Mechanical hydraulic power dividing stepless speed change transmission device

Abstract

The utility model provides a mechanical hydraulic power dividing stepless speed change transmission device which is used for solving the technical problems that a traditional gear shifting system is large in gear number, complex in structure and has the risk of power interruption, and a belt transmission mode of an existing CVT cannot be well suitable for a high-horsepower tractor. According to the utility model, two forward gears and one reverse gear can be realized. Under the condition that the rotating speed of the input shaft is kept unchanged, continuous change of the rotating speed of the output shaft and continuous output of power are achieved through continuous change of the swing angle of a variable pump in the hydrostatic unit and the combination state of a clutch, power reversing can be achieved through a forward gear and a reverse gear, the power transmission performance of a vehicle is remarkably improved, and the vehicle can better adapt to various complex road conditions.

Description

Technical Field

[0001] The utility model relates to a speed-changing transmission device, in particular to a mechanical hydraulic power split stepless speed-changing transmission device. Background Art

[0002] The transmission is an important part of the tractor. In my country's agricultural tractors, most of the transmissions are manual shift products, and the shift mechanisms used are still mostly backward meshing sleeve shift mechanisms. In recent years, more advanced synchronizer shift mechanisms and power shift mechanisms have also appeared on the market.

[0003] Traditional manual shifting and power shifting gear transmissions have speed ratios for each gear. In order to reduce engine fuel consumption and reduce the impact of gear shifting, the existing technology adopts a method of designing a gearbox with multiple gears to buffer the impact caused by gear changes. However, more and more gears also mean that the gearbox structure is becoming more and more complex. At the same time, there is a tendency for power interruption to occur during the gear shift gap, affecting the vehicle's ability to adapt to various complex working conditions.

[0004] The mechanical hydraulic power split CVT products in the existing technology are more advanced and complex than the power shift technology. The more mature mechanical hydraulic power split CVT is currently used in automobiles. However, passenger car CVTs usually use belt drive to achieve continuously variable speed change. This transmission method has a small torque transmission capacity and cannot be well applied to tractors that require high horsepower. Utility Model Content

[0005] The purpose of the utility model is to solve the technical problems that the traditional gear shift system has many gears, a complex structure and the risk of power interruption, and the existing CVT belt drive mode cannot be well applied to high-horsepower tractors, and proposes a mechanical hydraulic power split continuously variable transmission device.

[0006] To achieve the above purpose, the technical solution provided by the utility model is:

[0007] A mechanical hydraulic power split continuously variable transmission device, which is special in that it includes a double planetary gear mechanism and a plurality of parallel axis mechanisms arranged in parallel; the plurality of parallel axis mechanisms include a first parallel axis mechanism, a second parallel axis mechanism, a third parallel axis mechanism, a fourth parallel axis mechanism and a fifth parallel axis mechanism;

[0008] The first parallel shaft mechanism comprises a first parallel shaft connected to an external power source, a variable pump driving gear fixedly connected to the first parallel shaft, and a mechanical flow driving gear;

[0009] The second parallel shaft mechanism comprises a second parallel shaft, a hydrostatic unit arranged on the second parallel shaft, a variable pump driven gear fixedly connected to the second parallel shaft and connected to the input end of the hydrostatic unit, and a motor driving gear fixedly connected to the second parallel shaft and connected to the output end of the hydrostatic unit; a variable pump is arranged in the hydrostatic unit, and the variable pump driven gear is meshed with the variable pump driving gear;

[0010] The third parallel shaft mechanism comprises a first intermediate shaft, a motor driven gear fixedly connected to the first intermediate shaft and meshing with the motor driving gear, and a mechanical flow driven gear loosely sleeved on the first intermediate shaft and meshing with the mechanical flow driving gear;

[0011] The fourth parallel shaft mechanism comprises a second intermediate shaft coaxially arranged with the first intermediate shaft, a first gear driving gear and a reverse gear driving gear idle on the second intermediate shaft, and a second gear driving gear fixedly connected to the second intermediate shaft;

[0012] The fifth parallel shaft mechanism includes an output shaft, a first-gear driven gear loosely sleeved on the output shaft and meshed with the first-gear driving gear, a second-gear driven gear loosely sleeved on the output shaft and meshed with the second-gear driving gear, a reverse-gear driven gear loosely sleeved on the output shaft and meshed with the reverse-gear driving gear, a first clutch fixedly connected to the output shaft at one end and connected to the first-gear driven gear at the other end, a second-gear clutch fixedly connected to the output shaft at one end and connected to the second-gear driven gear at the other end, and a reverse-gear clutch fixedly connected to the output shaft at one end and connected to the reverse-gear driven gear at the other end; two input ends of the double planetary gear mechanism are respectively fixedly connected to the first intermediate shaft and the mechanical flow driven gear, one output end of the double planetary gear mechanism is respectively fixedly connected to the first-gear driving gear and the reverse-gear driving gear, and the other output end is fixedly connected to the second intermediate shaft.

[0013] Furthermore, the double planetary gear mechanism comprises a first planetary gear and a second planetary gear that share a ring gear and a planet carrier; the first planetary gear also comprises a first sun gear and a plurality of first planetary gears meshing with the first sun gear; the second planetary gear also comprises a second sun gear, a plurality of second outer planetary gears meshing with the ring gear, and a plurality of second inner planetary gears meshing with the second sun gear and the second outer planetary gears respectively; the first planetary gear, the second outer planetary gear, and the second inner planetary gear are all connected to the planet carrier; the first planetary gear is also meshed with the second outer planetary gear;

[0014] The first intermediate shaft is fixedly connected to the first sun gear, and the mechanical flow driven gear is fixedly connected to the ring gear;

[0015] The first gear driving gear and the reverse gear driving gear are fixedly connected to the planet carrier, and the second intermediate shaft is fixedly connected to the second sun gear.

