Vehicle-mounted power assembly and crawler-type tractor

Abstract

The utility model relates to the field of tractors, and discloses a vehicle-mounted power assembly and a crawler-type tractor. When a main power shaft outputs power to a first walking power input shaft and a reversing gear shifter is connected with a reversing idler gear, a reversing gear set can have the functions of a reverse gear and a reverse variable gear; when the main power shaft outputs power to the second walking power input shaft and the reversing gear shifter is connected with the first reversing sleeving gear, the reversing gear set can have the functions of a forward gear and a forward speed changing gear at the same time. By means of the arrangement, the vehicle-mounted power assembly is beneficial for reducing the number of gear sets configured for achieving speed change and forward and backward reversing, the use number of clutches is reduced, under the condition that the hydraulic-mechanical double-flow transmission technology is adopted, the axial space occupied by the vehicle-mounted power assembly can be saved, and the manufacturing cost is reduced; and domestic popularization and use are facilitated.

Description

Technical Field

[0001] This application belongs to the technical field of tractors, and particularly relates to a vehicle-mounted power assembly and a crawler tractor. Background Art

[0002] The existing speed change and transmission systems installed in crawler tractor products are mainly manual mechanical transmissions (MT), and only a small number of high-end models adopt hydro-mechanical split transmissions (HMT). Among them, hydro-mechanical split transmission is a hybrid transmission technology, and its characteristic is that the power train will split the power into mechanical and hydraulic powers at a certain node, and then transmit these two split powers to the next node for confluence output. In this way, stepless speed regulation can be achieved by adjusting the speed of the hydraulic motor and by controlling the clutch to switch gears. However, the existing hydro-mechanical split transmission system has a relatively complex structure and high manufacturing cost, so it has not been widely used in China. Summary of the Utility Model

[0003] The purpose of this application is to provide a vehicle-mounted power assembly and a crawler tractor, which can simplify the structure of the vehicle-mounted power assembly adopting hydro-mechanical split transmission technology and reduce the manufacturing cost.

[0004] To achieve the above purpose, this application provides a vehicle-mounted power assembly on the one hand, which includes:

[0005] A total power system, including a total power shaft;

[0006] A traveling transmission system, including a first traveling power input shaft, a second traveling power input shaft, a traveling power output shaft, a plurality of speed change gear sets, a speed change shifter, a reversing gear set, and a reversing shifter. The first traveling power input shaft or the second traveling power input shaft can input power from the total power shaft. Each of the speed change gear sets can form a transmission or cut off the transmission between the first traveling power input shaft and the second traveling power input shaft through the speed change shifter. The reversing gear set includes a first reversing socket gear sleeved and fixed on the second traveling power input shaft, a second reversing socket gear sleeved and fixed on the first traveling power input shaft, a reversing idle gear sleeved on the traveling power output shaft, and a reversing transmission idle gear meshing and connecting between the second reversing socket gear and the reversing idle gear. The reversing shifter is axially movably arranged on the traveling power output shaft and can selectively engage with the first reversing socket gear and the reversing idle gear; and

[0007] A clutch, arranged between the total power shaft and the first traveling power input shaft and the second traveling power input shaft.

[0008] In some embodiments, the first walking power input shaft inputs power from the total power shaft. The speed change gear set includes a first gear set, a second gear set, and a third gear set. The first gear set includes a first gear socket fixed to the first walking power input shaft and a first idler gear sleeved on the second walking power input shaft. The second gear set includes a second gear socket fixed to the first walking power input shaft and a second idler gear sleeved on the second walking power input shaft. The third gear set includes a third idler gear sleeved on the first walking power input shaft and a third gear socket fixed to the second walking power input shaft;

[0009] The speed change and shift selector includes a first speed change and shift selector and a second speed change and shift selector. The first speed change and shift selector is axially movable on the second walking power input shaft and can engage or disengage with any one of the first idler gear and the second idler gear. The second speed change and shift selector is axially movable on the first walking power input shaft and can engage or disengage with the third idler gear.

[0010] In some embodiments, the second walking power input shaft inputs power from the total power shaft. The speed change gear set includes a first gear set A, a second gear set A, and a third gear set A. The first gear set A includes a first gear socket A fixed to the first walking power input shaft and a first idler gear A sleeved on the second walking power input shaft. The third gear set A includes a third gear socket A fixed to the first walking power input shaft and a third idler gear A sleeved on the second walking power input shaft. The second gear set A includes a second gear socket A fixed to the first walking power input shaft and a second idler gear A sleeved on the second walking power input shaft;

[0011] The speed change and shift selector includes a first speed change and shift selector A and a second speed change and shift selector A. The first speed change and shift selector A is axially movable on the second walking power input shaft and can engage or disengage with any one of the first idler gear A and the third idler gear A. The second speed change and shift selector A is axially movable on the second walking power input shaft and can engage or disengage with the second idler gear A.

[0012] In some embodiments, both the speed change and shift selector and the reversing and shift selector are dog clutches; and / or, the clutch is a wet clutch.

[0013] In some embodiments, the vehicle-mounted power assembly further includes a continuously variable transmission system and a transmission case. The continuously variable transmission system includes a hydraulic force splitting system, a mechanical force splitting system, and a force splitting coupling system. The hydraulic force splitting system and the mechanical force splitting system split power from the main power shaft. The force splitting coupling system couples the split power of the hydraulic force splitting system and the mechanical force splitting system. The clutch is used to engage or disengage the main power shaft and the mechanical force splitting system. The first traveling power input shaft or the second traveling power input shaft can input the coupled power from the force splitting coupling system. The traveling transmission system is disposed in the transmission case, and the hydraulic force splitting system is disposed outside the transmission case.

