A multi-functional hydrodynamic transmission for engineering

Abstract

The utility model relates to a kind of multifunctional hydraulic transmission for engineering, gearbox assembly A includes gearbox body, variator component, input component, KV clutch component, KR clutch component, K1 clutch component, K2 clutch component, K3 clutch component, K4 clutch component and output component, operating assembly includes oil pump, hydraulic oil circuit system and electro-hydraulic control valve, electro-hydraulic control valve is installed on gearbox body, oil pump is set on gearbox body, and by variator component drive, oil in oil tank is sent to hydraulic oil circuit system after again supply electro-hydraulic control valve, after the working oil controlled by electro-hydraulic control valve, it enters corresponding clutch again by hydraulic oil circuit system, and by different clutch combination, the gear shifting of corresponding gear is completed.The utility model realizes high-efficiency hydraulic control system by oil pump, hydraulic oil circuit system and electro-hydraulic control valve, reduces the leakage risk of external pipeline;Electro-hydraulic control valve controls clutch oil pressure, response is fast, gear shifting is accurate.

Description

Technical Field

[0001] This utility model relates to a multi-functional hydraulic transmission for engineering applications, which is a "dual-converter integrated" hydraulic transmission consisting of a hydraulic torque converter and a multi-gear power shift gearbox. It is a multi-gear hydraulic transmission suitable for use in engineering machinery and belongs to the field of power transmission technology. Background Technology

[0002] Dual-variable integrated hydraulic transmissions used in engineering machinery, with transmission forms including but not limited to the following two:

[0003] The first type, such as the WG180 / 181 series hydraulic transmissions used in large quantities on the market, adopts the fixed-shaft transmission principle. Two sets of wet friction clutches are combined "back to back" and installed and supported on the fixed shaft. At this time, there is relative motion between the wet friction clutch unit, the transmission gear, and the fixed shaft. Axial forces that affect the use are not allowed between the parts. Therefore, in hydraulic transmissions that adopt the fixed-shaft transmission principle, all transmission gears and clutch housing teeth are straight teeth.

[0004] The second type, as mentioned in CN108240421A's "Four-speed fixed-shaft gearbox for articulated dump trucks and its implementation method", uses a transmission scheme consisting of six fixed-shaft components with six sets of clutches and one output component. This scheme can achieve four forward gears, four reverse gears, and neutral gear, and has power output and power take-off ports in both the front and rear directions.

[0005] In the aforementioned prior art, the hydraulic transmission with two sets of "back-to-back" clutches set on the fixed shaft has spur gears, and the dual-clutch support shaft has a large axial span, poor support, and high noise and vibration, which cannot meet people's functional and comfort requirements for the transmission mechanism. At the same time, the working oil circuits entering each shaft system are all connected to the shaft through oil pipes, resulting in many exposed oil pipes, a high risk of oil leakage, and failure to meet market environmental protection requirements.

[0006] The transmission scheme mentioned in "A Four-Speed ​​Fixed-Shaft Transmission for Articulated Dump Trucks and Its Implementation Method" has a clutch on the input shaft, which means that the torque converter oil circuit system, clutch operation and lubrication oil circuit must all be designed in the input component. This results in a large number of parts and a complex structure. Furthermore, the diameter of the inner shaft providing PTO power is limited by the clutch structure, thus limiting the PTO power output. At the same time, this transmission can only realize a 4-forward and 4-reverse gear function, which cannot meet the needs of engineering vehicles for more forward gears to better adapt to different working conditions and load conditions, and cannot meet the needs of vehicles that need to switch from four-wheel drive to two-wheel drive for energy saving and efficiency when running at high speeds. Moreover, a single PTO port cannot meet the dual PTO requirements of some vehicles. Utility Model Content

[0007] In order to solve the above-mentioned technical problems, the purpose of this utility model is to provide a multi-functional hydraulic transmission for engineering purposes. The transmission has a compact structure, a large number of gears, wide applicability to various working conditions, and a highly efficient hydraulic control system.

[0008] To achieve the above-mentioned objectives, this utility model adopts the following technical solution:

[0009] A novel multi-functional hydraulic transmission for engineering applications includes a transmission assembly A and a control assembly;

[0010] The transmission assembly A includes a transmission body, a torque converter assembly, an input assembly, a KV clutch assembly, a KR clutch assembly, a K1 clutch assembly, a K2 clutch assembly, a K3 clutch assembly, a K4 clutch assembly, and an output assembly;

[0011] The input component includes a turbine shaft fixedly connected to the output end of the torque converter component, an input gear A and an input gear B fixedly connected to the turbine shaft; the KV clutch component includes a KV shaft, a KV drive gear fixedly connected to the KV shaft, a KV clutch gear meshing with the input gear A and supported on the KV shaft by bearings, and a KV clutch fixedly integrated with the KV shaft; the KR clutch component includes a KR shaft, a KR drive gear fixedly connected to the KR shaft, a KR clutch gear meshing with the input gear A and supported on the KR shaft by bearings, and a KR clutch fixedly integrated with the KR shaft; the K2 clutch component includes a K2 shaft, a K2 drive gear meshing with the KV drive gear, a K2 clutch fixedly integrated with the K2 shaft, and a K2 clutch gear supported on the K2 shaft by bearings; the K3 clutch component includes a K3 shaft, a drive gear meshing with the KV drive gear, and a KV clutch fixedly integrated with the K2 shaft by bearings. The K3 clutch component includes a K3 clutch gear on the K3 shaft, a K3 clutch fixedly integrated with the K3 shaft, and a K3 transmission gear fixedly integrated with the K3 shaft and meshing with the K2 clutch gear; the K4 clutch component includes a K4 shaft, K4 transmission gears A and B fixedly connected to the K4 shaft, a K4 clutch gear meshing with the input gear B and supported on the K4 shaft by bearings, and a K4 clutch fixedly integrated with the K4 shaft, wherein the K4 transmission gear B is constantly meshed with the KR transmission gear and the K2 transmission gear; the K1 clutch component includes a K1 shaft, a K1 transmission gear meshing with the K4 transmission gear A and fixedly connected to the K1 shaft, a K1 clutch fixedly integrated with the K1 shaft, and a K1 clutch gear meshing with the K3 transmission gear and supported on the K1 shaft by bearings; the output component includes a first output shaft and an output gear meshing with the K3 transmission gear.