[0016] Furthermore, the fifth parallel shaft mechanism further includes a front drive gear fixedly connected to the output shaft;

[0017] It also includes a sixth parallel shaft mechanism; the sixth parallel shaft mechanism includes a front-drive output shaft, a front-drive passive gear and a front-drive clutch; the front-drive output shaft is used for front-drive output, the front-drive passive gear is loosely mounted on the front-drive output shaft and meshes with the front-drive driving gear; one end of the front-drive clutch is fixedly connected to the front-drive output shaft, and the other end is fixedly connected to the front-drive passive gear.

[0018] Furthermore, it also includes a power take-off clutch, a seventh parallel shaft mechanism and an eighth parallel shaft mechanism, wherein one end of the power take-off clutch is fixedly connected to the first parallel shaft;

[0019] The seventh parallel shaft mechanism comprises a power take-off input shaft and a power take-off driving gear coaxially arranged with the first parallel shaft; the power take-off input shaft is fixedly connected to the other end of the power take-off clutch, and the power take-off driving gear is fixedly connected to the power take-off input shaft;

[0020] The eighth parallel shaft mechanism comprises a power take-off output shaft parallel to the power take-off input shaft and a power take-off output driven gear; the power take-off output driven gear is fixedly connected to the power take-off output shaft and meshes with the power take-off driving gear.

[0021] Furthermore, the reverse gear driven gear is meshed with the reverse gear driving gear through a reverse gear idler gear.

[0022] A mechanical hydraulic power split continuously variable transmission device, which is special in that it includes a double planetary gear mechanism and a plurality of parallel axis mechanisms arranged in parallel; the plurality of parallel axis mechanisms include a first parallel axis mechanism, a second parallel axis mechanism, a third parallel axis mechanism, a fourth parallel axis mechanism and a fifth parallel axis mechanism;

[0023] The first parallel shaft mechanism comprises a first parallel shaft connected to an external power source, a variable pump driving gear fixedly connected to the first parallel shaft, and a mechanical flow driving gear;

[0024] The second parallel shaft mechanism comprises a second parallel shaft, a hydrostatic unit arranged on the second parallel shaft, a variable pump driven gear fixedly connected to the second parallel shaft and connected to the input end of the hydrostatic unit, and a motor driving gear fixedly connected to the second parallel shaft and connected to the output end of the hydrostatic unit; a variable pump is arranged in the hydrostatic unit, and the variable pump driven gear is meshed with the variable pump driving gear;

[0025] The third parallel shaft mechanism comprises a first intermediate shaft, a motor driven gear fixedly connected to the first intermediate shaft and meshing with the motor driving gear, and a mechanical flow driven gear loosely sleeved on the first intermediate shaft and meshing with the mechanical flow driving gear;

[0026] The fourth parallel shaft mechanism comprises a second intermediate shaft coaxially arranged with the first intermediate shaft, a first gear driving gear and a reverse gear driving gear idle on the second intermediate shaft, and a second gear driving gear fixedly connected to the second intermediate shaft;

[0027] The fifth parallel shaft mechanism includes an output shaft, a first-gear driven gear loosely sleeved on the output shaft and meshed with the first-gear driving gear, a first clutch having one end fixedly connected to the output shaft and the other end connected to the first-gear driven gear, a hollow shaft loosely sleeved on the output shaft, a second-gear driven gear loosely sleeved on the hollow shaft and meshed with the second-gear driving gear, a reverse-gear driven gear loosely sleeved on the hollow shaft and meshed with the reverse-gear driving gear, a synchronizer fixedly sleeved on the hollow shaft, and a second clutch having one end fixedly connected to the output shaft and the other end connected to the hollow shaft;

[0028] The coupling sleeve of the synchronizer is located between the second gear driven gear and the reverse gear driven gear, and is used to connect or disconnect the synchronizer with the second gear driven gear or the reverse gear driven gear; the two input ends of the double planetary gear mechanism are respectively fixedly connected to the first intermediate shaft and the mechanical flow driven gear, one output end of the double planetary gear mechanism is respectively fixedly connected to the first gear driving gear and the reverse gear driving gear, and the other output end is fixedly connected to the second intermediate shaft.

[0029] Furthermore, the double planetary gear mechanism comprises a first planetary gear and a second planetary gear that share a ring gear and a planet carrier; the first planetary gear also comprises a first sun gear and a plurality of first planetary gears meshing with the first sun gear; the second planetary gear also comprises a second sun gear, a plurality of second outer planetary gears meshing with the ring gear, and a plurality of second inner planetary gears meshing with the second sun gear and the second outer planetary gears respectively; the first planetary gear, the second outer planetary gear, and the second inner planetary gear are all connected to the planet carrier; the first planetary gear is also meshed with the second outer planetary gear;

[0030] The first intermediate shaft is fixedly connected to the first sun gear, and the mechanical flow driven gear is fixedly connected to the ring gear;

[0031] The first gear driving gear and the reverse gear driving gear are fixedly connected to the planet carrier, and the second intermediate shaft is fixedly connected to the second sun gear.

[0032] Furthermore, the fifth parallel shaft mechanism further includes a front drive gear fixedly connected to the output shaft;

[0033] It also includes a sixth parallel shaft mechanism; the sixth parallel shaft mechanism includes a front-drive output shaft, a front-drive passive gear and a front-drive clutch; the front-drive output shaft is used for front-drive output, the front-drive passive gear is loosely mounted on the front-drive output shaft and meshes with the front-drive driving gear; one end of the front-drive clutch is fixedly connected to the front-drive output shaft, and the other end is fixedly connected to the front-drive passive gear.