[0014] In some embodiments, the vehicle-mounted power assembly further includes a steering transmission system. The hydraulic force splitting system includes a hydraulic power input mechanism, a hydraulic power output mechanism, a traveling hydraulic pump, a traveling hydraulic motor, a steering hydraulic pump, and a steering hydraulic motor;

[0015] The main power shaft, the hydraulic power input mechanism, the traveling hydraulic pump, the traveling hydraulic motor, the hydraulic power output mechanism, and the force splitting coupling system are sequentially connected. The main power shaft, the hydraulic power input mechanism, the steering hydraulic pump, the steering hydraulic motor, and the steering transmission system are sequentially connected;

[0016] Wherein, the steering hydraulic pump is arranged on a lateral side of the main power shaft, the traveling hydraulic pump and the traveling hydraulic motor are arranged on the other lateral side of the main power shaft, and the steering hydraulic motor is arranged on a lateral side of the transmission case.

[0017] In some embodiments, the hydraulic power input mechanism includes a first force splitting socket gear, a traveling pump gear, a steering pump gear, and a force splitting transmission idler gear. The first force splitting socket gear is socket-fixed to the main power shaft. The traveling pump gear is socket-fixed to the input shaft of the traveling hydraulic pump. The steering pump gear is socket-fixed to the input shaft of the steering hydraulic pump. The first force splitting socket gear is meshed and connected to the traveling pump gear. The force splitting transmission idler gear is meshed and connected to the first force splitting socket gear and the steering pump gear.

[0018] In some embodiments, the component force coupling system includes a first planetary gear mechanism. The hydraulic power output mechanism includes a traveling motor gear sleeved and fixed on the output shaft of the traveling hydraulic motor and a first hydraulic component force output gear meshing with the traveling motor gear. The first hydraulic component force output gear is coaxially fixed with the sun gear of the first planetary gear mechanism. The mechanical component force system includes a second component force sleeve gear sleeved and fixed on the total power shaft and a mechanical component force output gear meshing with the second component force sleeve gear. The mechanical component force output gear is coaxially fixed with the planet carrier of the first planetary gear mechanism. The ring gear of the first planetary gear mechanism is in transmission connection with the first traveling power input shaft or the second traveling power input shaft.

[0019] In some embodiments, the steering transmission system includes a steering motor gear and a second hydraulic component force output gear meshing with each other, a first steering transmission gear and a second steering transmission gear meshing with each other, a first steering output gear, a second steering output gear, a steering transmission idler gear, and two second planetary gear mechanisms;

[0020] Wherein, the steering motor gear is sleeved and fixed on the output shaft of the steering hydraulic motor. The first steering transmission gear is coaxially fixed with the second hydraulic component force output gear. The first steering output gear is coaxially fixed with the second steering transmission gear and is in transmission connection with one of the second planetary gear mechanisms. The second steering output gear is coaxially fixed with the second steering transmission gear and meshes with the steering transmission idler gear. The steering transmission idler gear is in transmission connection with the other second planetary gear mechanism. The two second planetary gear mechanisms are respectively used to drive two traveling actuators.

[0021] The second aspect of the present application further provides a crawler tractor, which includes the above-mentioned vehicle-mounted power assembly.

[0022] By adopting the vehicle-mounted power assembly of the present application, when the total power shaft outputs power to the first traveling power input shaft, if the reversing and shifting device in the traveling transmission system engages with the first reversing sleeve gear, the second traveling power input shaft is fixedly connected to the traveling power output shaft, and no power can be transmitted between the reversing idle gear and the traveling power output shaft. At this time, the first traveling power input shaft transmits the power to the second traveling power input shaft through the speed change gear set, so as to transmit the power to the traveling power output shaft, and the traveling power output shaft further drives the traveling actuator to move forward.

[0023] When the main power shaft outputs power to the first traveling power input shaft, if the reversing shifter engages with the reversing loose gear, the reversing loose gear is fixed to the traveling power output shaft through the reversing shifter, and the second traveling power input shaft is disconnected from the traveling power output shaft. At this time, the power transmission is divided into two cases: In the first case, the first traveling power input shaft and the second traveling power input shaft are connected through a speed change gear set, and the first traveling power input shaft transmits power to the traveling power output shaft through the second reversing socket gear, the reversing drive idler gear and the reversing loose gear, so as to drive the traveling actuator to reverse; In the second case, the first traveling power input shaft and the second traveling power input shaft are not connected through a speed change gear set, and the first traveling power input shaft directly transmits power to the traveling power output shaft through the second reversing socket gear, the reversing drive idler gear and the reversing loose gear, so as to drive the traveling actuator to reverse. It can be seen that in the second case at this time, the reversing gear set serves both as a reverse gear and a reverse speed change gear that is variable compared to the first case.

[0024] When the main power shaft outputs power to the second traveling power input shaft, if the reversing shifter in the traveling transmission system engages with the first reversing socket gear, the second traveling power input shaft is fixedly connected to the traveling power output shaft, and power cannot be transmitted between the reversing loose gear and the traveling power output shaft. At this time, the power transmission is divided into two cases: In the first case, the first traveling power input shaft and the second traveling power input shaft are connected through a speed change gear set, and the second traveling power input shaft transmits power to the traveling power output shaft through the reversing shifter and the first reversing socket gear, so as to drive the traveling actuator to move forward; In the second case, the first traveling power input shaft and the second traveling power input shaft are not connected through a speed change gear set, and the second traveling power input shaft transmits power to the traveling power output shaft through the reversing shifter and the first reversing socket gear, so as to drive the traveling actuator to move forward. It can be seen that in the second case at this time, the reversing gear set serves both as a forward gear and a forward speed change gear that is variable compared to the first case.

[0025] When the main power shaft outputs power to the second traveling power input shaft, if the reversing shifter engages with the reversing loose gear, the reversing loose gear is fixed to the traveling power output shaft through the reversing shifter, and the second traveling power input shaft is disconnected from the traveling power output shaft. At this time, the second traveling power input shaft transmits power to the first traveling power input shaft through a speed change gear set, and the reversing gear set further transmits the power to the traveling power output shaft, so as to drive the traveling actuator to reverse.

[0026] The vehicle-mounted powertrain of the present application is conducive to reducing the number of gear sets configured for realizing speed change and forward and reverse commutation, and reducing the number of clutches used. In the case of adopting the hydraulic-mechanical double-flow transmission technology, it can save the axial space occupied by the vehicle-mounted powertrain and reduce the manufacturing cost, which is conducive to popularizing and using in China.

