Transmission structure for original position turning of tracked vehicle or skid steer vehicle

Abstract

The application relates to a transmission structure for a track vehicle or a skid-steer vehicle to turn around at the original position, and aims at solving the contradiction between the original turning around and low cost and simple structure in the prior art, that is, the double-flow transmission capable of turning around at the original position is high in cost and complex in structure, and the single-side brake type is low in cost, cannot turn around at the original position and is low in efficiency. Two sets of clutch mechanisms are horizontally and separately positioned, the output end of a primary transmission assembly can selectively realize transmission connection or transmission cut-off with the input end of each clutch mechanism, each clutch mechanism is matched with a corresponding secondary transmission assembly to realize independent power transmission on the left and right sides, each secondary transmission assembly is in transmission connection with a differential shaft of a corresponding differential, and the differential can be rotatably assembled in a brake assembly. The application is based on the mechanical principle of the differential, can be simultaneously applied to the track vehicle and the wheeled skid-steer vehicle, and realizes straight driving, turning and turning around at the original position.

Description

Technical Field

[0001] This invention relates to the technical field of tracked vehicles and skid-steer vehicles, specifically to a transmission structure for tracked vehicles or skid-steer vehicles to turn around in their original positions. Background Technology

[0002] Currently, the steering and turning of tracked vehicles and skid-steer vehicles are mainly achieved through the following types of transmission structures:

[0003] Firstly, there is the single-sided braking transmission structure (steering clutch / brake). This structure is commonly used in existing small and medium-sized tracked vehicles. When the vehicle turns, the power to the inner track is cut off, and friction braking is applied to the inner drive shaft, creating a speed difference between the inner and outer tracks, thus achieving steering. The drawbacks of this structure are: the power to the inner track is completely cut off during steering, and all braking energy is wasted as heat, resulting in low transmission efficiency and significant heat generation; furthermore, the inner wheel is completely locked by the brake, preventing reverse output from both tracks and thus preventing U-turns; additionally, there is impact during engagement and disengagement, leading to poor handling smoothness.

[0004] Secondly, the dual-flow transmission (differential steering) structure. Represented by heavy tracked vehicles such as tanks, this structure employs a dual-flow input principle, setting up two independent power input paths: a direct-drive power flow and a steering power flow. Steering and center-turning on the spot are achieved by superimposing the speed difference between the two sides through a planetary gear set. While this structure can achieve U-turns on the spot, it requires two independent power inputs, a complex converging mechanism, and a matching hydraulic control system. The structure is complex, with many parts, and high manufacturing and assembly costs. For the widely used small-to-medium tonnage (mainly 3- to 8-ton chassis) civilian tracked vehicles and skid-steer vehicles in China, its cost and complexity are unacceptable, making widespread application impractical.

[0005] Thirdly, the dog clutch-type reversing structure. Some solutions use a dog clutch to achieve the engagement and reversal of power on both sides. However, the dog clutch can only be rigidly engaged or disengaged and cannot transmit continuous power during the process. It has a large impact and is prone to gear grinding when shifting gears. The steering radius cannot be infinitely adjusted, and the handling comfort and reliability are both poor.

[0006] Furthermore, it should be noted that the power transmission method of the traditional differential in the above structure is as follows: the traditional differential is driven by a rigid power source to rotate the differential housing, and then the planetary gears inside the housing drive the half-shaft gears on both sides, thereby driving the half-shafts on both sides to move the vehicle. At this time, the differential housing is the power input end, and the half-shafts on both sides are the power output end. The differential only allows the speed difference between the two sides. Its housing speed is directly determined by the power source and cannot be actively and independently controlled. Therefore, it is impossible to use the mechanical characteristics of the differential itself to actively realize the reverse output of the two tracks.

