably connected to the brake shift fork 64. The brake shift fork 64 has an arched frame structure, is suspended on the outside of the housing 11, and is located at the end of the left brake friction clutch 85 and the right brake friction clutch 95 away from the housing 11. Brake plates 65 are detachably installed at the ends of the brake shift fork 64, and the two brake plates 65 correspond to the moving parts of the left brake friction clutch 85 and the right brake friction clutch 95, respectively.

[0098] To ensure that the brake plate 65 can achieve stable lever movement, its bottom is rotatably connected to the mounting base 12, providing a reliable fulcrum for the swing of the brake plate 65.

[0099] In terms of working principle, when the control system commands the brake servo 6 to move, it drives the brake servo disk 61 to generate angular displacement. This displacement is converted into push-pull motion through the brake servo connecting rod 62, which in turn drives the brake shift fork ball head 63 to generate linear displacement. The brake shift fork ball head 63 drives the brake shift fork 64 fixed to it to move. The brake shift fork 64 drives the brake plate 65 fixed to it to rotate around the mounting base 12. This rotational motion causes the brake plate 65 mounted on the brake shift fork 64 to move, thereby pressing against the corresponding contact surfaces of the left brake friction clutch 85 and the right brake friction clutch 95, causing the upper and lower friction plates to engage and generate huge friction force, thereby quickly stopping the rotation of the two drive shafts 7, and thus achieving synchronous braking of the two drive shafts 7.

[0100] Please see Figure 1 , Figure 5 and Figures 9-13 When input shaft 2 rotates clockwise, the left servo steer 41 rotates inward, pulling the left shift fork ball joint 43 to flip towards the left front friction clutch 83. The right servo steer steer 51 rotates outward, pulling the right shift fork ball joint 53 to flip towards the right rear friction clutch 94. This drives the left output shaft 31 and right output shaft 32 to rotate counterclockwise, thereby driving the vehicle backward (e.g., ...). Figure 9 (as shown)

[0101] When input shaft 2 rotates clockwise, the left servo drive disc 41 rotates outward, pulling the left shift fork ball joint 43 to flip towards the left rear friction clutch 84. The right servo drive disc 51 rotates outward, pulling the right shift fork ball joint 53 to flip towards the right rear friction clutch 94. This drives the left output shaft 31 to rotate clockwise and the right output shaft 32 to rotate counterclockwise, thereby driving the vehicle to make a U-turn to the left (e.g., ...). Figure 10 (as shown)

[0102] When input shaft 2 rotates clockwise, the left servo steer 41 rotates outward, pulling the left shift fork ball joint 43 to flip towards the left rear friction clutch 84. The right servo steer steer 51 rotates inward, pulling the right shift fork ball joint 53 to flip towards the right front friction clutch 93. This drives the left output shaft 31 and right output shaft 32 to rotate clockwise, thereby propelling the vehicle forward (e.g., ...). Figure 11 (as shown)

[0103] When input shaft 2 rotates clockwise, the left servo drive disc 41 rotates inward, pulling the left shift fork ball joint 43 to flip towards the left front friction clutch 83. The right servo drive disc 51 rotates inward, pulling the right shift fork ball joint 53 to flip towards the right front friction clutch 93. This drives the left output shaft 31 to rotate counterclockwise and the right output shaft 32 to rotate clockwise, thereby driving the vehicle to make a U-turn to the right (e.g., Figure 12 (as shown)

[0104] Input shaft 2 rotates clockwise, while the left servo steer disk 41 and right servo steer disk 51 remain stationary. The brake servo steer disk 61 flips outward, causing the brake plate 65 to move towards the left brake friction clutch 85 and the right brake friction clutch 95. This engages the upper and lower friction plates, generating significant friction that quickly stops the rotation of both drive shafts 7, thus achieving synchronized braking of the two drive shafts 7 and driving the vehicle brakes (e.g., ...). Figure 13 (As shown).

[0105] The present invention also provides a control method for a dual-output-shaft continuously variable transmission (CVT) steering transmission system, the control method comprising the following steps:

[0106] Power is input from the input shaft 2, which drives the front drive gear 21 and the rear drive gear 23 fixed thereon to rotate synchronously. The front drive gear 21 drives the left front driven gear 81 and the right front driven gear 91 to rotate in the same direction through the front idler gear 22, while the rear drive gear 23 directly drives the left rear driven gear 82 and the right rear driven gear 92 to rotate in opposite directions, thus providing two power sources with opposite rotation directions for each side of the left output shaft 31 and the right output shaft 32.

