Stepless speed change transmission system of agricultural non-road vehicle

Abstract

The utility model relates to a transmission system of a vehicle, and provides a stepless speed change transmission system of an agricultural non-road vehicle in order to solve the problems that the cost is high and the stability is reduced due to the fact that the number of clutches adopted by an existing stepless speed change transmission system is large. The gear shifting mechanism comprises a first parallel shaft assembly, a second parallel shaft assembly, a third parallel shaft assembly, a fourth parallel shaft assembly, a fifth parallel shaft assembly, a sixth parallel shaft assembly, a seventh parallel shaft assembly, an eighth parallel shaft assembly, a ninth parallel shaft assembly, a tenth parallel shaft assembly, a first gear shifting clutch and a second gear shifting clutch. The system comprises a hydrostatic system, a first-gear synchronizer, a second-gear synchronizer, a third-gear synchronizer and a reverse-gear synchronizer. The hydraulic system has three forward gears and one reverse gear, and continuous change of the rotating speed of the output shaft and continuous output of power can be realized by adjusting the swing angle change of the variable pump swash plate in the hydrostatic system, the switching state of the synchronizer and the combination state of the clutch.

Description

Technical Field

[0001] The utility model relates to a transmission system of a vehicle, in particular to a continuously variable transmission system of an agricultural non-road vehicle. Background Art

[0002] At present, the manual transmissions commonly used in agricultural non-road vehicles (such as tractors) mostly use clutch sleeves for shifting. In recent years, more advanced synchronizer shifting and power shifting products have appeared on the market. However, the transmission axle box assemblies of power shifting products are mostly imported products.

[0003] Mechanical hydraulic power split CVT (Continuously Variable Transmission) products, which are more advanced and complex than power shifting technology, have occupied more than half of the market in some regions. Since power split CVT is currently the most advanced tractor transmission with high technical barriers, agricultural non-road vehicles equipped with CVT are relatively rare.

[0004] Chinese patent CN116733913A discloses a continuously variable transmission system. In order to solve the problems of high cost, great difficulty in research and development, and difficulty in transmission route development of existing hydraulic power split CVT products used on tractors, a continuously variable transmission system and its control method are provided. When the external power source received by the power transmission mechanism remains unchanged, the variable pump swing angle of the static hydraulic mechanism is continuously changed, and the state coordination of the reverse mechanism, the forward mechanism, the hydraulic clutch and each gear mechanism can realize the forward and reverse gear power reversal, the continuous output and continuous change of the power of the output mechanism, and the power is not interrupted when switching between the working areas. The speed ratio is continuously adjustable, which can significantly improve the power transmission performance and fuel economy of the vehicle, thereby making the vehicle adapt to various complex road conditions. In addition, the application document only uses two planetary gears, the structure is more compact and convenient, and the subsequent use and maintenance are simpler.

[0005] Chinese patent CN116292815 A discloses a power split continuously variable transmission system, including an integrated parallel shaft gear train, a planetary gear train, and a hydrostatic system. The transmission system utilizes the coordinated work of the shift clutches C1 / C2 / C3 / CR / CF to realize vehicle starting, power reversing, three forward gear working areas, and three reverse gear working areas. The power is switched between the working areas without interruption, and the speed ratio is continuously adjustable. When the input shaft speed remains unchanged, the output shaft speed can be continuously changed, the power can be continuously output, and the forward gear and reverse gear can realize power reversal by adjusting the variable pump swash plate swing angle to continuously change and the clutch engagement state; the vehicle's power transmission performance, fuel economy, and ability to adapt to various complex road conditions are significantly improved. By controlling the hydrostatic unit and the clutches in each working area, power splitting, continuous power output, and stepless adjustable speed ratio are achieved, which meets the tractor's requirements for gearbox durability, power transmission efficiency, and complex operating conditions.

[0006] However, the common disadvantages of the above-mentioned prior arts are that a large number of clutches are used, resulting in high costs and reduced stability. Utility Model Content

[0007] The utility model aims to solve the problem that the existing continuously variable transmission system adopts a large number of clutches, resulting in high cost and reduced stability, and provides a continuously variable transmission system for agricultural non-road vehicles.

[0008] The design idea of ​​the utility model is to design a transmission system integrating multiple parallel shaft components, multiple planetary gears, and a power split gearbox system of a hydrostatic system. The transmission system has three forward gears and one reverse gear; when the input shaft speed remains unchanged, the output shaft speed can be continuously changed, the power can be continuously output, and the forward gear and reverse gear can realize power reversal by adjusting the hydrostatic system, the switching state of the synchronizer, and the engagement state of the clutch.