[0027] Other features and advantages of the embodiments of the present application will be described in detail in the subsequent specific embodiment part. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] The drawings are used to provide a further understanding of the embodiments of the present application, and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the embodiments of the present application, but do not constitute a limitation to the embodiments of the present application. For those of ordinary skill in the art, other drawings can also be obtained based on the structures shown in these drawings without creative efforts. In the drawings:

[0029] Figure 1 is a schematic diagram of a vehicle-mounted powertrain in a specific embodiment of the present application;

[0030] Figure 2 is a partial schematic diagram of another vehicle-mounted powertrain in a specific embodiment of the present application.

[0031] DESCRIPTION OF THE REFERENCE NUMERALS

[0032] 1 main power shaft 2 clutch

[0033] 3 first walking power input shaft 4 second walking power input shaft

[0034] 5 walking power output shaft 6 first commutation socket gear

[0035] 7 second commutation socket gear 8 commutation idle gear

[0036] 9 commutation drive idler gear 10 commutation shifter

[0037] 11 first gear socket gear 12 first gear idle gear

[0038] 13 second gear socket gear 14 second gear idle gear

[0039] 15 third gear idle gear 16 third gear socket gear

[0040] 17 first speed shifter 18 second speed shifter

[0041] 19 transmission case 20 walking hydraulic pump

[0042] 21 walking hydraulic motor 22 steering hydraulic pump

[0043] 23 Steering hydraulic motor 24 First component socket gear

[0044] 25 Travel pump gear 26 Steering pump gear

[0045] 27 Component transmission idler gear 28 Travel motor gear

[0046] 29 First hydraulic component output gear 30 Second component socket gear

[0047] 31 Mechanical component output gear 32 First planetary gear mechanism

[0048] 33 Coupling power gear 34 Travel power gear

[0049] 35 Steering motor gear 36 Second hydraulic component output gear

[0050] 37 First steering transmission gear 38 Second steering transmission gear

[0051] 39 First steering output gear 40 Second steering output gear

[0052] 41 Steering transmission idler gear 42 Second planetary gear mechanism

[0053] 43 First bevel gear 44 Second bevel gear

[0054] 45 Travel actuator

[0055] 11a First gear socket gear A 12a First gear floating gear A

[0056] 13a Third gear socket gear A 14a Third gear floating gear A

[0057] 15a Second gear socket gear A 16a Second gear floating gear A

[0058] 17a First speed shift actuator A 18a Second speed shift actuator A Detailed implementation mode

[0059] The following will describe the detailed implementation mode of the present application with reference to the accompanying drawings. It should be understood that the detailed implementation mode described here is only used to illustrate and explain the present application, and is not used to limit the present application.

[0060] Refer to Figure 1 and Figure 2 , the first exemplary embodiment of the present application provides a vehicle power assembly, which includes:

[0061] Total power system, including total power shaft 1;

[0062] The traveling drive system includes a first traveling power input shaft 3, a second traveling power input shaft 4, a traveling power output shaft 5 (for driving connection with a traveling actuator 45), a plurality of speed change gear sets, a speed change shifter, a reversing gear set, and a reversing shifter 10. The first traveling power input shaft 3 or the second traveling power input shaft 4 can receive power from the total power shaft 1. Each speed change gear set can form a drive or cut off the drive between the first traveling power input shaft 3 and the second traveling power input shaft 4 through the speed change shifter. The reversing gear set includes a first reversing socket gear 6 sleeved and fixed on the second traveling power input shaft 4, a second reversing socket gear 7 sleeved and fixed on the first traveling power input shaft 3, a reversing idle gear 8 sleeved on the traveling power output shaft 5, and a reversing drive idler gear 9 meshed and connected between the second reversing socket gear 7 and the reversing idle gear 8. The reversing shifter 10 is axially movable on the traveling power output shaft 5 and can selectively engage with the first reversing socket gear 6 and the reversing idle gear 8; and

[0063] The clutch 2 is arranged between the total power shaft 1 and the first traveling power input shaft 3 and the second traveling power input shaft 4.

[0064] By adopting the vehicle-mounted power assembly of the present application, when the total power shaft 1 outputs power to the first traveling power input shaft 3 (refer to Figure 1 ), if the reversing shifter 10 in the traveling drive system engages with the first reversing socket gear 6, the second traveling power input shaft 4 is fixedly connected to the traveling power output shaft 5, and power cannot be transmitted between the reversing idle gear 8 and the traveling power output shaft 5. At this time, the first traveling power input shaft 3 transmits power to the second traveling power input shaft 4 through the speed change gear set, so as to transmit the power to the traveling power output shaft 5, and the traveling power output shaft 5 further drives the traveling actuator 45 to move forward.

[0065] When the total power shaft 1 outputs power to the first traveling power input shaft 3 (refer to Figure 1) If the reversing shift gear 10 is engaged with the reversing idler gear 8, the reversing idler gear 8 is fixed to the traveling power output shaft 5 through the reversing shift gear 10, and the second traveling power input shaft 4 is disconnected from the traveling power output shaft 5. At this time, the power transmission is divided into two cases: In the first case, the first traveling power input shaft 3 is connected to the second traveling power input shaft 4 through a speed change gear set, and the first traveling power input shaft 3 transmits power to the traveling power output shaft 5 through the second reversing socket gear 7, the reversing drive idler gear 9, and the reversing idler gear 8, so as to drive the traveling actuator 45 to reverse; In the second case, the first traveling power input shaft 3 is not connected to the second traveling power input shaft 4 through a speed change gear set, and the first traveling power input shaft 3 directly transmits power to the traveling power output shaft 5 through the second reversing socket gear 7, the reversing drive idler gear 9, and the reversing idler gear 8, so as to drive the traveling actuator 45 to reverse. It can be seen that in the second case at this time, the reversing gear set serves both as a reverse gear and a reverse speed change gear that is variable speed relative to the first case.

