Gearbox, drive axle and vehicle

Abstract

A kind of gearbox of vehicle, drive axle and vehicle, comprising: motor system, pump system and drive system;The motor system connects the pump system, the motor system provides power for the pump system, the pump system communicates the drive system, the pump system utilizes at least a part of the power to control the drive system, to control the travel of the vehicle by controlling the drive system.Compared with prior art only by motor gear transmission, mechanical structure drives and controls vehicle travel, the drive and control of vehicle are more flexible.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to a transmission, drive axle, and vehicle. Background Technology

[0002] Currently, the travel drive and hydraulic pump drive of electric forklifts are basically driven by motors respectively. Single-drive electric forklifts have at least one drive motor and one oil pump motor, while double-drive electric forklifts have at least two drive motors and one oil pump motor. The travel drive and control of electric forklifts are mechanically driven and controlled by motors, resulting in a complex transmission structure and difficult drive control.

[0003] Therefore, optimizing the gearbox transmission structure and improving the flexibility of driving and control is an urgent problem to be solved. Summary of the Invention

[0004] This application provides a vehicle transmission, including: a motor system, a pump system, and a drive system; the motor system is connected to the pump system and provides power to the pump system; the pump system is connected to the drive system; the pump system uses at least a portion of the power to control the drive system, thereby controlling the driving state of the vehicle by controlling the drive system.

[0005] Optionally, the pump system is also drive-connected to the drive system to transmit at least another portion of the power to the drive system to drive the vehicle.

[0006] Optionally, the motor system is connected to the pump system in a driving connection, and the motor system provides at least a portion of the power to the drive system through the pump system to drive the vehicle.

[0007] Optionally, the drive system includes a clutch that is drive-connected to the pump system to receive at least a portion of the power provided by the pump system.

[0008] Optionally, the drive system includes a differential that is drive-connected to the clutch to receive power from the clutch.

[0009] Optionally, the drive system includes a transmission assembly disposed between the clutch and the differential, the transmission assembly being drively connected to the clutch and the differential respectively, so as to transmit the power provided by the clutch to the differential.

[0010] Optionally, the pump system is connected to the clutch, and the pump system converts at least a portion of the power provided by the motor system into pump pressure. The pump pressure acts on the clutch to control the output power of the clutch, and the pump system controls the differential and the driving state of the vehicle by controlling the output power.

[0011] Optionally, the motor system includes a motor, and a first gear is provided on the motor shaft of the motor. The first gear drives the pump system to rotate, thereby providing power to the pump system.

[0012] Optionally, the pump system includes a pump shaft with a second gear on it. The second gear meshes with the first gear so that the first gear on the motor shaft drives the pump shaft to rotate, thereby providing power to the pump system.

[0013] Optionally, the drive system includes a clutch, and a third gear is provided on the pump shaft, the third gear being drively connected to the clutch to transmit power to the clutch.

[0014] Optionally, the clutch includes a clutch shaft with a fourth gear on it. The fourth gear meshes with the third gear and receives power from the third gear, thereby driving the clutch shaft to rotate and transmit power to the clutch.

[0015] Optionally, the drive system further includes a first idler wheel, which is disposed between the clutch and the pump system for transmitting power provided by the pump system to the clutch.

[0016] Optionally, the pump system includes a pump shaft with a third gear on it, the clutch includes a clutch shaft with a fourth gear on it, a first idler gear is disposed between the third gear and the fourth gear, and the third gear and the fourth gear respectively mesh with the first idler gear to transmit the power of the third gear to the fourth gear.

[0017] Optionally, the clutch includes a clutch shaft with an output gear on it. The output gear is connected to the differential for transmitting the power output by the clutch to the differential to drive the vehicle.

[0018] Optionally, the output gear includes a first sub-output gear disposed at one end of the clutch shaft. The first sub-output gear is used to provide a first power to the differential when the clutch is in a first state.

[0019] Optionally, the differential includes an end gear that is drivenly connected to a first sub-output gear. When the clutch is in a first state, the end gear receives a first power provided by the first sub-output gear to drive the vehicle.

[0020] Optionally, the output gear includes a second sub-output gear disposed at the other end of the clutch shaft. The second sub-output gear is used to provide a second power to the differential when the clutch is in a second state.

[0021] Optionally, the differential includes an end gear that, when the clutch is in the second state, receives a second power from the second sub-output gear to drive the vehicle.

[0022] Optionally, when the clutch is in the third state, the clutch shaft is freely disengaged from the output gear, the clutch stops providing power to the end gear of the differential, and the vehicle is in neutral.

[0023] Optionally, the transmission assembly includes a transmission gear disposed between the clutch and the differential, the transmission gear being drively connected to both the clutch and the differential to transmit the power output from the clutch to the differential.

[0024] Optionally, the transmission gear includes a first sub-transmission gear, and the clutch includes a first sub-output gear; when the clutch is in a first state, the first sub-transmission gear is connected to the first sub-output gear to transmit the first power output by the clutch to the differential.

[0025] Optionally, the transmission gear includes a second sub-transmission gear, and the clutch includes a second sub-output gear; when the clutch is in a second state, the second sub-transmission gear meshes with the second sub-output gear to transmit the second power provided by the clutch to the differential.

[0026] Optionally, the transmission assembly includes a drive shaft that is connected to the differential. The first sub-drive gear and the second sub-drive gear are disposed on the drive shaft. When the first sub-drive gear and / or the second sub-drive gear receives power from the clutch, they drive the drive shaft to rotate, thereby transmitting the power provided by the clutch to the differential.

[0027] Optionally, the transmission assembly further includes a third sub-drive gear disposed on the drive shaft; the differential includes an end gear, and the third sub-drive gear is pulsatorically connected to the end gear. When the first sub-drive gear and / or the second sub-drive gear drive the drive shaft to rotate, the third sub-drive gear provides power to the differential through the end gear to drive the vehicle.

[0028] Optionally, the drive system further includes a second idler wheel, which is disposed between the clutch and the transmission assembly, and is used to transmit the power provided by the clutch to the transmission assembly.

[0029] Optionally, the clutch shaft of the clutch is provided with a first sub-output gear, the transmission shaft of the transmission assembly is provided with a first sub-transmission gear, and the second idler gear is disposed between the first sub-output gear and the first sub-transmission gear, wherein the first sub-output gear and the first sub-transmission gear are respectively engaged with the second idler gear.

[0030] Optionally, the pump system further includes a first pump, a control valve, and a pump shaft. The first pump is mounted on the pump shaft and is connected to the control valve. The control valve is connected to the clutch. The pump system controls the power output of the clutch by controlling the on / off state of the control valve, thereby controlling the differential and the movement of the vehicle.

[0031] Optionally, the pump system further includes a pipeline connecting the first pump and the control valve. The first pump transmits the pump pressure to the control valve through the pipeline, and the control valve exhibits different on / off states under the action of the pump pressure.

[0032] Optionally, when the control valve is in a first on / off state, the clutch is in a first state, and the first power provided by the clutch to the differential drives the vehicle to travel in the opposite direction.

[0033] Optionally, the clutch includes a first sub-output gear, a drive unit, and a first channel, wherein the first sub-output gear and the drive unit are disposed on the clutch shaft, and the control valve is provided with a first outlet;

[0034] When the control valve is in the first on / off state, the first outlet of the control valve applies pump pressure to the first orifice, so that the drive unit drives the first sub-output gear to rotate with the clutch shaft, thereby providing the differential with first power to drive the vehicle to travel in the opposite direction.

[0035] Optionally, the first sub-output gear is located on the left side of the drive unit, and the first sub-output gear is switchably connected to the clutch shaft.

[0036] Optionally, the drive unit includes a first sub-drive unit, the first sub-drive unit including a left piston and a left friction pair, the left piston communicating with the first channel;

[0037] When the first outlet of the control valve applies pump pressure to the first orifice, the left piston presses against the left friction pair, causing the first sub-output gear to rotate with the clutch shaft, so that the first power of the clutch is output by the first sub-output gear.

[0038] Optionally, when the control valve is in the second on / off state, the clutch is in the second state, and the second power provided by the clutch to the differential drives the vehicle to travel forward.

