Controllable hydraulic torque converter and transmission system

Abstract

The utility model provides a controllable liquid force variable torque device and transmission system, this controllable liquid force variable torque device includes the cover wheel connected with power input end, the turbine shaft connected with power output end and the driving wheel connected with cover wheel and forms the working chamber, be equipped with the pump wheel, the guide pulley and the turbine in working chamber, the turbine with turbine shaft circumferential fixed connection, be equipped with the clutch assembly for controlling both transmission efficiency between driving wheel and pump wheel. The second hydraulic pump is transmission connected with one end of driving wheel away from cover wheel, and the output end of second hydraulic pump is connected with the control end of clutch assembly. When the whole vehicle is braking, the power transmission of clutch assembly in controllable liquid force variable torque device reduces with the rise of brake pressure in proportion, not only reduces the wear and tear heat of brake, also reduces the power waste of engine.

Description

Technical Field

[0001] This utility model relates to the field of torque converter technology, and in particular to a controllable hydraulic torque converter and transmission system. Background Technology

[0002] When a wheel loader approaches a truck for loading operations, it often needs to simultaneously apply the accelerator and brake. Accelerating raises the bucket quickly while braking slows the truck as it approaches. Excessive speed can lead to collisions and material spillage. Currently, wheel loaders use either single-turbo or twin-turbo torque converters. However, regardless of the converter type, the power transmitted depends entirely on the engine speed; higher engine speeds result in higher power transmission, and lower speeds in lower speeds. Therefore, a larger throttle response results in a faster vehicle speed, and a smaller throttle response results in a slower vehicle speed. Simultaneously applying the brake and accelerator not only wastes engine power but also causes the torque converter to overheat, leading to low overall machine efficiency.

[0003] The current solution involves installing a power cut-off valve on the transmission. When the brake valve is depressed, the hydraulic pressure output from the brake valve controls the cut-off valve to operate, causing the transmission to shift into neutral without disengaging the gear, cutting off the driving power, and allowing all engine power to be used for lifting. While this method solves the problem of wasted power, it brings other negative issues: firstly, the entire machine loses drive, making it prone to rolling backward when starting on slopes; secondly, shifting the transmission from neutral to gear under high throttle conditions, or suddenly shifting from gear to neutral or vice versa, can easily damage the transmission. Summary of the Invention

[0004] The purpose of this invention is to provide a controllable hydraulic torque converter and transmission system that reduces engine power waste, reduces brake wear and heat generation, allows more engine power to be used in the hydraulic system, and improves the efficiency of the hydraulic system.

[0005] To achieve the purpose of this utility model, the first aspect of this utility model provides a controllable hydraulic torque converter, including a cover wheel connected to a power input end, a turbine shaft connected to a power output end, and a drive wheel connected to the cover wheel to form a working chamber. The working chamber is provided with a pump wheel, a guide wheel, and a turbine. The turbine is circumferentially fixedly connected to the turbine shaft. A clutch assembly for controlling the transmission efficiency of the two is provided between the drive wheel and the pump wheel.

[0006] Furthermore, a second hydraulic pump is connected to the end of the drive wheel away from the cover wheel, and the output end of the second hydraulic pump is connected to the control end of the clutch assembly.

[0007] Furthermore, the clutch assembly includes a driven plate, a driving plate, and a piston. The driven plate is fixedly connected to the pump wheel, and the driving plate is circumferentially fixedly connected to the driving wheel. The driving wheel is provided with a piston chamber, and the piston is slidably disposed in the piston chamber. The movement of the piston in the piston chamber can press the driven plate and the driving plate together, so that the driving wheel is fixedly connected to the pump wheel.

[0008] Furthermore, it also includes a guide wheel shaft, which is sleeved on the outside of the turbine shaft and fixedly connected to the housing. The drive wheel is rotatably and sealed to the guide wheel shaft, and the drive wheel and the guide wheel shaft are provided with interconnected hydraulic oil passages. The hydraulic oil passages are used to connect the output end of the second hydraulic pump to the input end of the piston chamber.

[0009] Furthermore, an idler wheel and a hydraulic pump power take-off wheel are connected to the end of the drive wheel away from the cover wheel. The idler wheel is connected to the drive wheel via gears, and the idler wheel and the hydraulic pump power take-off wheel are connected via gears. The hydraulic pump power take-off wheel is connected to the second hydraulic pump in a driving connection.