[0066] When the main power shaft 1 outputs power to the second traveling power input shaft 4 (refer to Figure 2 ) If the reversing shift gear 10 in the traveling transmission system is engaged with the first reversing socket gear 6, the second traveling power input shaft 4 is fixedly connected to the traveling power output shaft 5, and no power can be transmitted between the reversing idler gear 8 and the traveling power output shaft 5. At this time, the power transmission is divided into two cases: In the first case, the first traveling power input shaft 3 is connected to the second traveling power input shaft 4 through a speed change gear set, and the second traveling power input shaft 4 transmits power to the traveling power output shaft 5 through the reversing shift gear 10 and the first reversing socket gear 6, so as to drive the traveling actuator 45 to move forward; In the second case, the first traveling power input shaft 3 is not connected to the second traveling power input shaft 4 through a speed change gear set, and the second traveling power input shaft 4 transmits power to the traveling power output shaft 5 through the reversing shift gear 10 and the first reversing socket gear 6, so as to drive the traveling actuator 45 to move forward. It can be seen that in the second case at this time, the reversing gear set serves both as a forward gear and a forward speed change gear that is variable speed relative to the first case.

[0067] When the main power shaft 1 outputs power to the second traveling power input shaft 4 (refer to Figure 2 ) If the reversing shift gear 10 is engaged with the reversing idler gear 8, the reversing idler gear 8 is fixed to the traveling power output shaft 5 through the reversing shift gear 10, and the second traveling power input shaft 4 is disconnected from the traveling power output shaft 5. At this time, the second traveling power input shaft 4 transmits power to the first traveling power input shaft 3 through a speed change gear set, and the reversing gear set further transmits the power to the traveling power output shaft 5, so as to drive the traveling actuator 45 to reverse.

[0068] The vehicle-mounted powertrain of the present application is beneficial to reducing the number of gear sets configured to achieve speed change and forward and reverse direction switching, and reduces the number of clutches used. When using hydraulic-mechanical dual-flow transmission technology, it can save the axial space occupied by the vehicle-mounted powertrain and reduce manufacturing costs, which is conducive to promotion and use in the country.

[0069] In some embodiments, reference Figure 1 , the first travel power input shaft 3 inputs power from the main power shaft 1, and the speed change gear set includes a first gear gear set, a second gear gear set and a third gear gear set. Specifically, the first gear gear set includes a first gear sleeve gear 11 sleeved and fixed to the first travel power input shaft 3 and a first gear idler gear 12 sleeved on the second travel power input shaft 4, the second gear gear set includes a second gear sleeve gear 13 sleeved and fixed to the first travel power input shaft 3 and a second gear idler gear 14 sleeved on the second travel power input shaft 4, and the third gear gear set includes a third gear idler gear 15 sleeved on the first travel power input shaft 3 and a third gear sleeve gear 16 sleeved and fixed to the second travel power input shaft 4. In addition, the speed shifter includes a first speed shifter 17 and a second speed shifter 18. The first speed shifter 17 is axially movably arranged on the second travel power input shaft 4 and can engage with or disengage with any one of the first gear idler gear 12 and the second gear idler gear 14. The second speed shifter 18 is axially movably arranged on the first travel power input shaft 3 and can engage with or disengage with the third gear idler gear 15.

[0070] When the reversing shifter 10 is engaged with the first reversing sleeve gear 6, the first speed shifter 17 is engaged with the first gear idler gear 12 and the second speed shifter 18 is disengaged from the third gear sleeve gear 16, the first travel power input shaft 3, the first gear sleeve gear 11, the first gear idler gear 12, the first speed shifter 17, the second travel power input shaft 4 and the travel power output shaft 5 are driven in sequence.

[0071] When the reversing shifter 10 is engaged with the first reversing sleeve gear 6, the first speed shifter 17 is engaged with the second gear idler gear 14 and the second speed shifter 18 is disengaged from the third gear sleeve gear 16, the first travel power input shaft 3, the second gear sleeve gear 13, the second gear idler gear 14, the first speed shifter 17, the second travel power input shaft 4 and the travel power output shaft 5 are driven in sequence.

[0072] When the reversing shifter 10 is engaged with the first reversing sleeve gear 6, the first speed shifter 17 is disengaged from the first gear idler gear 12 and the second gear idler gear 14, and the second speed shifter 18 is engaged with the third gear idler gear 15, the first travel power input shaft 3, the second speed shifter 18, the third gear idler gear 15, the third gear sleeve gear 16, the second travel power input shaft 4 and the travel power output shaft 5 are driven in sequence.

[0073] In the above three cases of this embodiment, the traveling power output shaft 5 further drives the traveling actuator 45 to move forward at different speeds (for example, the crawler traveling mechanism, wheels, etc. move forward at different speeds).

[0074] When the reversing shift lever 10 engages with the reversing idler gear 8, the second speed shift lever 18 engages with the third gear idler gear 15, and the first speed shift lever 17 engages with the first gear idler gear 12, the first traveling power input shaft 3, the first gear socket gear 11, the first gear idler gear 12, the first speed shift lever 17, the second traveling power input shaft 4, the third gear socket gear 16, the third gear idler gear 15, the second reversing socket gear 7, the reversing drive idler gear 9, the reversing idler gear 8, the reversing shift lever 10, and the traveling power output shaft 5 are sequentially driven.

[0075] When the reversing shift lever 10 engages with the reversing idler gear 8, the second speed shift lever 18 engages with the third gear idler gear 15, and the first speed shift lever 17 engages with the second gear idler gear 14, the first traveling power input shaft 3, the second gear socket gear 13, the second gear idler gear 14, the first speed shift lever 17, the second traveling power input shaft 4, the third gear socket gear 16, the third gear idler gear 15, the second reversing socket gear 7, the reversing drive idler gear 9, the reversing idler gear 8, the reversing shift lever 10, and the traveling power output shaft 5 are sequentially driven.

[0076] When the reversing shift lever 10 engages with the reversing idler gear 8, the second speed shift lever 18 disengages from the third gear idler gear 15, and the first speed shift lever 17 disengages from both the first gear idler gear 12 and the second gear idler gear 14, the first traveling power input shaft 3, the second reversing socket gear 7, the reversing drive idler gear 9, the reversing idler gear 8, the reversing shift lever 10, and the traveling power output shaft 5 are sequentially driven.

