Adaptive torque converter type automatic continuously variable transmission

Abstract

An adaptive torque converter type automatic continuously variable transmission, comprising a hydraulic torque converter, wherein a pump impeller in the hydraulic torque converter is adaptive; pump blades can freely pivot about a self-rotation axis offset from a pressure center while revolving with the pump impeller, and the pivoting motion of the pump blades is restrained by means of an inertial centrifugal force of an L-shaped pump blade pivoting dynamic balancing counterweight (13) that is linked to a pump blade seat (39), thereby dynamically balancing the reaction force of liquid flow. By sensing the pivoting of the pump blades and the slip between the pump impeller and a turbine, a lock-up clutch (8) is engaged or disengaged at an appropriate time, while constraining the initial and final limit positions of the pivoting of the pump blades.

Description

An adaptive torque converter type continuously variable transmission Technical Field

[0001] This invention relates to the field of torque converter transmission technology, specifically to an adaptive torque converter type continuously variable transmission. Background Technology

[0002] As a transmission mechanism necessary to adapt to the working characteristics of automotive internal combustion engines and electric motors, and to various operating conditions such as vehicle starting, acceleration and deceleration, hill climbing, rolling, parking, and reversing, the transmission has evolved from manual to automatic. Due to different approaches of researchers, automatic transmissions have developed into various types with vastly different forms and principles:

[0003] Automatic transmissions, which have several speed ratios between the active and passive gears in power transmission, are the earliest type and were widely used, but are gradually fading out. What many people call an automatic transmission is actually an electronically controlled torque converter automatic transmission, abbreviated as AT. A slightly later type with significantly improved transmission efficiency and fuel economy is the electronically controlled dual-clutch automatic transmission, often called "electronically controlled dual-clutch automatic transmission," abbreviated as DSG, and sometimes DCT.

[0004] In power transmission, there is no fixed speed-to-torque ratio between the active and passive gears; it can vary continuously over a wide range. Types include electronically controlled cone-pulley chain-belt CVTs, cone-pulley friction ring type, and friction disc type.

[0005] They operate on different principles and each has its own strengths and weaknesses. Despite the tremendous efforts made by researchers to improve operability and economy, some shortcomings still exist.

[0006] Electronic torque converter automatic transmissions (AT) achieve continuously variable transmission (CVT) because the key power transmission component, the hydraulic torque converter, uses ATF oil as a medium for its active and passive pump impellers and turbine. This lack of a fixed speed ratio results in continuously variable transmission. However, due to its simple structure, the torque increase is relatively low (performance varies between manufacturers, with a maximum increase ranging from 1.7 to 2.5 times). This necessitates increasing the torque increase through a pure gear transmission mechanism, adding several gear ratios to the forward gears, thus reverting to stepped transmission. To reduce shift jumps and shocks, the number of speeds has gradually increased from the initial four to the current eight. The advantage of the hydraulic torque converter's simple structure leads to a complex subsequent transmission mechanism and the need for a complex electronic control system for automatic switching between several forward gears. Furthermore, the welded-on pump impeller is unsuitable for varying operating conditions, resulting in less than ideal transmission efficiency and significantly inferior fuel economy compared to other types of transmissions.

[0007] The electronically controlled dual-clutch automatic transmission (ECV) evolved from the manual transmission. It essentially combines two manual transmissions, one controlling odd / even gears and the other reverse, into a single unit driven by dual clutches. Upshifts and downshifts are controlled electronically, with the two clutches alternating. While it's a pure gear drive, inheriting the high efficiency and fuel economy of a manual transmission, it also suffers from the shift shock and power interruption caused by the abrupt gear changes (even with highly precise electronic control, there's still at least a 0.4-second power interruption) and the inability to achieve ideal engine matching. Despite efforts to reduce gear differences and improve shift smoothness—increasing from five speeds to nine—the problem can only be improved, not eliminated. The pursuit of smoothness has led to frequent shifts. Although manual operation is no longer required, frequent shifts inevitably interrupt power transmission, creating pulsed power delivery and significantly reducing efficiency and fuel economy, especially in congested urban areas, at traffic lights, crosswalks, and on elevated roads. Furthermore, the automatic switching between eight or nine forward gears relies on the precise control of a complex and sophisticated electronic system.

[0008] The cone-pull chain-driven continuously variable transmission (CVT) utilizes a transmission chain that slides freely radially within the V-shaped grooves of the active and passive cone pulleys, allowing its working radius to continuously change and achieve stepless speed and torque conversion within a certain range. It eliminates power interruption and jerking, and is easily matched with engines. However, because it relies on the sliding friction generated by the strong pressure between the chain lock pins and the smooth conical surfaces for transmission, and radial sliding inevitably leads to circumferential sliding, it cannot be matched with large-displacement, high-power engines (the maximum output power of an engine is roughly proportional to its displacement or size, while the maximum power transmitted by the cone-pull chain-driven CVT is roughly proportional to the pressure area between the pin and the conical surfaces; the volume ratio is the cube of the similarity ratio, while the area ratio is only the square of the similarity ratio. Therefore, the larger the displacement engine, the larger the cone-pull chain-driven CVT needs to be, not a proportionally larger one). The key transmission components—the cone pulleys and chain belt—are prone to wear due to the strong pressure and sliding friction, resulting in a higher failure rate. Similarly, the so-called automatic transmission also relies on a complex electronic control system.