[0107] By adjusting the swing angle of the left servo motor 4, the left shift fork 44 is driven to swing around its axis. The swing direction of the left shift fork 44 determines the left shift fork roller 45 on it to selectively engage the left front friction clutch 83 or the left rear friction clutch 84, thereby selecting the left power transmission path and the direction of the output shaft. The swing angle of the left servo motor 4 steplessly adjusts the engagement pressure of the selected clutch, realizing continuous control of the speed of the left output shaft 31. The control principle of the right output shaft 32 is the same. The right shift fork 54 is independently adjusted by the right servo motor 5 to control the engagement state and pressure of the right front friction clutch 93 or the right rear friction clutch 94, realizing independent stepless speed change and steering of the right output shaft 32.

[0108] During braking, the brake servo motor 6 is activated, driving the brake fork 64 to simultaneously engage the left brake friction clutch 85 and the right brake friction clutch 95 on the brake plate 65. The braking torque generated by the engagement of the friction plates acts on the transmission shaft 7, enabling the left output shaft 31 and the right output shaft 32 to achieve rapid and synchronous braking.

[0109] Although the invention has been described above with reference to embodiments, various modifications can be made and components can be replaced with equivalents without departing from the scope of the invention. In particular, features in the embodiments disclosed herein can be combined in any way, provided there is no structural conflict. The lack of an exhaustive description of these combinations in this specification is merely for brevity and resource conservation. Therefore, the invention is not limited to the specific embodiments disclosed herein, but includes all technical solutions falling within the scope of the claims.

Claims

1. A dual-output-shaft continuously variable transmission steering system, characterized in that: include: The base (1) has a shell (11) detachably mounted on its top. The inner cavity of the outer shell (11) is equipped with an input shaft (2) and an output mechanism (3) that are perpendicular to each other. One end of the input shaft (2) passes through the side wall of the outer shell (11) to connect to an external power source, and the two ends of the output mechanism (3) pass through the two opposite side walls of the outer shell (11) to output power outward. The outer casing (11) is equipped with a left servo motor (4), a right servo motor (5) and a brake servo motor (6), wherein the brake servo motor (6) is located between the left servo motor (4) and the right servo motor (5). The inner cavity of the outer shell (11) is equipped with two parallel drive shafts (7). The two drive shafts (7) are parallel to the input shaft (2) and are located on both sides of it, and mesh with the output mechanism (3) for transmission. The inner cavity of the outer shell (11) is provided with a left clutch mechanism (8) and a right clutch mechanism (9), which respectively engage with the input shaft (2) to receive power, and each is sleeved on the corresponding transmission shaft (7); The left clutch mechanism (8) and the right clutch mechanism (9) are connected to the left servo motor (4) and the right servo motor (5) respectively through the shift fork mechanism. The traction action of the left servo motor (4) and the right servo motor (5) respectively adjusts the engagement pressure of the friction plate in the corresponding clutch, thereby independently controlling the speed and direction of the corresponding transmission shaft (7). The brake servo (6) is connected to the braking components in the left clutch mechanism (8) and the right clutch mechanism (9) simultaneously via another shift fork mechanism to apply brakes to the two drive shafts (7) synchronously.

2. The dual-output-shaft continuously variable transmission steering system according to claim 1, characterized in that: The input shaft (2) is provided with a front drive gear (21) and a rear drive gear (23) on its outer circumferential side wall. Both the front drive gear (21) and the rear drive gear (23) are located in the inner cavity of the outer shell (11). The inner cavity of the outer casing (11) is fitted with a front idler gear (22) that meshes with the front drive gear (21).

3. The dual-output-shaft continuously variable transmission steering system according to claim 2, characterized in that: The end of the drive shaft (7) is provided with a deep groove ball bearing (72) and a thrust ball bearing (73), and the drive shaft (7) is connected to a small bevel gear (71) through the deep groove ball bearing (72) and the thrust ball bearing (73).

4. The dual-output-shaft continuously variable transmission steering system according to claim 3, characterized in that: The left clutch mechanism (8) includes a left front driven gear (81), a left rear driven gear (82), a left front friction clutch (83), a left rear friction clutch (84), and a left side brake friction clutch (85) mounted on the transmission shaft (7). The left front driven gear (81) meshes with the front idler gear (22), and the left rear driven gear (82) meshes with the rear driving gear (23) on the input shaft (2); The upper friction plate of the left front friction clutch (83) is fixedly connected to the left front driven gear (81), and the upper friction plate of the left rear friction clutch (84) is fixedly connected to the left rear driven gear (82). The lower friction plates of both are fitted with the hexagonal segment of the drive shaft (7) through the internal hexagonal hole. The left-side brake friction clutch (85) is mounted on the drive shaft (7), with its lower friction plate linked to the drive shaft (7) and its upper friction plate fixed relative to the outer casing (11).