[0009] To achieve the above purpose, the technical solution provided by the utility model is:

[0010] A continuously variable transmission system for an agricultural non-road vehicle, which is special in that:

[0011] The invention comprises a first parallel shaft assembly, a second parallel shaft assembly, a third parallel shaft assembly, a fourth parallel shaft assembly, a fifth parallel shaft assembly, a sixth parallel shaft assembly, a seventh parallel shaft assembly, an eighth parallel shaft assembly, and a ninth parallel shaft assembly, as well as a first gear shifting clutch, a second gear shifting clutch, a hydrostatic system, a first gear synchronizer, a second gear synchronizer, a third gear synchronizer, and a reverse gear synchronizer which are arranged in parallel;

[0012] The first parallel shaft assembly includes a power input shaft for connecting to an engine power source, a hydrostatic system drive gear and a mechanical flow driving gear respectively sleeved and fixedly connected to the power input shaft;

[0013] The second parallel shaft assembly includes a hydrostatic unit shaft, the hydrostatic system is arranged on the hydrostatic unit shaft, wherein the hydrostatic system includes an input end and an output end, wherein the input end is provided with a variable displacement pump, and the output end is provided with a quantitative motor; the second parallel shaft assembly also includes a variable displacement pump drive gear and a motor drive gear sleeved and fixedly connected to the hydrostatic unit shaft, wherein the variable displacement pump drive gear is located at one side of the input end of the hydrostatic system, and the motor drive gear is located at one side of the output end of the hydrostatic system;

[0014] The third parallel shaft assembly comprises a first intermediate shaft, a first planetary gear, a second planetary gear, and a mechanical flow driven gear sleeved and fixedly connected to the first intermediate shaft; the first planetary gear and the second planetary gear each comprise a sun gear, a plurality of planetary gears surrounding the sun gear and meshing with the sun gear, a ring gear arranged at the periphery of the plurality of planetary gears and meshing with each of the planetary gears, and a planet carrier connecting the plurality of planetary gears; the first intermediate shaft is fixedly connected to the planet carrier of the first planetary gear and the ring gear of the second planetary gear, and the mechanical flow driven gear is meshed with the mechanical flow driving gear;

[0015] The fourth parallel shaft assembly comprises a ring gear output shaft sleeved on the first intermediate shaft and a second gear driving gear sleeved on and fixedly connected to the ring gear output shaft, wherein the ring gear output shaft is connected to the ring gear of the first planetary gear set via a spline;

[0016] The fifth parallel shaft assembly comprises a hydraulic fluid input shaft and a motor driven gear sleeved and fixedly connected to the hydraulic fluid input shaft, wherein the hydraulic fluid input shaft is connected to the sun gears of the first planetary gear and the second planetary gear via splines;

[0017] The motor driving gear and the motor driven gear, as well as the variable pump driving gear and the hydrostatic system driving gear are all meshed and connected;

[0018] The sixth parallel shaft assembly includes a planet carrier output shaft sleeved on the hydraulic fluid input shaft, and a first gear driving gear, a third gear driving gear, and a reverse gear driving gear sleeved and fixedly connected to the planet carrier output shaft; the planet carrier output shaft is connected to the planet carrier of the second planetary gear through a spline;

[0019] The seventh parallel shaft assembly comprises a second intermediate shaft, a second gear driven gear on the second intermediate shaft and connected to the second gear synchronizer through a spline, and a reverse gear driven gear on the second intermediate shaft and connected to the reverse gear synchronizer through a spline; one end of the second intermediate shaft is connected to one end of the second gear shift clutch, the reverse gear driven gear is connected to the reverse gear driving gear through a reverse gear idler gear, and the second gear driven gear is meshed with the second gear driving gear;

[0020] The eighth parallel shaft assembly comprises a third intermediate shaft sleeved on the second intermediate shaft, and a first gear driven gear and a third gear driven gear sleeved on the third intermediate shaft; one end of the third intermediate shaft is connected to one end of the first gear shift clutch; the first gear driven gear is connected to the first gear synchronizer through a spline and meshes with the first gear driving gear; the third gear driven gear is meshed with the third gear driving gear;

[0021] The ninth parallel shaft assembly includes a transmission system output shaft, one end of which is connected to the other end of the first gear switching clutch and the other end of the second gear switching clutch, and the other end of the transmission system output shaft serves as a power output end.