[0007] In summary, existing technologies generally suffer from a contradiction between "being able to turn around on the spot" and "low cost and simple structure": dual-flow transmissions that can turn around on the spot are expensive and complex in structure; while low-cost single-sided braking transmissions cannot turn around on the spot and are inefficient. Therefore, there is an urgent need for a single-flow input transmission structure that can achieve turning around on the spot without the need for single-sided braking during steering, while also being simple in structure and low in cost. Summary of the Invention

[0008] This invention addresses the contradiction in existing technologies that cannot simultaneously achieve "the ability to turn around on the spot" and "low cost and simple structure": dual-flow transmissions that can turn around on the spot are costly and structurally complex; while low-cost single-sided braking transmissions cannot turn around on the spot and are inefficient. Therefore, this invention proposes a transmission structure for tracked vehicles or skid steering vehicles to turn around in their original positions.

[0009] The present invention provides a transmission structure for turning around at the original position of a tracked vehicle or a skid-steer vehicle. The transmission structure is used for the vehicle to travel straight, turn around, and steer. It includes a differential assembly, a brake assembly, a primary transmission assembly, two sets of clutches, and two secondary transmission assemblies.

[0010] Two sets of clutches are positioned laterally at an interval. The primary transmission assembly is positioned relative to the clutches, and the output end of the primary transmission assembly is arranged between the two sets of clutches. The output end of the primary transmission assembly can selectively engage or disengage with the input end of each clutch. The output end of each clutch is connected to a secondary transmission assembly. Through the matching connection between each clutch and the corresponding secondary transmission assembly, independent power transmission on the left and right sides is achieved. Each secondary transmission assembly is connected to the transmission end on the corresponding side of the differential assembly. The differential assembly is rotatably mounted inside the brake assembly. The brake assembly is positioned relative to the clutches and is used to decelerate or lock the differential assembly in a rotating state. In conjunction with the switching of clutch engagement and disengagement, the vehicle can move straight, turn, and make a U-turn.

[0011] Furthermore, the primary transmission assembly includes a drive shaft, a drive gear, and a clutch input gear; the drive gear is mounted on the drive shaft and meshes with the clutch input gear for transmission, and the input end of each clutch selectively engages or disengages transmission with the clutch input gear.

[0012] Furthermore, the clutch is a hydraulic wet clutch.

[0013] Furthermore, the differential assembly includes the differential and the half-shaft;

[0014] A half-shaft is inserted into each side of the differential, and the half-shaft and each end of the differential form a transmission pair. The half-shaft is used as the transmission end of the differential assembly.

[0015] Furthermore, the secondary transmission assembly includes a clutch output gear and a half-shaft gear; the clutch output gear is connected to the clutch output end, the clutch output gear and the half-shaft gear mesh with each other, and the half-shaft gear is connected to the half-shaft.

[0016] Furthermore, the braking assembly includes a brake disc and a brake caliper; the brake disc is fixed on the differential and rotates synchronously therewith, the brake caliper is positioned relative to the clutch, and the brake caliper and the brake disc form a rotating friction pair.

[0017] Compared with the prior art, the present invention has the following advantages:

[0018] 1. Enables U-turns on the spot without the need for single-sided braking during turns. This invention utilizes the mechanical principle of a differential. By controlling the rotational speed of the differential housing and coordinating with clutch switching, U-turns with reverse output from both tracks can be achieved. The entire steering process relies on clutch power adjustment and differential self-adaptation, eliminating the need to apply friction braking to the inner wheel. This avoids the shortcomings of single-sided braking structures, such as low efficiency, high heat generation, and inability to make U-turns.

[0019] 2. Single-flow input, simple structure, and low cost. Compared to the dual-flow transmission technology used in tanks and other vehicles, this invention requires only one power input (single-flow input), eliminating the need for a second steering power flow, a planetary gear set, and its complex control system. It has fewer parts, a compact structure, and is simple to manufacture and assemble. Taking a 6-10 ton chassis as an example, the transmission structure (gearbox) of this invention can replace the existing dual-flow input scheme without increasing costs. It can serve as an upgrade to a single-sided braking system. With annual sales of over 100,000 tracked vehicles in the domestic market, primarily 3-8 ton chassis, this invention demonstrates significant economic benefits and broad market application prospects.