[0039] Optionally, the clutch includes a second sub-output gear, a drive unit, and a second channel, wherein the second sub-output gear and the drive unit are disposed on the clutch shaft, and the control valve is provided with a second outlet;

[0040] When the control valve is in the second on / off state, the second outlet of the control valve applies pump pressure to the second passage, so that the drive unit drives the second sub-output gear to rotate with the clutch shaft, thereby providing a second power to the differential to drive the vehicle to travel in the opposite direction.

[0041] Optionally, the second sub-output gear is located on the right side of the drive unit, and the second sub-output gear 314 is switchably connected to the clutch shaft.

[0042] Optionally, the drive unit includes a second sub-drive unit, the second sub-drive unit includes a right piston and a right friction pair, the right piston being connected to the second channel;

[0043] When the second outlet B of the control valve applies pump pressure to the second channel, the right piston moves to the right and presses against the right friction pair, so that the second sub-output gear rotates synchronously with the clutch shaft, so that the power of the clutch is output by the second sub-output gear.

[0044] Optionally, when the control valve is in the third on / off state, the clutch is in the third state, the clutch shaft is freely disengaged from the output gear, the clutch does not provide power to the differential, and the vehicle is in neutral.

[0045] Optionally, the clutch includes a third passage, and the control valve is provided with a third outlet T, which is connected to the oil tank;

[0046] When the control valve is in the third on / off state, the third outlet T of the control valve is connected to the third passage 318, and then to the oil tank. The clutch shaft is freely disengaged from the output gear, the clutch stops providing power to the differential, and the vehicle is in neutral.

[0047] Optionally, the gearbox further includes a housing with a receiving cavity for accommodating the motor system, pump system, and drive system.

[0048] Optionally, the gearbox further includes a cover that covers the receiving cavity and, together with the gearbox body, forms a closed space.

[0049] Optionally, the pump system includes a hydraulic accessory that protrudes from the tank cover.

[0050] Optionally, the gearbox further includes a housing side plate, which is fixedly connected to the housing and disposed on the first side of the housing.

[0051] Optionally, the gearbox further includes a bearing cover, which is fixedly connected to the housing and disposed on the second side of the housing.

[0052] Optionally, the transmission further includes a second pump disposed on the pump shaft, which, when the pump shaft rotates, controls the vehicle's mast system and / or vehicle steering system.

[0053] A drive axle comprising a gearbox as described in any of the preceding claims.

[0054] Optionally, the drive axle further includes an axle body connected to the gearbox, the axle body being used to accommodate at least a portion of the differential, the axle body being fixedly connected to the gearbox.

[0055] Optionally, the bridge body includes a bridge body, a left mounting plate, and a right mounting plate, wherein the left mounting plate 92 and the right mounting plate are respectively fixedly installed at both ends of the bridge body.

[0056] Optionally, the drive axle includes a gantry support ring, which is mounted on the left mounting plate and the right mounting plate.

[0057] Optionally, the drive axle includes a brake, which is mounted on the left mounting plate and the right mounting plate.

[0058] A vehicle comprising a transmission as described in any of the preceding claims, or comprising a drive axle as described in any of the preceding claims.

[0059] In this embodiment, the vehicle transmission converts at least a portion of the power provided by the motor system into pump pressure, and controls the vehicle's drive system by controlling this pump pressure acting on the drive system, thereby controlling the vehicle's driving state. Compared to existing technologies that rely solely on motor gear transmission and mechanical structures to drive and control vehicle movement, this method offers greater flexibility in vehicle driving and control.

[0060] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0061] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0062] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0063] Figure 1 This is a simplified schematic diagram of a gearbox structure provided in an exemplary embodiment of this disclosure;

[0064] Figure 2 This is a simplified schematic diagram of another gearbox structure provided in an exemplary embodiment of this disclosure;

[0065] Figure 3 This is an internal structural diagram of a gearbox provided in an exemplary embodiment of this disclosure.

[0066] Figure 4 This is a structural diagram of a clutch provided in an exemplary embodiment of this disclosure.

[0067] Figure 5 This is a structural diagram of another clutch provided in an exemplary embodiment of this disclosure.

[0068] Figure 6 This is an external structural diagram of a gearbox provided in an exemplary embodiment of this disclosure.

[0069] Figure 7 This is a structural diagram of a drive bridge provided in an exemplary embodiment of this disclosure.

[0070] Explanation of reference numerals in the attached figures:

[0071] 1. Motor system; 11. Motor; 12. Motor shaft; 13. First gear;

[0072] 2. Pump system; 21. Pump shaft; 22. Second gear; 23. Third gear; 24. First pump; 25. Control valve; 26. Piping; 27. Second pump.

[0073] 3. Drive system; 31. Clutch; 32. Differential; 33. Transmission assembly; 34. First idler gear; 36. Second idler gear; 311. Clutch shaft; 312. Fourth gear; 313. First sub-output gear; 314. Second sub-output gear; 315. Drive unit; 3151. First sub-drive unit; 3152. Second sub-drive unit; 316. First channel; 317. Second channel; 318. Third channel; 331. First sub-transmission gear; 331. Second sub-transmission gear; 333. Third sub-transmission gear; 334. Drive shaft; 321. End gear; 322. Wheel axle. Detailed Implementation

[0074] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0075] According to a first aspect of this application, a vehicle transmission is provided, which may include: a motor system, a pump system, and a drive system; the motor may be connected to the pump system and may provide power to the pump system; the pump system may be connected to the drive system and may use at least a portion of the power to control the drive system, thereby controlling the driving state of the vehicle by controlling the drive system 3.

[0076] As an optional implementation, the motor system may include a motor, and thus the motor system may be connected to the pump system via a motor shaft, thereby transmitting the power of the motor to the pump system to provide power to the pump system. The pump system may convert at least a portion of the power provided by the motor into pump pressure. The pump system may be connected to the drive system via components such as control valves, thereby controlling the drive system by controlling the pump pressure acting on the drive system, and thus controlling the driving state of the vehicle.

[0077] In this embodiment, the vehicle transmission converts at least a portion of the power provided by the motor system into pump pressure, and controls the vehicle's drive system by controlling this pump pressure acting on the drive system, thereby controlling the vehicle's driving state. Compared to existing technologies that rely solely on motor gear transmission and mechanical structures to drive and control vehicle movement, this method offers greater flexibility in vehicle driving and control.

[0078] As an optional implementation, see [link to implementation details]. Figure 1 The motor system 1 and the pump system 2 can be driven together, and the pump system 2 can also be driven together with the drive system 3. The motor system 1 can provide power to the drive system 3 through the pump system 2, so as to transmit at least another part of the power to the drive system 3, thereby driving the vehicle.

[0079] Specifically, the transmission connections between the various systems mentioned above can be any one or more of gear drives, belt drives, chain drives, couplings, and clutches, etc., without limitation. For simplicity, this embodiment uses the most common gear drive. In conjunction with the above, the motor system 1 can provide power to the pump system 2 through gear rotation. This power can be divided into two parts by the pump system 2. One part of the power continues to rotate through the gears to the drive system 3, serving as the power to drive the vehicle; the other part of the power can be converted into pump pressure by the pump system 2, connected to the drive system 3, and then the drive system 3 is controlled by controlling the pump pressure acting on it, thereby controlling the vehicle's driving state. In this embodiment, in addition to providing power to the drive system through transmission, the pump system 2 also converts another part of the power into pump pressure, and then controls the driving system and the vehicle's driving state by controlling the pump pressure acting on it. Optionally, the pump pressure can be the fluid pressure of the pump system, such as oil pressure, air pressure, or water pressure, depending on the type of pump system and pump; the specific implementation is not limited.

[0080] As an optional implementation, see [link to implementation details]. Figure 1 The motor system 1 can be driven to the pump system 2, and the pump system 2 can be driven to the drive system 3. The motor system 1 provides at least a portion of the power to the drive system 3 through the pump system 2 to drive the vehicle.