[0034] Furthermore, it also includes a power take-off clutch, a seventh parallel shaft mechanism and an eighth parallel shaft mechanism, wherein one end of the power take-off clutch is fixedly connected to the first parallel shaft;

[0035] The seventh parallel shaft mechanism comprises a power take-off input shaft and a power take-off driving gear coaxially arranged with the first parallel shaft; the power take-off input shaft is fixedly connected to the other end of the power take-off clutch, and the power take-off driving gear is fixedly connected to the power take-off input shaft;

[0036] The eighth parallel shaft mechanism comprises a power take-off output shaft parallel to the power take-off input shaft and a power take-off output passive gear; the power take-off output passive gear is fixedly connected to the power take-off output shaft and meshes with the power take-off driving gear; the power take-off output shaft is used for power output.

[0037] Furthermore, the reverse gear driven gear is meshed with the reverse gear driving gear through a reverse gear idler gear.

[0038] Beneficial effects of the utility model:

[0039] 1. The utility model can realize two forward gears and one reverse gear. When the input shaft speed remains unchanged, the output shaft speed is continuously changed, the power is continuously output, and the forward gear and reverse gear can realize power reversal, which significantly improves the power transmission performance of the vehicle and can better adapt to various complex road conditions.

[0040] 2. The utility model has a simple structure and can control the vehicle to move forward and backward by means of three clutches or two clutches in cooperation with synchronizers, realizing two forward gears and one reverse gear, and the maximum forward speed reaches 40km / h, which meets national standards.

[0041] 3. The hydrostatic unit in the utility model uses a variable pump with a continuously changing swing angle to achieve stepless speed change, which is more reliable than the belt drive method. The hydrostatic unit has strong adaptability. The hydrostatic unit is flexible to select, and the hydraulic flow output is connected to the first sun gear, which has the best torque amplification effect. Under the same horsepower, this transmission route can select a hydrostatic unit with a smaller horsepower. When it is necessary to select a hydrostatic unit with a larger horsepower, a larger vehicle speed range can be achieved by adjusting the speed ratio of each meshing gear. Therefore, the utility model can be applied to the tractor CVT transmission assembly as a core functional unit, so that the tractor can better cope with various complex working conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a connection diagram of a mechanical hydraulic power split continuously variable transmission device embodiment 1 of the utility model;

[0043] Figure 2It is a connection diagram of a mechanical hydraulic power split continuously variable transmission device embodiment 2 of the utility model.

[0044] Description of reference numerals:

[0045] S1, first parallel shaft; S2, second parallel shaft; S3, first intermediate shaft; S4, second intermediate shaft; S5, output shaft; S6, front drive output shaft; S7, power take-off input shaft; S8, power take-off output shaft; G1, variable pump driving gear; G2, variable pump passive gear; G3, motor driving gear; G4, motor passive gear; G5, mechanical flow driving gear; G6, mechanical flow passive gear; G7, first gear driving gear; G8, first gear passive gear; G9, reverse gear driving gear; G10, reverse gear idler; G11, reverse gear passive gear; G12, second gear driving gear; G1 3. Second gear passive gear; G14. Front drive driving gear; G15. Front drive passive gear; G16. Power take-off driving gear; G17. Power take-off output passive gear; C1. First clutch; C2. Second gear clutch; C3. Second clutch; CR. Reverse clutch; C4WD. Front drive clutch; CPTO. Power take-off clutch; P1. First planetary row; PS1. First sun gear; P1A. First planetary gear; P2. Second planetary row; PS2. Second sun gear; P2A. Second inner planetary gear; P2B. Second outer planetary gear; H. Hydrostatic unit; K. Synchronizer. DETAILED DESCRIPTION

[0046] The utility model is further described below in conjunction with the accompanying drawings and embodiments.

[0047] Embodiment 1:

[0048] A mechanical hydraulic power split continuously variable transmission device comprises a double planetary gear mechanism and a plurality of parallel shaft mechanisms arranged in parallel.

[0049] The first parallel shaft mechanism includes a first parallel shaft S1, a variable pump driving gear G1, a mechanical flow driving gear G5 and a power take-off clutch CPTO. The input end of the first parallel shaft S1 is connected to the external power source through a spline, and the output end is fixedly connected to the mechanical flow driving gear G5 and the variable pump driving gear G1 in sequence, and the end of the output end is fixedly connected to the power take-off clutch CPTO.

[0050] The second parallel axis mechanism includes a second parallel axis S2 arranged in parallel with the first parallel axis S1, a hydrostatic unit H arranged on the second parallel axis S2, a variable pump driven gear G2 and a motor driving gear G3, and a variable pump is arranged at the input end of the hydrostatic unit H. One end of the second parallel axis S2 is fixedly connected to the motor driving gear G3, and the other end is connected to the variable pump driven gear G2. The variable pump driven gear G2 is meshed with the variable pump driving gear G1. The variable pump driven gear G2 is fixedly connected to the input end of the hydrostatic unit H, and is used to drive the variable pump to adjust the hydraulic flow. The motor driving gear G3 is fixedly connected to the output end of the hydrostatic unit H, and is used to transmit the power diverted by the hydrostatic unit H.

[0051] The third parallel shaft mechanism includes a first intermediate shaft S3 arranged in parallel with the first parallel shaft S1, a motor driven gear G4 and a mechanical flow driven gear G6. One end of the first intermediate shaft S3 is fixedly connected to the motor driven gear G4 through a spline, and the motor driven gear G4 is meshed with the motor driving gear G3; the other end of the first intermediate shaft S3 is connected to the first sun gear PS1 through a spline, and the mechanical flow driven gear G6 is loosely sleeved on the first intermediate shaft S3 and is connected to the gear ring shared by the double planetary gears through a spline. The rotation speed of the mechanical flow driven gear G6 is unrelated to the rotation speed of the first intermediate shaft S3.