[0020] 3. Smooth, stable, and reliable operation without the use of a jaw clutch. This invention employs a hydraulic wet clutch, which can continuously control the transmission of torque through oil pressure, achieving stepless adjustment of speed difference. Steering transition is smooth and shock-free, avoiding the problems of large reversing impact and easy gear grinding caused by jaw clutches. It is stable in operation and reliable in running.

[0021] 4. Uninterrupted power transmission and high efficiency. During steering, the inner half-shaft continues to transmit power through the differential, preventing complete power disconnection. Compared to a single-sided braking structure, this reduces unnecessary energy loss and results in higher transmission efficiency.

[0022] 5. High versatility. Based on the mechanical principle of differential, this invention can be applied to both tracked vehicles and wheeled skid steering vehicles, enabling them to go straight, turn, and turn around on the spot, thus having a wide range of applications. Attached Figure Description

[0023] Figure 1This is a schematic diagram of the transmission structure for turning around at the original position of a tracked vehicle or skid steering vehicle as described in this invention.

[0024] Figure 2 This is a transmission principle diagram of the transmission structure for turning around at the original position of a tracked vehicle or skid steering vehicle as described in this invention in a straight-line state.

[0025] Figure 3 This is a transmission principle diagram of the transmission structure for turning around in the original position of a tracked vehicle or skid steering vehicle as described in this invention, in a turning state.

[0026] Figure 4 This is a schematic diagram of the transmission principle of the transmission structure for turning around in place of a tracked vehicle or skid steering vehicle as described in this invention.

[0027] In the diagram: 1—Drive shaft; 2—Drive gear; 3—Clutch input gear; 4—Clutch output gear; 5—Half-shaft gear; 6—Half-shaft; 7—Differential; 8—Brake disc; 9—Brake caliper; 10—Differential half-shaft gear; 11—Differential planetary gear; 12—Clutch; 13—Bearing. Detailed Implementation

[0028] Specific implementation method one: Combining Figures 1 to 4 This embodiment describes the transmission structure for turning around at the original position of a tracked vehicle or skid steering vehicle. The transmission structure is used for the vehicle to travel straight, turn around, and turn. It includes a differential assembly 7, a brake assembly, a primary transmission assembly, two sets of clutches 12, and two sets of secondary transmission assemblies.

[0029] Two sets of clutches 12 are positioned laterally at an interval. The primary transmission assembly is positioned relative to the clutches 12. The output end of the primary transmission assembly is arranged between the two sets of clutches 12, and the output end of the primary transmission assembly can selectively engage or disengage the transmission with the input end of each clutch 12. The output end of each clutch 12 is connected to a secondary transmission assembly. Through the matching connection of each clutch 12 with the corresponding secondary transmission assembly, independent power transmission on the left and right sides is realized. Each secondary transmission assembly is connected to the transmission end on the corresponding side of the differential assembly 7. The differential assembly 7 is rotatably mounted inside the brake assembly. The brake assembly is positioned relative to the clutches 12. The brake assembly is used to decelerate or lock the differential assembly 7 in a rotating state. In conjunction with the switching of the transmission engagement and disengagement of the clutches 12, the vehicle can move straight, turn, and make a U-turn.

[0030] In this implementation:

[0031] In this embodiment: the input end of the primary transmission component is used to connect to a power source, which can be a diesel engine, electric motor, or engine, etc.; only the primary transmission component is used as the main power receiving source, i.e., single-flow drive. Compared with existing dual-flow products on the market, it has a simple structure, good reliability, low manufacturing cost, and provides a new single-flow drive concept with higher market value.

[0032] The power to the front of the vehicle is provided by the transmission end on each side of the differential, and the power to the rear of the vehicle is provided by the clutch mechanism on each side.

[0033] When the vehicle is traveling straight, the brake calipers are not engaged. The output end of the primary transmission assembly is engaged with the input end of each clutch mechanism. Each clutch mechanism provides power to the rear end of each side while driving the corresponding secondary transmission assembly. Each secondary transmission assembly simultaneously transmits power to the corresponding transmission end of the differential. Both transmission ends work simultaneously to provide power to the front end, and the differential rotates with the transmission ends.

