Dynamic coupling assembly and transmission system

Abstract

The utility model belongs to the technical field of mechanical transmission, and discloses a dynamic coupling assembly and a transmission system.The dynamic coupling assembly comprises a variable pump, a variable displacement motor, a coupler, a first transmission part, a second transmission part, a first shaft, a second shaft and a third shaft, the third shaft is connected with a first input end of the coupler, the first shaft is in transmission connection with a driving shaft of the variable pump through a second transmission part, an oil outlet of the variable pump is communicated with an oil inlet of the variable motor, and the driving shaft of the variable motor is connected with a second input end of the coupler through a second shaft; the transmission system comprises an engine, a clutch and a transmission, and further comprises the power coupling assembly. The power coupling assembly is simple in structure, one power source can be arranged, two independent power sources do not need to be correspondingly arranged for two paths of coupling power like the prior art, arrangement of the power sources is reduced, and the overall structure of the assembly is simplified.

Description

Technical Field

[0001] The utility model relates to the technical field of mechanical transmission, in particular to a power coupling component and a transmission system. Background Art

[0002] At present, some agricultural machinery has a power coupling function in its transmission system. The power coupling allows the engine and transmission to work together more efficiently, and allows the agricultural machinery to start and accelerate more smoothly, providing more efficient power output, thereby improving the overall driving performance.

[0003] In the prior art, in the transmission system of traditional agricultural machinery, the two-way power input to the coupler generally requires two power sources to be set accordingly. For example, one power source is set as an engine, and the other power source is set as a power supply, motor and other components. The above-mentioned setting, after being integrated with the power coupler, will make the overall structure of the transmission system very complicated, with high production costs and inconvenient subsequent inspection and maintenance. In addition, if the other power source uses a power supply, the load changes greatly during the field operation of agricultural equipment, and the frequent startup consumes power quickly, and the endurance time and operating efficiency cannot fully meet the working conditions. Utility Model Content

[0004] The utility model aims to provide a power coupling assembly, which can realize the coupling of two-way power by only setting one power source, reducing the layout of the power source and simplifying the overall structure of the coupling assembly.

[0005] To achieve this purpose, the utility model adopts the following technical solutions:

[0006] A power coupling assembly includes a variable displacement pump, a variable displacement motor, a coupler, a first transmission member, a second transmission member, a first shaft, a second shaft, and a third shaft;

[0007] The first shaft is connected to the third shaft through the second transmission member, the third shaft is connected to the first input end of the coupler, the first shaft is connected to the drive shaft of the variable pump through the first transmission member, the oil inlet of the variable pump is connected to the oil tank, the oil outlet of the variable pump is connected to the oil inlet of the variable motor, and the drive shaft of the variable motor is connected to the second input end of the coupler through the second shaft.

[0008] Preferably, the first transmission member includes a first driving gear and a first driven gear, the first driving gear is fixed on the first shaft, the first driven gear is fixed on the driving shaft of the variable pump, and the first driving gear is meshingly connected to the first driven gear.

[0009] Preferably, the second transmission member includes a second driving gear and a second driven gear, the second driving gear is fixed on the first shaft, the second driven gear is fixed on the third shaft, and the second driving gear is meshingly connected to the second driven gear.

[0010] Preferably, the coupler includes a planetary carrier, a sun gear, a planetary gear and a ring gear, the sun gear is fixed on the third shaft, the planetary gear is rotatably connected to the planetary carrier, the planetary gear is meshingly connected to the sun gear, the ring gear is rotatably connected to the third shaft, the inner ring of the ring gear is meshingly connected to the planetary gear, and the second shaft is transmission-connected to the ring gear.

[0011] Preferably, the coupler further comprises a first transmission gear, the first transmission gear is fixed on the second shaft, and the outer ring of the gear ring is meshingly connected with the first transmission gear.

[0012] The utility model also provides a transmission system, which applies the above-mentioned power coupling component and can achieve the coupling of two-way power by setting only one power source, thereby reducing the layout of the power source and simplifying the overall structure of the system.

[0013] A transmission system, comprising any of the power coupling components described above, the transmission system also comprising an engine, a clutch and a transmission; wherein:

[0014] The output shaft of the engine is connected to the first shaft through the clutch;

[0015] The output end of the coupler is connected to the input end of the transmission.