[0081] Specifically, the motor system 1 may include components such as a motor as a power source. The motor system 1 provides power from the power source to the pump system 2 through a transmission connection. The pump system then transmits at least a portion of the received power to the drive system 3 through a transmission connection with the drive system 3, thereby enabling the drive system to drive the vehicle.

[0082] As an optional implementation, see [link to implementation details]. Figure 1 The drive system 3 may include a clutch 31, which may be connected to the pump system 2 via a transmission connection. The clutch 31 receives power from the pump system 2 via the transmission connection.

[0083] Specifically, the drive system 3 may include a clutch 31. After the pump system 2 receives the power provided by the motor system 1, the clutch 31 and the pump system 2 can be connected by means of gear transmission or other means, so that the clutch 31 can accept the power provided by the pump system 2, and a part of the power is used as the driving force of the drive system 3 to drive the vehicle.

[0084] As an optional implementation, see [link to implementation details]. Figure 1 The drive system 3 may further include a differential 32, which is connected to the clutch 31 to receive power from the clutch 31.

[0085] Specifically, the drive system 3 may include a differential 32, which can receive power from the clutch 31. Similar to the above embodiments, the differential 32 can be connected to the clutch 31 via gears or other means. The differential can be the same as or similar to existing differentials. The differential can be connected to the wheel axle 322, thereby driving the wheels of the vehicle mounted on the wheel axle 322 to rotate, and thus driving the vehicle to travel.

[0086] As an optional implementation, see [link to implementation details]. Figure 1 The drive system 3 may further include a transmission assembly 33, which may be disposed between the clutch 31 and the differential 32. The transmission assembly 33 may be connected to the clutch 31 and the differential 32 respectively to transmit the power provided by the clutch 31 to the differential 32.

[0087] Specifically, similar to the above embodiments, the above transmission connection is connected by gears or the like. For example, the gears of the transmission component can mesh with the gears of the clutch 31 and the differential 32 respectively, thereby transmitting the power provided by the clutch 31 to the differential 32 through the gears. The differential 32 is connected to the wheel axle 322, thereby driving the wheels of the vehicle mounted on the wheel axle 322 to rotate, thereby driving the vehicle to travel.

[0088] As an optional implementation, see [link to implementation details]. Figure 1 The pump system 2 can also be connected to the clutch 31. The pump system converts at least a portion of the power provided by the motor system into pump pressure. The pump pressure acts on the clutch 31 to control the output power of the clutch 31. The pump system controls the differential 32 and the driving state of the vehicle by controlling the output power.

[0089] Specifically, the pump system 2 may include a first pump 24 and a pipe 26 connected to the pump, so the pump system 2 can be connected to the clutch 31 through the first pump 24 and the pipe 26. In addition, the pump system can convert a portion of the power provided by the motor system into pump pressure, and apply the pump pressure to the clutch 31 through the pump's pipe, thereby controlling the output power of the clutch by controlling the pump pressure, so that the pump system can control the differential 32 and the driving state of the vehicle. The control of clutch output power by controlling pump pressure can be achieved by applying pump pressure to different components of the clutch, thereby controlling the direction of clutch output power and thus controlling the vehicle's driving direction. Specifically, controlling the direction of output power can control whether the vehicle is in forward or reverse gear. Alternatively, in some embodiments, controlling clutch output power by controlling pump pressure can also involve controlling whether the output power is transmitted to the differential 32 by applying pump pressure to different components of the clutch, thereby controlling whether the vehicle is in neutral. Furthermore, in some embodiments, controlling clutch output power by controlling pump pressure can also involve controlling the magnitude of the output power by applying pump pressure to different components of the clutch, thus transmitting power from different gears to the differential 32 and controlling the vehicle's driving gear. Further, in some embodiments, the above-described control of clutch output power by controlling pump pressure can simultaneously control whether output power is provided, and the magnitude and direction of the output power, or a combination of multiple parameters. These are not specifically limited here and should all be understood to be included within the scope of protection of this patent.

[0090] See Figure 2 A first pump 24 can be installed on the pump shaft 21 of the pump system 2. When the pump shaft 21 rotates, the pump can convert a portion of the power provided by the motor system into pump pressure. The pump can be connected to the clutch 31 through the pipe 26, and the pressure is applied to the clutch of the drive system 3. Thus, the pump system can control the drive system by controlling the pressure, and thus control the driving of the vehicle through the pump system.

[0091] Furthermore, a second pump 27 can be installed on the pump shaft 21 of the pump system 2. When the pump shaft 21 rotates, this pump can convert the power provided by another part of the motor system into pump pressure. This pump pressure can be used to control other components of the vehicle. For example, when the vehicle is a forklift, the pump pressure of the second pump 27 can be used to control the forklift's mast system or steering system, etc. The mast system can then perform actions such as raising, lowering, and tilting the mast. When the vehicle is a passenger car, commercial vehicle, etc., the pump pressure of the second pump 27 can also be used to control other components on the vehicle, such as the steering system or other actuators. The above are merely incomplete illustrative examples and are not intended to limit this patent.

[0092] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The motor system 1 may include a motor 11, and a first gear 13 is provided on the motor shaft 12 of the motor 11. The first gear is connected to the pump system 2 for transmission to provide power to the pump system 2.

[0093] Specifically, the motor system includes a motor 11 which may have a motor shaft 12 for outputting the power provided by the motor. A first gear may be installed on the motor shaft to transmit the power provided by the motor to the pump system 2.

[0094] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The pump system includes a pump shaft 21, on which a second gear 22 is provided. The second gear 22 meshes with the first gear 11, so that the first gear 11 of the motor shaft 11 drives the pump shaft 21 to rotate, thereby providing power to the pump system 2.

[0095] Specifically, a second gear 22 may be provided on the pump shaft 21 in the pump system. When the pump system 2 and the motor system are driven by gears, the second gear is used to mesh with the first gear 11 on the motor shaft 11 of the motor system 1, so that the pump shaft 21 rotates with the first gear 11, thereby enabling the pump system 2 to receive the power provided by the motor system.

[0096] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The drive system 3 includes a clutch 31, and a third gear 23 may also be provided on the pump shaft 21. The third gear 23 can be connected to the clutch 31 in a transmission manner to transmit power to the clutch 31.

[0097] Specifically, as described in the above embodiments, the drive system 3 may further include a clutch 31, and a third gear 23 may be provided on the pump shaft in the pump system. The third gear 23 may be connected to the clutch 31 in a transmission manner, thereby enabling the power received by the pump system from the motor system to be transmitted at least partially to the clutch 31 of the drive system.

[0098] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The clutch 31 may include a clutch shaft 311, on which a fourth gear 312 is provided. The fourth gear 312 is used to receive power from the third gear 23, thereby driving the clutch shaft 311 to rotate.

[0099] Specifically, the clutch can be the same as or similar to other clutches, including a rotatable clutch shaft 311, on which a fourth gear 312 can be provided. The fourth gear can be used to drive the third gear 23 on the pump shaft in a meshing manner, so that the power of the pump system can be transmitted to the clutch shaft of the clutch through the fourth gear. Specifically, the fourth gear drives the clutch shaft to rotate.

[0100] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The drive system 3 may further include a first idler wheel 34, which is disposed between the clutch 31 and the pump system 2, for transmitting the power received by the pump system 2 from the motor system to the clutch 31.

[0101] Specifically, the axle of the first idler wheel 34 of the drive system can be mounted on the housing, and the gears are connected to the clutch 31 and the pump system 2 by means of gear meshing or other transmission methods, so that the pump system can transmit the received power to the clutch 31 through the idler wheel. As described in the above embodiments, the power can initially be provided by the motor system 1, but no specific limitation is made here.

[0102] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The pump system 2 may include a pump shaft 21, on which a third gear 23 may be provided. The clutch includes a clutch shaft 311, on which a fourth gear 312 may be provided. A first idler gear 34 may be provided between the third gear 23 and the fourth gear 312. The third gear 23 and the fourth gear 312 may mesh with the first idler gear 34 respectively, so as to transmit the power of the third gear 23 on the pump shaft 21 of the pump system to the fourth gear 312.

[0103] Specifically, the pump system 2 can be connected to the clutch 31 through one or more of the following transmission methods: gear drive, belt drive, chain drive, coupling, and clutch. The above description only uses gear drive as an example.