[0034] When the vehicle turns, taking a right turn as an example, the output end of the primary transmission component engages with the input end of the left clutch mechanism, and the output end of the primary transmission component disconnects from the input end of the right clutch mechanism. Only the left secondary transmission component drives the transmission end on the left side of the differential. The brake component decelerates the differential in its rotating state, and the differential forms a speed difference with the left transmission end. The power of the left transmission end is converted into the power of the right transmission end. The left clutch mechanism provides power to the left rear, and the left transmission end provides high-speed power to the left front. The right clutch mechanism does not provide power to the right rear, and the right transmission end provides low-speed power to the right front.

[0035] When a vehicle makes a U-turn, taking a right turn as an example, the output end of the primary transmission component engages with the input end of the left clutch mechanism, while the output end of the primary transmission component disconnects from the input end of the right clutch mechanism. Only the left secondary transmission component drives the transmission end on the left side of the differential. The braking component locks the differential in a rotating state, creating a differential between the differential and the left transmission end. Consequently, the right transmission end rotates in the opposite direction, and the forward power of the left transmission end is completely converted into the backward power of the right transmission end. The left clutch mechanism provides power to the left rear, and the left transmission end provides power to the left front. The right clutch mechanism does not provide power to the right rear, and the right transmission end provides reverse power to the right front.

[0036] Specific Implementation Method Two: Combining Figures 1 to 4 This embodiment further defines the transmission structure described in Specific Embodiment 1. The transmission structure for turning around at the original position of a tracked vehicle or skid steering vehicle described in this embodiment includes a drive shaft 1, a drive gear 2, and a clutch input gear 3 as the primary transmission components.

[0037] The drive gear 2 is mounted on the drive shaft 1, and the drive gear 2 meshes with the clutch input gear 3 for transmission. The input end of each clutch 12 selectively engages or disengages transmission with the clutch input gear 3.

[0038] In this implementation:

[0039] The drive gear meshes with the clutch input gear, which simultaneously engages with the input ends of both left and right clutches. This allows power to be distributed equally and in phase to both clutches via a single clutch input gear. Compared to designs with independent input gears on each side, this structure reduces one set of meshing gears, further simplifying the structure and lowering costs. Simultaneously, it ensures that the speed and phase of the power input on both sides are completely synchronized, fundamentally preventing straight-line deviation caused by asynchrony between the left and right sides.

[0040] Other implementation methods are the same as those in Specific Implementation Method 1.

[0041] Specific implementation method three: Combining Figures 1 to 4 This embodiment further defines the transmission structure described in Specific Embodiment Two. In this embodiment, the transmission structure for turning around a tracked vehicle or skid steering vehicle at its original position uses a hydraulic wet clutch 12.

[0042] In this implementation:

[0043] The clutch adopts a hydraulic wet clutch, which continuously adjusts the clamping force of the internal friction plate assembly by controlling the oil pressure, thereby achieving stepless change between "fully engaged – partially slipping – fully disengaged". The wet clutch uses oil to cool and lubricate the friction plates, which has good heat dissipation, wear resistance, and long service life. It can withstand frequent switching and long-term slipping conditions, providing a reliable guarantee for the stepless and smooth adjustment of the speed difference between the inner and outer sides during turning, and avoiding the reversing shock and gear grinding problems of a dog clutch.

[0044] Other implementation methods are the same as those in Specific Implementation Method 1.

[0045] Specific implementation method four: Combination Figures 1 to 4 This embodiment is a further limitation of the transmission structure described in Specific Embodiment 1. The transmission structure for turning around at the original position of the tracked vehicle or skid steering vehicle described in this embodiment includes a differential assembly 7, which includes a differential and a half shaft 6.

[0046] Half-shafts 6 are inserted into each side of the differential, and half-shafts 6 form a transmission pair with each end of the differential. Half-shafts 6 are used as the transmission end of the differential assembly.