[0052] The fourth parallel shaft mechanism includes a second intermediate shaft S4 coaxially arranged with the first intermediate shaft S3, a first gear driving gear G7, a reverse gear driving gear G9 and a second gear driving gear G12. One end of the second intermediate shaft S4 is connected to the second sun gear PS2 through a spline. The first gear driving gear G7 and the reverse gear driving gear G9 are sequentially loosely sleeved on the middle part of the second intermediate shaft S4, and are both connected to the planet carrier shared by the double planetary gears through a spline. The second gear driving gear G12 is fixedly connected to the other end of the second intermediate shaft S4 through a spline.

[0053] The fifth parallel shaft mechanism includes an output shaft S5, a first gear driven gear G8, a second gear driven gear G13, a reverse gear idler G10, a reverse gear driven gear G11, a first clutch C1, a second gear clutch C2, a reverse gear clutch CR and a front drive gear G14 arranged in parallel with the first parallel shaft S1. The first gear driven gear G8 is loosely sleeved on one end of the output shaft S5 and meshes with the first gear driving gear G7. The reverse gear driven gear G11 is loosely sleeved on the output shaft S5 and meshes with the reverse gear driving gear G9 through the reverse gear idler G10. The second gear driven gear G13 is loosely sleeved on the output shaft S5 and meshes with the second gear driving gear G12. One end of the first clutch C1, the second gear clutch C2 and the reverse gear clutch CR are all fixedly connected to the output shaft S5. The other end of the first clutch C1 is connected to the first gear driven gear G8. The other end of the reverse gear clutch CR is connected to the reverse gear driven gear G11. The other end of the second gear clutch C2 is connected to the second gear driven gear G13. The front drive gear G14 is fixedly connected to the other end of the output shaft S5 through a spline.

[0054] The sixth parallel shaft mechanism is used for front-wheel drive output, and includes a front-wheel drive output shaft S6 arranged in parallel with the first parallel shaft S1, a front-wheel drive driven gear G15, and a front-wheel drive clutch C4WD. The front-wheel drive driven gear G15 is loosely sleeved on one end of the front-wheel drive output shaft S6 and meshes with the front-wheel drive driving gear G14. One end of the front-wheel drive clutch C4WD is fixedly connected to the front-wheel drive output shaft S6, and the other end is fixedly connected to the front-wheel drive driven gear G15.

[0055] The seventh parallel shaft mechanism is used as the input end of the power take-off, and includes a power take-off input shaft S7 and a power take-off driving gear G16 arranged coaxially with the first parallel shaft S1. The power take-off driving gear G16 is connected to one end of the power take-off input shaft S7 through a spline, and the other end of the power take-off input shaft S7 is connected to the power take-off clutch CPTO.

[0056] The eighth parallel shaft mechanism is used as the output end of the power take-off, and includes a power take-off output shaft S8 parallel to the power take-off input shaft S7 and a power take-off output driven gear G17. The power take-off output driven gear G17 is fixedly connected to the power take-off output shaft S8 and meshes with the power take-off driving gear G16.

[0057] The double planetary row mechanism includes a first planetary row P1 and a second planetary row P2. The first planetary row P1 and the second planetary row P2 share a ring gear and a planet carrier. The first planetary row P1 also includes a first sun gear PS1 and a plurality of first planetary gears P1A meshed with the first sun gear PS1. In this embodiment, the number of first planetary gears P1A is two. They are respectively located at the two ends of the first sun gear PS1, and the two first planetary gears P1A are connected to the planet carrier. The second planetary row P2 also includes a second sun gear PS2, a plurality of second outer planetary gears P2B meshed with the ring gear, and a plurality of second inner planetary gears P2A meshed with the second sun gear PS2 and the second outer planetary gears P2B, respectively. In this embodiment, the number of second outer planetary gears P2B and second inner planetary gears P2A are both two, and the two second outer planetary gears P2B and the two second inner planetary gears P2A are both connected to the planet carrier, and each first planetary gear P1A is also meshed with the corresponding second outer planetary gear P2B;

[0058] The first sun gear PS1 and the shared ring gear are the input ends of the double planetary gear, and the second sun gear PS2 and the shared planet carrier are the output ends of the double planetary gear. The first intermediate shaft S3 is fixedly connected to the first sun gear PS1. In one transmission path, the power of the hydraulic diversion is input into the double planetary gear mechanism by the first sun gear PS1, and is transmitted from the first sun gear PS1 to the first planetary gear P1A, and finally to the planet carrier; the mechanical flow driven gear G6 is fixedly connected to the ring gear, and the power of the mechanical diversion is input into the double planetary gear mechanism by the ring gear, and is transmitted from the ring gear to the second outer planet gear P2B, and finally to the planet carrier. The power of the hydraulic diversion and the power of the mechanical diversion are combined and output by the planet carrier.

[0059] In another transmission path, the power of hydraulic diversion is input into the double planetary gear mechanism from the first sun gear PS1, and is transmitted from the first sun gear PS1 to the first planetary gear P1A, and from the first planetary gear P1A to the second outer planetary gear P2B, and then to the second inner planetary gear P2A through the second outer planetary gear P2B, and finally to the second sun gear PS2; the mechanical flow driven gear G6 is fixedly connected to the ring gear, and the power of mechanical diversion is input into the double planetary gear mechanism from the ring gear, and is transmitted from the ring gear to the second outer planetary gear P2B, and then to the second inner planetary gear P2A through the second outer planetary gear P2B, and finally to the second sun gear PS2. The power of hydraulic diversion and the power of mechanical diversion are combined and output by the second planetary gear PS2. Different clutch combinations determine different transmission routes.