[0104] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The clutch may include a clutch shaft 311, on which an output gear may be provided. The output gear is drively connected to the differential 32. The output gear is used to transmit the power output by the clutch to the differential 32 to drive the vehicle.

[0105] Specifically, the output gear on the clutch shaft can be connected to the differential 32 via one or more of the following methods: gear drive, belt drive, chain drive, coupling, and clutch. Through this transmission connection, the clutch 31 can drive the output gear to output power via the rotation of the clutch shaft, and then transmit the clutch output power to the differential 32 through the transmission connection. As described in the above embodiments, this power can initially be provided by the motor system 1, but this is not specifically limited here.

[0106] As an optional implementation, see [link to implementation details]. Figure 2 The output gear may include a first sub-output gear 313, which may be disposed at one end of the clutch shaft. The first sub-output gear 313 may be used to provide a first power to the differential 32 when the clutch 31 is in a first state.

[0107] Specifically, the first sub-output gear 313 can be disposed at one end of the clutch shaft 311. Alternatively, the main body of the clutch can be disposed in the middle of the clutch shaft, while the first sub-output gear 313 is disposed at one end of the clutch shaft 311. Furthermore, the first state of the clutch can be a certain operating state in which the clutch provides first power to the differential 32. For example, the first state of the clutch can be an operating state in which the clutch outputs power only through the first sub-output gear 313. In this operating state, the first sub-output gear outputs first power to the differential 32. This first power can be in a specific direction or has a characteristic magnitude, and is not specifically limited here.

[0108] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The differential 32 may include an end gear 321. When the clutch 31 is in the first state, the end gear 321 receives the first power provided by the first sub-output gear 313 to drive the vehicle.

[0109] Specifically, as described in the above embodiments, the first state of the clutch 31 can be a certain working state of the clutch, in which the clutch provides a first power to the differential 32. The end gear 321 of the differential 32 can be connected to a rotating shaft, which can be connected to the vehicle's wheels. When the end gear 321 receives the first power provided by the first sub-output gear 313, it can drive the vehicle's rotating shaft to start rotating, thereby causing the vehicle to start moving. The direction and magnitude of the first power can determine factors such as the vehicle's driving direction and speed. For example, when the direction of the first power is positive, the vehicle can be driven in forward gear; if the direction of the power is negative, the vehicle can be driven in reverse gear. The positive or negative direction of the first power is only an illustrative description and has no specific meaning. In addition, the magnitude of the first power can also determine the vehicle's speed gear. The above description of the direction and magnitude of the first power is only an illustrative example, and there may be other or similar parameters and specific application scenarios, which are not specifically limited here.

[0110] As an optional implementation, see [link to implementation details]. Figure 2 The output gear may further include a second sub-output gear 314, which is disposed at the other end of the clutch shaft 31. The second sub-output gear 314 is used to provide a second power to the differential 32 when the clutch 31 is in a second state.

[0111] Specifically, the second sub-output gear 314 is disposed at the other end of the clutch shaft 311. This can be achieved by having the main body of the clutch located in the middle of the clutch shaft, while the second sub-output gear 314 and the first sub-output gear 313 are disposed at opposite ends of the clutch shaft 311. Therefore, relative to the first sub-output gear 313, the second sub-output gear 314 is disposed at the other end of the clutch shaft. Furthermore, the second state of the clutch can be a specific operating state in which the clutch provides a second power to the differential 32. For example, the second state of the clutch can be an operating state in which the clutch outputs power only through the second sub-output gear 314. In this operating state, the second sub-output gear outputs a second power to the differential 32. This second power can be in a specific direction or have a characteristic magnitude, and is not specifically limited here.

[0112] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The differential 32 may include an end gear 321, which, when the clutch 31 is in the second state, can receive a second power provided by the second sub-output gear 314 to drive the vehicle.

[0113] Specifically, as described in the above embodiments, the second state of the clutch 31 can be a certain working state of the clutch, in which the clutch provides a second power to the differential 32. The end gear 321 of the differential 32 can be connected to a rotating shaft, which can be connected to the vehicle's wheels. When the end gear 321 receives the second power provided by the second sub-output gear 314, it can drive the vehicle's rotating shaft to start rotating, thereby causing the vehicle to start moving. The direction and magnitude of the second power can determine factors such as the vehicle's driving direction and speed. For example, when the direction of the second power is positive, the vehicle can be driven in forward gear; if the direction of the power is negative, the vehicle can be driven in reverse gear. The positive or negative direction of the second power is only an illustrative description and has no specific meaning. In addition, the magnitude of the second power can also determine the vehicle's speed gear. The above description of the direction and magnitude of the second power is only an illustrative example, and there may be other or similar power parameters and specific applications, which are not specifically limited here.

[0114] As an optional implementation, see [link to implementation details]. Figures 2 to 5 When the clutch is in the third state, the clutch shaft 311 is freely disengaged from the output gear, the clutch 31 stops providing power to the end gear 321 of the differential 32, and the vehicle is in neutral.

[0115] Specifically, as described in the above embodiments, the third state of the clutch 31 can be a certain working state of the clutch. In the third state, the output gear on the clutch shaft is freely disengaged from the clutch shaft, and the output gear does not rotate with the rotation of the clutch shaft. Therefore, the clutch 31 stops providing power to the end gear 321 of the differential 32, thereby making the differential 32 unable to obtain power, and thus the vehicle is in neutral.

[0116] As an optional implementation, see [link to implementation details]. Figure 2 The transmission assembly 32 includes a transmission gear, which is disposed between the clutch and the differential. The transmission gear is connected to the clutch and the differential respectively to transmit the power output by the clutch to the differential.

[0117] Specifically, see Figure 2The transmission gear can be disposed between the clutch and the differential. In addition, the transmission gear can be connected to the clutch and the differential through one or more of the following methods: gear transmission, belt transmission, chain transmission, coupling and clutch. This allows the power output from the clutch to be transmitted to the differential through the transmission gear. After receiving the power, the differential can drive the vehicle wheels to rotate, thereby driving the vehicle.

[0118] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The transmission gear includes a first sub-transmission gear 331, and the clutch includes a first sub-output gear 313. When the clutch is in a first state, the first sub-transmission gear 331 and the first sub-output gear 313 are connected in a transmission relationship to transmit the first power provided by the clutch to the differential.

[0119] Specifically, when the transmission gear includes a first sub-transmission gear 331, the first sub-transmission gear 331 is disposed between the clutch and the differential, and is connected to both the clutch and the differential in a transmission manner. Alternatively, the clutch may also include a first sub-output gear 313, and the first sub-transmission gear 331 can achieve a transmission connection with the clutch by meshing with the first sub-output gear 313. Thus, the first sub-transmission gear 331 can transmit the first power output from the clutch to the differential. This first power may not have a specific physical meaning, but is merely a distinguishing term for the clutch's output power. As in the above embodiments, the clutch is in a first state, which can be a certain working state of the clutch. In this first state, the clutch provides the first power to the differential 32. The end gear 321 of the differential 32 can be connected to a rotating shaft, which can be connected to the vehicle's wheels. When the end gear 321 receives the first power provided by the first sub-output gear 313, it can drive the vehicle's rotating shaft to start rotating, thereby causing the vehicle to start moving. The direction and magnitude of the first power can determine factors such as the vehicle's driving direction and speed. For example, when the direction of the first power is positive, it can drive the vehicle in forward gear; if the direction of the power is negative, it can drive the vehicle in reverse gear. The positive or negative direction of the first power is only an illustrative description and has no specific meaning. In addition, the magnitude of the first power can also determine the vehicle's speed gear. The direction and magnitude of the first power mentioned above are only illustrative examples. There may be other or similar parameters and specific application scenarios, which are not specifically limited here.

[0120] As an optional implementation, see [link to implementation details]. Figure 2The transmission gear includes a second sub-transmission gear 332, and the clutch includes a second sub-output gear 314. When the clutch is in the second state, the second sub-transmission gear 332 meshes with the second sub-output gear 314 to transmit the second power provided by the clutch to the differential.