[0047] In this implementation:

[0048] The differential uses a bevel gear differential, which contains two half-shaft gears and two or more planetary gears. The planetary gear shafts are fixed on the differential housing, and the planetary gears mesh with the half-shaft gears on both sides at the same time. The bevel gear differential has a compact structure, smooth transmission, and strong load-bearing capacity. It also naturally satisfies the speed distribution relationship of "n left + n right = 2 × n housing", which provides a mechanical basis for using brakes to control the speed of the housing and thus realize turning and U-turns.

[0049] Other implementation methods are the same as those in Specific Implementation Method 1.

[0050] Specific Implementation Method Five: Combining Figures 1 to 4 This embodiment further defines the transmission structure described in Specific Embodiment 3. The transmission structure for turning around at the original position of the tracked vehicle or skid steering vehicle described in this embodiment includes a secondary transmission component comprising a clutch output gear 4 and a half-shaft gear 5.

[0051] The clutch output gear 4 is connected to the output end of the clutch 12. The clutch output gear 4 and the half shaft gear 5 mesh with each other. The half shaft gear 5 is connected to the half shaft 6.

[0052] In this implementation:

[0053] The clutch output gear rotates synchronously with the clutch output end, and the half-shaft gear is fixedly mounted on the half-shaft. The two mesh externally to achieve two-stage reduction and reversing. By reasonably selecting the gear ratio between the clutch output gear and the half-shaft gear, the two-stage transmission ratio can be adjusted to match the driving speed and output torque required by vehicles of different tonnages. This ensures that the power is reliably transmitted to the half-shaft after the two-stage reduction and torque amplification, thereby driving the traveling mechanism.

[0054] Other implementation methods are the same as those in Specific Implementation Method Four.

[0055] Specific Implementation Method Six: Combination Figures 1 to 4 This embodiment is a further limitation of the transmission structure described in Specific Embodiment 1. The transmission structure for turning around at the original position of the tracked vehicle or skid steering vehicle described in this embodiment includes a brake disc 8 and a brake caliper 9.

[0056] The brake disc 8 is fixed on the differential 7 and rotates synchronously with it. The brake caliper 9 is positioned relative to the clutch 12. The brake caliper 9 and the brake disc 8 form a rotating friction pair.

[0057] In this implementation:

[0058] The brake disc is fixedly mounted on the outer wall of the differential housing and rotates synchronously with the housing. Optionally, the brake caliper is fixed on the transmission housing (chassis) and arranged in alignment with the brake disc to form a rotating friction pair. The brake caliper is hydraulically driven, and the clamping force on the brake disc can be continuously changed by adjusting the brake oil pressure, thereby steplessly controlling the rotational speed of the differential housing between 100% and 0%, realizing continuous switching of working conditions from straight driving, turning to U-turn.

[0059] Other implementation methods are the same as those in Specific Implementation Method 1.

[0060] Other implementation methods:

[0061] Bearings are connected to both ends of the drive shaft, the output shaft of each clutch, and each half-shaft of the differential.

[0062] The differential uses a bevel gear differential, with the built-in differential planetary gear and differential half-shaft gear forming a transmission pair. The differential half-shaft gear is used to mesh with the half-shaft for transmission.

[0063] Working principle:

[0064] Unlike the power transmission method of a traditional differential, the power transmission path of this invention is as follows:

[0065] After the power is rigidly output through the clutch, it directly drives the corresponding half-shaft to rotate, and the vehicle is moved by the rigid drive of the half-shaft. That is, in this invention, the half-shaft is the power input end, rather than the output end in the traditional structure.

[0066] Based on this, the three operating conditions of the present invention are as follows:

[0067] Straight travel: Both clutches are engaged, both half-shafts are rigidly driven at the same speed and in the same direction, the differential housing rotates synchronously with both half-shafts, the brake is released, and the vehicle travels in a straight line.

[0068] Turning: One side of the clutch is disengaged (or partially engaged). At this time, that side is no longer rigidly driven by the power source. Instead, the other side's half-shaft is indirectly driven in the opposite direction by the planetary gears of the differential, which rotate the half-shaft and the differential housing. Since the differential housing is equipped with a braking device, the housing speed can be steplessly controlled between 100% and 0%, thereby continuously adjusting the speed difference between the inner and outer tracks to achieve stepless steering from large-radius gentle turns to small-radius sharp turns, without the need for single-sided friction braking of the wheels throughout the entire process.