[0016] Preferably, the transmission includes an input shaft, a first intermediate shaft, a second intermediate shaft, an output shaft, a driving gear set and a driven gear set; the output end of the coupler is connected to the input shaft, the input shaft is drivingly connected to the first intermediate shaft, the second intermediate shaft is drivingly connected to the output shaft, the driving gear set includes a plurality of driving gears rotatably connected to the first intermediate shaft, the driven gear set includes a plurality of driven gears fixedly sleeved on the second intermediate shaft, the plurality of driving gears and the plurality of driven gears are meshed and connected in a one-to-one correspondence, a first synchronizer is provided on the first intermediate shaft, and the driving gear and the first intermediate shaft can be fixed by the first synchronizer.

[0017] Preferably, the transmission includes a third transmission member, which includes a third driving gear and a third driven gear, the third driving gear is fixed on the input shaft, the third driven gear is fixed on the first intermediate shaft, and the third driving gear is meshingly connected to the third driven gear.

[0018] Preferably, the transmission further comprises a second transmission gear, which is fixed on the output shaft, and one of the driven gears is meshingly connected to the second transmission gear.

[0019] Preferably, the transmission also includes a reverse gear, which is rotatably sleeved on the output shaft, the reverse gear is meshingly connected to the third driving gear, a second synchronizer is provided on the output shaft, and the reverse gear can be fixed to the output shaft through the second synchronizer.

[0020] Beneficial effects:

[0021] The power coupling assembly provided by the utility model can be divided into two paths when power is transmitted to the first shaft. The two paths of power are respectively converged in the coupler through the first input end and the second input end of the coupler, and power coupling is realized in the coupler, and finally the coupler outputs the coupled power from the output end. Specifically, the first path of power transmission process is specifically: the first shaft rotates, and the power is transmitted to the third shaft through the second transmission member, and then the third shaft is transmitted to the coupler through the first input end of the coupler. The second path of power transmission process is specifically: the first shaft rotates, and the power is transmitted to the drive shaft of the variable pump through the first transmission member, driving the variable pump to work, so that the variable pump pumps the oil in the oil tank and transmits it to the variable motor, thereby driving the drive shaft of the variable motor to rotate, and the power is transmitted from the second input end of the coupler to the coupler. In addition, the size of the second path of coupled power can be adaptively adjusted by controlling the speed of the drive shaft of the variable motor. The above-mentioned power coupling assembly has a simple structure, and the power source can be set to one, and there is no need to set two separate power sources corresponding to the two-path coupled power as in the prior art, thereby reducing the power source layout and simplifying the overall structure of the assembly.

[0022] The transmission system provided by the utility model applies the above-mentioned power coupling assembly, reduces the layout of the power source, further simplifies the overall structure, and reduces the installation cost. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 It is a structural schematic diagram of the power coupling assembly provided by the utility model;

[0024] Figure 2 It is a structural schematic diagram of the transmission system provided by the utility model;

[0025] Figure 3 It is a flow chart of the speed control method provided by the present invention;

[0026] Figure 4 This is a schematic diagram of the control flow of the utility model when the vehicle speed is greater than the target vehicle speed;

[0027] Figure 5It is a schematic diagram of the control flow of the utility model when the driving speed is less than the target speed.

[0028] In the figure:

[0029] 1. Variable displacement pump;

[0030] 2. Variable speed motor;

[0031] 3. Coupler; 31. Planet carrier; 32. Sun gear; 33. Planet gear; 34. Ring gear; 35. First transmission gear;

[0032] 41, first transmission member; 411, first driving gear; 412, first driven gear; 42, second transmission member; 421, second driving gear; 422, second driven gear;

[0033] 51, first axis; 52, second axis; 53, third axis;

[0034] 6. Engine;

[0035] 7. Clutch;

[0036] 8. Transmission; 81. Input shaft; 82. First intermediate shaft; 821. First synchronizer; 83. Second intermediate shaft; 84. Output shaft; 841. Second synchronizer; 85. Driving gear set; 851. First gear driving gear; 852. Second gear driving gear; 853. Third gear driving gear; 86. Driven gear set; 861. First gear driven gear; 862. Second gear driven gear; 863. Third gear driven gear; 87. Third transmission member; 871. Third driving gear; 872. Third driven gear; 88. Second transmission gear; 89. Reverse gear;

[0037] 91. A first rotation speed sensor; 92. A second rotation speed sensor; 93. A third rotation speed sensor. DETAILED DESCRIPTION

[0038] The present invention is further described in detail below in conjunction with the accompanying drawings and embodiments. It is to be understood that the specific embodiments described herein are only used to explain the present invention, rather than to limit the present invention. It should also be noted that, for ease of description, only the parts related to the present invention, rather than all structures, are shown in the accompanying drawings.