[0012] The KV clutch assembly is located to the left of the input assembly, the KR clutch assembly is located to the right of the input assembly, the K2 clutch assembly is located below the KV clutch assembly and the input assembly, the K4 clutch assembly is located below the KR clutch assembly and the input assembly, the K1 clutch assembly is located below the K2 clutch assembly and the K4 clutch assembly, the K2 clutch assembly is located to the left of the K1 clutch assembly, and the output assembly is located below the K1 clutch assembly and the K2 clutch assembly.

[0013] The control components include an oil pump, a hydraulic circuit system, and an electro-hydraulic control valve. The electro-hydraulic control valve is mounted on the gearbox housing. The oil pump is mounted on the gearbox housing and driven by the torque converter component. It sends oil from the oil tank to the hydraulic circuit system and then supplies it to the electro-hydraulic control valve. The working oil controlled by the electro-hydraulic control valve then enters the corresponding clutch through the hydraulic circuit system. Through different clutch combinations, the corresponding gear shift is completed.

[0014] As a preferred embodiment, the system also includes a power take-off module B, which is mounted on the gearbox body. The power take-off ports PTO1 and PTO2 of the power take-off module B are respectively located at the corresponding positions of the KR clutch component and the KV clutch component of the gearbox assembly A.

[0015] As a preferred embodiment, the torque converter assembly includes a torque converter pump impeller and a torque converter turbine. The torque converter pump impeller is connected to an auxiliary power take-off shaft, and the torque converter turbine is connected to a turbine shaft. The auxiliary power take-off shaft passes through the turbine shaft, and the two rotate independently of each other.

[0016] As a preferred embodiment, it also includes a power take-off module B, which includes a power take-off input component, a power take-off output component A, and a power take-off output component B. The power take-off input component includes a power take-off shaft connected to the auxiliary power take-off shaft via a spline and a power take-off gear fixedly integrated with the power take-off shaft. The power take-off output components A and B have the same structure, each including a power take-off output gear meshing with the power take-off gear and a power take-off output shaft fixedly integrated with the power take-off output gear.

[0017] As a preferred embodiment, the system also includes a disengagement module C, which is mounted on the transmission assembly A and located on the same side as the torque converter assembly. The disengagement module C includes a disengagement output component and a disengagement control unit. The disengagement module receives vehicle operating commands through the disengagement control unit, and the disengagement output component enables power output and interruption. The disengagement output component includes a second output shaft and a disengagement structure. Both ends of the first output shaft are output ends, and one of the output ends is connected to the second output shaft through the disengagement structure.

[0018] As a preferred embodiment, a gear sleeve is fitted on the second output shaft, the gear sleeve is splined and slidably engaged with the second output shaft, the first output shaft is fixed with a spline seat, and the gear sleeve is plugged into and splinedly engaged with the spline seat; when the gear sleeve moves to the two-wheel drive working position, the gear sleeve disengages from the first output shaft, and the power of the transmission is output only from the first output shaft; when the gear sleeve moves to the four-wheel drive working position, the gear sleeve engages with the spline seat, and the power of the transmission is output from the first output shaft and the second output shaft.

[0019] As a preferred embodiment, the input component, KV clutch component, KR clutch component, K1 clutch component, K2 clutch component, K3 clutch component, K4 clutch component, output component, and auxiliary power take-off shaft are all supported on the gearbox body by bearings, and the shaft in each component is a rotating shaft; the KV clutch, KR clutch, K1 clutch, K2 clutch, K3 clutch, and K4 clutch adopt the same principle of wet multi-plate friction clutch, the KV clutch, KR clutch, and K1 clutch have the same structure, the K2 clutch, K3 clutch, and K4 clutch have the same structure, and are all arranged separately on the corresponding rotating shaft.

[0020] As a preferred embodiment, the hydraulic circuit system includes an irregularly shaped steel oil suction pipe, an oil pump transition plate oil delivery steel pipe, a transition plate torque converter oil delivery steel pipe, a KV clutch oil pipe, a KR clutch oil pipe, a transition plate mounted on the gearbox body, and a fine filter mounted on the transition plate.

[0021] As a preferred embodiment, the transition plate is provided with an input oil passage a, an oil passage b in the electro-hydraulic control valve, an oil passage c in the torque converter, an oil passage d for the KV clutch, an oil passage e for the KR clutch, an oil passage f for the K1 clutch, an oil passage g for the K2 clutch, an oil passage h for the K3 clutch, and an oil passage k for the K4 clutch. The input end of the fine filter is connected to the input oil passage a, and the output end is connected to the oil passage b in the electro-hydraulic control valve. The input end of the electro-hydraulic control valve is connected to the oil passage b in the electro-hydraulic control valve, and the output end is connected to the torque converter assembly and the corresponding clutch via the oil passage c in the torque converter, the oil passage d in the KV clutch, the oil passage e in the KR clutch, the oil passage f in the K1 clutch, the oil passage g in the K2 clutch, the oil passage h in the K3 clutch, and the oil passage k in the K4 clutch. The corresponding clutch action is controlled by controlling the opening and closing of the corresponding output end of the electro-hydraulic control valve.

[0022] As a preferred embodiment, the electro-hydraulic control valve includes a main pressure regulating valve, a pressure control valve, solenoid valves M1, M2, M3, and M4, directional valve A, directional valve B, directional valve C, and directional valve D. The inlet of the main pressure regulating valve is connected to an oil pump, and the outlet is connected to the pressure control valve. The outlet of the pressure control valve is connected to solenoid valves M1, M2, M3, and M4, directional valve A, directional valve B, directional valve C, and directional valve D, respectively. Solenoid valve M3 is connected to directional valve A. Directional valve B is connected to solenoid valve M1 and directional valve A, respectively. The outlet of directional valve A is connected to the KR clutch assembly, the K4 clutch assembly, and the KV clutch assembly. Solenoid valve M2 is connected to directional valve D. Directional valve C is connected to solenoid valve M4 and directional valve D, respectively. The outlet of directional valve D is connected to the K1 clutch assembly, the K2 clutch assembly, and the K3 clutch assembly.