[0069] U-turn on the spot: Fully lock the brakes on the differential housing (speed drops to 0), engage one clutch to input power, and adjust the differential's position according to the "n" rule. 左 +n 右 =2×n 壳 With its unique characteristics, when the housing is locked, the speeds of the two half-shafts are equal and opposite, and the tracks on both sides output in opposite directions, allowing the vehicle to turn around on the spot.

[0070] As can be seen, the key innovation of this invention lies in the fact that the differential housing is no longer a rigidly driven input end, but a "controllable node" that is indirectly driven by the half shaft and whose speed is actively controlled by the brake. It is precisely through the active control of the differential housing speed from 100% to 0%, combined with the engagement and disengagement of the clutch, that all working conditions from straight driving, turning to U-turns are cleverly realized with a single input and a single differential.

[0071] Work process:

[0072] When in straight-line motion, the power source drives the drive gear on the drive shaft to rotate the input ends of the two clutches. At this time, both clutches are engaged, causing the clutch output gears of the two clutches to drive the half-shaft gears on the two half-shafts, thereby achieving the same speed of the two half-shafts and thus achieving stable linear motion. The differential assembly rotates synchronously with the half-shafts, and the brake calipers are not working.

[0073] When turning, one of the clutches is disengaged, causing the clutch output gear of one of the clutches to stop driving the half-shaft gear on the corresponding half-shaft. When the braking force of the brake caliper on the brake disc is controlled to a relative critical point, the rotational speed of the differential assembly housing is controlled, thereby creating a speed difference between the two half-shafts and achieving relative turning.

[0074] When turning in place, after the brake caliper is fully locked against the brake disc, the differential assembly housing rotates from 100% to 0. This causes the half-shaft corresponding to the disengaged clutch to reverse through the planetary gears inside the differential assembly, thus achieving turning in place.

[0075] Example:

[0076] I. Structural Composition

[0077] 1. The entire transmission structure has a single-flow power input, with only one power source, and includes five core components:

[0078] 2. Primary transmission components: drive shaft 1, drive gear 2, clutch input gear 3;

[0079] 3. Two sets of hydraulic wet clutches 12: arranged symmetrically on the left and right sides, sharing the same clutch input gear 3;

[0080] 4. Two sets of two-stage transmission components: left / right clutch output gear 4, left / right half-shaft gear 5;

[0081] 5. Differential assembly 7: bevel gear type differential housing, differential planetary gear 11, differential half-shaft gear 10, left / right half-shaft 6; half-shaft 6 is the structural power output end, directly driving the track / wheels;

[0082] 6. Brake assembly: Brake disc 8 (fixed to the outer wall of the differential housing), hydraulic brake caliper 9 (fixed to the gearbox housing);

[0083] 7. Supporting components: Each rotating shaft is equipped with bearing 13, and all gears, clutches, and differentials are encapsulated in a unified transmission housing.

[0084] II. Assembly Relationship

[0085] 1. The output end of the power source (diesel engine / electric motor) is connected to the drive shaft 1. The drive shaft 1 fixes the drive gear 2, and the drive gear 2 meshes externally with the clutch input gear 3 in the middle.

[0086] 2. The left and right ends of the clutch input gear 3 correspond to the input ends of the left and right hydraulic wet clutches 12, respectively, and can be independently controlled to engage / disengage;

[0087] 3. Each clutch 12 is fixedly connected to the clutch output gear 4 at the output end, and the clutch output gear 4 meshes with the half-shaft gear 5 on the same side;

[0088] 4. Half-shaft gear 5 is fitted inside half-shaft 6, and half-shaft 6 is inserted into differential housing, meshing with half-shaft gear 10 inside the differential for transmission.

[0089] 5. The brake disc is fixed in one piece on the outside of the differential housing 8, and the brake caliper is fixed on the housing 9. The brake caliper can limit / lock the rotation of the differential housing by clamping the brake disc.