[0022] Further, a continuously variable transmission system for an agricultural non-road vehicle further includes a power take-off clutch fixedly connected to the power input shaft, a power take-off drive gear loosely sleeved on the power input shaft and connected to one end of the power take-off clutch via a spline, and a tenth parallel shaft assembly;

[0023] The other end of the power take-off clutch is fixedly connected to the power input shaft;

[0024] The tenth parallel shaft assembly includes a power take-off output shaft and a power take-off driven gear sleeved on and fixedly connected to the power take-off output shaft, the power take-off driven gear is meshed with the power take-off driving gear; the power take-off output shaft is arranged in parallel with the power input shaft.

[0025] Furthermore, the variable pump driving gear and the static hydraulic system driving gear, and the motor driving gear and the motor driven gear are meshedly connected via idler gears.

[0026] Furthermore, the power input shaft is connected to the power source of the engine via a spline.

[0027] Further, the gear engagement states among the first gear switching clutch, the second gear switching clutch, the first gear synchronizer, the second gear synchronizer, the third gear synchronizer, and the reverse gear synchronizer are:

[0028] Forward first gear working area: the first gear synchronizer and the first gear shift clutch are in the engaged state;

[0029] Forward second gear working area: the second gear synchronizer and the second gear shift clutch are in the engaged state;

[0030] Forward three-gear working area: the third-gear synchronizer and the first-gear shift clutch are in the engaged state;

[0031] Reverse gear working area: reverse gear synchronizer and second gear shift clutch are in the engaged state.

[0032] Compared with the prior art, the beneficial effects of the utility model are:

[0033] 1. The continuously variable transmission system for agricultural non-road vehicles provided by the utility model integrates ten parallel shaft assemblies, two planetary gears, a hydrostatic system, and related clutches and synchronizers, and adopts a first gear switching clutch and a second gear switching clutch, with a small number of clutches and high stability; it has three forward gears and one reverse gear, and when the input shaft speed remains unchanged, the output shaft speed can be continuously changed and the power can be continuously output by adjusting the swing angle change of the variable pump swash plate in the hydrostatic system, the switching state of the synchronizer, and the engagement state of the clutch, and the forward gear and reverse gear can realize power reversal;

[0034] 2. The continuously variable transmission system for agricultural non-road vehicles provided by the utility model significantly improves the power transmission performance and fuel economy of the vehicle and can adapt to various complex road conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Figure 1 It is a structural schematic diagram of an embodiment of a continuously variable transmission system for an agricultural non-road vehicle of the utility model;

[0036] Description of reference numerals:

[0037] S1-power input shaft, S2-static unit shaft, S3-first intermediate shaft, S4-ring gear output shaft, S5-hydraulic fluid input shaft, S6-planet carrier output shaft, S7-second intermediate shaft, S8-third intermediate shaft, S9-transmission system output shaft, S10-power take-off output shaft;

[0038] G1-Hydrostatic system driving gear, G2-Variable pump driving 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-Second gear driving gear, G10-Second gear passive gear, G11-Third gear driving gear, G12-Third gear passive gear, G13-Reverse gear driving gear, G14-Reverse gear idler, G15-Reverse gear passive gear, G16-Power take-off driving gear, G17-Power take-off passive gear;

[0039] H-Hydrostatic system;

[0040] C1-first gear synchronizer, C2-second gear synchronizer, C3-third gear synchronizer, CR-reverse gear synchronizer;

[0041] CH1-first gear shift clutch, CH2-second gear shift clutch, CP-power take-off clutch;

[0042] P1-first planetary row, P2-second planetary row. DETAILED DESCRIPTION

[0043] The utility model is further described below in conjunction with the accompanying drawings and three specific embodiments.

[0044] A continuously variable transmission system for an agricultural non-road vehicle, see Figure 1 , including a first parallel shaft assembly, a second parallel shaft assembly, a third parallel shaft assembly, a fourth parallel shaft assembly, a fifth parallel shaft assembly, a sixth parallel shaft assembly, a seventh parallel shaft assembly, an eighth parallel shaft assembly, a ninth parallel shaft assembly, a tenth parallel shaft assembly, a first gear switching clutch CH1, a second gear switching clutch CH2, a power take-off clutch CP, a static hydraulic system H, a first gear synchronizer C1, a second gear synchronizer C2, a third gear synchronizer C3 and a reverse gear synchronizer CR;