[0077] In the above three cases of this embodiment, the traveling power output shaft 5 further drives the traveling actuator 45 to move backward at different speeds (for example, the crawler traveling mechanism, wheels, etc. move backward at different speeds). Moreover, the reversing gear set serves as both a reverse gear and a reverse speed gear (i.e., the third gear reverse speed gear) for shifting relative to the low speed / mid speed gears (i.e., the first and second gears).

[0078] It can be seen that the vehicle-mounted power assembly in this embodiment only needs to configure three speed-changing gear sets and one reversing gear set in the traveling transmission system, that is, a total of four gear sets are configured, so as to achieve three-speed shifting and forward and reverse shifting. However, in order to achieve three-speed shifting and forward and reverse shifting, the existing transmission system using the hydraulic-mechanical dual-flow transmission technology needs to configure at least five gear sets and a relatively large number of clutches. Therefore, compared with the prior art, the vehicle-mounted power assembly in this embodiment can save the number of gear sets and clutches used, thereby saving the axial space occupied by the vehicle-mounted power assembly and reducing the manufacturing cost.

[0079] In some embodiments, referring to Figure 2 , the second traveling power input shaft 4 inputs power from the total power shaft 1. The speed-changing gear set includes a first-gear gear set A, a second-gear gear set A, and a third-gear gear set A. Specifically, the first-gear gear set A includes a first-gear socket gear A11a sleeved and fixed on the first traveling power input shaft 3 and a first-gear loose gear A12a sleeved on the second traveling power input shaft 4. The third-gear gear set A includes a third-gear socket gear A13a sleeved and fixed on the first traveling power input shaft 3 and a third-gear loose gear A14a sleeved on the second traveling power input shaft 4. The second-gear gear set A includes a second-gear socket gear A15a sleeved and fixed on the first traveling power input shaft 3 and a second-gear loose gear A16a sleeved on the second traveling power input shaft 4. In addition, the speed-changing shifter includes a first speed-changing shifter A17a and a second speed-changing shifter A18a. The first speed-changing shifter A17a is axially movable on the second traveling power input shaft 4 and can engage or disengage with any one of the first-gear loose gear A12a and the third-gear loose gear A14a. The second speed-changing shifter A18a is axially movable on the second traveling power input shaft 4 and can engage or disengage with the second-gear loose gear A16a.

[0080] When the reversing shifter 10 engages with the first reversing socket gear 6, the second traveling power input shaft 4 can directly transmit power to the traveling power output shaft 5 through the first reversing socket gear 6 and the reversing shifter 10, so as to drive the traveling actuator 45 to move forward, and can perform shifting through the first speed-changing shifter A17a and the second speed-changing shifter A18a to achieve variable-speed forward movement.

[0081] When the reversing shifter 10 engages with the reversing loose gear 8, the first speed-changing shifter A17a can engage with the first-gear loose gear A12a or the third-gear loose gear A14a, or the second speed-changing shifter A18a can engage with the second-gear loose gear A16a, so as to realize the sequential transmission of the second traveling power input shaft 4, any one speed-changing gear set, the first traveling power input shaft 3, the second reversing socket gear 7, the reversing transmission idler gear 9, the reversing loose gear 8, the reversing shifter 10, and the traveling power output shaft 5, thereby driving the traveling actuator 45 to move backward at different speeds.

[0082] It can be seen that the vehicle-mounted powertrain of this embodiment also only needs to configure three speed-changing gear sets and one reversing gear set in the traveling transmission system, that is, a total of four gear sets are configured, which can achieve three-speed shifting and forward and reverse shifting. However, for a transmission system adopting the hydraulic-mechanical double-flow transmission technology in the prior art to achieve three-speed shifting and forward and reverse shifting, at least five gear sets need to be configured, and a relatively large number of clutches are configured. Therefore, compared with the prior art, the vehicle-mounted powertrain of this embodiment can save the number of gear sets and clutches used, thereby saving the axial space occupied by the vehicle-mounted powertrain and reducing the manufacturing cost.

[0083] Moreover, when the vehicle-mounted powertrain of this embodiment is moving forward, the power can be directly transmitted from the second traveling power input shaft 4 to the traveling power output shaft 5 through the first reversing socket gear 6 and the reversing shifter 10, thereby simplifying the transmission and improving the transmission efficiency.

[0084] In some embodiments, the speed-changing shifters (such as the first speed-changing shifter 17, the second speed-changing shifter 18, the first speed-changing shifter A17a, and the second speed-changing shifter A18a) and the reversing shifter 10 can all adopt engaging sleeves (such as electric sliding sleeves). In addition, the clutch 2 can adopt a wet clutch (such as a single-acting wet clutch). With such a setting, compared with the prior transmission system with multiple clutches, this embodiment can further reduce the manufacturing cost of the vehicle-mounted powertrain and make the shifting operation simpler and more convenient.

[0085] In some embodiments, the vehicle-mounted powertrain further includes a continuously variable speed control system and a transmission case 19. The continuously variable speed control system includes a hydraulic sub-force system, a mechanical sub-force system, and a sub-force coupling system. The hydraulic sub-force system and the mechanical sub-force system split the power from the total power shaft 1, and the sub-force coupling system couples the split power of the hydraulic sub-force system and the mechanical sub-force system. The clutch 2 is used to engage or disengage the total power shaft 1 and the mechanical sub-force system. The first traveling power input shaft 3 or the second traveling power input shaft 4 can input the coupled power from the sub-force coupling system. The traveling transmission system is arranged in the transmission case 19 (the first traveling power input shaft 3 or the second traveling power input shaft 4 can partially extend outside the transmission case 19 to connect with the sub-force coupling system), and the hydraulic sub-force system is arranged outside the transmission case 19.