[0090] 6. All rotating pairs (drive shaft, clutch shaft, half shaft, differential housing) are supported by bearing 13, with no rigid interference.

[0091] III. Basic Work Logic

[0092] 1. Power is distributed to the left and right sides by the engagement and disengagement of the clutch, and the differential housing speed is continuously controlled by the brake caliper. The inherent formula of the bevel gear differential (n) is utilized. 左 +n 右 =2n 壳 Achieve all driving conditions:

[0093] 2. Straight travel: Both clutches are fully engaged, the brakes are released, and the differential housing rotates synchronously with the half-shafts, with the left and right half-shafts moving at the same speed and in the same direction.

[0094] 3. Turning: The clutch on one side is disengaged, the brake is applied slightly to the differential housing, and the left and right half shafts rotate in the same direction but at different speeds;

[0095] 4. U-turn on the spot: One-sided clutch disengagement, brakes fully engage, differential housing (n) 壳 =0), the left and right half-shafts rotate at the same speed but in opposite directions.

Claims

1. A transmission structure for a tracked vehicle or a skid-steer vehicle to turn around at its original position, the transmission structure being used for the vehicle to travel straight, turn around, and steer, characterized in that: It includes a differential assembly (7), a brake assembly, a primary transmission assembly, two clutches (12), and two secondary transmission assemblies; Two sets of clutches (12) are positioned laterally at intervals. The first-stage transmission assembly is positioned relative to the clutches (12). The output end of the first-stage transmission assembly is arranged between the two sets of clutches (12). The output end of the first-stage transmission assembly can selectively engage or disengage the transmission with the input end of each set of clutches (12). The output end of the clutches (12) is connected to the second-stage transmission assembly. Each set of clutches (12) is matched and connected with the corresponding second-stage transmission assembly to realize independent power transmission on the left and right sides. Each set of second-stage transmission assemblies forms a transmission connection with the transmission end of the differential assembly (7) on the corresponding side. The differential assembly (7) is rotatably mounted inside the brake assembly. The brake assembly is positioned relative to the clutches (12). The brake assembly is used to decelerate or lock the differential assembly (7) in a rotating state. By cooperating with the switching of the clutches (12) for engagement and disengagement of the transmission, the vehicle can move straight, turn, and make a U-turn.

2. The transmission structure for turning around at the original position of a tracked vehicle or skid-steer vehicle according to claim 1, characterized in that: The primary transmission assembly includes a drive shaft (1), a drive gear (2), and a clutch input gear (3). The drive gear (2) is mounted on the drive shaft (1), and the drive gear (2) meshes with the clutch input gear (3) for transmission. The input end of each clutch (12) selectively engages or disengages transmission with the clutch input gear (3).

3. The transmission structure for turning around at the original position of a tracked vehicle or skid-steer vehicle according to claim 1, characterized in that: The clutch (12) is a hydraulic wet clutch.

4. The transmission structure for turning around at the original position of a tracked vehicle or skid-steer vehicle according to claim 1, characterized in that: The differential assembly (7) includes a differential and a half shaft (6); A half-shaft (6) is inserted into each side of the differential. The half-shaft (6) and each end of the differential form a transmission pair. The half-shaft (6) is used as the transmission end of the differential assembly.

5. The transmission structure for turning around at the original position of a tracked vehicle or skid-steer vehicle according to claim 4, characterized in that: The secondary transmission assembly includes a clutch output gear (4) and a half-shaft gear (5). The clutch output gear (4) is connected to the output end of the clutch (12) for transmission. The clutch output gear (4) and the half shaft gear (5) mesh with each other. The half shaft gear (5) is connected to the half shaft (6) for transmission.

6. The transmission structure for turning around at the original position of a tracked vehicle or skid-steer vehicle according to claim 1, characterized in that: The brake assembly includes a brake disc (8) and a brake caliper (9); The brake disc (8) is fixed on the differential assembly (7) and rotates synchronously therewith. The brake caliper (9) is positioned relative to the clutch (12). The brake caliper (9) and the brake disc (8) form a rotating friction pair.

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