[0045] The first parallel shaft assembly includes a power input shaft S1 for connecting to the engine power source and connected to the engine power source through a spline, a static hydraulic system drive gear G1 and a mechanical flow driving gear G5 respectively sleeved and fixedly connected to the power input shaft S1, and a power take-off clutch CP is fixedly connected to the power input shaft S1; and also includes a power take-off drive gear G16 that is loosely sleeved on the power input shaft S1 and connected to one end of the power take-off clutch CP through a spline;

[0046] The second parallel shaft assembly includes a hydrostatic unit shaft S2, and a hydrostatic system H is arranged on the hydrostatic unit shaft S2, wherein the hydrostatic system H includes an input end and an output end, wherein a variable displacement pump is arranged at the input end, and a quantitative motor is arranged at the output end; the second parallel shaft assembly also includes a variable displacement pump driving gear G2 and a motor driving gear G3 which are sleeved and fixedly connected to the hydrostatic unit shaft S2, wherein the variable displacement pump driving gear G2 is located at one side of the input end of the hydrostatic system H, and the motor driving gear G3 is located at one side of the output end of the hydrostatic system H;

[0047] The third parallel shaft assembly includes a first intermediate shaft S3, a first planetary row P1, a second planetary row P2, and a mechanical flow driven gear G6 sleeved and fixedly connected to the first intermediate shaft S3; the first planetary row P1 and the second planetary row P2 each include a sun gear, a plurality of planetary gears surrounding the sun gear and meshing with the sun gear, a ring gear disposed on the periphery of the plurality of planetary gears and meshing with each of the planetary gears, and a planet carrier connecting the plurality of planetary gears; the first intermediate shaft S3 is fixedly connected to the planet carrier of the first planetary row P1 and the ring gear of the second planetary row P2, and the mechanical flow driven gear G6 meshes with the mechanical flow driving gear G5;

[0048] The fourth parallel shaft assembly includes a ring gear output shaft S4 sleeved on the first intermediate shaft S3 and a second gear driving gear G9 sleeved on and fixedly connected to the ring gear output shaft S4. The ring gear output shaft S4 is connected to the ring gear of the first planetary gear row P1 through a spline.

[0049] The fifth parallel shaft assembly includes a hydraulic fluid input shaft S5 and a motor driven gear G4 sleeved and fixedly connected to the hydraulic fluid input shaft S5, and the hydraulic fluid input shaft S5 is connected to the sun gears of the first planetary row P1 and the second planetary row P2 through splines;

[0050] The motor driving gear G3 and the motor driven gear G4, as well as the variable pump driving gear G2 and the hydrostatic system driving gear G1 are all meshed and connected;

[0051] The sixth parallel shaft assembly includes a planet carrier output shaft S6 which is sleeved on the hydraulic fluid input shaft S5, and a first gear driving gear G7, a third gear driving gear G11, and a reverse gear driving gear G13 which are sleeved and fixedly connected to the planet carrier output shaft S6; the planet carrier output shaft S6 is connected to the planet carrier of the second planet row P2 through a spline;

[0052] The seventh parallel shaft assembly includes a second intermediate shaft S7, a second gear driven gear G10 which is sleeved on the second intermediate shaft S7 and connected to the second gear synchronizer C2 through a spline, and a reverse gear driven gear G15 which is sleeved on the second intermediate shaft S7 and connected to the reverse gear synchronizer CR through a spline; one end of the second intermediate shaft S7 is connected to one end of the second gear switching clutch CH2, the reverse gear driven gear G15 is connected to the reverse gear driving gear G13 through the reverse gear idler gear G14, and the second gear driven gear G10 is meshed with the second gear driving gear G9;

[0053] The eighth parallel shaft assembly includes a third intermediate shaft S8 which is loosely sleeved on the second intermediate shaft S7, and a first gear driven gear G8 and a third gear driven gear G12 which are loosely sleeved on the third intermediate shaft S8; one end of the third intermediate shaft S8 is connected to one end of the first gear switching clutch CH1; the first gear driven gear G8 is spline-connected to the first gear synchronizer C1 and meshes with the first gear driving gear G7; the third gear driven gear G12 meshes with the third gear driving gear G11;

[0054] The ninth parallel shaft assembly includes a transmission system output shaft S9, one end of which is connected to the other end of the first gear switching clutch CH1 and the other end of the second gear switching clutch CH2, and the other end of the transmission system output shaft S9 serves as a power output end;

[0055] The tenth parallel shaft assembly includes a power take-off output shaft S10 and a power take-off passive gear G17 sleeved and fixedly connected to the power take-off output shaft S10, and the power take-off passive gear G17 is meshed with the power take-off driving gear G16;

[0056] The power input shaft S1, the hydrostatic unit shaft S2, the first intermediate shaft S3, the ring gear output shaft S4, the hydraulic fluid input shaft S5, the planetary carrier output shaft S6, the second intermediate shaft S7, the third intermediate shaft S8, the transmission system output shaft S9 and the power take-off output shaft S10 are all arranged in parallel.