[0060] The first gear driving gear G7 and the reverse gear driving gear G9 are fixedly connected to the planet carrier, and the second intermediate shaft S4 is fixedly connected to the second sun gear PS2. The power is output from the double planetary gear mechanism through the planet carrier and the second sun gear PS2.

[0061] In this embodiment, the first clutch C1, the second clutch C2 and the reverse clutch CR work together to realize vehicle starting, power reversing, forward first gear working area, forward second gear working area and reverse gear working area. The power is switched between the working areas without interruption, and the speed ratio is continuously adjustable. As shown in Table 1, it is a shifting sequence table of Embodiment 1.

[0062] Table 1

[0063] Gear C1 C2 CR One gear forward work area ● Forward second gear working area ● Back one gear work area ●

[0064] The power transmission route of the forward first gear working area: the first clutch C1 is combined, and the engine power is input from the first parallel shaft S1. A part of the power is transmitted through the hydraulic flow, and the transmission path is: from the first parallel shaft S1 to the variable pump drive gear G1, through the variable pump passive gear G2 to the hydrostatic unit H, and then from the hydrostatic unit H to the motor drive gear G3, through the motor passive gear G4 to the first intermediate shaft S3, and finally from the first intermediate shaft S3 to the sun gear of the first planetary row P1, and input into the double planetary row. The other part of the power is transmitted through the mechanical flow, and the transmission path is: from the first parallel shaft S1 to the mechanical flow driving gear G5, through the mechanical flow passive gear G6 to the ring gear of the first planetary row P1, and input into the double planetary row. The power transmitted through the hydraulic flow and the power transmitted through the mechanical flow are combined in the double planetary row, output through the output end of the planetary carrier of the double planetary row, and then transmitted to the first gear driving gear G7, and transmitted to the output shaft S5 through the first gear passive gear G8. The first gear driven gear G8 is loosely mounted on the output shaft S5, and the rotation speeds do not interfere with each other. One end of the first clutch C1 is connected to the output shaft S5, and the other end is connected to the first gear driven gear G8. At this time, the first gear clutch C1 is engaged, so the power can be transmitted to the output shaft S5 through the first gear driven gear G8.

[0065] In the first forward gear working area, under the condition that the engine speed remains unchanged, by controlling the swing angle of the variable pump in the hydrostatic unit H to continuously change from a negative swing angle to a positive swing angle, the speed of the output shaft S5 increases continuously, thereby realizing continuous adjustment of the speed ratio in the first forward gear working area.

[0066] The power transmission route of the forward second gear working area: the second gear clutch C2 is engaged, and the engine power is input from the first parallel shaft S1. Part of the power is transmitted through the hydraulic flow, and the transmission path is: from the first parallel shaft S1 to the variable pump drive gear G1, through the variable pump passive gear G2 to the hydrostatic unit H, and then from the hydrostatic unit H to the motor drive gear G3, through the motor passive gear G4 to the first intermediate shaft S3, and finally from the first intermediate shaft S3 to the sun gear of the first planetary row P1, and input into the double planetary row. The other part of the power is transmitted through the mechanical flow, and the transmission path is: from the first parallel shaft S1 to the mechanical flow driving gear G5, through the mechanical flow passive gear G6 to the gear ring of the first planetary row P1, and input into the double planetary row. The power transmitted by the hydraulic flow and the power transmitted by the mechanical flow are combined in the double planetary gear, output from the output end of the second sun gear PS2 of the double planetary gear, transmitted from the second sun gear PS2 to the second intermediate shaft S4, and then transmitted from the second intermediate shaft S4 to the second gear driving gear G12, and then transmitted to the output shaft S5 through the second gear passive gear G13. The second gear passive gear G13 is loosely mounted on the output shaft S5, and the rotation speeds do not interfere with each other. One end of the second gear clutch C2 is connected to the output shaft S5, and the other end is connected to the second gear passive gear G13. At this time, the second gear clutch C2 is engaged, so the power can be transmitted to the output shaft S5 through the second gear passive gear G13.

[0067] In the forward second gear working area, under the condition that the engine speed remains unchanged, by controlling the swing angle of the variable pump in the hydrostatic unit H to continuously change from a positive swing angle to a negative swing angle, the speed of the output shaft S5 increases continuously and the speed ratio is continuously adjustable.

[0068] The power transmission route of the reverse first gear working area: the reverse clutch CR is engaged, and the engine power is input from the first parallel shaft S1. A part of the power is transmitted through the hydraulic flow, and the transmission path is: from the first parallel shaft S1 to the variable pump drive gear G1, through the variable pump passive gear G2 to the hydrostatic unit H, and then from the hydrostatic unit H to the motor drive gear G3, through the motor passive gear G4 to the first intermediate shaft S3, through the first intermediate shaft S3 to the sun gear of the first planetary row P1, and input into the double planetary row. The other part of the power is transmitted through the mechanical flow, and the transmission path is: from the first parallel shaft S1 to the mechanical flow driving gear G5, through the mechanical flow passive gear G6 to the ring gear of the first planetary row P1, and input into the double planetary row. The power transmitted by the hydraulic flow and the power transmitted by the mechanical flow are combined in the double planetary gear, output through the output end of the planetary carrier of the double planetary gear, and then transmitted to the reverse gear driving gear G9, transmitted to the reverse gear driven gear G11 through the reverse gear idler gear G10, and transmitted to the output shaft S5 through the reverse gear driven gear G11. The reverse gear driven gear G11 is loosely mounted on the output shaft S5, and the speeds do not interfere with each other. One end of the reverse clutch CR is connected to the output shaft S5, and the other end is connected to the reverse gear driven gear G11. At this time, the reverse clutch CR is engaged, so the power can be transmitted to the output shaft S5 through the reverse gear driven gear G11.