[0039] In the description of the present invention, unless otherwise clearly specified and limited, the terms "connected", "connected", and "fixed" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0040] In the present utility model, unless otherwise clearly specified and limited, a first feature being "above" or "below" a second feature may include that the first and second features are in direct contact, or may include that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, a first feature being "above", "above" and "above" a second feature includes that the first feature is directly above and obliquely above the second feature, or simply indicates that the first feature is higher in level than the second feature. A first feature being "below", "below" and "below" a second feature includes that the first feature is directly below and obliquely below the second feature, or simply indicates that the first feature is lower in level than the second feature.

[0041] In the description of this embodiment, the terms "upper", "lower", "right", etc., are based on the directions or positions shown in the drawings, and are only for the convenience of description and simplified operation, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation of the present invention. In addition, the terms "first" and "second" are only used to distinguish in the description and have no special meaning.

[0042] Reference Figure 1 As shown, this embodiment provides a power coupling assembly. The power coupling assembly includes a variable pump 1, a variable motor 2, a coupler 3, a first transmission member 41, a second transmission member 42, a first shaft 51, a second shaft 52 and a third shaft 53. Among them, the first shaft 51 is connected to the third shaft 53 through the second transmission member 42, the third shaft 53 is connected to the first input end of the coupler 3, the first shaft 51 is connected to the drive shaft of the variable pump 1 through the first transmission member 41, the oil inlet of the variable pump 1 is connected to the oil tank, the oil outlet of the variable pump 1 is connected to the oil inlet of the variable motor 2, and the drive shaft of the variable motor 2 is connected to the second input end of the coupler 3 through the second shaft 52.

[0043] In this embodiment, when power is transmitted to the first shaft 51, it can be divided into two paths. The two powers are respectively converged into the coupler 3 through the first input end and the second input end of the coupler 3, and power coupling is realized in the coupler 3. Finally, the coupler 3 outputs the coupled power from the output end.

[0044] Specifically, the first power transmission process is as follows: the first shaft 51 rotates, and transmits power to the third shaft 53 through the second transmission member 42, and then the third shaft 53 transmits power to the coupler 3 through the first input end of the coupler 3. The second power transmission process is as follows: the first shaft 51 rotates, and transmits power to the drive shaft of the variable pump 1 through the first transmission member 41, driving the variable pump 1 to work, so that the variable pump 1 pumps the oil in the oil tank and transmits it to the variable motor 2, thereby driving the drive shaft of the variable motor 2 to rotate, and transmitting power from the second input end of the coupler 3 to the coupler 3. In addition, the size of the second coupling power can be adaptively adjusted by controlling the speed of the drive shaft of the variable motor 2. The above-mentioned power coupling component has a simple structure, and the power source can be set to one. There is no need to set two separate power sources corresponding to the two coupling powers as in the prior art, which reduces the power source layout and simplifies the overall structure of the component.

[0045] In this embodiment, the variable motor 2 is preferably configured as a swash plate motor, and the speed of the drive shaft of the motor is adjusted by changing the inclination of the swash plate of the swash plate motor. The specific structure and working principle of the swash plate motor are all prior art and will not be described in detail here.

[0046] Specifically, continue to refer to Figure 1 As shown, the first transmission member 41 includes a first driving gear 411 and a first driven gear 412. The first driving gear 411 is fixed on the first shaft 51, and the first driven gear 412 is fixed on the driving shaft of the variable pump 1. The first driving gear 411 is meshed and connected to the first driven gear 412. Specifically, the first shaft 51 rotates to drive the first driving gear 411 to rotate. Under the meshing cooperation between the first driving gear 411 and the first driven gear 412, the first driven gear 412 is driven to rotate, and then the driving shaft of the variable pump 1 is driven to rotate through the first driven gear 412, thereby driving the variable pump 1 to pump oil.