[0023] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0024] The transmission of this utility model adopts a modular and compact layout: the 6 clutches (KV / KR / K1-K4) are distributed in three layers (input layer, intermediate layer, output layer), and the space utilization is optimized by the gear meshing relationship, the axial dimension is reduced, and it can adapt to the narrow installation space of engineering machinery.

[0025] This utility model features a multi-gear flexible transmission: a hydraulic torque converter combined with an electro-hydraulic control multi-clutch combination to achieve stepless speed change and multi-gear switching (6 forward, 3 reverse, and 1 neutral gear with multiple gear functions). Through different shift control strategies and by adding or removing parts, it can also achieve 4 forward and 3 reverse or 3 forward and 3 reverse gear requirements; improving adaptability to complex working conditions (such as heavy load start-up and slope operation).

[0026] This invention also achieves a highly efficient hydraulic control system through an oil pump, a hydraulic circuit system, and an electro-hydraulic control valve, reducing the risk of leakage in external pipelines; the electro-hydraulic control valve centrally controls the clutch oil pressure, resulting in fast response and precise gear shifting. Attached Figure Description

[0027] The accompanying drawings, which form part of this application, are used to provide a further understanding of this application. The illustrative embodiments of this application and their descriptions are used to explain this application and do not constitute a limitation thereof.

[0028] Figure 1 This is a schematic diagram of the transmission principle of this utility model;

[0029] Figure 2 This is a schematic diagram of the shaft system arrangement of this utility model;

[0030] Figure 3 This is a schematic diagram of the hydraulic principle and oil circuit layout of this utility model;

[0031] Figure 4 This is a schematic diagram of the overall structure of this utility model;

[0032] Figure 5 This is a schematic diagram of the installation structure of the hydraulic oil circuit system and the electro-hydraulic control valve of this utility model;

[0033] Figure 6 This is a schematic diagram of the oil circuit on the transition plate of this utility model;

[0034] Figure 7 This is a structural schematic diagram of one side of the gearbox body of this utility model;

[0035] Figure 8 This is a schematic diagram of the other side of the gearbox housing of this utility model;

[0036] Figure 9 This is a schematic diagram of the control logic and clutch operation of this utility model. Detailed Implementation

[0037] It should be noted that the following detailed descriptions are illustrative and intended to provide further explanation of this application. Unless otherwise specified, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains.

[0038] It should be noted that the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the exemplary embodiments according to this application. As used herein, the singular form is intended to include the plural form as well, unless the context clearly indicates otherwise. Furthermore, it should be understood that when the terms "comprising" and / or "including" are used in this specification, they indicate the presence of features, steps, operations, devices, components, and / or combinations thereof.

[0039] Furthermore, in the description of this utility model, it should be understood that the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "clockwise," and "counterclockwise," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this utility model and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this utility model.

[0040] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this utility model, unless otherwise stated, "a plurality of" means two or more, unless otherwise expressly defined.

[0041] In this utility model, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0042] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0043] The present invention will be further described below with reference to the accompanying drawings and embodiments:

[0044] like Figures 1 to 4 As shown, a novel multi-functional hydraulic transmission for engineering applications includes a transmission assembly A and a control assembly. The transmission assembly A includes a transmission body, a torque converter component, an input component, a KV clutch component, a KR clutch component, a K1 clutch component, a K2 clutch component, a K3 clutch component, a K4 clutch component, and an output component.

[0045] The input component includes a turbine shaft 1 fixedly connected to the output end of the torque converter component, an input gear A2 and an input gear B3 fixedly connected to the turbine shaft 1; the KV clutch component includes a KV shaft 4, a KV drive gear 5 fixedly connected to the KV shaft 4, a KV clutch gear 6 meshing with the input gear A2 and supported on the KV shaft 4 by bearings, and a KV clutch 7 fixedly integrated with the KV shaft 4; the KR clutch component includes a KR shaft 25, a KR drive gear 26 fixedly connected to the KR shaft 25, a KR clutch gear 27 meshing with the input gear A2 and supported on the KR shaft 25 by bearings, and a KR clutch 28 fixedly integrated with the KR shaft 25; the K2 clutch component includes a K2 shaft 12, a K2 drive gear 13 meshing with the KV drive gear 5, a K2 clutch 14 fixedly integrated with the K2 shaft 12, and a K2 clutch gear 15 supported on the K2 shaft 12 by bearings; the K3 clutch component includes a K3 shaft 16, and a K3 clutch 16 supported on the K3 shaft 16 by bearings. The K3 clutch gear 17, the K3 clutch 18 fixedly integrated with the K3 shaft 16, and the K3 transmission gear 19 fixedly integrated with the K3 shaft 16 and meshing with the K2 clutch gear 15; the K4 clutch assembly includes a K4 shaft 20, K4 transmission gears A21 and B22 fixedly connected to the K4 shaft 20, a K4 clutch gear 23 meshing with the input gear B3 and supported by bearings on the K4 shaft 20, and a K4 clutch 24 fixedly integrated with the K4 shaft 20. 4. Transmission gear B22 is constantly meshed with transmission gear 26 of KR and transmission gear 13 of K2; the K1 clutch component includes a K1 shaft 8, a K1 transmission gear 9 that meshes with transmission gear A21 of K4 and is fixedly connected to the K1 shaft 8, a K1 clutch 10 that is fixedly integrated with the K1 shaft 8, and a K1 clutch gear 11 that meshes with transmission gear 19 of K3 and is supported on the K1 shaft 8 by bearings; the output component includes a first output shaft 29 and an output gear 30 that meshes with transmission gear 19 of K3.