[0086] By setting the continuously variable speed control system, it can split the power transmitted by the total power shaft 1 into mechanical sub-force and hydraulic sub-force, and then re-couple and transmit the mechanical sub-force and the hydraulic sub-force to the traveling transmission system. The hydraulic sub-force system in the continuously variable speed control system can enable the vehicle-mounted powertrain to have a continuously variable speed function.

[0087] In addition, by arranging the hydraulic force splitting system outside the transmission case 19 instead of inside it, it is convenient to flexibly arrange the hydraulic components in the hydraulic force splitting system, improve the space utilization rate of the vehicle body such as a tractor, and facilitate the maintenance or replacement of the hydraulic components in the hydraulic force splitting system. Moreover, the axial dimension of the transmission case 19 can be reduced, thereby shortening the vehicle body length and making the vehicle body turn more flexibly and quickly.

[0088] In some embodiments, the vehicle-mounted power assembly further includes a steering transmission system, which is used to drive the traveling actuator 45 to perform a steering action. The hydraulic force splitting system includes a hydraulic power input mechanism, a hydraulic power output mechanism, a traveling hydraulic pump 20, a traveling hydraulic motor 21, a steering hydraulic pump 22, and a steering hydraulic motor 23.

[0089] At this time, the main power shaft 1, the hydraulic power input mechanism, the traveling hydraulic pump 20, the traveling hydraulic motor 21, the hydraulic power output mechanism, and the force splitting coupling system are connected in sequence. Thus, the hydraulic force splitting system can split the power from the main power shaft 1 and transfer part of the hydraulic force to the force splitting coupling system. And by adjusting the rotational speed of the traveling hydraulic motor 21, stepless speed change during the forward and backward movement of the vehicle body can be achieved.

[0090] In addition, the main power shaft 1, the hydraulic power input mechanism, the steering hydraulic pump 22, the steering hydraulic motor 23, and the steering transmission system are connected in sequence. Thus, the hydraulic force splitting system can also split the power from the main power shaft 1 and transfer part of the hydraulic force to the steering transmission system, and then drive the vehicle body to turn.

[0091] When it is necessary to arrange the hydraulic force splitting system outside the transmission case 19, referring to Figure 1 , the steering hydraulic pump 22 can be arranged on the lateral side of the main power shaft 1, the traveling hydraulic pump 20 and the traveling hydraulic motor 21 can be arranged on the other lateral side of the main power shaft 1, and the steering hydraulic motor 23 can be arranged on the lateral side of the transmission case 19, so as to reduce the axial dimension of the vehicle-mounted power assembly.

[0092] In some embodiments, the hydraulic power input mechanism includes a first force splitting socket gear 24, a traveling pump gear 25, a steering pump gear 26, and a force splitting transmission idle gear 27. The first force splitting socket gear 24 is sleeved and fixed on the main power shaft 1, the traveling pump gear 25 is sleeved and fixed on the input shaft of the traveling hydraulic pump 20, the steering pump gear 26 is sleeved and fixed on the input shaft of the steering hydraulic pump 22. The first force splitting socket gear 24 is meshed and connected with the traveling pump gear 25, and the force splitting transmission idle gear 27 is meshed and connected with the first force splitting socket gear 24 and the steering pump gear 26.

[0093] Through the arrangement of this embodiment, when the total power shaft 1 rotates, the first force component sleeve gear 24 can be driven to rotate, and the first force component sleeve gear 24 can simultaneously drive the travel pump gear 25 and the force component transmission idler 27 to rotate, so that the travel pump gear 25 drives the travel hydraulic pump 20 to operate, the travel hydraulic motor 21 is driven to operate by the travel hydraulic pump 20, and the force component transmission idler 27 drives the steering pump gear 26 to rotate, the steering hydraulic pump 22 is driven to operate by the steering pump gear 26, and then the steering hydraulic pump 22 drives the steering hydraulic motor 23 to operate. It can be seen that by driving the travel pump gear 25 and the force component transmission idler 27 to rotate at the same time through the first force component sleeve gear 24, the transmission structure of the hydraulic force component system can be simplified, thereby further simplifying the vehicle-mounted power assembly, improving its transmission efficiency, reducing its volume, and further saving its manufacturing cost.

[0094] In some embodiments, the force coupling system includes a first planetary gear mechanism 32, the hydraulic power output mechanism includes a travel motor gear 28 sleeved and fixed on the output shaft of the travel hydraulic motor 21 and a first hydraulic force output gear 29 meshing with the travel motor gear 28, the first hydraulic force output gear 29 is coaxially fixed with the sun gear of the first planetary gear mechanism 32, so that the travel hydraulic motor 21 can drive the sun gear of the first planetary gear mechanism 32 to rotate through the travel motor gear 28 and the first hydraulic force output gear 29 which are transmitted in sequence. In addition, the mechanical force distribution system includes a second force distribution sleeve gear 30 sleeved and fixed on the total power shaft 1 and a mechanical force distribution output gear 31 meshing with the second force distribution sleeve gear 30, and the mechanical force distribution output gear 31 is coaxially fixed with the planet carrier of the first planetary gear mechanism 32, so that the mechanical force distribution system can divert power from the total power shaft 1 through the second force distribution sleeve gear 30, and drive the planet carrier of the first planetary gear mechanism 32 to rotate through the mechanical force distribution output gear 31, so that the multiple planetary gears on the planet carrier rotate respectively and revolve around the sun gear, thereby realizing the coupling of mechanical force distribution and hydraulic force distribution. Furthermore, the ring gear of the first planetary gear mechanism 32 is transmission-connected with the first travel power input shaft 3 or the second travel power input shaft 4, so that the ring gear of the first planetary gear mechanism 32 can transmit the coupled power to the first travel power input shaft 3 or the second travel power input shaft 4.

[0095] It should be noted that the connection relationship among the sun gear, the plurality of planetary gears and the ring gear in the planetary gear mechanism is common knowledge and thus will not be elaborated herein.

[0096] When the travel transmission system needs to change speed or direction, the clutch 2 can be switched to a disengaged state, thereby cutting off the power transmission between the total power shaft 1 and the second force component sleeve gear 30 of the mechanical force component system. At this time, the travel hydraulic motor 21 also needs to be turned off to cut off the power transmission between the travel hydraulic motor 21 and the sun gear of the first planetary gear mechanism 32.