[0057] In particular, the variable pump driving gear G2 and the hydrostatic system driving gear G1 , as well as the motor driving gear G3 and the motor driven gear G4 may be meshed and connected via idler gears.

[0058] The benefit of adding an idler gear is that it is beneficial to the mechanical layout of the overall system and can reduce the interference between the hydrostatic system drive gear G1, the variable pump drive gear G2, the motor drive gear G3, the motor driven gear G4 and the hydrostatic system H in a small space.

[0059] Taking the specific structure of this embodiment as an example, the working principle of the utility model in each working area is described. The following is the power transmission route of the structure of this embodiment in different working areas:

[0060] Forward first gear working area: the first gear synchronizer C1 and the first gear switching clutch CH1 are in the engaged state, and the other clutches are in the disconnected state. The engine power is input from the power input shaft S1 and reaches the hydrostatic system drive gear G1. At this time, part of the power is transmitted through the hydraulic flow: the hydrostatic system drive gear G1 drives the variable pump drive gear G2, the hydrostatic unit H, the motor drive gear G3, the motor driven gear G4 and the sun gear of the second planetary row P2 in turn; the other part of the power is transmitted through the mechanical flow: the mechanical flow driving gear G5 drives the mechanical flow driven gear G6 and the ring gear of the second planetary row P2 in turn; the two-way power is output through the planetary carrier of the second planetary row P2 after merging in the second planetary row P2, and then transmitted to the planetary carrier output shaft S6, the planetary carrier output shaft S6 drives the first gear driving gear G7, the first gear driven gear G8, and the intermediate shaft S8 in turn to work, reaching the first gear switching clutch CH1, and finally transmitted to the output shaft S9.

[0061] In this working area, when the engine speed remains unchanged, by controlling the swing angle of the variable pump in the hydrostatic unit H to continuously change from the maximum positive value to the maximum negative value, the speed of the output shaft S9 increases continuously and the speed ratio is continuously adjustable.

[0062] Forward second gear working area: the second gear synchronizer C2 and the second gear switching clutch CH2 are in the engaged state, and the other clutches are in the disconnected state. The engine power is input from the power input shaft S1 and reaches the hydrostatic system drive gear G1. At this time, part of the power is transmitted through the hydraulic flow: the hydrostatic system drive gear G1 drives the variable pump drive gear G2, the hydrostatic unit H, the motor drive gear G3, the motor driven gear G4 and the sun gear of the first planetary row P1 in turn; the other part of the power is transmitted through the mechanical flow: the mechanical flow driving gear G5 drives the mechanical flow driven gear G6 and the planetary carrier of the first planetary row P1 in turn; the two-way power is output through the ring gear of the first planetary row P1 after merging at the first planetary row P1, and then transmitted to the ring gear output shaft S4, the ring gear output shaft S4 drives the second gear driving gear G9, the second gear driven gear G10, and the intermediate shaft S7 in turn to work, reaching the second gear switching clutch CH2, and finally transmitted to the output shaft S9.

[0063] In this working area, when the engine speed remains unchanged, by controlling the swing angle of the variable pump in the hydrostatic unit H to continuously change from the negative maximum to the positive maximum, the speed of the output shaft S9 increases continuously and the speed ratio is continuously adjustable.

[0064] Forward three-gear working area: the third-gear synchronizer C3 and the first-gear switching clutch CH1 are in the engaged state, and the other clutches are in the disconnected state. The engine power is input from the power input shaft S1 and reaches the hydrostatic system drive gear G1; at this time, part of the power is transmitted through the hydraulic flow: the hydrostatic system drive gear G1 drives the variable pump drive gear G2, the hydrostatic unit H, the motor drive gear G3, the motor driven gear G4 and the sun gear of the first planetary row P1 in turn; the other part of the power is transmitted through the mechanical flow: the mechanical flow driving gear G5 drives the mechanical flow driven gear G6 and the ring gear of the second planetary row P2 in turn; the two-way power is output through the planetary carrier of the second planetary row P2 after merging in the second planetary row P2, and then transmitted to the planetary carrier output shaft S6, the planetary carrier output shaft S6 drives the third-gear driving gear G11, the third-gear driven gear G12, and the intermediate shaft S8 in turn, and first reaches the gear switching clutch CH1, and finally transmitted to the output shaft S9;

[0065] In this working area, when the engine speed remains unchanged, by controlling the swing angle of the variable pump in the hydrostatic unit H to continuously change from the maximum positive value to the maximum negative value, the speed of the output shaft S9 increases continuously and the speed ratio is continuously adjustable.