[0121] Specifically, when the transmission gear includes a second sub-transmission gear 332, the second sub-transmission gear 332 is disposed between the clutch and the differential, and is connected to both the clutch and the differential in a transmission manner. Alternatively, the clutch may also include a second sub-output gear 314, and the second sub-transmission gear 332 can achieve a transmission connection with the clutch by meshing with the second sub-output gear 314. Thus, the first sub-transmission gear 332 can transmit the first power output from the clutch to the differential. This first power may not have a specific physical meaning, but is merely a distinguishing term for the clutch's output power. Similarly, the second power may not have a specific physical meaning, but is merely a distinguishing term for the clutch's output power. As described in the above embodiments, the clutch is in a second state, which can be a certain working state of the clutch, and in this second state, the clutch provides a second power to the differential 32. The end gear 321 of the differential 32 can be connected to a rotating shaft, which can be connected to the vehicle's wheels. When the end gear 321 receives the second power provided by the second sub-output gear 314, it can drive the vehicle's rotating shaft to start rotating, thereby causing the vehicle to start moving. The direction and magnitude of the second power can determine factors such as the vehicle's driving direction and speed. For example, when the direction of the second power is positive, it can drive the vehicle in forward gear; if the direction of the power is negative, it can drive the vehicle in reverse gear. The positive or negative direction of the second power is only an illustrative description and has no specific meaning. In addition, the magnitude of the second power can also determine the vehicle's speed gear. The direction and magnitude of the second power mentioned above are only illustrative examples. There may be other or similar parameters and specific application scenarios, which are not specifically limited here.

[0122] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The transmission assembly may include a drive shaft, which may be connected to a differential. The first sub-drive gear 331 and the second sub-drive gear 332 may be mounted on the drive shaft. When the first sub-drive gear 331 and / or the second sub-drive gear 332 receive power from the clutch, they drive the drive shaft 334 to rotate, so as to transmit the power provided by the clutch to the differential.

[0123] Specifically, the transmission assembly may include a drive shaft, which may be connected to a differential. As described in the above embodiments, this transmission connection may be achieved through one or more of the following methods: gear drive, belt drive, chain drive, coupling, and clutch. Furthermore, the first sub-drive gear 331 and the second sub-drive gear 332 may be mounted on the drive shaft. When the first sub-drive gear 331 and / or the second sub-drive gear 332 receive power from the clutch (this power may be a first power source, a second power source, or other power output by the clutch), the first sub-drive gear 331 and / or the second sub-drive gear 332 may rotate first, thereby driving the drive shaft 334 to rotate. The drive shaft 334 is also connected to the differential, allowing the drive shaft 334 to continue transmitting the power provided by the clutch to the differential.

[0124] As an optional implementation, see [link to implementation details]. Figure 2 The transmission assembly 33 further includes a third sub-transmission gear 333, which is disposed on the transmission shaft 334; the differential 32 includes an end gear 321, and the third sub-transmission gear 333 is pulsatorically connected to the end gear 321. When the first sub-transmission gear 331 and / or the second sub-transmission gear 332 drive the transmission shaft 334 to rotate, the third sub-transmission gear 333 provides power to the differential through the end gear 321 to drive the vehicle.

[0125] Specifically, when the transmission assembly 33 includes a third sub-transmission gear 333, the third sub-transmission gear 333 can also be disposed on the transmission shaft 334. As described in the above embodiment, the third sub-transmission gear 333, the first sub-transmission gear 331, and the second sub-transmission gear 332 can all be disposed on the transmission shaft 334. When the first sub-transmission gear 331 and / or the second sub-transmission gear 332 drive the transmission shaft 334 to rotate, the third sub-transmission gear 333 can rotate with the transmission shaft 334. In addition, the differential 32 can include an end gear 321, which can be connected to the third sub-transmission gear 333. This connection can be the meshing of the end gear 321 and the third sub-transmission gear 333, so that the power of the third sub-transmission gear 333 can be transmitted to the end gear 321, thereby enabling the differential 32 to use this power to drive the wheels to rotate, and thus drive the vehicle to start moving. As described in the above embodiments, the power transmitted to the end gear 321 can be the first power, the second power, or other power output by the clutch, without any specific limitation.

[0126] As an optional implementation, see [link to implementation details]. Figures 2 to 5The drive system 3 may further include a second idler wheel 36, which may be disposed between the clutch 31 and the transmission assembly 33. The second idler wheel 36 is used to transmit the power provided by the clutch to the transmission assembly 33.

[0127] Specifically, when the drive system 3 includes a second idler pulley 36, one end of the second idler pulley 36 can be fixed to the gearbox housing, while the other end can be disposed between the clutch 31 and the transmission assembly 33, respectively connecting the clutch 32 and the transmission assembly 33, so that the power output by the clutch 31 can be transmitted to the transmission assembly 33 through the second idler pulley 36. As in the above embodiments, the transmission connection can be any one or more of the following methods: gear drive, belt drive, chain drive, coupling, and clutch.

[0128] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The clutch 31 has a first sub-output gear 313 on its clutch shaft 311, and the transmission shaft 334 of the transmission assembly has a first sub-transmission gear 331. The second idler gear 36 is disposed between the first sub-output gear 313 and the first sub-transmission gear 331, and the first sub-output gear 313 and the first sub-transmission gear 331 are respectively engaged with the second idler gear 36.

[0129] Specifically, as described in the above embodiment, the clutch 31 may include a clutch shaft 311, on which a first sub-output gear 313 may be provided. Correspondingly, a first sub-drive gear 331 may also be provided on the drive shaft of the transmission assembly 33. The second idler gear 36 may be connected to the first sub-output gear 313 and the first sub-drive gear 331 respectively through gear meshing or other means. The power output by the clutch 31 through the first sub-output gear 313 is transmitted to the first sub-drive gear 331 through the second idler gear 36. This power can then be transmitted to the end gear of the differential 32 through the first sub-drive gear 331, thereby enabling the differential to drive the vehicle to start moving.

[0130] As an optional implementation, see [link to implementation details]. Figure 2 The pump system 2 further includes a first pump 24, a control valve 25, and a pump shaft 21. The first pump 24 is connected to the control valve 25, and the control valve 25 is connected to the clutch 31. The pump system 2 controls the power output of the clutch 31 by controlling the on / off state of the control valve 25, thereby controlling the differential 32 and the driving of the vehicle.

[0131] Specifically, the pump system 2 may include a first pump 24 and a control valve 25 connected to the first pump 24. The first pump 24 may be mounted on the pump shaft 21. The first pump 24 can convert at least a portion of the power provided to the pump shaft by the motor system into pump pressure. The first pump, through the connection to the control valve, can apply the pump pressure to the control valve, thereby controlling the on / off state of the control valve. Furthermore, because the control valve is also connected to the clutch 31, the on / off state of the control valve can control the power output of the clutch. For example, the on / off state of the control valve 25 can control the direction and magnitude of the power output by the clutch. By transmitting power of different directions and magnitudes to the differential, the driving state of the vehicle can be controlled, thereby achieving flexible control of the vehicle.

[0132] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The pump system 2 further includes a pipe 26, which connects the first pump 24 and the control valve 25. The first pump transmits the pump pressure to the control valve 25 through the pipe 26, and the control valve presents different on / off states under the action of the pump pressure.

[0133] Specifically, as described in the above embodiments, the pump system may include a pipe 26, which is used to fill pressure-conducting liquids or gases such as hydraulic oil and air, thereby conducting the pump pressure to a control valve to control the opening state of the control valve, so that the first pump can control the power output of the clutch by controlling the opening state of the control valve.

[0134] As an optional implementation, see [link to implementation details]. Figures 2 to 5 When the control valve 25 is in the first on / off state, the clutch 31 is in the first state, and the first power provided by the clutch 31 to the differential 32 drives the vehicle to travel in the opposite direction.