[0097] In some embodiments, reference Figure 1 In the case where the coupling power is input to the first travel power input shaft 3, the force coupling system also includes a coupling power gear 33 and a travel power gear 34 that are meshed with each other, and the coupling power gear 33 is coaxially fixed with the ring gear of the first planetary gear mechanism 32, and the travel power gear 34 is sleeved and fixed on the first travel power input shaft 3, so that the ring gear of the first planetary gear mechanism 32 can transmit the coupling power to the first travel power input shaft 3 through the coupling power gear 33 and the travel power gear 34 that are transmitted in sequence.

[0098] In some embodiments, the steering transmission system includes a steering motor gear 35 and a second hydraulic force output gear 36 that are meshed with each other, a first steering transmission gear 37 and a second steering transmission gear 38 that are meshed with each other, a first steering output gear 39, a second steering output gear 40, a steering transmission idler gear 41, and two second planetary gear mechanisms 42.

[0099] In addition, the steering motor gear 35 is sleeved and fixed on the output shaft of the steering hydraulic motor 23, the first steering transmission gear 37 is coaxially fixed with the second hydraulic force component output gear 36, the first steering output gear 39 is coaxially fixed with the second steering transmission gear 38 and is transmission connected to one of the second planetary gear mechanisms 42, the second steering output gear 40 is coaxially fixed with the second steering transmission gear 38 and is meshed with the steering transmission idler gear 41, the steering transmission idler gear 41 is transmission connected to the other second planetary gear mechanism 42, and the two second planetary gear mechanisms 42 are respectively used to drive two travel actuators 45.

[0100] Through the arrangement of this embodiment, when the steering hydraulic motor 23 drives the steering motor gear 35 to rotate, the steering motor gear 35 drives the second hydraulic force component output gear 36 to rotate, the first steering transmission gear 37 rotates synchronously with the second hydraulic force component output gear 36 and drives the second steering transmission gear 38 to rotate, and the second steering transmission gear 38 simultaneously drives the first steering output gear 39 and the second steering output gear 40 to rotate. In addition, the first steering output gear 39 directly drives the travel actuator 45 connected thereto to move (for example, the crawler travel mechanism, wheels, etc. move forward) through one of the second planetary gear mechanisms 42, while the second steering output gear 40 drives the travel actuator 45 connected thereto to move (for example, the crawler travel mechanism, wheels, etc. move backward) through the steering transmission idler 41 and the other second planetary gear mechanism 42, so that the two travel actuators 45 move in opposite directions, realizing the U-turn of the tractor on the spot without reversing, thereby greatly reducing labor intensity and improving work efficiency.

[0101] In some embodiments, the vehicle-mounted power assembly also includes a first bevel gear 43 and a second bevel gear 44 that are meshed with each other. The first bevel gear 43 is sleeved and fixed on the travel power output shaft 5, and the second bevel gear 44 is simultaneously connected to the two second planetary gear mechanisms 42 in transmission, so that the travel power output shaft 5 can drive the two second planetary gear mechanisms 42 to move through the first bevel gear 43 and the second bevel gear 44, thereby driving the two travel actuators 45 to move forward or backward.

[0102] The second exemplary embodiment of the present application further provides a crawler tractor, which includes the aforementioned vehicle-mounted power assembly. Obviously, the crawler tractor of the present application has all the technical effects brought by the aforementioned vehicle-mounted power assembly, so it will not be repeated here.

[0103] In the description of the present application, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of the features. In the description of the present application, "plurality" means at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0104] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like 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, an electrical connection, or communication with each other; 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, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0105] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0106] Although the embodiments of the present application have been shown and described above, it can be understood that the above embodiments are exemplary and should not be construed as limiting the present application. Those of ordinary skill in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present application.

Claims

1. Vehicle powertrain, characterized in that, Including: A total power system, including a total power shaft (1); A traveling transmission system, including a first traveling power input shaft (3), a second traveling power input shaft (4), a traveling power output shaft (5), a plurality of speed change gear sets, a speed change shifter, a reversing gear set, and a reversing shifter (10). Power can be input from the total power shaft (1) to the first traveling power input shaft (3) or the second traveling power input shaft (4). Each of the speed change gear sets can form a transmission or cut off the transmission between the first traveling power input shaft (3) and the second traveling power input shaft (4) through the speed change shifter. The reversing gear set includes a first reversing socket gear (6) sleeved and fixed on the second traveling power input shaft (4), a second reversing socket gear (7) sleeved and fixed on the first traveling power input shaft (3), a reversing idle gear (8) sleeved on the traveling power output shaft (5), and a reversing transmission idle gear (9) meshingly connected between the second reversing socket gear (7) and the reversing idle gear (8). The reversing shifter (10) is axially movably arranged on the traveling power output shaft (5) and can selectively engage with the first reversing socket gear (6) and the reversing idle gear (8); and A clutch (2), arranged between the total power shaft (1) and the first traveling power input shaft (3) and the second traveling power input shaft (4).

2. The vehicle powertrain according to claim 1, characterized in that, Power is input from the total power shaft (1) to the first traveling power input shaft (3). The speed change gear sets include a first - gear gear set, a second - gear gear set, and a third - gear gear set. The first - gear gear set includes a first - gear socket gear (11) sleeved and fixed on the first traveling power input shaft (3) and a first - gear idle gear (12) sleeved on the second traveling power input shaft (4). The second - gear gear set includes a second - gear socket gear (13) sleeved and fixed on the first traveling power input shaft (3) and a second - gear idle gear (14) sleeved on the second traveling power input shaft (4). The third - gear gear set includes a third - gear idle gear (15) sleeved on the first traveling power input shaft (3) and a third - gear socket gear (16) sleeved and fixed on the second traveling power input shaft (4); The speed change shifter includes a first speed change shifter (17) and a second speed change shifter (18). The first speed change shifter (17) is axially movably arranged on the second traveling power input shaft (4) and can engage or disengage with any one of the first - gear idle gear (12) and the second - gear idle gear (14). The second speed change shifter (18) is axially movably arranged on the first traveling power input shaft (3) and can engage or disengage with the third - gear idle gear (15).