[0047] Specifically, the second transmission member 42 includes a second driving gear 421 and a second driven gear 422. The second driving gear 421 is fixed on the first shaft 51, the second driven gear 422 is fixed on the third shaft 53, and the second driving gear 421 is meshedly connected to the second driven gear 422. Specifically, the first shaft 51 rotates to drive the second driving gear 421 to rotate, and the second driven gear 422 is meshed with the second driving gear 421 and the second driven gear 422, which drives the second driven gear 422 to rotate, and then drives the third shaft 53 to rotate through the second driven gear 422, so as to transmit power to the second input end of the coupler 3.

[0048] Specifically, the coupler 3 includes a planet carrier 31, a sun gear 32, a planet gear 33 and a ring gear 34. The sun gear 32 is fixed on the third shaft 53, the planet gear 33 is rotatably connected to the planet carrier 31, the planet gear 33 is meshed with the sun gear 32, the ring gear 34 is rotatably connected to the third shaft 53, the inner ring of the ring gear 34 is meshed with the planet gear 33, and the second shaft 52 is transmission-connected with the ring gear 34. Specifically, the planet carrier 31, the sun gear 32, the planet gear 33 and the ring gear 34 together form a planetary gear mechanism, which cooperates with the transmission connection between the second shaft 52 and the ring gear 34 to couple the power output of the two power paths through the speed, so that the power can couple the speed of the two power paths to output under the condition of torque ratio transmission, effectively expanding the range of speed output and effectively ensuring a wide range of speed control.

[0049] Specifically, the coupler 3 further includes a first transmission gear 35, which is fixed on the second shaft 52, and the outer ring of the ring gear 34 is meshed and connected with the first transmission gear 35. Specifically, the drive shaft of the variable motor 2 rotates, and the power is transmitted to the planetary gear mechanism through the second shaft 52, the first transmission gear 35, and the ring gear 34 in sequence, participating in power coupling.

[0050] Reference Figure 1 to Figure 2 As shown, this embodiment also provides a transmission system. The transmission system includes an engine 6, a clutch 7, a transmission 8, and also includes the above-mentioned power coupling assembly. Among them, the output shaft 84 of the engine 6 is connected to the first shaft 51 through the clutch 7; the output end of the coupler 3 is connected to the input end of the transmission 8. Specifically, the engine 6 can drive the first shaft 51 to rotate, thereby providing a power source. The power coupled and output by the coupler 3 is transmitted to the transmission 8, and then the power can be finally transmitted to the wheel shaft through the transmission 8.

[0051] Specifically, the transmission 8 includes an input shaft 81, a first intermediate shaft 82, a second intermediate shaft 83, an output shaft 84, a driving gear set 85 and a driven gear set 86. The output end of the coupler 3 is connected to the input shaft 81, the input shaft 81 is drivingly connected to the first intermediate shaft 82, the second intermediate shaft 83 is drivingly connected to the output shaft 84, the driving gear set 85 includes a plurality of driving gears rotatably connected to the first intermediate shaft 82, the driven gear set 86 includes a plurality of driven gears fixedly sleeved on the second intermediate shaft 83, the plurality of driving gears and the plurality of driven gears are meshed and connected one by one, the first intermediate shaft 82 is provided with a first synchronizer 821, and the driving gears and the first intermediate shaft 82 can be fixed by the first synchronizer 821.

[0052] As an optional embodiment, the transmission 8 in this embodiment has three forward gears. Specifically, the multiple driving gears of the driving gear set 85 are respectively a first gear driving gear 851, a second gear driving gear 852 and a third gear driving gear 853, and the multiple driven gears of the driven gear set 86 are respectively a first gear driven gear 861, a second gear driven gear 862 and a third gear driven gear 863. The first gear driving gear 851 is meshedly connected with the first gear driven gear 861, the second gear driving gear 852 is meshedly connected with the second gear driven gear 862, and the third gear driving gear 853 is meshedly connected with the third gear driven gear 863.

[0053] Specifically, the route of the first power transmission is: engine 6, first shaft 51, first driving gear 411, first driven gear 412, third shaft 53, and finally the power is transmitted to coupler 3 through the first input end. The route of the second power transmission is: engine 6, first shaft 51, second driving gear 421, second driven gear 422, variable pump 1, variable motor 2, second shaft 52, and finally the power is transmitted to coupler 3 through the second input end. The two powers are coupled in coupler 3 and output from the output end of coupler 3.