[0069] In the reverse first gear working area, under the condition that the engine speed remains unchanged, the speed of the output shaft S5 is continuously increased by controlling the swing angle of the variable pump in the hydrostatic unit H to continuously change from a negative swing angle to a positive swing angle. The speed ratio is continuously adjustable.

[0070] When the vehicle starts, select the appropriate working area according to the actual working conditions. When the transmission device shifts up, take the shift from the forward first gear working area to the forward second gear working area as an example. When the variable pump of the hydrostatic unit H swings at a positive swing angle (at this angle, the first gear driven gear G8 and the second gear driven gear G13 have the same speed), the first clutch C1 is disengaged and the second gear clutch C2 is engaged. The entire shifting process is completed, with a continuous speed ratio and uninterrupted power.

[0071] When the transmission device downshifts, taking the downshift from the forward second gear working area to the forward first gear working area as an example, when the swing angle of the variable pump of the hydrostatic unit H is at a positive swing angle (at this angle, the second gear driven gear G13 and the first gear driven gear G8 have the same speed), the second gear clutch C2 is disengaged and the first clutch C1 is engaged at the same time, and the entire downshift process is completed with continuous speed ratio and uninterrupted power.

[0072] When the vehicle speed reaches near 0, the working state of the first clutch C1 and the reverse clutch CR is switched to complete the power reversal. The output state of the power take-off is controlled by controlling the working state of the power take-off clutch CPTO. By jointly controlling the swing angle of the hydrostatic unit H and the engine speed, the whole vehicle can be hovered on a slope.

[0073] Embodiment 2:

[0074] The difference between this embodiment and embodiment 1 is that the fifth parallel shaft mechanism includes an output shaft S5, a first gear driven gear G8, a second gear driven gear G13, a reverse gear driven gear G11, a reverse gear idler gear G10, a first clutch C1, a second clutch C3, a synchronizer K and a hollow shaft.

[0075] The first gear driven gear G8 is loosely sleeved on the output shaft S5 and meshed with the first gear driving gear G7. One end of the first clutch C1 is fixedly connected to the output shaft S5 and the other end is connected to the first gear driven gear G8. The hollow shaft is loosely sleeved on the output shaft S5. The second gear driven gear G13 is loosely sleeved on the hollow shaft and meshed with the second gear driving gear G12. The reverse gear driven gear G11 is loosely sleeved on the hollow shaft and meshed with the reverse gear driving gear G9 through the reverse gear idler G10. The synchronizer K is fixedly connected to the hollow shaft. One end of the second clutch C3 is fixedly connected to the output shaft S5 and the other end is connected to the hollow shaft. The coupling sleeve of the synchronizer K is located between the second gear driven gear G13 and the reverse gear driven gear G11. The sliding of the coupling sleeve on the synchronizer K is used to connect or disconnect the synchronizer K with the second gear driven gear G13 or the reverse gear driven gear G11.

[0076] When parking and starting in the first gear, the coupling sleeve of the synchronizer K slides to the left end and remains coupled with the reverse gear driven gear G11. When the vehicle speed is higher than 25% of the forward first gear speed range, the coupling sleeve of the synchronizer K returns to the middle state. When the vehicle speed is higher than 75% of the forward first gear speed range, the coupling sleeve of the synchronizer K slides to the right end and remains coupled with the second gear driven gear G13. As shown in Table 2, this is the shifting timing table of Example 2.

[0077] Table 2

[0078] Gear C1 C3 K One gear forward work area ● about Forward second gear working area ● right Back one gear work area ● Left

[0079] In this embodiment, the first clutch C1, the second clutch C3 and the synchronizer K work together to realize vehicle starting, power reversing, forward first gear working area, forward second gear working area and reverse gear working area. The power is switched between the working areas without interruption, and the speed ratio is continuously adjustable.

[0080] In this embodiment, when the vehicle is in the first gear forward working range, the first clutch C1 is engaged, and the synchronizer K is in different states according to the vehicle speed; when the vehicle is in the second gear forward working range, the second clutch C3 is engaged, and the engaging sleeve of the synchronizer K slides to the right end and remains engaged with the second gear driven gear G13; when the vehicle is in the first gear reverse working range, the second clutch C3 is engaged, and the engaging sleeve of the synchronizer K slides to the left end and remains engaged with the reverse gear driven gear G11.

[0081] The utility model integrates multiple parallel shaft mechanisms and double planetary gear mechanisms, can realize power splitting and uninterrupted power transmission, and the speed ratio is continuously adjustable; by controlling the power take-off clutch CPTO engagement, the power take-off output can be realized.