[0066] Reverse gear working area: the reverse gear synchronizer CR and the second gear switching clutch CH2 are engaged, and the engine power is input from the power input shaft S1 to reach the hydrostatic system drive gear G1; at this time, part of the power is transmitted through the hydraulic flow: the hydrostatic system drive gear G1 drives the variable pump drive gear G2, the hydrostatic unit H, the motor drive gear G3, the motor driven gear G4 and the sun gear of the first planetary row P1 to work in turn; the other part of the power is transmitted through the mechanical flow: the mechanical flow driving gear G5 drives the mechanical flow driven gear G6 and the planetary carrier of the first planetary row P1 to work in turn; the two-way power is output through the ring gear of the first planetary row P1 after merging at the first planetary row P1, and then transmitted to the ring gear output shaft S4, and the ring gear output shaft S4 drives the reverse gear driving gear G13, the reverse gear idler gear G14, the reverse gear driven gear G15, and the intermediate shaft S7 to work in turn, reaching the second gear switching clutch CH2, and finally transmitted to the output shaft S9.

[0067] In this working area, when the engine speed remains unchanged, by controlling the swing angle of the variable pump in the hydrostatic unit H to continuously change from the positive maximum to the negative maximum, the speed of the output shaft S9 increases continuously (opposite to the forward gear speed direction), and the speed ratio is continuously adjustable.

[0068] The control method of this embodiment is as follows:

[0069] Define rated forward speed 1, rated forward speed 2, rated forward speed 3, rated forward speed 4, rated forward speed 5 and rated reverse speed. Rated forward speed 1 and rated forward speed 2 belong to the forward first gear working area, and forward speed 1 is less than rated forward speed 2; rated forward speed 3 and rated forward speed 4 belong to the forward second gear working area, and forward speed 3 is less than rated forward speed 4; rated forward speed 5 belongs to the forward third gear working area; rated reverse speed belongs to the reverse gear working area;

[0070] When the vehicle is moving forward:

[0071] 1. In the first forward gear working range, when the vehicle speed is less than the rated forward speed 1, the first gear synchronizer C1, the reverse gear synchronizer CR, and the gear switching clutch CH1 are in the engaged state, and the other clutches are in the disconnected state; when the vehicle speed is greater than the rated forward speed 1 and less than the rated forward speed 2, the reverse gear synchronizer CR is disconnected; when the vehicle speed is greater than the rated forward speed 2, the second gear synchronizer C2 is in the engaged state;

[0072] 2. In the forward second gear working area, when the vehicle speed is less than the rated forward speed 3, the first gear synchronizer C1, the second gear clutch C2, and the gear switching clutch CH2 are in the engaged state, and the other clutches are in the disconnected state; when the vehicle speed is greater than the rated forward speed 3 and less than the rated forward speed 4, the first gear synchronizer C1 is disconnected; when the vehicle speed is greater than the rated forward speed 4, the third gear synchronizer C3 is in the engaged state;

[0073] 3. In the forward third gear working area, when the vehicle speed is less than the rated forward speed 5, the second gear synchronizer C2, the third gear clutch C3, and the gear switching clutch CH1 are in the engaged state, and the other clutches are in the disconnected state; when the vehicle speed is greater than the rated forward speed 5, the second gear synchronizer C2 is disconnected;

[0074] When the vehicle is reversing:

[0075] 4. In the reverse gear working area, when the vehicle speed is less than the rated reverse speed, the reverse gear synchronizer CR, the first gear synchronizer C1, and the gear switching clutch CH2 are in the engaged state, and the other clutches are in the disconnected state; when the vehicle speed is greater than the rated reverse speed, the first gear synchronizer C1 is disconnected.

[0076] When the transmission shifts up (taking the shift from the first forward gear working area to the second forward gear working area as an example), when the swing angle of the variable pump of the hydrostatic unit H is at a certain negative angle (at this angle, the output speed of the planetary carrier corresponding to the first forward gear and the second forward gear is the same), the gear shift clutch CH1 is disengaged and the gear shift clutch CH2 is engaged at the same time, and the entire shift up process is completed with a continuous speed ratio and uninterrupted power.