[0010] Furthermore, a pressure reducing valve is provided between the output end of the second hydraulic pump and the control end of the clutch assembly. The control port of the pressure reducing valve is connected to the output port of the brake valve. The pressure reducing valve is used to control the power transmission of the clutch assembly according to the output pressure of the brake valve.

[0011] The first aspect of this utility model provides a transmission system, including an engine, a transfer case, a gearbox, a drive axle, and a controllable hydraulic torque converter as described in any of the above. The engine, the transfer case, and the controllable hydraulic torque converter are sequentially connected in a transmission manner. The output end of the controllable hydraulic torque converter is connected to the gearbox, and the gearbox is connected to the drive axle.

[0012] Furthermore, it also includes a first drive shaft, a second drive shaft, and a third drive shaft. The engine is connected to the transfer case via the first drive shaft, the controllable hydraulic torque converter is connected to the gearbox via the second drive shaft, and the gearbox is connected to the drive axle via the third drive shaft.

[0013] Furthermore, the oil inlet of the second hydraulic pump is connected to the oil pan of the gearbox, and a filter is connected between the second hydraulic pump and the pressure reducing valve.

[0014] Compared with the prior art, the beneficial effects of this utility model are:

[0015] In this invention, the controllable hydraulic torque converter reduces the power transmitted by the clutch assembly proportionally as the braking pressure increases during vehicle braking. This not only reduces brake wear and heat generation but also minimizes engine power waste, allowing more engine power to be used in the hydraulic system and improving its efficiency. Simultaneously, 50% of the traction force is retained during braking, enabling the machine to creep along. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of the transmission system of this utility model;

[0017] Figure 2 This is a schematic diagram of the controllable hydraulic torque converter of this utility model;

[0018] In the picture:

[0019] 1. Engine; 2. First driveshaft; 3. Transfer case; 4. First hydraulic pump; 5. Controllable torque converter; 6. Second driveshaft; 7. Gearbox; 8. Third driveshaft; 9. Drive axle; 10. Pressure reducing valve; 11. Second hydraulic pump; 12. Filter; 13. Brake valve;

[0020] 501, Cover wheel; 502, Driven plate; 503, Driving plate; 504, Piston; 505, Hydraulic pump power take-off wheel; 506, Idler wheel; 507, Driving wheel; 508, Sealing seat; 509, Guide wheel shaft; 510, Housing; 511, Pump wheel; 512, Turbine; 513, Turbine shaft. Detailed Implementation

[0021] To facilitate understanding of this utility model, the technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0022] refer to Figures 1 to 2 As shown, the present invention provides a controllable hydraulic torque converter connected between an engine 1 and a gearbox 7. It includes a cover wheel 501 connected to the output end of the engine 1, a turbine shaft 513 connected to the input end of the gearbox 7, and a drive wheel 507 connected to the cover wheel 501 to form a working chamber. The working chamber is provided with a pump wheel 511, a guide wheel and a turbine 512. The turbine 512 is circumferentially fixedly connected to the turbine shaft 513. A clutch assembly for controlling the transmission efficiency of the two is provided between the drive wheel 507 and the pump wheel 511.

[0023] In some embodiments, a second hydraulic pump 11 is drivenly connected to the end of the drive wheel 507 away from the cover wheel 501, and the output end of the second hydraulic pump 11 is connected to the control end of the clutch assembly. Specifically, an idler wheel 506 and a hydraulic pump power take-off wheel 505 are connected to the end of the drive wheel 507 away from the cover wheel 501. The idler wheel 506 is connected to the drive wheel 507 via gears, and the idler wheel 506 and the hydraulic pump power take-off wheel 505 are also connected via gears. The hydraulic pump power take-off wheel 505 is drivenly connected to the second hydraulic pump 11.

[0024] In the above embodiments, there are multiple options for the transmission connection between the hydraulic pump power take-off wheel 505 and the second hydraulic pump 11. For example, the hydraulic pump power take-off wheel 505 and the input shaft of the second hydraulic pump 11 can be connected by gear transmission or by belt transmission.

[0025] In some embodiments, the clutch assembly includes a driven plate 502, a driving plate 503, and a piston 504. The driven plate 502 is fixedly connected to the pump wheel 511, the driving plate 503 is circumferentially fixedly connected to the driving wheel 507, and the driving wheel 507 is provided with a piston chamber. The piston 504 is slidably disposed in the piston chamber. The movement of the piston 504 in the piston chamber can press the driven plate 502 and the driving plate 503 together, so that the driving wheel 507 is fixedly connected to the pump wheel 511.