[0054] When in the first forward gear, the first synchronizer 821 corresponding to the first gear driving gear 851 is engaged, and the transmission path of the coupled power is: the output end of the coupler 3, the input shaft 81, the first intermediate shaft 82, the first gear driving gear 851, the first gear driven gear 861, the second intermediate shaft 83, and the output shaft 84.

[0055] When in the second forward gear, the first synchronizer 821 corresponding to the second gear driving gear 852 is engaged, and the transmission path of the coupled power is: the output end of the coupler 3, the input shaft 81, the first intermediate shaft 82, the second gear driving gear 852, the second gear driven gear 862, the second intermediate shaft 83, and the output shaft 84.

[0056] When in the third forward gear, the first synchronizer 821 corresponding to the third gear driving gear 853 is engaged, and the transmission path of the coupled power is: the output end of the coupler 3, the input shaft 81, the first intermediate shaft 82, the third gear driving gear 853, the third gear driven gear 863, the second intermediate shaft 83, and the output shaft 84.

[0057] Specifically, the first synchronizer 821 is respectively arranged to correspond to the first gear driving gear 851, the second gear driving gear 852, and the third gear driving gear 853. When the corresponding gear is engaged, the corresponding first synchronizer 821 on the first intermediate shaft 82 is combined with the corresponding driving gear, so that the corresponding driving gear and the first intermediate shaft 82 can be fixed.

[0058] Further, the transmission 8 includes a third transmission member 87, which includes a third driving gear 871 and a third driven gear 872. The third driving gear 871 is fixed to the input shaft 81, and the third driven gear 872 is fixed to the first intermediate shaft 82. The third driving gear 871 is meshedly connected to the third driven gear 872. Through the third driving gear 871 and the third driven gear 872, the power of the input shaft 81 can be transmitted to the first intermediate shaft 82, and the structure is simple and the power transmission is reliable.

[0059] Further, the transmission 8 further includes a second transmission gear 88, which is fixed to the output shaft 84, and one of the driven gears is meshed and connected to the second transmission gear 88. Specifically, by providing the second transmission gear 88, the second transmission gear 88 is meshed with one of the driven gears, so that the power of the second intermediate shaft 83 can be transmitted to the output shaft 84, and the power transmission is reliable.

[0060] In this embodiment, the second transmission gear 88 is meshingly connected with the third-speed driven gear 863 .

[0061] Furthermore, the transmission 8 also includes a reverse gear 89 rotatably sleeved on the output shaft 84 , the reverse gear 89 is meshedly connected to the third driving gear 871 , and a second synchronizer 841 is provided on the output shaft 84 , and the reverse gear 89 can be fixed to the output shaft 84 through the second synchronizer 841 .

[0062] Specifically, when in reverse gear, the second synchronizer 841 is engaged, the first synchronizer 821 is disconnected, and the transmission path of the coupled power is: the output end of the coupler 3, the input shaft 81, the third driving gear 871, the reverse gear 89, and the output shaft 84. Specifically, the second synchronizer 841 can realize the fixation of the reverse gear 89 and the output shaft 84.

[0063] In this embodiment, the transmission system further includes a first speed sensor 91, a second speed sensor 92 and a third speed sensor 93. The first speed sensor 91 is used to detect the speed of the first shaft 51, the second speed sensor 92 is used to detect the speed of the second shaft 52, and the third speed sensor 93 is used to detect the speed of the output shaft 84.

[0064] Reference Figures 1 to 3 As shown, this embodiment also provides a speed control method. The speed control method applies the above transmission system. The speed control method includes the following steps:

[0065] S100, obtaining the vehicle speed;

[0066] S200, determining whether the vehicle speed is equal to the target vehicle speed;

[0067] If yes, proceed to step S300; if no, proceed to step S400;

[0068] S300, determining whether the engine 6 is in a high-efficiency and low-consumption working range;

[0069] If yes, maintain the current speed of the engine 6 and the variable motor 2; if no, adjust the speed of the engine 6 to a high-efficiency and low-consumption working range, and adjust the speed of the variable motor 2 to keep the driving speed unchanged;

[0070] S400, determining whether the engine 6 is in a high-efficiency and low-consumption working range;

[0071] If yes, proceed to step S500; if no, adjust the speed of the engine 6 to a high-efficiency and low-consumption working range, and then proceed to step S500;

[0072] S500, adjusting the speed of the variable motor 2. If the speed of the variable motor 2 is adjusted to the limit, further adjusting the gear of the transmission 8. If the gear of the transmission 8 is adjusted to the limit, further adjusting the speed of the engine 6 to adjust the driving speed to the target speed.