[0077] When the transmission downshifts (taking the downshift from the second forward gear working area to the first forward gear working area as an example), when the swing angle of the variable pump of the hydrostatic unit H is at a certain negative angle (at this angle, the output speed of the planetary carrier corresponding to the first forward gear and the second forward gear is the same), the gear switching clutch CH2 is disengaged and the gear switching clutch CH1 is engaged at the same time, and the entire downshift process is completed, the speed ratio is continuous and the power is uninterrupted.

[0078] Through this control method, power interruption and stepless speed change can be achieved by simply switching the gear switching clutches CH1 and CH2 during gear switching, and the output state of the power take-off can be controlled by controlling the working state of the power take-off clutch CP.

[0079] The following Table 1 lists the working states of the clutches in the above-mentioned working areas. The cells with "●" in Table 1 indicate that the corresponding clutch is in the engaged state, and the cells without "●" indicate that the corresponding clutch is in the disconnected state.

[0080] Table 1 Clutch working status table in each working area of ​​the continuously variable transmission system of agricultural non-road vehicles

[0081]

[0082]

[0083] In the above table, C1, C2, C3, CR, CH1, and CH2 represent the first gear synchronizer, the second gear synchronizer, the third gear synchronizer, the reverse gear synchronizer, the first gear switching clutch, and the second gear switching clutch respectively.

[0084] It should be noted that the above is only a specific implementation method of the present utility model, but the protection scope of the present utility model is not limited to this. Any technician familiar with the technical field can easily think of various equivalent modifications or substitutions within the technical scope disclosed in the present utility model, and these modifications or substitutions should be included in the protection scope of the present utility model.