[0026] In some embodiments, the controllable hydraulic torque converter 5 further includes a guide shaft 509, which is sleeved on the outside of the turbine shaft 513 and fixedly connected to the housing 510. The drive wheel 507 is rotatably and sealedly connected to the guide shaft 509, and the drive wheel 507 and the guide shaft 509 are provided with interconnected hydraulic oil passages for connecting the output end of the second hydraulic pump 11 and the input end of the piston chamber. Specifically, the hydraulic oil passage on the drive wheel 507 is an annular oil passage, and a sealing seat 508 is connected between the drive wheel 507 and the guide shaft 509. The sealing seat 508 is provided with an oil passage, one end of which is connected to the hydraulic oil passage on the guide shaft 509, and the other end is connected to the annular oil passage on the drive wheel 507. This ensures that the hydraulic oil passages in the drive wheel 507 and the guide shaft 509 remain interconnected when the drive wheel 507 rotates relative to the guide shaft 509.

[0027] In some embodiments, a pressure reducing valve 10 is provided between the output end of the second hydraulic pump 11 and the control end of the clutch assembly. The control port of the pressure reducing valve 10 is connected to the output port of the brake valve 13. The pressure reducing valve 10 is used to control the power transmission of the clutch assembly according to the output pressure of the brake valve 13.

[0028] During operation, the power of engine 1 is transmitted to the cover wheel 501, which drives the drive wheel 507 to rotate. The drive wheel 507 drives the drive plate 503 of the clutch assembly to rotate on one hand; on the other hand, the drive wheel 507 also drives the idler wheel 506 to rotate. The idler wheel 506 then drives the second hydraulic pump 11 to work through the hydraulic pump power take-off wheel 505. The second hydraulic pump 11 draws oil from the oil pan of the gearbox 7 and delivers it to the inlet of the pressure reducing valve 10. When the pressure reducing valve 10 is open, the oil from the outlet of the pressure reducing valve 10 enters the oil passage of the guide wheel shaft 509 through the oil passage in the housing 510, and is then delivered to the sealing seat 508 through the oil passage of the guide wheel shaft 509. The pressurized oil enters the oil passage of the drive wheel 507 through the sealing seat 508, and finally reaches the piston chamber of the drive wheel 507. The pressurized oil pushes the piston 504 of the clutch assembly. The piston 504 presses the drive plate 503 and the driven plate 502 together. The driven plate 502 then drives the pump wheel 511 to rotate. The pump wheel 511 drives the turbine 512 to rotate. The turbine 512 drives the turbine shaft 513 to rotate, thereby realizing power output.

[0029] The pressure output by the pressure reducing valve 10 determines the clamping force of the clutch assembly, which in turn determines the output torque of the turbine shaft 513. The pressure output by the pressure reducing valve 10 is controlled by the brake valve 13. When the brake valve 13 does not output braking pressure, the pressure reducing valve 10 does not reduce pressure, and the engagement pressure of the clutch assembly in the controllable torque converter 5 is equal to the output pressure of the second hydraulic pump 11. The clutch assembly completely transmits the power output from the transfer case 3 to the controllable torque converter 5. When the driver depresses the brake pedal on the brake valve 13, the output pressure of the brake valve 13 changes with the brake pedal angle, and the pressure entering the clutch assembly of the controllable torque converter 5 from the pressure reducing valve 10 also changes accordingly. Therefore, the power transmitted by the clutch assembly decreases proportionally as the braking pressure increases. When the output pressure of the brake valve 13 reaches its maximum value, the power transmitted by the clutch assembly in the controllable torque converter 5 decreases to 50%. Similarly, during braking, the overall traction force of the machine also decreases proportionally. In this way, braking not only reduces wear and heat generation in the brakes but also minimizes engine power waste, allowing more engine power to be used in the hydraulic system and improving its efficiency. Simultaneously, 50% of the traction force is retained during braking, enabling the machine to creep along.

[0030] This utility model also provides a transmission system, including an engine 1, a transfer case 3, a gearbox 7, a drive axle 9, and the aforementioned controllable hydraulic torque converter 5. The engine 1, transfer case 3, and controllable hydraulic torque converter 5 are sequentially connected in a transmission manner. The output end of the controllable hydraulic torque converter 5 is connected to the gearbox 7, and the gearbox 7 is connected to the drive axle 9. The transmission system also includes a first drive shaft 2, a second drive shaft 6, and a third drive shaft 8. The engine 1 and transfer case 3 are connected via the first drive shaft 2, the controllable hydraulic torque converter 5 and gearbox 7 are connected via the second drive shaft 6, and the gearbox 7 and drive axle 9 are connected via the third drive shaft 8.