5. A dual-output-shaft continuously variable transmission steering system according to claim 3, characterized in that: The right clutch mechanism (9) includes a right front driven gear (91), a right rear driven gear (92), a right front friction clutch (93), a right rear friction clutch (94), and a right side brake friction clutch (95) sleeved on the transmission shaft (7). The right front driven gear (91) meshes with the front idler gear (22), and the right rear driven gear (92) meshes with the rear driving gear (23); The upper friction plate of the right front friction clutch (93) is fixedly connected to the right front driven gear (91), and the upper friction plate of the right rear friction clutch (94) is fixedly connected to the right rear driven gear (92). The lower friction plates of both are fitted with the hexagonal segment of the drive shaft (7) through the internal hexagonal hole. The right-side brake friction clutch (95) is mounted on the drive shaft (7), with its lower friction plate linked to the drive shaft (7) and its upper friction plate fixed relative to the outer casing (11).

6. The dual-output-shaft continuously variable transmission steering system according to claim 3, characterized in that: The output mechanism (3) includes a left output shaft (31) and a right output shaft (32) that are coaxially arranged and axially perpendicular to the input shaft (2). The left output shaft (31) and the right output shaft (32) are provided with a deep groove ball bearing (33) supported in the inner cavity of the housing (11) at one end facing each other, and the other ends of the left output shaft (31) and the right output shaft (32) penetrate through the side wall of the housing (11); Large bevel gears (35) are fixedly installed on the outer circumferential walls of the left output shaft (31) and the right output shaft (32). The two small bevel gears (71) mesh with the two large bevel gears (35) respectively to form a reduction gear pair.

7. A dual-output-shaft continuously variable transmission steering system according to claim 4, characterized in that: The output shaft of the left servo motor (4) is equipped with a left servo motor rudder disk (41), the left servo motor rudder disk (41) is hinged to a left servo motor connecting rod (42), and the other end of the left servo motor connecting rod (42) is hinged to a left shift fork ball head (43). The left shift fork ball head (43) is connected to the left shift fork (44) located in the inner cavity of the housing (11). The left shift fork roller (45) is installed on the inner side wall of the left shift fork (44). The left shift fork roller (45) corresponds to the left front friction clutch (83) and the left rear friction clutch (84). The bottom of the left shift fork (44) is connected to a shift fork pivot (46) for rotational connection, and the two ends of the shift fork pivot (46) are fixed to the inner cavity of the outer shell (11).

8. A dual-output-shaft continuously variable transmission steering system according to claim 5, characterized in that: The output shaft of the right servo motor (5) is equipped with a right servo motor rudder disk (51), the right servo motor rudder disk (51) is hinged to a right servo motor connecting rod (52), and the other end of the right servo motor connecting rod (52) is hinged to a right shift fork ball head (53). The right shift fork ball head (53) is connected to the right shift fork (54) located in the inner cavity of the housing (11). The right shift fork roller (55) is installed on the inner side wall of the right shift fork (54). The right shift fork roller (55) corresponds to the right front friction clutch (93) and the right rear friction clutch (94).

9. A dual-output-shaft continuously variable transmission steering system according to claim 1, characterized in that: The output shaft of the brake servo (6) is equipped with a brake servo disk (61), the brake servo disk (61) is hinged to a brake servo connecting rod (62), and the other end of the brake servo connecting rod (62) is hinged to a brake shift fork ball head (63). The end of the brake fork ball head (63) is connected to a brake fork (64), and brake plates (65) are installed at both ends of the brake fork (64).

10. A control method for a dual-output-shaft continuously variable transmission steering system as described in claim 1, characterized in that: The control method for this dual-output-shaft continuously variable steering transmission system includes the following steps: S1: Power is input from the input shaft (2), and the input shaft (2) drives the front and rear parts of the left clutch mechanism (8) and the right clutch mechanism (9) to rotate in opposite directions through meshing transmission; S2: By adjusting the swing angle of the left rudder (4) and the right rudder (5), the front and rear ends of the left clutch mechanism (8) and the right clutch mechanism (9) are selectively engaged to select the power transmission path. The engagement pressure of the selected clutch is continuously adjusted by adjusting the swing angle of the left rudder (4) and the right rudder (5), thereby continuously controlling the speed and direction of the output mechanism (3). S3: Control the brake servo (6) to operate, synchronously press it against the ends of the left clutch mechanism (8) and the right clutch mechanism (9), generate braking torque to act on the transmission shaft (7), and realize the braking of the output mechanism (3).

Images