Claims

1. A mechanical hydraulic power split continuously variable transmission device, characterized in that: It includes a double planetary gear mechanism and a plurality of parallel axis mechanisms arranged in parallel; the plurality of parallel axis mechanisms include a first parallel axis mechanism, a second parallel axis mechanism, a third parallel axis mechanism, a fourth parallel axis mechanism and a fifth parallel axis mechanism; The first parallel shaft mechanism comprises a first parallel shaft (S1) connected to an external power source, a variable pump driving gear (G1) fixedly connected to the first parallel shaft (S1) and a mechanical flow driving gear (G5); The second parallel axis mechanism comprises a second parallel axis (S2), a hydrostatic unit (H) arranged on the second parallel axis (S2), a variable pump driven gear (G2) fixedly connected to the second parallel axis (S2) and connected to the input end of the hydrostatic unit (H), and a motor driving gear (G3) fixedly connected to the second parallel axis (S2) and connected to the output end of the hydrostatic unit (H); a variable pump is arranged in the hydrostatic unit (H), and the variable pump driven gear (G2) is meshed with the variable pump driving gear (G1); The third parallel shaft mechanism comprises a first intermediate shaft (S3), a motor driven gear (G4) fixedly connected to the first intermediate shaft (S3) and meshing with the motor driving gear (G3), and a mechanical flow driven gear (G6) loosely sleeved on the first intermediate shaft (S3) and meshing with the mechanical flow driving gear (G5); The fourth parallel shaft mechanism comprises a second intermediate shaft (S4) coaxially arranged with the first intermediate shaft (S3), a first gear driving gear (G7) and a reverse gear driving gear (G9) loosely mounted on the second intermediate shaft (S4), and a second gear driving gear (G12) fixedly connected to the second intermediate shaft (S4); The fifth parallel shaft mechanism comprises an output shaft (S5), a first gear driven gear (G8) loosely sleeved on the output shaft (S5) and meshed with the first gear driving gear (G7), a second gear driven gear (G13) loosely sleeved on the output shaft (S5) and meshed with the second gear driving gear (G12), a reverse gear driven gear (G11) loosely sleeved on the output shaft (S5) and meshed with the reverse gear driving gear (G9), a first clutch (C1) fixedly connected to the output shaft (S5) at one end and connected to the first gear driven gear (G8) at the other end, and a second gear driven gear (G12) loosely sleeved on the output shaft (S5) and meshed with the reverse gear driving gear (G9). A second gear clutch (C2) is fixedly connected to the output shaft (S5) and the other end is connected to the second gear driven gear (G13); and a reverse gear clutch (CR) is fixedly connected to the output shaft (S5) at one end and connected to the reverse gear driven gear (G11) at the other end; two input ends of the double planetary gear mechanism are respectively fixedly connected to the first intermediate shaft (S3) and the mechanical flow driven gear (G6); one output end of the double planetary gear mechanism is respectively fixedly connected to the first gear driving gear (G7) and the reverse gear driving gear (G9); and the other output end is fixedly connected to the second intermediate shaft (S4).

2. A mechanical hydraulic power split continuously variable transmission device according to claim 1, characterized in that: The double planetary gear mechanism comprises a first planetary gear (P1) and a second planetary gear (P2) which share a ring gear and a planet carrier; the first planetary gear (P1) further comprises a first sun gear (PS1) and a plurality of first planetary gears (P1A) meshed with the first sun gear (PS1); the second planetary gear (P2) further comprises a second sun gear (PS2), a plurality of second outer planetary gears (P2B) meshed with the ring gear, and a plurality of second inner planetary gears (P2A) meshed with the second sun gear (PS2) and the second outer planetary gears (P2B) respectively; the first planetary gear (P1A), the second outer planetary gear (P2B) and the second inner planetary gear (P2A) are all connected to the planet carrier; the first planetary gear (P1A) is also meshed with the second outer planetary gear (P2B); The first intermediate shaft (S3) is fixedly connected to the first sun gear (PS1), and the mechanical flow driven gear (G6) is fixedly connected to the ring gear; The first gear driving gear (G7) and the reverse gear driving gear (G9) are fixedly connected to the planet carrier, and the second intermediate shaft (S4) is fixedly connected to the second sun gear (PS2).

3. A mechanical hydraulic power split continuously variable transmission device according to claim 2, characterized in that: The fifth parallel shaft mechanism also includes a front drive gear (G14) fixedly connected to the output shaft (S5); It also includes a sixth parallel shaft mechanism; the sixth parallel shaft mechanism includes a front drive output shaft (S6), a front drive passive gear (G15) and a front drive clutch (C4WD); the front drive output shaft (S6) is used for front drive output, the front drive passive gear (G15) is loosely mounted on the front drive output shaft (S6) and meshes with the front drive driving gear (G14); one end of the front drive clutch (C4WD) is fixedly connected to the front drive output shaft (S6), and the other end is fixedly connected to the front drive passive gear (G15).

4. A mechanical hydraulic power split continuously variable transmission device according to claim 2 or 3, characterized in that: It also includes a power take-off clutch (CPTO), a seventh parallel shaft mechanism and an eighth parallel shaft mechanism, wherein one end of the power take-off clutch (CPTO) is fixedly connected to the first parallel shaft (S1); The seventh parallel shaft mechanism comprises a power take-off input shaft (S7) and a power take-off driving gear (G16) coaxially arranged with the first parallel shaft (S1); the power take-off input shaft (S7) is fixedly connected to the other end of the power take-off clutch (CPTO), and the power take-off driving gear (G16) is fixedly connected to the power take-off input shaft (S7); The eighth parallel axis mechanism comprises a power take-off output shaft (S8) parallel to the power take-off input shaft (S7) and a power take-off output passive gear (G17); the power take-off output passive gear (G17) is fixedly connected to the power take-off output shaft (S8) and meshes with the power take-off driving gear (G16).

5. A mechanical hydraulic power split continuously variable transmission device according to claim 4, characterized in that: The reverse gear driven gear (G11) is meshed with the reverse gear driving gear (G9) through the reverse gear idler gear (G10).