3. The vehicle powertrain according to claim 1, wherein, The second traveling power input shaft (4) inputs power from the total power shaft (1). The speed change gear set includes a first-gear gear set A, a second-gear gear set A, and a third-gear gear set A. The first-gear gear set A includes a first-gear socket gear A (11a) sleeved and fixed on the first traveling power input shaft (3) and a first-gear loose gear A (12a) loosely sleeved on the second traveling power input shaft (4). The third-gear gear set A includes a third-gear socket gear A (13a) sleeved and fixed on the first traveling power input shaft (3) and a third-gear loose gear A (14a) loosely sleeved on the second traveling power input shaft (4). The second-gear gear set A includes a second-gear socket gear A (15a) sleeved and fixed on the first traveling power input shaft (3) and a second-gear loose gear A (16a) loosely sleeved on the second traveling power input shaft (4). The speed change shifter includes a first speed change shifter A (17a) and a second speed change shifter A (18a). The first speed change shifter A (17a) is axially movable on the second traveling power input shaft (4) and can engage or disengage with any one of the first-gear loose gear A (12a) and the third-gear loose gear A (14a). The second speed change shifter A (18a) is axially movable on the second traveling power input shaft (4) and can engage or disengage with the second-gear loose gear A (16a).

4. The vehicle power assembly according to any one of claims 1 to 3, characterized in that, Both the speed change shifter and the reversing shifter (10) are engagement sleeves; and / or, the clutch (2) is a wet clutch.

5. The vehicle powertrain according to claim 1, characterized in that, The vehicle-mounted power assembly further includes a continuously variable speed system and a transmission case (19). The continuously variable speed system includes a hydraulic power splitting system, a mechanical power splitting system, and a power splitting coupling system. The hydraulic power splitting system and the mechanical power splitting system split power from the total power shaft (1). The power splitting coupling system couples the split power of the hydraulic power splitting system and the mechanical power splitting system. The clutch (2) is used to engage or disengage the total power shaft (1) and the mechanical power splitting system. The first traveling power input shaft (3) or the second traveling power input shaft (4) can input the coupled power from the power splitting coupling system. The traveling transmission system is arranged in the transmission case (19), and the hydraulic power splitting system is arranged outside the transmission case (19).

6. The vehicle powertrain according to claim 5, characterized in that, The vehicle-mounted power assembly further includes a steering transmission system. The hydraulic power splitting system includes a hydraulic power input mechanism, a hydraulic power output mechanism, a traveling hydraulic pump (20), a traveling hydraulic motor (21), a steering hydraulic pump (22), and a steering hydraulic motor (23). The total power shaft (1), the hydraulic power input mechanism, the traveling hydraulic pump (20), the traveling hydraulic motor (21), the hydraulic power output mechanism, and the power splitting coupling system are connected in sequence. The total power shaft (1), the hydraulic power input mechanism, the steering hydraulic pump (22), the steering hydraulic motor (23), and the steering transmission system are connected in sequence. The steering hydraulic pump (22) is arranged on one lateral side of the main power shaft (1), the travel hydraulic pump (20) and the travel hydraulic motor (21) are arranged on the other lateral side of the main power shaft (1), and the steering hydraulic motor (23) is arranged on one lateral side of the transmission box (19).

7. The vehicle powertrain according to claim 6, wherein The hydraulic power input mechanism comprises a first force component sleeve gear (24), a travel pump gear (25), a steering pump gear (26) and a force component transmission idler gear (27); the first force component sleeve gear (24) is sleeved and fixed on the total power shaft (1); the travel pump gear (25) is sleeved and fixed on the input shaft of the travel hydraulic pump (20); the steering pump gear (26) is sleeved and fixed on the input shaft of the steering hydraulic pump (22); the first force component sleeve gear (24) is meshedly connected with the travel pump gear (25); and the force component transmission idler gear (27) is meshedly connected with the first force component sleeve gear (24) and the steering pump gear (26).

8. The vehicle power assembly according to claim 6, wherein The force component coupling system comprises a first planetary gear mechanism (32); the hydraulic power output mechanism comprises a travel motor gear (28) sleeved and fixed on the output shaft of the travel hydraulic motor (21) and a first hydraulic force component output gear (29) meshed with the travel motor gear (28); the first hydraulic force component output gear (29) is coaxially fixed with the sun gear of the first planetary gear mechanism (32); the mechanical force component system comprises a second force component sleeve gear (30) sleeved and fixed on the total power shaft (1) and a mechanical force component output gear (31) meshed with the second force component sleeve gear (30); the mechanical force component output gear (31) is coaxially fixed with the planet carrier of the first planetary gear mechanism (32); the ring gear of the first planetary gear mechanism (32) is transmission-connected with the first travel power input shaft (3) or the second travel power input shaft (4).

9. The vehicle powertrain according to claim 6, characterized in that, The steering transmission system comprises a steering motor gear (35) and a second hydraulic force component output gear (36) meshing with each other, a first steering transmission gear (37) and a second steering transmission gear (38) meshing with each other, a first steering output gear (39), a second steering output gear (40), a steering transmission idler gear (41) and two second planetary gear mechanisms (42); Among them, the steering motor gear (35) is sleeved and fixed on the output shaft of the steering hydraulic motor (23), the first steering transmission gear (37) is coaxially fixed with the second hydraulic force output gear (36), the first steering output gear (39) is coaxially fixed with the second steering transmission gear (38) and is in transmission connection with one of the second planetary gear mechanisms (42), the second steering output gear (40) is coaxially fixed with the second steering transmission gear (38) and meshes with the steering transmission idler gear (41), the steering transmission idler gear (41) is in transmission connection with the other second planetary gear mechanism (42), and the two second planetary gear mechanisms (42) are respectively used to drive two traveling actuators (45).

10. Crawler tractor, characterized in that, Comprising the vehicle-mounted power assembly according to any one of claims 1 to 9.

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