[0031] In some embodiments, the oil inlet of the second hydraulic pump 11 is connected to the oil reservoir of the gearbox 7, and a filter 12 is connected between the second hydraulic pump 11 and the pressure reducing valve 10.

[0032] The foregoing has shown and described the basic principles, main features, and advantages of this utility model. Those skilled in the art should understand that this utility model is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this utility model. Various changes and modifications can be made to this utility model without departing from its spirit and scope, and all such changes and modifications fall within the scope of the claimed utility model. The scope of protection of this utility model is defined by the appended claims and their equivalents.

Claims

1. A controllable hydraulic torque converter, characterized in that, It includes a cover wheel (501) connected to the power input end, a turbine shaft (513) connected to the power output end, and a drive wheel (507) connected to the cover wheel (501) to form a working chamber. The working chamber is provided with a pump wheel (511), a guide wheel and a turbine (512). The turbine (512) is circumferentially fixedly connected to the turbine shaft (513). A clutch assembly for controlling the transmission efficiency of the two is provided between the drive wheel (507) and the pump wheel (511).

2. The controllable hydraulic torque converter according to claim 1, characterized in that, The end of the drive wheel (507) away from the cover wheel (501) is connected to a second hydraulic pump (11), and the output end of the second hydraulic pump (11) is connected to the control end of the clutch assembly.

3. The controllable hydraulic torque converter according to claim 2, characterized in that, The clutch assembly includes a driven plate (502), a driving plate (503), and a piston (504). The driven plate (502) is fixedly connected to the pump wheel (511), and the driving plate (503) is circumferentially fixedly connected to the driving wheel (507). The driving wheel (507) is provided with a piston chamber, and the piston (504) is slidably disposed in the piston chamber. The movement of the piston (504) in the piston chamber can press the driven plate (502) and the driving plate (503) together, so that the driving wheel (507) is fixedly connected to the pump wheel (511).

4. The controllable hydraulic torque converter according to claim 3, characterized in that, It also includes a guide wheel shaft (509), which is sleeved on the outside of the turbine shaft (513) and fixedly connected to the housing (510). The drive wheel (507) is rotatably and sealedly connected to the guide wheel shaft (509). The drive wheel (507) and the guide wheel shaft (509) are provided with interconnected hydraulic oil passages. The hydraulic oil passages are used to connect the output end of the second hydraulic pump (11) and the input end of the piston chamber.

5. The controllable hydraulic torque converter according to claim 2, characterized in that, The drive wheel (507) is connected to an idler wheel (506) and a hydraulic pump power take-off wheel (505) at the end away from the cover wheel (501). The idler wheel (506) is connected to the drive wheel (507) by gears. The idler wheel (506) and the hydraulic pump power take-off wheel (505) are connected by gears. The hydraulic pump power take-off wheel (505) is connected to the second hydraulic pump (11) in a driving connection.

6. The controllable hydraulic torque converter according to claim 2, characterized in that, A pressure reducing valve (10) is provided between the output end of the second hydraulic pump (11) and the control end of the clutch assembly. The control port of the pressure reducing valve (10) is connected to the output port of the brake valve (13). The pressure reducing valve (10) is used to control the power transmission of the clutch assembly according to the output pressure of the brake valve (13).

7. A transmission system, characterized in that, The system includes an engine (1), a transfer case (3), a gearbox (7), a drive axle (9), and a controllable hydraulic torque converter as described in any one of claims 1-6. The engine (1), the transfer case (3), and the controllable hydraulic torque converter (5) are sequentially connected in a transmission. The output end of the controllable hydraulic torque converter (5) is connected to the gearbox (7), and the gearbox (7) is connected to the drive axle (9).

8. The transmission system according to claim 7, characterized in that, It also includes a first drive shaft (2), a second drive shaft (6) and a third drive shaft (8). The engine (1) is connected to the transfer case (3) through the first drive shaft (2). The controllable hydraulic torque converter (5) is connected to the gearbox (7) through the second drive shaft (6). The gearbox (7) is connected to the drive axle (9) through the third drive shaft (8).

9. The transmission system according to claim 7, characterized in that, The oil inlet of the second hydraulic pump (11) is connected to the oil reservoir of the gearbox (7), and a filter (12) is connected between the second hydraulic pump (11) and the pressure reducing valve (10).

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