6. A mechanical hydraulic power split continuously variable transmission device, characterized in that: It includes a double planetary gear mechanism and a plurality of parallel axis mechanisms arranged in parallel; the plurality of parallel axis mechanisms include a first parallel axis mechanism, a second parallel axis mechanism, a third parallel axis mechanism, a fourth parallel axis mechanism and a fifth parallel axis mechanism; The first parallel shaft mechanism comprises a first parallel shaft (S1) connected to an external power source, a variable pump driving gear (G1) fixedly connected to the first parallel shaft (S1) and a mechanical flow driving gear (G5); The second parallel axis mechanism comprises a second parallel axis (S2), a hydrostatic unit (H) arranged on the second parallel axis (S2), a variable pump driven gear (G2) fixedly connected to the second parallel axis (S2) and connected to the input end of the hydrostatic unit (H), and a motor driving gear (G3) fixedly connected to the second parallel axis (S2) and connected to the output end of the hydrostatic unit (H); a variable pump is arranged in the hydrostatic unit (H), and the variable pump driven gear (G2) is meshed with the variable pump driving gear (G1); The third parallel shaft mechanism comprises a first intermediate shaft (S3), a motor driven gear (G4) fixedly connected to the first intermediate shaft (S3) and meshing with the motor driving gear (G3), and a mechanical flow driven gear (G6) loosely sleeved on the first intermediate shaft (S3) and meshing with the mechanical flow driving gear (G5); The fourth parallel shaft mechanism comprises a second intermediate shaft (S4) coaxially arranged with the first intermediate shaft (S3), a first gear driving gear (G7) and a reverse gear driving gear (G9) loosely mounted on the second intermediate shaft (S4), and a second gear driving gear (G12) fixedly connected to the second intermediate shaft (S4); The fifth parallel shaft mechanism comprises an output shaft (S5), a first gear driven gear (G8) loosely sleeved on the output shaft (S5) and meshed with the first gear driving gear (G7), a first clutch (C1) having one end fixedly connected to the output shaft (S5) and the other end connected to the first gear driven gear (G8), a hollow shaft loosely sleeved on the output shaft (S5), a second gear driven gear (G13) loosely sleeved on the hollow shaft and meshed with the second gear driving gear (G12), a reverse gear driven gear (G11) loosely sleeved on the hollow shaft and meshed with the reverse gear driving gear (G9), a synchronizer (K) fixedly connected to the hollow shaft, and a second clutch (C3) having one end fixedly connected to the output shaft (S5) and the other end connected to the hollow shaft; The coupling sleeve of the synchronizer (K) is located between the second gear driven gear (G13) and the reverse gear driven gear (G11), and is used to connect or disconnect the synchronizer (K) with the second gear driven gear (G13) or the reverse gear driven gear (G11); the two input ends of the double planetary gear mechanism are respectively connected to the first intermediate shaft (S3) and the mechanical flow driven gear (G6); one output end of the double planetary gear mechanism is respectively connected to the first gear driving gear (G7) and the reverse gear driving gear (G9); and the other output end is connected to the second intermediate shaft (S4).

7. A mechanical hydraulic power split continuously variable transmission device according to claim 6, characterized in that: The double planetary gear mechanism comprises a first planetary gear (P1) and a second planetary gear (P2) which share a ring gear and a planet carrier; the first planetary gear (P1) further comprises a first sun gear (PS1) and a plurality of first planetary gears (P1A) meshed with the first sun gear (PS1); the second planetary gear (P2) further comprises a second sun gear (PS2), a plurality of second outer planetary gears (P2B) meshed with the ring gear, and a plurality of second inner planetary gears (P2A) meshed with the second sun gear (PS2) and the second outer planetary gears (P2B) respectively; the first planetary gear (P1A), the second outer planetary gear (P2B) and the second inner planetary gear (P2A) are all connected to the planet carrier; the first planetary gear (P1A) is also meshed with the second outer planetary gear (P2B); The first intermediate shaft (S3) is fixedly connected to the first sun gear (PS1), and the mechanical flow driven gear (G6) is fixedly connected to the ring gear; The first gear driving gear (G7) and the reverse gear driving gear (G9) are fixedly connected to the planet carrier, and the second intermediate shaft (S4) is fixedly connected to the second sun gear (PS2).

8. The mechanical hydraulic power split continuously variable transmission device according to claim 7, characterized in that: The fifth parallel shaft mechanism also includes a front drive gear (G14) fixedly connected to the output shaft (S5); It also includes a sixth parallel shaft mechanism; the sixth parallel shaft mechanism includes a front drive output shaft (S6), a front drive passive gear (G15) and a front drive clutch (C4WD); the front drive output shaft (S6) is used for front drive output, the front drive passive gear (G15) is loosely mounted on the front drive output shaft (S6) and meshes with the front drive driving gear (G14); one end of the front drive clutch (C4WD) is fixedly connected to the front drive output shaft (S6), and the other end is fixedly connected to the front drive passive gear (G15).

9. A mechanical hydraulic power split continuously variable transmission device according to claim 7 or 8, characterized in that: It also includes a power take-off clutch (CPTO), a seventh parallel shaft mechanism and an eighth parallel shaft mechanism, wherein one end of the power take-off clutch (CPTO) is fixedly connected to the first parallel shaft (S1); The seventh parallel shaft mechanism comprises a power take-off input shaft (S7) and a power take-off driving gear (G16) coaxially arranged with the first parallel shaft (S1); the power take-off input shaft (S7) is fixedly connected to the other end of the power take-off clutch (CPTO), and the power take-off driving gear (G16) is fixedly connected to the power take-off input shaft (S7); The eighth parallel shaft mechanism comprises a power take-off output shaft (S8) parallel to the power take-off input shaft (S7) and a power take-off output passive gear (G17); the power take-off output passive gear (G17) is fixedly connected to the power take-off output shaft (S8) and meshes with the power take-off driving gear (G16); the power take-off output shaft (S8) is used for power output.

10. A mechanical hydraulic power split continuously variable transmission device according to claim 9, characterized in that: The reverse gear driven gear (G11) is meshed with the reverse gear driving gear (G9) through the reverse gear idler gear (G10).

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