[0073] Specifically, the transmission system further includes a first speed sensor 91, a second speed sensor 92 and a third speed sensor 93. The first speed sensor 91 is used to detect the speed of the first shaft 51, the second speed sensor 92 is used to detect the speed of the second shaft 52, and the third speed sensor 93 is used to detect the speed of the output shaft 84.

[0074] In step S100, the rotation speed of the output shaft 84 is detected by the third rotation speed sensor 93. The rotation speed of the output shaft 84 can represent the wheel speed, that is, the corresponding driving speed.

[0075] Specifically, if it is determined that the driving speed is equal to the target vehicle speed, and the engine 6 is already in the high-efficiency and low-consumption working range, then no adjustment is required at this time, and the current speed of the engine 6 and the variable motor 2 is maintained, and the gear position is kept unchanged. If it is determined that the driving speed is equal to the target vehicle speed, and the engine 6 is not yet in the high-efficiency and low-consumption working range, it is necessary to first adjust the speed of the engine 6 to the high-efficiency and low-consumption working range, and in order not to change the driving speed, the speed of the variable motor 2 needs to be adaptively adjusted at the same time, so that the speed output from the coupled output end remains unchanged, thereby keeping the driving speed unchanged.

[0076] Specifically, if it is determined that the driving speed is not equal to the target speed, the ultimate goal is to adjust the driving speed to the target speed. In this embodiment, the driving speed can be adjusted by adjusting the speed of the variable motor 2, adjusting the gear position of the transmission 8, and adjusting the speed of the engine 6. In order to avoid changing the speed of the engine 6 as much as possible and avoid the speed of the engine 6 being outside the high-efficiency and low-consumption working range, it is not desirable to give priority to adjusting the speed of the engine 6. And in order to reduce the number of gear shifts and reduce the labor intensity of the driver, it is not desirable to give priority to adjusting the gear position of the transmission 8. Therefore, in this embodiment, the speed of the variable motor 2 is adjusted first. If the driving speed has been adjusted to the target speed before the adjustment limit of the variable motor 2 is reached, there is no need to adjust the speed and gear position of the engine 6. Further, if the driving speed is still not adjusted to the target speed when the speed of the variable motor 2 is adjusted to the limit, the gear position of the transmission 8 is adjusted again when the gear position of the transmission 8 is adjustable. Furthermore, if the speed of the variable motor 2 is adjusted to the limit, and the gear adjustment of the transmission 8 also reaches the limit, but the driving speed is still not adjusted to the target speed, then the speed change can only be achieved by adjusting the speed of the engine 6, and finally the driving speed is adjusted to the target speed. The above speed control method can give priority to ensuring that the speed of the engine 6 is in the high-efficiency and low-consumption working range, improve fuel economy, smoothness of power output and reliability of the transmission, and effectively reduce the number of gear shifts and reduce the driver's operation intensity.

[0077] When the driving speed is not equal to the target speed, it includes two situations: the driving speed is greater than the target speed and the driving speed is less than the target speed. The following are detailed descriptions of the two situations:

[0078] Specifically, refer to Figure 4 As shown, when the vehicle speed is greater than the target vehicle speed, step S500 includes:

[0079] S511, reducing the speed of variable motor 2;

[0080] S512, determining whether the vehicle speed drops to the target speed when the speed of the variable motor 2 drops to the limit;

[0081] If yes, stop adjusting; if no, proceed to step S513;

[0082] S513, determining whether the transmission 8 is in the lowest gear position;

[0083] If yes, proceed to step S514, if no, proceed to step S515 and then return to step S512;

[0084] S514, the speed of engine 6 decreases;

[0085] S515, transmission 8 downshifts.