Claims

1. A continuously variable transmission system for an agricultural non-road vehicle, characterized in that: The invention comprises a first parallel shaft assembly, a second parallel shaft assembly, a third parallel shaft assembly, a fourth parallel shaft assembly, a fifth parallel shaft assembly, a sixth parallel shaft assembly, a seventh parallel shaft assembly, an eighth parallel shaft assembly, a ninth parallel shaft assembly, a first gear switching clutch (CH1), a second gear switching clutch (CH2), a static hydraulic system (H), a first gear synchronizer (C1), a second gear synchronizer (C2), a third gear synchronizer (C3) and a reverse gear synchronizer (CR) arranged in parallel; the first parallel shaft assembly comprises a power input shaft (S1) for connecting to an engine power source, a static hydraulic system drive gear (G1) and a mechanical flow driving gear (G5) respectively sleeved and fixedly connected to the power input shaft (S1); the second parallel shaft assembly comprises a static The static hydraulic system (H) is arranged on the static hydraulic unit shaft (S2), wherein the static hydraulic system (H) includes an input end and an output end, wherein the input end is provided with a variable displacement pump, and the output end is provided with a quantitative motor; the second parallel shaft assembly also includes a variable displacement pump driving gear (G2) and a motor driving gear (G3) sleeved and fixedly connected to the static hydraulic unit shaft (S2), wherein the variable displacement pump driving gear (G2) is located on one side of the input end of the static hydraulic system (H), and the motor driving gear (G3) is located on one side of the output end of the static hydraulic system (H); the third parallel shaft assembly includes a first intermediate shaft (S3), a first planetary gear (P1), a second planetary gear (P2), a mechanical flow driven gear (G2) sleeved and fixedly connected to the first intermediate shaft (S3), and a second planetary gear (P3). 6); the first planetary row (P1) and the second planetary row (P2) each include a sun gear, a plurality of planetary wheels surrounding the sun gear and meshing with the sun gear, a ring gear arranged on the periphery of the plurality of planetary wheels and meshing with each of the planetary wheels, and a planet carrier connecting the plurality of planetary wheels; the first intermediate shaft (S3) is fixedly connected to the planet carrier of the first planetary row (P1) and the ring gear of the second planetary row (P2), and the mechanical flow driven gear (G6) is meshed with the mechanical flow driving gear (G5); the fourth parallel shaft assembly includes a ring gear output shaft (S4) sleeved on the first intermediate shaft (S3) and a second gear driving gear (G9) sleeved on and fixedly connected to the ring gear output shaft (S4), and the ring gear output shaft (S4) is connected to the ring gear of the first planetary row (P1) through a spline. The fifth parallel shaft assembly comprises a hydraulic fluid input shaft (S5) and a motor driven gear (G4) sleeved and fixedly connected to the hydraulic fluid input shaft (S5), and the hydraulic fluid input shaft (S5) is splined to the sun gears of the first planetary row (P1) and the second planetary row (P2); the motor driving gear (G3) and the motor driven gear (G4), and the variable pump driving gear (G2) and the static hydraulic system driving gear (G1) are all meshedly connected; the sixth parallel shaft assembly comprises a planet carrier output shaft (S6) sleeved on the hydraulic fluid input shaft (S5), and a first gear driving gear (G7), a third gear driving gear (G11), and a reverse gear driving gear (G13) sleeved and fixedly connected to the planet carrier output shaft (S6);The planetary carrier output shaft (S6) is connected to the planetary carrier of the second planetary row (P2) through a spline; the seventh parallel shaft assembly includes a second intermediate shaft (S7), a second gear driven gear (G10) which is mounted on the second intermediate shaft (S7) and connected to the second gear synchronizer (C2) through a spline, and a reverse gear driven gear (G15) which is mounted on the second intermediate shaft (S7) and connected to the reverse gear synchronizer (CR) through a spline; one end of the second intermediate shaft (S7) is connected to one end of the second gear switching clutch (CH2), the reverse gear driven gear (G15) is connected to the reverse gear driving gear (G13) through a reverse gear idler (G14), and the second gear driven gear (G10) is meshed with the second gear driving gear (G9); the eighth parallel shaft assembly includes an idler on the second intermediate shaft (S7) and a second gear driven gear (G10) which is mounted on the second intermediate shaft (S7) and connected to the second gear synchronizer (C2) through a spline. ) on the third intermediate shaft (S8), and the first gear driven gear (G8) and the third gear driven gear (G12) which are loosely sleeved on the third intermediate shaft (S8); one end of the third intermediate shaft (S8) is connected to one end of the first gear switching clutch (CH1); the first gear driven gear (G8) is connected to the first gear synchronizer (C1) through a spline and meshes with the first gear driving gear (G7); the third gear driven gear (G12) is meshed with the third gear driving gear (G11); the ninth parallel shaft assembly includes a transmission system output shaft (S9), one end of the transmission system output shaft (S9) is connected to the other end of the first gear switching clutch (CH1) and the other end of the second gear switching clutch (CH2), and the other end of the transmission system output shaft (S9) serves as a power output end. ; 2. The continuously variable transmission system for an agricultural non-road vehicle according to claim 1, characterized in that: It also includes a power take-off clutch (CP) fixedly connected to the power input shaft (S1), a power take-off drive gear (G16) loosely sleeved on the power input shaft (S1) and connected to one end of the power take-off clutch (CP) via a spline, and a tenth parallel shaft assembly; The other end of the power take-off clutch (CP) is fixedly connected to the power input shaft (S1); The tenth parallel shaft assembly comprises a power take-off output shaft (S10) and a power take-off passive gear (G17) sleeved on and fixedly connected to the power take-off output shaft (S10), the power take-off passive gear (G17) being meshed with the power take-off driving gear (G16); the power take-off output shaft (S10) is arranged in parallel with the power input shaft (S1).

3. The continuously variable transmission system for an agricultural non-road vehicle according to claim 1 or 2, characterized in that: The variable pump driving gear (G2) and the static hydraulic system driving gear (G1), and the motor driving gear (G3) and the motor driven gear (G4) are all meshed and connected via idler gears.

4. The continuously variable transmission system for an agricultural non-road vehicle according to claim 3, characterized in that: The power input shaft (S1) is connected to the power source of the engine via a spline.

5. The continuously variable transmission system for agricultural non-road vehicles according to claim 1, characterized in that: The gear engagement states among the first gear switching clutch (CH1), the second gear switching clutch (CH2), the first gear synchronizer (C1), the second gear synchronizer (C2), the third gear synchronizer (C3), and the reverse gear synchronizer (CR) are: Forward first gear working area: the first gear synchronizer (C1) and the first gear switching clutch (CH1) are in the engaged state; Forward second gear working area: the second gear synchronizer (C2) and the second gear switching clutch (CH2) are in the engaged state; Forward third gear working area: the third gear synchronizer (C3) and the first gear shift clutch (CH1) are in the engaged state; Reverse gear working area: the reverse gear synchronizer (CR) and the second gear switching clutch (CH2) are in the engaged state.

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