[0046] All of the aforementioned transmission gears are fixedly connected to their respective driving shafts to transmit speed and torque; each clutch gear is supported on the driving shaft by bearings, and when the clutch is working, each clutch gear is connected to the shaft as one unit; when the clutch is disengaged, the clutch gear floats on the shaft and runs idle with the meshing gear; all of the aforementioned gears are fully helical gear structures designed and optimized through simulation analysis to achieve vibration reduction and noise reduction, and improve operational stability.

[0047] Figure 2 In the diagram, axis I corresponds to the auxiliary power take-off axis, axis II corresponds to the turbine axis, axis III corresponds to the KV axis, axis IV corresponds to the K1 axis, axis V corresponds to the K2 axis, axis VI corresponds to the K3 axis, axis VII corresponds to the K4 axis, axis VIII corresponds to the KR axis, axis IX corresponds to the first output axis, axis X corresponds to the second output axis, axis XI corresponds to the power take-off axis, and axis XII corresponds to the power take-off output axis 38.

[0048] like Figure 2 As shown, the KV clutch assembly is located on the left side of the input assembly, the KR clutch assembly is located on the right side of the input assembly, the K2 clutch assembly is located below the KV clutch assembly and the input assembly, the K4 clutch assembly is located below the KR clutch assembly and the input assembly, the K1 clutch assembly is located below the K2 clutch assembly and the K4 clutch assembly, the K2 clutch assembly is located on the left side of the K1 clutch assembly, and the output assembly is located below the K1 clutch assembly and the K2 clutch assembly.

[0049] The input component is centered, KV / KR are placed on the left and right respectively, K2 / K4 are placed at the bottom, and K1 / K3 are arranged at the bottom with the first output shaft, forming an "I"-shaped transmission topology; optimizing space utilization, reducing axial dimensions, and adapting to the narrow installation space of engineering machinery.

[0050] The control assembly includes an oil pump 31, a hydraulic circuit system 40, and an electro-hydraulic control valve 39. The electro-hydraulic control valve 39 is mounted on the gearbox housing. The oil pump 31 is located inside the gearbox housing and is driven by the torque converter component. It sends oil from the tank to the hydraulic circuit system 40 and then to the electro-hydraulic control valve 39. The working oil controlled by the electro-hydraulic control valve 39 then enters the corresponding clutch through the hydraulic circuit system 40. Through different clutch combinations, the corresponding gear shift is completed.

[0051] This invention also includes a power take-off module B, which is mounted on the gearbox body. The power take-off ports PTO1 and PTO2 of the power take-off module B are respectively located at the corresponding positions of the KR clutch component and KV clutch component of the gearbox assembly A. The dual power take-off ports are directly connected to the power source, eliminating the need for an additional drive chain and providing stable power to the hydraulic pump / air compressor (such as in a crane outrigger hydraulic system).

[0052] The torque converter assembly includes a torque converter pump impeller 32 and a torque converter turbine 33. The torque converter pump impeller 32 is connected to an auxiliary power take-off shaft 34, and the torque converter turbine 33 is connected to a turbine shaft. The auxiliary power take-off shaft 34 passes through the turbine shaft, and the two rotate independently. The power take-off module B includes a power take-off input component, a power take-off output component A, and a power take-off output component B. The power take-off input component includes a power take-off shaft 35 connected to the auxiliary power take-off shaft 34 via a spline, and a power take-off gear 36 fixedly integrated with the power take-off shaft 35. The power take-off output components A and B have the same structure, both including a power take-off output gear 37 meshing with the power take-off gear 36, and a power take-off output shaft 38 fixedly integrated with the power take-off gear 37. The above structure realizes independent dual power output, achieving power splitting without interference. At the same time, the power take-off module B is directly connected to the auxiliary power take-off shaft via a spline, and the gear meshing transmits power, resulting in a simple structure and a transmission efficiency >95%.

[0053] This utility model also includes a disengagement module C, which is installed on the transmission assembly A and located on the same side as the torque converter assembly. The disengagement module C includes a disengagement output component and a disengagement control unit. The disengagement module receives vehicle operating commands through the disengagement control unit, and the disengagement output component realizes power output and interruption. The disengagement output component includes a second output shaft and a disengagement structure. Both ends of the first output shaft 29 are output ends, one of which is connected to the second output shaft through the disengagement structure. A gear sleeve is fitted on the second output shaft, and the gear sleeve is splined and slidably engaged with the second output shaft. The first output shaft 29 is fixed with a spline seat, and the gear sleeve is plugged into and splinedly engaged with the spline seat. When the gear sleeve moves to the two-wheel drive operating position, the gear sleeve disengages from the first output shaft 29, and the transmission power is output only from the first output shaft 29. When the gear sleeve moves to the four-wheel drive operating position, the gear sleeve engages with the spline seat, and the transmission power is output from the first output shaft 29 and the second output shaft. A shift fork is slidably mounted on the transmission body and is connected to the gear sleeve. When the shift fork moves, it can drive the gear sleeve to move.

[0054] The above structure enables rapid disengagement of the electromechanical system. The disengagement control unit receives commands to drive the gear sleeve to slide, and can complete the two-wheel drive / four-wheel drive switching in a short time. The second output shaft and the first output shaft output rigidly and synchronously to ensure uniform torque distribution and dual-side power balance during four-wheel drive.

[0055] The input component, KV clutch component, KR clutch component, K1 clutch component, K2 clutch component, K3 clutch component, K4 clutch component, output component, and auxiliary power take-off shaft 34 are all supported on the gearbox body by bearings, and the shafts in each component are rotating shafts. The KV clutch 7, KR clutch 28, K1 clutch 10, K2 clutch 14, K3 clutch 18, and K4 clutch 24 are wet multi-plate friction clutches with the same principle. KV clutch 7, KR clutch 28, and K1 clutch 10 have identical structures, as do K2 clutch 14, K3 clutch 18, and K4 clutch 24, and each is individually arranged on its corresponding rotating shaft. The individual arrangement of each clutch on its rotating shaft improves heat dissipation (independent oil cooling channels) and helps extend its lifespan.