[0086] Specifically, when the driving speed is greater than the target speed, the priority is to reduce the speed of the variable motor 2. If the driving speed has been reduced to the target speed when the speed of the variable motor 2 is adjusted downward and has not reached the adjustment limit of the variable motor 2, there is no need to adjust the engine 6 speed and the gear position of the transmission 8. If the speed of the variable motor 2 is reduced to the limit, the driving speed is still not adjusted to the target speed. At this time, it is necessary to determine whether the transmission 8 is in the lowest gear. If it is determined to be yes, the speed cannot be adjusted through the transmission 8, and the only way to reduce the driving speed is to adjust the speed of the engine 6. If it is determined to be no, the driving speed is reduced by reducing the gear position of the transmission 8. For example, take the three-speed transmission 8 as an example. Assuming that the gear position of the transmission 8 is in the third gear, the gear position of the transmission 8 is first reduced to the second gear, and then it is determined whether the driving speed has dropped to the target speed. If it has dropped to the target speed, the adjustment can be stopped; if it has not dropped to the target speed, the transmission 8 is continued to be controlled to downshift, and the gear position of the transmission 8 is reduced to the first gear, that is, to the lowest gear, and then it is determined again whether the driving speed has dropped to the target speed. If the speed drops to the target speed, the adjustment can be stopped; if it still does not drop to the target speed, the only option is to adjust the speed of the engine 6 to reduce the driving speed until the driving speed is finally adjusted to the target speed.

[0087] Specifically, refer to Figure 5 As shown, when the vehicle speed is less than the target vehicle speed, step S500 includes:

[0088] S521, increasing the speed of variable motor 2;

[0089] S522, determining whether the vehicle speed reaches the target speed when the speed of the variable motor 2 reaches the limit;

[0090] If yes, stop adjusting; if no, proceed to step S523;

[0091] S523, determining whether the transmission 8 is in the highest gear position;

[0092] If yes, proceed to step S524, if no, proceed to step S525 and then return to step S522;

[0093] S524, the speed of engine 6 increases;

[0094] S525, transmission 8 shifts up.

[0095] Specifically, when the driving speed is less than the target speed, the priority is to increase the speed of the variable motor 2. If the driving speed has risen to the target speed when the speed of the variable motor 2 is adjusted upward and has not reached the adjustment limit of the variable motor 2, there is no need to adjust the engine 6 speed and the gear position of the transmission 8. If the speed of the variable motor 2 is increased to the limit, the driving speed is still not adjusted to the target speed. At this time, it is necessary to determine whether the transmission 8 is in the highest gear. If it is determined to be yes, the speed cannot be adjusted through the transmission 8, and the only way to increase the driving speed is to adjust the speed of the engine 6. If it is determined to be no, the driving speed is increased by increasing the gear position of the transmission 8. For example, take the three-speed transmission 8 as an example. Assuming that the gear position of the transmission 8 is in the first gear, the gear position of the transmission 8 is first increased to the second gear, and then it is determined whether the driving speed has risen to the target speed. If it has risen to the target speed, the adjustment can be stopped; if it has not risen to the target speed, the transmission 8 is continued to be controlled to rise, and the gear position of the transmission 8 is increased to the first gear, that is, to the highest gear, and then it is determined again whether the driving speed has risen to the target speed. If the target speed is reached, the adjustment can be stopped; if the target speed is still not reached, the only option is to adjust the speed of the engine 6 to increase the driving speed until the driving speed is finally adjusted to the target speed.

[0096] In this embodiment, a controller is provided in the transmission system, and the controller is connected to the first speed sensor 91, the second speed sensor 92, the third speed sensor 93, the engine 6, the variable motor 2 and the transmission 8. The first speed sensor 91 obtains the speed of the first shaft 51 and sends it to the controller, the second speed sensor 92 obtains the speed of the second shaft 52 and sends it to the controller, and the third speed sensor 93 obtains the speed of the output shaft 84 and sends it to the controller. The controller receives the above speed signal. The judgment of the driving speed and the target speed can be realized in the controller, and according to the above speed control method, the engine 6, the variable motor 2 and the transmission 8 are controlled to work under the corresponding working conditions and gears.

[0097] Optionally, the controller may be configured as a PCB board.

[0098] Obviously, the above embodiments of the present invention are merely examples for the purpose of clearly illustrating the present invention, and are not intended to limit the implementation methods of the present invention. For those skilled in the art, various obvious changes, readjustments and substitutions can be made without departing from the scope of protection of the present invention. It is not necessary and impossible to list all implementation methods here. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention shall be included in the scope of protection of the claims of the present invention.