[0135] Specifically, see Figure 4 A schematic diagram of the HH control valve's conduction is shown. This control valve can be a three-position four-way solenoid valve. It has several different conduction states. In this embodiment, the first state of the control valve is a leftward movement, connecting P and A, thereby making the first power output from the clutch a negative force, which in turn drives the vehicle in the opposite direction. The negative direction of the first force may only distinguish it from the positive force and has no actual physical meaning. Furthermore, this reverse travel could mean the vehicle is in reverse gear; similarly, this reverse travel may only distinguish it from the forward travel and may also have no actual physical meaning.

[0136] As an optional implementation, see [link to implementation details]. Figures 2 to 5The clutch 31 may include a first sub-output gear 313, a drive unit 315 and a first channel 316. The first sub-output gear 313 and the drive unit 315 are disposed on the clutch shaft. The control valve 24 is provided with a first outlet A.

[0137] When the control valve 24 is in the first on / off state, the first outlet A of the control valve applies pressure to the first passage 316, so that the drive unit 315 drives the first sub-output gear 313 to rotate with the clutch shaft, thereby providing the differential with the first power to drive the vehicle to travel in the opposite direction.

[0138] Specifically, see Figure 4 The clutch may include a first output gear 313, a drive unit 315, and a first channel 316. The first output gear 313 and the drive unit 315 are mounted on the clutch shaft, and the first channel is connected to the first outlet A of the control valve 24. When the control valve is in a first on / off state, there is pump pressure at the first outlet A, which is connected to the first channel 316. This pump pressure is applied to the first channel 316, causing the drive unit 315 to use the pump pressure to drive the first output gear 313 to rotate with the clutch shaft. This allows the clutch to provide first power to the differential using the first output gear 313, thereby driving the vehicle to travel in the opposite direction. Specifically, this first power may be the power mechanically transmitted to the clutch by the motor system through the pump system. The pump pressure converted from the power by the pump system can be used to control the output power of the clutch, rather than the power output by the clutch itself.

[0139] Furthermore, in this system, control valve 24 can be a solenoid valve; see further details. Figure 4 HH, the solenoid valve can be a three-position four-way valve, and the pump system can be an oil pump system. Therefore, the pump pressure can be hydraulic oil. The first channel 316 can be filled with hydraulic oil. When the solenoid valve is in the first state, the solenoid valve position moves to the left, the first oil outlet A and P are connected and hydraulic pressure exists. This hydraulic pressure will be injected into the first channel through the hydraulic oil, applying pressure to the channel, thereby causing the clutch drive unit to use the hydraulic pressure to drive the first sub-output gear 313 to rotate with the clutch shaft, outputting the first power and driving the vehicle to travel in reverse. As in the above embodiments, the first power and reverse travel are only used as distinguishing references. The reverse travel can be driving in reverse gear.

[0140] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The first sub-output gear 313 can be located on the left side of the drive unit 315, and the first sub-output gear 313 can be switched to be connected to the clutch shaft.

[0141] Specifically, the first output gear 313 can be located on the left side of the clutch drive unit, that is, on the left end of the clutch shaft. The first sub-output gear 313 can be switched to be connected to the clutch shaft. That is, in some states, the two are freely disengaged, in some states, they are fixedly connected and rotate synchronously, and in some states, they rotate together. The state can be determined by the pump pressure provided by the control valve.

[0142] As an optional implementation, see [link to implementation details]. Figures 4 to 5 The drive unit 315 may include a first sub-drive unit 3151, the first sub-drive unit 3151 includes a left piston and a left friction pair, the left piston is connected to the first channel 316;

[0143] When the first outlet A of the control valve applies pressure to the first channel 316, the left piston presses against the left friction pair so that the first sub-output gear 313 rotates synchronously with the clutch shaft, so that the power of the clutch is output by the first sub-output gear 313.

[0144] Specifically, the drive unit 315 of the clutch may include a first sub-drive unit 3151, which can be used to drive the first sub-output gear 313 to rotate with the clutch shaft. When the first sub-drive unit 3151 includes a left piston and a left friction pair, the left piston can communicate with the first channel 316. When the first outlet A of the control valve applies pressure to the first channel 316, the left piston presses against the left friction pair so that the first sub-output gear 313 rotates with the clutch shaft, so that the first power of the clutch is output by the first sub-output gear 313.

[0145] As an optional implementation, see [link to implementation details]. Figures 4 to 5 When the solenoid valve is in the second on / off state, the clutch is in the second state, and the second power provided by the clutch to the differential drives the vehicle to travel forward.

[0146] Specifically, see Figure 4 The diagram illustrates the operation of the HH control valve, which can be a three-position four-way solenoid valve. This control valve has several different operating states. In this embodiment, in its first state, the control valve moves to the right, connecting P and B, thereby making the second power output from the clutch a negative force, which in turn drives the vehicle forward. The term "positive force" may only distinguish it from other forces and has no actual physical meaning. Furthermore, "forward driving" could simply mean the vehicle is in forward gear; similarly, "forward driving" may only distinguish it from reverse driving and may also have no actual physical meaning.

[0147] As an optional implementation, see [link to implementation details]. Figures 2 to 5The clutch includes a second sub-output gear 314, a drive unit 315, and a second channel 317. The second sub-output gear 314 and the drive unit 315 are disposed on the clutch shaft, and the control valve is provided with a second outlet B.

[0148] When the control valve is in the second on / off state, the second outlet B of the control valve applies pressure to the second passage 317, so that the drive unit 315 drives the second sub-output gear 314 to rotate with the clutch shaft, thereby providing a second power to the differential to drive the vehicle to travel in the opposite direction.

[0149] Specifically, see Figure 4 The clutch may include a second output gear 314, a drive unit 315, and a second passage 317. The second output gear 314 and the drive unit 315 are mounted on the clutch shaft, and the second passage 317 is connected to the first outlet B of the control valve 24. When the control valve is in a second on / off state, there is pump pressure at the second outlet B, which is connected to the second passage 317. This pump pressure is applied to the second passage 317, causing the drive unit 315 to use the pump pressure to drive the second output gear 314 to rotate with the clutch shaft. This allows the clutch to provide a second power to the differential using the second output gear 314, thereby driving the vehicle to travel in the opposite direction. Specifically, this second power may be the power mechanically transmitted to the clutch by the motor system through the pump system. The pump pressure converted from the power by the pump system can be used to control the output power of the clutch, rather than the power output by the clutch itself.

[0150] Furthermore, in this system, control valve 24 can be a solenoid valve; see further details. Figure 4 HH, the solenoid valve can be a three-position four-way valve, and the pump system can be an oil pump system. Therefore, the pump pressure can be hydraulic oil. The second channel 317 can be filled with hydraulic oil. When the solenoid valve is in the second state, the valve position of the solenoid valve moves to the right, the second oil outlet B and P are connected and there is hydraulic pressure. This hydraulic pressure will be injected into the second channel 317 through the hydraulic oil, applying pressure to the channel, thereby causing the drive part of the clutch to use the hydraulic pressure to drive the second sub-output gear 314 to rotate with the clutch shaft, outputting second power and driving the vehicle forward. As in the above embodiments, the second power and forward driving are only used as distinguishing references. The forward driving can be the previous forward gear driving.

[0151] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The second sub-output gear 314 is located on the right side of the drive unit 315, and the second sub-output gear 314 is switchably connected to the clutch shaft.

[0152] Specifically, the second output gear 314 can be located on the right side of the drive unit of the clutch, that is, on the right end of the clutch shaft. The second output gear 314 can be switched to be connected to the clutch shaft, that is, in some states the two are freely disengaged, in some states the two are fixedly connected and rotate synchronously, and in some states they rotate together. The state can be determined by the pump pressure provided by the control valve.

[0153] As an optional implementation, see [link to implementation details]. Figures 2 to 5 The drive unit 315 includes a second sub-drive unit 3152, which includes a right piston and a right friction pair. The right piston communicates with the second channel 317.

[0154] When the second outlet B of the control valve applies pressure to the second passage 317, the right piston moves to the right and presses against the right friction pair, so that the second sub-output gear 314 rotates synchronously with the clutch shaft, so that the power of the clutch is output by the second sub-output gear 314.