[0056] The wet clutch uses a one-piece clutch housing with casting-high-speed gear hobbing process, integrating the piston chamber, return spring mounting seat, clutch housing, etc. into a housing with a double U-shaped cross-section. The diameter of the inner return spring mounting seat is adjusted according to the size of the internal spline to ensure that the custom-designed high-speed gear hobbing cutter can just be used to machine the internal spline; this provides a prerequisite for the modular application of clutch components.

[0057] like Figures 5 to 8As shown, the hydraulic circuit system 40 includes a shaped steel oil suction pipe 40a, an oil pump transition plate oil delivery steel pipe 40b, a transition plate torque converter oil delivery steel pipe 40e, a KV clutch oil pipe 40f, and a KR clutch oil pipe 40g, all built into the inside of the gearbox body. A transition plate 40c is mounted on the gearbox body, and a fine filter 40d is mounted on the transition plate 40c. A coarse filter 40aa is also provided on the shaped steel oil suction pipe 40a. The shaped steel oil suction pipe 40a, oil pump transition plate oil delivery steel pipe 40b, and transition plate torque converter oil delivery steel pipe 40e are arranged close to the inner wall of the gearbox body. The embedded installation of these oil pipes inside the gearbox body avoids damage from external impacts and improves vibration resistance; the steel pipe connections replace flexible hoses, offering high pressure resistance and preventing oil leakage.

[0058] The transition plate 40c has an input oil passage a, an oil passage b in the electro-hydraulic control valve, an oil passage c in the torque converter, an oil passage d for the KV clutch, an oil passage e for the KR clutch, an oil passage f for the K1 clutch, an oil passage g for the K2 clutch, an oil passage h for the K3 clutch, and an oil passage k for the K4 clutch. The input end of the fine filter 40d is connected to the input oil passage a, and the output end is connected to the oil passage b in the electro-hydraulic control valve. The input end of the electro-hydraulic control valve 39 is connected to the oil passage b, and the output end is connected to the torque converter assembly or the corresponding clutch via the torque converter oil passage c, the KV clutch oil passage d, the KR clutch oil passage e, the K1 clutch oil passage f, the K2 clutch oil passage g, the K3 clutch oil passage h, and the K4 clutch oil passage k. By controlling the opening and closing of the corresponding output end of the electro-hydraulic control valve 39, the corresponding clutch action is controlled. The transition plate integrates 10 oil passages (ak), and the fine filter is directly connected to the electro-hydraulic valve to reduce pressure loss.

[0059] Through the above-mentioned oil circuit configuration, the oil outlet of the oil pump 31 installed at the front end of the hydraulic transmission A is directly connected to the oil inlet of the electro-hydraulic control valve 39 located at the output side of the hydraulic transmission A, and the oil is led back from the rear end of the hydraulic transmission A to the input torque converter oil chamber, thus realizing the structural arrangement of the transmission front oil pump 31 and rear electro-hydraulic control valve 39.

[0060] The electro-hydraulic control valve 39 includes a main pressure regulating valve 391, a pressure control valve 392, solenoid valves M1393, M2394, M3395, M4396, directional valves A397, B398, C399, and D3910. The inlet of the main pressure regulating valve 391 is connected to the oil pump 31, and the outlet is connected to the pressure control valve 392. The outlet of the pressure control valve 392 is connected to solenoid valves M1393, M2394, M3395, M4396, A397, and D3910. Valve B398, directional valve C399, and directional valve D3910; solenoid valve M3395 is connected to directional valve A397; directional valve B398 is connected to solenoid valve M1393 and directional valve A397 respectively; the oil outlet of directional valve A397 is connected to clutch assembly KR, clutch assembly K4, and clutch assembly KV; solenoid valve M2394 is connected to directional valve D3910; directional valve C399 is connected to solenoid valve M4396 and directional valve D3910 respectively; the oil outlet of directional valve D3910 is connected to clutch assembly K1, clutch assembly K2, and clutch assembly K3.

[0061] The above structure employs graded pressure regulation. The main pressure regulating valve stabilizes the system pressure, and the pressure control valve distributes pressure to the solenoid valve and directional valve as needed to precisely switch the oil circuit, reducing energy consumption. At the same time, it also adopts electro-hydraulic valve group control. Directional valve A controls KV / KR / K4 (input stage clutches), and directional valve D controls K1-K3 (output stage clutches). The logic is clear and reduces the failure rate.

[0062] The torque converter component has a torque converter safety valve 401 in its inlet oil circuit and a back pressure valve 402 in its outlet oil circuit. The back pressure valve 402 is also connected to a cooler 403. The oil cooled by the cooler 403 enters the transmission lubrication circuit directly.

[0063] This utility model's hydraulic transmission utilizes a structure of six independent wet clutches mounted on the drive shaft. Through different combinations of these clutches and nine different gear transmission routes, it achieves a 6-forward, 3-reverse, 1-neutral gear configuration. Furthermore, by employing different shift control strategies and adding or removing components, it can achieve 4-forward, 3-reverse, 1-neutral or 3-forward, 3-reverse, 1-neutral gear configurations. Additionally, it offers optional configurations with one or two power take-off ports indirectly connected to the engine, enabling two-wheel drive and four-wheel drive switching. By selecting the appropriate gear ratios, it precisely matches power output to different vehicles and operating conditions, fulfilling multi-functional needs and improving the overall vehicle's operating economy.