Claims

1. A power coupling assembly, characterized in that: It comprises a variable displacement pump (1), a variable displacement motor (2), a coupler (3), a first transmission member (41), a second transmission member (42), a first shaft (51), a second shaft (52) and a third shaft (53); The first shaft (51) is connected to the third shaft (53) through the second transmission member (42); the third shaft (53) is connected to the first input end of the coupler (3); the first shaft (51) is connected to the drive shaft of the variable pump (1) through the first transmission member (41); the oil inlet of the variable pump (1) is connected to the oil tank; the oil outlet of the variable pump (1) is connected to the oil inlet of the variable motor (2); the drive shaft of the variable motor (2) is connected to the second input end of the coupler (3) through the second shaft (52).

2. The power coupling assembly according to claim 1, characterized in that: The first transmission member (41) comprises a first driving gear (411) and a first driven gear (412); the first driving gear (411) is fixed on the first shaft (51); the first driven gear (412) is fixed on the driving shaft of the variable displacement pump (1); the first driving gear (411) is meshingly connected to the first driven gear (412).

3. The power coupling assembly according to claim 1, characterized in that: The second transmission member (42) comprises a second driving gear (421) and a second driven gear (422); the second driving gear (421) is fixed on the first shaft (51); the second driven gear (422) is fixed on the third shaft (53); and the second driving gear (421) is meshingly connected to the second driven gear (422).

4. The power coupling assembly according to claim 1, characterized in that: The coupler (3) comprises a planet carrier (31), a sun gear (32), a planet gear (33) and a ring gear (34); the sun gear (32) is fixedly arranged on the third shaft (53); the planet gear (33) is rotatably connected to the planet carrier (31); the planet gear (33) is meshingly connected to the sun gear (32); the ring gear (34) is rotatably connected to the third shaft (53); the inner ring of the ring gear (34) is meshingly connected to the planet gear (33); and the second shaft (52) is transmission-connected to the ring gear (34).

5. The power coupling assembly according to claim 4, characterized in that: The coupler (3) further comprises a first transmission gear (35), wherein the first transmission gear (35) is fixed on the second shaft (52), and the outer ring of the gear ring (34) is meshingly connected with the first transmission gear (35).

6. A transmission system, characterized in that: The invention comprises a power coupling assembly as claimed in any one of claims 1 to 5, wherein the transmission system further comprises an engine (6), a clutch (7) and a transmission (8); wherein: The output shaft of the engine (6) is connected to the first shaft (51) via the clutch (7); The output end of the coupler (3) is connected to the input end of the transmission (8).

7. The transmission system according to claim 6, characterized in that: The transmission (8) comprises an input shaft (81), a first intermediate shaft (82), a second intermediate shaft (83), an output shaft (84), a driving gear set (85) and a driven gear set (86); the output end of the coupler (3) is connected to the input shaft (81), the input shaft (81) is transmission-connected to the first intermediate shaft (82), the second intermediate shaft (83) is transmission-connected to the output shaft (84), the driving gear set (85) comprises a plurality of driving gears rotatably connected to the first intermediate shaft (82), the driven gear set (86) comprises a plurality of driven gears fixedly sleeved on the second intermediate shaft (83), the plurality of driving gears and the plurality of driven gears are meshedly connected in a one-to-one correspondence, the first intermediate shaft (82) is provided with a first synchronizer (821), and the driving gear and the first intermediate shaft (82) can be fixed by the first synchronizer (821).

8. The transmission system according to claim 7, characterized in that: The transmission (8) comprises a third transmission member (87), the third transmission member (87) comprising a third driving gear (871) and a third driven gear (872), the third driving gear (871) being fixed on the input shaft (81), the third driven gear (872) being fixed on the first intermediate shaft (82), and the third driving gear (871) being meshingly connected to the third driven gear (872).

9. The transmission system according to claim 7, characterized in that: The transmission (8) further comprises a second transmission gear (88), wherein the second transmission gear (88) is fixed on the output shaft (84), and one of the driven gears is meshingly connected to the second transmission gear (88).

10. The transmission system according to claim 8, characterized in that: The transmission (8) further comprises a reverse gear (89), the reverse gear (89) being rotatably sleeved on the output shaft (84), the reverse gear (89) being meshingly connected to the third driving gear (871), the output shaft (84) being provided with a second synchronizer (841), and the reverse gear (89) being able to be fixed to the output shaft (84) via the second synchronizer (841).

Images