[0155] Specifically, the drive unit 315 of the clutch may include a second sub-drive unit 3152, which can be used to drive the second sub-output gear 314 to rotate with the clutch shaft. When the first sub-drive unit 3152 includes a left piston and a left friction pair, the left piston can communicate with the second passage 317. When the second outlet B of the control valve applies pressure to the second passage 317, the right piston presses against the right friction pair, so that the second sub-output gear 314 rotates with the clutch shaft, and the second power of the clutch is output by the second sub-output gear 314.

[0156] As an optional implementation, see [link to implementation details]. Figures 4 to 5 When the control valve is in the third on / off state, the clutch is in the third state, the clutch shaft is freely disengaged from the output gear, the clutch does not provide power to the differential, and the vehicle is in neutral. The clutch includes a third passage 318, and the control valve is provided with a third outlet T, which is connected to the oil tank. When the control valve is in the third on / off state, the third outlet T of the control valve is connected to the third passage 318, and thus to the oil tank. The clutch shaft is freely disengaged from the output gear, the clutch stops providing power to the differential, and the vehicle is in neutral. The aforementioned oil tank can be the internal cavity of the transmission, which can store hydraulic oil. Alternatively, the oil tank can be another oil storage tank.

[0157] Specifically, see Figure 4The diagram shows the HH control valve's on / off state. When the control valve is in the third on / off state, clutch 31 can also be in the third state. At this time, the clutch shaft and the output gear on the clutch shaft are freely disengaged, and no force can be transmitted between them. The clutch stops supplying power to the differential, and the vehicle travels in neutral. (See also...) Figure 5 In this state, the hydraulic oil in the third channel 318 can overflow, thereby lubricating the drive part of the clutch.

[0158] As an optional implementation, see [link to implementation details]. Figure 6 The gearbox further includes a housing 5, which has a receiving cavity for accommodating the motor system 1, pump system 2, and drive system 3. The gearbox also includes a cover 6, which covers the receiving cavity and, together with the housing, forms a closed space. The receiving cavity of this gearbox can be located in... Figure 6 Inside the rectangular structure shown, the lid 6 can be a rectangular top cover 6 that covers the opening of the receiving cavity.

[0159] In addition, see Figure 6 The pump system may include a hydraulic accessory 7, which protrudes from the cover. The gearbox also includes a side panel 8, which is fixedly connected to the gearbox and located on the first side of the gearbox. Figure 6 The first side can be one side of a rectangular housing. The gearbox of the housing side plate 8 also includes a bearing cover 4, which is fixedly connected to the housing and is disposed on the second side of the housing. The second side is the other side of the rectangular housing.

[0160] As an optional implementation, see [link to implementation details]. Figure 2 The gearbox also includes a second pump 27, which is mounted on the pump shaft 21. When the pump shaft 21 rotates, the second pump converts at least a portion of the power supplied to the pump shaft by the motor system into pump pressure, and uses the pump pressure to control the vehicle's mast system and / or vehicle steering system. The mast system can then perform actions such as mast raising, lowering, and tilting.

[0161] This application embodiment also provides a drive axle, the drive axle including a gearbox, the gearbox including any gearbox having the same or similar technical features as in the above embodiments.

[0162] As an optional implementation, see [link to implementation details]. Figure 6 , Figure 7 The drive axle further includes an axle body 9 connected to the gearbox, the axle body being used to accommodate at least a portion of the differential, and the axle body being fixedly connected to the gearbox. See also Figure 6The axle 9 can accommodate at least a portion of the end gear 321 of the differential 32, and the axle is fixedly connected to the gearbox housing to fully accommodate the end gear.

[0163] As an optional implementation, see [link to implementation details]. Figure 6 , Figure 7 The bridge structure includes a bridge body 91, a left mounting plate 92, and a right mounting plate 93, with the left mounting plate 92 and right mounting plate 93 respectively fixedly mounted at both ends of the bridge body 91. (See also...) Figure 7 A cross-sectional view of the YY bridge shows that the drive axle includes a gantry support ring mounted on the left mounting plate 92 and the right mounting plate 93. Specifically, the gantry support ring may have two fulcrums, which are respectively located in the first support grooves 921 and 931 of the left mounting plate 92 and the right mounting plate 93. The first support grooves may be located on the innermost side of the mounting plate. As an optional embodiment, the drive axle may also include a brake mounted on the left mounting plate 92 and the right mounting plate 93. Specifically, the brake may include two sub-brakes, which are respectively mounted on the left mounting plate and the right mounting plate. Specifically, the left sub-brake may be mounted in the second support groove 922 of the left mounting plate 92, and the right sub-brake may be mounted in the third support groove 932 of the right mounting plate 93.

[0164] This application also provides a vehicle that includes a transmission, which has the same or similar technical features as the transmissions in the above embodiments; or the vehicle includes a drive axle, which has the same or similar technical features as the drive axles in the above embodiments.

[0165] In the description of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0166] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0167] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0168] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A vehicle transmission, characterized in that, include: The vehicle includes an electric motor system, a pump system, and a drive system; the electric motor system is connected to the pump system and provides power to the pump system; the pump system is connected to the drive system; and the pump system uses at least a portion of the power to control the drive system in order to control the movement of the vehicle by controlling the drive system.

2. The gearbox according to claim 1, characterized in that, The pump system is also drive-connected to the drive system to transmit at least another portion of the power to the drive system to drive the vehicle.

3. The gearbox according to claim 2, characterized in that, The motor system is connected to the pump system, and the motor system provides at least another part of the power to the drive system through the pump system to drive the vehicle.

4. The gearbox according to claim 3, characterized in that, The drive system includes a clutch that is drive-connected to the pump system to receive at least another portion of the power provided by the pump system.

5. The gearbox according to claim 4, characterized in that, The drive system includes a differential that is drive-connected to the clutch to receive power from the clutch.

6. The gearbox according to claim 5, characterized in that, The drive system includes a transmission assembly disposed between the clutch and the differential. The transmission assembly is drively connected to both the clutch and the differential to transmit the power provided by the clutch to the differential.

7. The gearbox according to claim 5, characterized in that, The pump system is connected to the clutch, and the pump system converts at least a portion of the power provided by the motor system into pump pressure. The pump pressure acts on the clutch to control the output power of the clutch. By controlling the output power, the pump system controls the differential and the driving state of the vehicle.

8. The gearbox according to claim 2, characterized in that, The motor system includes a motor, and a first gear is provided on the motor shaft of the motor. The first gear drives the pump system to rotate, thereby providing power to the pump system.

9. The gearbox according to claim 8, characterized in that, The pump system includes a pump shaft with a second gear on it. The second gear meshes with the first gear so that the first gear on the motor shaft drives the pump shaft to rotate, thereby providing power to the pump system.

10. The gearbox according to claim 9, characterized in that, The drive system includes a clutch, and a third gear is provided on the pump shaft. The third gear is connected to the clutch in a transmission manner to transmit power to the clutch.

11. The gearbox according to claim 10, characterized in that, The clutch includes a clutch shaft with a fourth gear on it. The fourth gear meshes with the third gear and receives power from the third gear, thereby driving the clutch shaft to rotate and transmit power to the clutch.

12. The gearbox according to claim 4, characterized in that, The drive system also includes a first idler wheel, which is disposed between the clutch and the pump system and is used to transmit the power provided by the pump system to the clutch.

13. The gearbox according to claim 12, characterized in that, The pump system includes a pump shaft with a third gear mounted on it. The clutch includes a clutch shaft with a fourth gear mounted on it. A first idler gear is positioned between the third gear and the fourth gear. The third gear and the fourth gear mesh with the first idler gear to transmit power from the third gear to the fourth gear.

14. The gearbox according to claim 5, characterized in that, The clutch includes a clutch shaft with an output gear mounted on it. The output gear is connected to the differential for transmitting the power output by the clutch to the differential to drive the vehicle.

15. The gearbox according to claim 14, characterized in that, The output gear includes a first sub-output gear, which is disposed at one end of the clutch shaft. The first sub-output gear is used to provide first power to the differential when the clutch is in a first state.

16. The gearbox according to claim 15, characterized in that, The differential includes an end gear, which is connected to a first sub-output gear. When the clutch is in a first state, the end gear receives a first power from the first sub-output gear to drive the vehicle.