[0064] like Figure 9 As shown, the working principle of the multi-functional hydraulic transmission gear shifting of this utility model is as follows:

[0065] When the engine starts, the power is transmitted through the torque converter pump wheel 32, which drives the oil pump 31 driven by the pump wheel. Hydraulic oil is drawn from the oil tank through the special-shaped steel oil suction pipe 40a, which is equipped with a coarse filter 40aa in the hydraulic oil circuit system 40. The oil is then fed into oil circuit a through the oil pump 31, the oil pump transition plate oil delivery steel pipe 40b, and the transition plate 40c, reaching the fine filter 40d. After being filtered by the fine filter 40d, the oil passes through oil circuit b in the electro-hydraulic control valve and enters the electro-hydraulic control valve 39, which then operates. The hydraulic oil is then limited by the main pressure regulating valve 391 in the electro-hydraulic control valve 39, and then enters each control valve through the pressure control valve 392. While limiting the maximum working oil pressure, the main pressure regulating valve 391 directs the overflowing oil through the torque converter oil passage c in the transition plate 40c to the torque converter oil supply steel pipe 40e in the transition plate 40c, and then into the torque converter. The torque converter is in operation. The inlet oil passage of the torque converter component is equipped with a torque converter safety valve 401, and the outlet oil passage of the torque converter component is equipped with a back pressure valve 402 to prevent excessive internal pressure of the torque converter from damaging the components and to ensure that the inner cavity of the torque converter component is always filled with oil to prevent oil cavitation. After passing through the torque converter component, the hydraulic oil cooled by the cooler 403 directly enters the transmission lubrication oil passage to provide sufficient lubrication and cooling oil for each lubrication point.

[0066] The shift control strategy controls the operation of solenoid valves M1393, M2394, M3395, M4395, A397, B398, C399, and D3910 in the electro-hydraulic control valve 39. Working fluid is supplied to the corresponding shaft gear clutch according to the gear requirements, thus achieving the shifting function. The working principle of each gear in the 6-speed transmission is as follows:

[0067] Forward 1st gear: Solenoid valves M2394, M3395, and M4396 in electro-hydraulic control valve 39 operate, corresponding to the reversing valves D3910, A396, and C398 reversing. Working oil enters the KV clutch through KV clutch oil passage d and KV clutch oil pipe 40f, respectively. Working oil also enters the K1 clutch through K1 clutch oil passage f in transition plate 40c. The KV clutch and K1 clutch are engaged. At this time, the power transmission path is as follows:

[0068] The power sequentially passes through the torque converter turbine, turbine shaft, input gear A, KV clutch gear, KV clutch, KV shaft, KV transmission gear, K2 transmission gear, K4 transmission gear B, K4 shaft, K4 transmission gear A, K1 transmission gear, K1 shaft, K1 clutch, K1 clutch gear, K3 transmission gear, output gear, and the first output shaft.

[0069] Forward 2nd gear: Solenoid valves M1393, M2394, and M4395 in electro-hydraulic control valve 39 operate, corresponding to the reversing valves B397, D3910, and C399 reversing. Working oil enters clutch K4 through clutch oil passage k in transition plate 40c, and also enters clutch K1 through clutch oil passage f in transition plate 40c. Clutches K4 and K1 are engaged. At this time, the power transmission path is as follows:

[0070] The power sequentially passes through the torque converter turbine, turbine shaft, input gear B, K4 clutch gear, K4 clutch, K4 shaft, K4 transmission gear A, K1 transmission gear, K1 shaft, K1 clutch, K1 clutch gear, K3 transmission gear, output gear, and first output shaft.

[0071] Forward 3rd gear: Solenoid valves M3394 and M4395 in electro-hydraulic control valve 39 operate, corresponding to the reversing valves A396 and C399 reversing. Working oil enters the KV clutch through KV clutch oil circuit d and KV clutch oil pipe 40f, respectively, and enters the K2 clutch through K2 clutch oil circuit g in transition plate 40c. KV clutch and K2 clutch are engaged. At this time, the power transmission path is as follows:

[0072] The power flows sequentially through the torque converter turbine, turbine shaft, input gear A, KV clutch gear, KV clutch, KV shaft, KV transmission gear, K2 transmission gear, K2 shaft, K2 clutch, K2 clutch gear, K3 transmission gear, output gear, and first output shaft.

[0073] Forward 4th gear: Solenoid valves M1393 and M4395 in electro-hydraulic control valve 39 operate, corresponding to the reversing valves B398 and C399 reversing. Working oil enters clutch 24 through clutch k in transition plate 40c, and clutch 24 through clutch g in transition plate 40c. Clutches K4 and K2 are engaged. At this time, the power transmission path is as follows:

[0074] The power flows sequentially through the torque converter turbine, turbine shaft, input gear B, K4 clutch gear, K4 clutch, K4 shaft, K4 transmission gear A, K2 transmission gear, K2 shaft, K2 clutch, K2 clutch gear, K3 transmission gear, output gear, and first output shaft.

[0075] 5th gear forward: Solenoid valve M3394 in electro-hydraulic control valve 39 operates, reversing valve A397 reverses direction, and working oil enters the KV clutch through KV clutch oil circuit d and KV clutch oil pipe 40f respectively. Working oil enters the K3 clutch through K3 clutch oil circuit h in transition plate (40c). KV clutch and K3 clutch are engaged. At this time, the power transmission path is as follows:

[0076] The power flows sequentially through the torque converter turbine, turbine shaft, input gear A, KV clutch gear, KV clutch, KV shaft, KV transmission gear, K2 transmission gear, K3 clutch gear, K3 clutch, K3 transmission gear, output gear, and first output shaft.

[0077] Forward 6th gear: Solenoid valve M1393 in electro-hydraulic control valve 39 operates, reversing valve B398 reverses direction, working oil enters clutch 24 through clutch k in transition plate 40c, and working oil enters clutch K3 through clutch h in transition plate 40c. Clutches K4 and K3 are engaged. At this time, the power transmission path is as follows:

[0078] The power sequentially passes through the torque converter turbine, turbine shaft, input gear B, K4 clutch gear, K4 clutch, K4 shaft, K4 transmission gear B, K2 transmission gear, K3 clutch gear, K3 clutch, K3 transmission gear, output gear, and first output shaft.

[0079] Reverse 1st gear: Solenoid valves M1393, M2394, M3395, and M4396 in the electro-hydraulic control valve 39 operate, corresponding to the reversing valves B397, D3910, A396, and C398 reversing. Working oil enters the KR clutch through the KR clutch oil passage e and KR clutch oil pipe 40g, respectively. Working oil also enters the K1 clutch through the K1 clutch oil passage f in the transition plate 40c. The KR and K1 clutches are engaged. At this time, the power transmission path is as follows:

[0080] The power sequentially passes through the torque converter turbine, turbine shaft, input gear A, KR clutch gear, KR clutch, KR shaft, KR transmission gear, K4 transmission gear B, K4 shaft, K4 transmission gear A, K1 transmission gear, K1 shaft, K1 clutch, K1 clutch gear, K3 transmission gear, output gear, and first output shaft.

[0081] Reverse 2 gears: When the electro-hydraulic control valve 39 is controlled by the shift control strategy, and the KR clutch and K2 clutch are engaged, the power passes through the torque converter turbine, turbine shaft, input gear A, KR clutch gear, KR clutch, KR shaft, KR transmission gear, K4 transmission gear B, K2 transmission gear, K2 shaft, K2 clutch, K2 clutch gear, K3 transmission gear, and output gear to the first output shaft.

[0082] Reverse 3rd gear: When the electro-hydraulic control valve 39 is controlled by the shift control strategy, and the KR clutch and K3 clutch are engaged, the power passes through the torque converter turbine, turbine shaft, input gear A, KR clutch gear, KR clutch, KR shaft, KR transmission gear, K4 transmission gear B, K2 transmission gear, K3 clutch gear, K3 clutch, K3 transmission gear, and output gear to the first output shaft.

[0083] This utility model achieves 6 forward and 3 reverse, 4 forward and 3 reverse, and 3 forward and 3 reverse gear requirements for a multi-gear hydraulic transmission by adding or removing parts through different shift control strategies. When the multi-gear hydraulic transmission of this utility model is equipped with a de-bridge module C, power is output from the first output shaft when each gear is working, realizing two-wheel drive or four-wheel drive output.

[0084] In addition, the power transmission path for the multi-gear hydraulic transmission of this utility model needs to be as follows:

[0085] Power is input to the torque converter pump wheel 32, which then drives the auxiliary power take-off shaft 34. This is a single-port oil pump power take-off. Power is input to the torque converter pump wheel 32, and then passes through the auxiliary power take-off shaft 34, power take-off shaft 35, power take-off gear 36, and power take-off output gear 37 in sequence to reach the power take-off output shaft 38. This is the assembly of the multi-gear hydraulic transmission A and the power take-off module B, which provides dual-port oil pump power take-off.

[0086] This utility model features only double input teeth on the input shaft, avoiding restrictions imposed by the input components on the inner shaft and better meeting the power requirements of the vehicle's working pump driven by the inner shaft. Simultaneously, the drive shaft housing the clutch integrates all transmission gears, the wet clutch unit, and the corresponding drive shaft to bear axial force, achieving a fully helical gear structure design with parameter optimization and tooth surface modification. This optimizes gear load distribution and achieves a noise-reducing and environmentally friendly design for the hydraulic transmission. Furthermore, it employs an internal working oil circuit design and centralized lubricant configuration technology, enabling a front-mounted oil pump and rear-mounted control valve structure, resulting in a compact and aesthetically pleasing transmission with low risk of external oil leakage and high reliability. Additionally, it incorporates a dual power take-off module, an output disengagement module, and drive shaft modules with different speed ratios. Through selection, power output can be precisely matched to different vehicles and operating conditions, fulfilling multi-functional needs and improving the overall vehicle's operating economy.

[0087] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0088] Although embodiments of the present invention have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting the present invention. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of the present invention without departing from the principles and spirit of the present invention. Any simple modifications, equivalent changes and modifications made to the above embodiments based on the technical essence of the present invention shall still fall within the scope of the technical solution of the present invention.

Claims

1. A multi-functional hydraulic transmission for engineering applications, comprising a transmission assembly A and a control assembly, characterized in that: The transmission assembly A includes a transmission body, a torque converter assembly, an input assembly, a KV clutch assembly, a KR clutch assembly, a K1 clutch assembly, a K2 clutch assembly, a K3 clutch assembly, a K4 clutch assembly, and an output assembly; The input component includes a turbine shaft fixedly connected to the output end of the torque converter component, an input gear A and an input gear B fixedly connected to the turbine shaft; the KV clutch component includes a KV shaft, a KV drive gear fixedly connected to the KV shaft, a KV clutch gear meshing with the input gear A and supported on the KV shaft by bearings, and a KV clutch fixedly integrated with the KV shaft; the KR clutch component includes a KR shaft, a KR drive gear fixedly connected to the KR shaft, a KR clutch gear meshing with the input gear A and supported on the KR shaft by bearings, and a KR clutch fixedly integrated with the KR shaft; the K2 clutch component includes a K2 shaft, a K2 drive gear meshing with the KV drive gear, a K2 clutch fixedly integrated with the K2 shaft, and a K2 clutch gear supported on the K2 shaft by bearings; the K3 clutch component includes a K3 shaft, a drive gear meshing with the KV drive gear, and a KV clutch fixedly integrated with the K2 shaft by bearings. The K3 clutch component includes a K3 clutch gear on the K3 shaft, a K3 clutch fixedly integrated with the K3 shaft, and a K3 transmission gear fixedly integrated with the K3 shaft and meshing with the K2 clutch gear; the K4 clutch component includes a K4 shaft, K4 transmission gears A and B fixedly connected to the K4 shaft, a K4 clutch gear meshing with the input gear B and supported on the K4 shaft by bearings, and a K4 clutch fixedly integrated with the K4 shaft, wherein the K4 transmission gear B is constantly meshed with the KR transmission gear and the K2 transmission gear; the K1 clutch component includes a K1 shaft, a K1 transmission gear meshing with the K4 transmission gear A and fixedly connected to the K1 shaft, a K1 clutch fixedly integrated with the K1 shaft, and a K1 clutch gear meshing with the K3 transmission gear and supported on the K1 shaft by bearings; the output component includes a first output shaft and an output gear meshing with the K3 transmission gear. The KV clutch assembly is located to the left of the input assembly, the KR clutch assembly is located to the right of the input assembly, the K2 clutch assembly is located below the KV clutch assembly and the input assembly, the K4 clutch assembly is located below the KR clutch assembly and the input assembly, the K1 clutch assembly is located below the K2 clutch assembly and the K4 clutch assembly, the K2 clutch assembly is located to the left of the K1 clutch assembly, and the output assembly is located below the K1 clutch assembly and the K2 clutch assembly. The control components include an oil pump, a hydraulic circuit system, and an electro-hydraulic control valve. The electro-hydraulic control valve is mounted on the gearbox housing. The oil pump is mounted on the gearbox housing and driven by the torque converter component. It sends oil from the oil tank to the hydraulic circuit system and then supplies it to the electro-hydraulic control valve. The working oil controlled by the electro-hydraulic control valve then enters the corresponding clutch through the hydraulic circuit system. Through different clutch combinations, the corresponding gear shift is completed.