17. The gearbox according to claim 15, characterized in that, The output gear includes a second sub-output gear, which is disposed at the other end of the clutch shaft. The second sub-output gear is used to provide a second power to the differential when the clutch is in a second state.

18. The gearbox according to claim 17, characterized in that, The differential includes an end gear that, when the clutch is in the second state, receives a second power from the second sub-output gear to drive the vehicle.

19. The gearbox according to claim 17, characterized in that, When the clutch is in the third state, the clutch shaft is freely disengaged from the output gear, the clutch stops supplying power to the end gear of the differential, and the vehicle is in neutral.

20. The gearbox according to claim 6, characterized in that, The transmission assembly 32 includes a transmission gear disposed between the clutch and the differential. The transmission gear is connected to the clutch and the differential respectively to transmit the power output by the clutch to the differential.

21. The gearbox according to claim 20, characterized in that, The transmission gear includes a first sub-transmission gear, and the clutch includes a first sub-output gear; when the clutch is in a first state, the first sub-transmission gear is connected to the first sub-output gear to transmit the first power output by the clutch to the differential.

22. The gearbox according to claim 21, characterized in that, The transmission gear includes a second sub-transmission gear, and the clutch includes a second sub-output gear; when the clutch is in a second state, the second sub-transmission gear meshes with the second sub-output gear to transmit the second power provided by the clutch to the differential.

23. The gearbox according to claim 22, characterized in that, The transmission assembly includes a drive shaft that is connected to a differential. A first sub-drive gear and a second sub-drive gear are disposed on the drive shaft. When the first sub-drive gear and / or the second sub-drive gear receives power from the clutch, they drive the drive shaft to rotate, thereby transmitting the power provided by the clutch to the differential.

24. The gearbox according to claim 23, characterized in that, The transmission assembly further includes a third sub-transmission gear, which is disposed on the drive shaft; the differential includes an end gear, and the third sub-transmission gear is connected to the end gear in a transmission manner. When the first sub-transmission gear and / or the second sub-transmission gear drive the drive shaft to rotate, the third sub-transmission gear provides power to the differential through the end gear to drive the vehicle.

25. The gearbox according to claim 6, characterized in that, The drive system further includes a second idler wheel, which is disposed between the clutch and the transmission assembly, and is used to transmit the power provided by the clutch to the transmission assembly.

26. The gearbox according to claim 25, characterized in that, The clutch shaft of the clutch is provided with a first sub-output gear, the transmission shaft of the transmission assembly is provided with a first sub-transmission gear, and the second idler gear is disposed between the first sub-output gear and the first sub-transmission gear. The first sub-output gear and the first sub-transmission gear are respectively engaged with the second idler gear.

27. The gearbox according to claim 7, characterized in that, The pump system further includes a first pump, a control valve, and a pump shaft. The first pump is mounted on the pump shaft and is connected to the control valve. The control valve is connected to the clutch. The pump system controls the power output of the clutch by controlling the on / off state of the control valve, thereby controlling the differential and the movement of the vehicle.

28. The gearbox according to claim 27, characterized in that, The pump system also includes a pipeline connecting the first pump and the control valve. The first pump transmits the pump pressure to the control valve through the pipeline, and the control valve exhibits different on / off states under the action of the pump pressure.

29. The gearbox according to claim 27, characterized in that, When the control valve is in the first on / off state, the clutch is in the first state, and the first power provided by the clutch to the differential drives the vehicle to travel in the opposite direction.

30. The gearbox according to claim 29, characterized in that, The clutch includes a first sub-output gear, a drive unit, and a first channel. The first sub-output gear and the drive unit are disposed on the clutch shaft, and the control valve is provided with a first outlet. When the control valve is in the first on / off state, the first outlet of the control valve applies pump pressure to the first orifice, so that the drive unit drives the first sub-output gear to rotate with the clutch shaft, thereby providing the differential with first power to drive the vehicle to travel in the opposite direction.

31. The gearbox according to claim 30, characterized in that, The first sub-output gear is located on the left side of the drive unit, and the first sub-output gear is switchably connected to the clutch shaft.

32. The gearbox according to claim 31, characterized in that, The drive unit includes a first sub-drive unit, the first sub-drive unit includes a left piston and a left friction pair, and the left piston communicates with the first channel; When the first outlet of the control valve applies pump pressure to the first orifice, the left piston presses against the left friction pair, causing the first sub-output gear to rotate with the clutch shaft, so that the first power of the clutch is output by the first sub-output gear.

33. The gearbox according to claim 27, characterized in that, When the control valve is in the second on / off state, the clutch is in the second state, and the second power provided by the clutch to the differential drives the vehicle to travel forward.

34. The gearbox according to claim 33, characterized in that, The clutch includes a second sub-output gear, a drive unit, and a second channel. The second sub-output gear and the drive unit are disposed on the clutch shaft. The control valve is provided with a second outlet. When the control valve is in the second on / off state, the second outlet of the control valve applies pump pressure to the second passage, so that the drive unit drives the second sub-output gear to rotate with the clutch shaft, thereby providing a second power to the differential to drive the vehicle to travel in the opposite direction.

35. The gearbox according to claim 34, characterized in that, The second sub-output gear is located on the right side of the drive unit, and the second sub-output gear is switchably connected to the clutch shaft.

36. The gearbox according to claim 35, characterized in that, The drive unit includes a second sub-drive unit, the second sub-drive unit includes a right piston and a right friction pair, and the right piston communicates with the second channel; When the second outlet of the control valve applies pump pressure to the second orifice, the right piston moves to the right and presses against the right friction pair, so that the second sub-output gear rotates synchronously with the clutch shaft, so that the power of the clutch is output by the second sub-output gear.

37. The gearbox according to claim 27, characterized in that, When the control valve is in the third on / off state, the clutch is in the third state, the clutch shaft is freely disengaged from the output gear, the clutch does not provide power to the differential, and the vehicle is in neutral.

38. The gearbox according to claim 37, characterized in that, The clutch includes a third passage, and the control valve is provided with a third outlet, which is connected to the oil tank; When the control valve is in the third on / off state, the third outlet of the control valve is connected to the third passage, and then to the oil tank. The clutch shaft is freely disengaged from the output gear, the clutch stops providing power to the differential, and the vehicle is in neutral.

39. The gearbox according to any one of claims 1 to 38, characterized in that, The gearbox also includes a housing with a receiving cavity for accommodating the motor system, pump system, and drive system.

40. The gearbox according to claim 39, characterized in that, The gearbox also includes a cover 6, which covers the receiving cavity and, together with the gearbox body, forms a closed space.

41. The gearbox according to claim 40, characterized in that, The pump system includes hydraulic accessories that protrude from the tank cover.

42. The gearbox according to claim 39, characterized in that, The gearbox also includes a housing side plate 8, which is fixedly connected to the housing and is disposed on the first side of the housing.

43. The gearbox according to claim 42, characterized in that, The gearbox also includes a bearing cover, which is fixedly connected to the housing and is disposed on the second side of the housing.

44. The gearbox according to claim 27, characterized in that, The transmission also includes a second pump mounted on the pump shaft. When the pump shaft rotates, the second pump is used to control the vehicle's mast system and / or vehicle steering system.

45. A drive axle, characterized in that, The drive axle includes the gearbox as described in any one of claims 1 to 44.

46. ​​The drive axle according to claim 45, characterized in that, The drive axle also includes an axle body connected to the gearbox, the axle body being used to accommodate at least a portion of the differential, and the axle body being fixedly connected to the gearbox.

47. The drive axle according to claim 46, characterized in that, The bridge body includes a bridge body, a left mounting plate, and a right mounting plate, which are respectively fixedly installed at both ends of the bridge body.

48. The drive axle according to claim 47, characterized in that, The drive axle includes a gantry support ring, which is mounted on the left mounting plate and the right mounting plate.

49. The drive axle according to claim 47, characterized in that, The drive axle includes a brake, which is mounted on the left mounting plate and the right mounting plate.

50. A vehicle, characterized in that, The vehicle includes a transmission as described in any one of claims 1 to 44, or a drive axle as described in any one of claims 45 to 49.

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