2. The multi-functional hydraulic transmission for engineering applications according to claim 1, characterized in that, It also includes a power take-off module B, which is installed on the gearbox body, and the power take-off ports PTO1 and PTO2 of the power take-off module B are respectively arranged at the corresponding positions of the KR clutch component and the KV clutch component of the gearbox assembly A.

3. The multi-functional hydraulic transmission for engineering applications according to claim 1, characterized in that, The torque converter assembly includes a torque converter pump impeller and a torque converter turbine. The torque converter pump impeller is connected to an auxiliary power take-off shaft, and the torque converter turbine is connected to a turbine shaft. The auxiliary power take-off shaft passes through the turbine shaft, and the two rotate independently of each other.

4. The multi-functional hydraulic transmission for engineering applications according to claim 3, characterized in that, It also includes a power take-off module B, which includes a power take-off input component, a power take-off output component A, and a power take-off output component B. The power take-off input component includes a power take-off shaft connected to the auxiliary power take-off shaft via a spline and a power take-off gear fixedly integrated with the power take-off shaft. The power take-off output components A and B have the same structure, each including a power take-off output gear meshing with the power take-off gear and a power take-off output shaft fixedly integrated with the power take-off output gear.

5. A multi-functional hydraulic transmission for engineering applications according to claim 1, characterized in that, It also includes a disengagement module C, which is mounted on the transmission assembly A and located on the same side as the torque converter assembly. The disengagement module C includes a disengagement output component and a disengagement control unit. The disengagement module receives vehicle operating commands through the disengagement control unit, and the disengagement output component realizes power output and interruption. The disengagement output component includes a second output shaft and a disengagement structure. Both ends of the first output shaft are output ends, and one of the output ends is connected to the second output shaft through the disengagement structure.

6. A multi-functional hydraulic transmission for engineering applications according to claim 5, characterized in that, A gear sleeve is fitted on the second output shaft. The gear sleeve is splined and slidably engaged with the second output shaft. A spline seat is fixed on the first output shaft. The gear sleeve is plugged into and splinedly engaged with the spline seat. When the gear sleeve moves to the two-wheel drive working position, the gear sleeve disengages from the first output shaft, and the power of the transmission is output only from the first output shaft. When the gear sleeve moves to the four-wheel drive working position, the gear sleeve engages with the spline seat, and the power of the transmission is output from the first output shaft and the second output shaft.

7. A multi-functional hydraulic transmission for engineering applications according to claim 1, characterized in that, The input component, KV clutch component, KR clutch component, K1 clutch component, K2 clutch component, K3 clutch component, K4 clutch component, output component, and auxiliary power take-off shaft are all supported on the gearbox body by bearings, and the shaft in each component is a rotating shaft. The KV clutch, KR clutch, K1 clutch, K2 clutch, K3 clutch, and K4 clutch adopt the same principle of wet multi-plate friction clutch. The KV clutch, KR clutch, and K1 clutch have the same structure, and the K2 clutch, K3 clutch, and K4 clutch have the same structure. They are all arranged separately on their respective rotating shafts.

8. A multi-functional hydraulic transmission for engineering applications according to claim 1, characterized in that, The hydraulic circuit system includes an irregularly shaped steel oil suction pipe built into the inside of the gearbox body, an oil pump transition plate oil delivery steel pipe, a transition plate torque converter oil delivery steel pipe, a KV clutch oil pipe, a KR clutch oil pipe, a transition plate installed on the gearbox body, and a fine filter installed on the transition plate.

9. A multi-functional hydraulic transmission for engineering applications according to claim 8, characterized in that, The transition plate is provided with an input oil passage a, an electro-hydraulic control valve oil passage b, a torque converter oil passage c, a KV clutch oil passage d, a KR clutch oil passage e, a K1 clutch oil passage f, a K2 clutch oil passage g, a K3 clutch oil passage h, and a K4 clutch oil passage k. The input end of the fine filter is connected to the input oil passage a, and the output end is connected to the electro-hydraulic control valve oil passage b. The input end of the electro-hydraulic control valve is connected to the electro-hydraulic control valve oil passage b, and the output end is connected to the torque converter assembly and the corresponding clutch via the torque converter oil passage c, KV clutch oil passage d, KR clutch oil passage e, K1 clutch oil passage f, K2 clutch oil passage g, K3 clutch oil passage h, and K4 clutch oil passage k, respectively. The corresponding clutch action is controlled by controlling the opening and closing of the corresponding output end of the electro-hydraulic control valve.

10. A multi-functional hydraulic transmission for engineering applications according to claim 1, characterized in that, The electro-hydraulic control valve includes a main pressure regulating valve, a pressure control valve, solenoid valves M1, M2, M3, and M4, directional valve A, directional valve B, directional valve C, and directional valve D. The inlet of the main pressure regulating valve is connected to an oil pump, and the outlet is connected to the pressure control valve. The outlet of the pressure control valve is connected to solenoid valves M1, M2, M3, M4, directional valve A, B, C, and D. Solenoid valve M3 is connected to directional valve A. Directional valve B is connected to solenoid valve M1 and directional valve A. The outlet of directional valve A is connected to the KR clutch assembly, K4 clutch assembly, and KV clutch assembly. Solenoid valve M2 is connected to directional valve D. Directional valve C is connected to solenoid valve M4 and directional valve D. The outlet of directional valve D is connected to the K1 clutch assembly, K2 clutch assembly, and K3 clutch assembly.

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