[0009] As for friction disc type and cone wheel friction ring type continuously variable transmissions, they have hardly been used because the contact area of ​​the transmission is too small, resulting in too little sliding friction and smaller engine power that can be matched.

[0010] The aforementioned types of existing automatic transmissions are not compatible with the motors of the increasingly popular pure electric vehicles. Currently, pure electric vehicles all use two-speed transmissions, which are rudimentary and only a stopgap measure. Relevant manufacturers are developing more advanced ones. Summary of the Invention

[0011] The purpose of this invention is to provide an adaptive torque converter type automatic continuously variable transmission to solve the problems mentioned in the background art.

[0012] To solve the above-mentioned technical problems, the present invention provides the following technical solutions:

[0013] The hydraulic torque converter utilizes a high-speed rotating active impeller (pump impeller) to drive the kinetic energy transfer medium ATF oil in a closed-loop flow channel, which in turn impacts the passive impeller (turbine) to rotate, thereby achieving continuous variation of the pump-turbine speed-torque ratio within a certain range, thus realizing stepless speed regulation. However, the hydraulic torque converter in this invention has significant differences compared to traditional hydraulic torque converters, resulting in a qualitative improvement in performance.

[0014] In traditional hydraulic torque converters, the pump impeller blades are fixedly welded into the impeller housing, making them unsuitable for a wide range of varying operating conditions. Under high turbine loads and with a large speed difference between the pump and turbine, intensified vortices near the leading and trailing edges of the airfoil cause a sharp increase in the ratio of mechanical energy dissipated as internal energy, resulting in a drastic drop in transmission efficiency. Although the presence of a guide wheel significantly reduces the angle of attack of the pump impeller relative to the incoming flow, delays flow separation on the airfoil back, and reduces turbulence, it is still considered excessive. Simultaneously, the significantly increased fluid reaction force under large speed differences drastically reduces the maximum speed of the pump impeller, worsening the in-cylinder combustion performance of the engine. For the electric motor, much of the increased power consumption with increasing load is converted into motor heat, and prolonged high loads (such as heavy vehicles climbing hills or long bridge approach ramps) can potentially burn out the motor. In particular, insufficient torque amplification necessitates further speed reduction and torque amplification in the subsequent planetary gear set, requiring multiple speed ratios and complex electronic systems to control gear shifting. The simple structure of the torque converter leads to several subsequent drawbacks.

[0015] In the hydraulic torque converter of this invention, the pump impeller blades, while revolving with the pump impeller frame, can also deviate from their own rotation axis, which is parallel to the center of the fluid pressure and approaches the leading edge of the airfoil. They can freely deflect within a certain angle according to the changes in engine speed and / or the speed difference between the pump and turbine, in a centrifugal flow channel that is parallel to and perpendicular to the pump impeller shaft on both sides. The inertial centrifugal force of the linked centrifugal pendulum dynamically balances the reaction force of the fluid flow (the higher the engine speed, the greater the inertial centrifugal force of the pendulum, the greater the resistance force on the deflection of the linked pump impeller blades, and the greater the power of the pump impeller driving the fluid flow). Furthermore, the linkage device senses the deflection of the pump impeller and the slippage between the pump and turbine, so that the lock-up clutch, which is coupled together to improve the transmission efficiency during normal smooth driving with only one torque, locks up and disengages in a timely manner, and limits the initial and final extreme positions of the pump impeller deflection. This allows for a speed-to-torque ratio far exceeding that of traditional hydraulic torque converters without the need for further deceleration and torque amplification or the addition of multiple speed ratios. Consequently, it also eliminates the need for an electronic control system that switches between these speed ratios, achieving true automation on the basis of continuously variable transmission and torque conversion, thus simplifying complex problems.

[0016] This invention discloses an adaptive torque converter type continuously variable transmission, comprising:

[0017] Transmission housing – fastened to the motor housing with bolts;

[0018] The cover—the external spline engages with the internal spline on the motor side of the gearbox housing, and is closely fitted with the motor power output shaft by a sealing ring;

[0019] The planetary gear ring spline hub at the power input end engages with the internal spline of the pump wheel housing power input spline hub via an external spline.

[0020] The turbine outer runner blades arranged in a ring—to the turbine outer runner casing and the turbine support disc—are all welded and fixed together.

[0021] The turbine internal flow channel blades are arranged in a ring around the turbine support disk and the turbine internal flow channel shell, and are welded and fixed to each other.

[0022] Turbine power output torsion damper – multiple springs arranged in a ring are fixed at one end to the contact protrusion of the turbine outer flow channel housing and at the other end to the outer edge of the wheel on the torque converter power output shaft;

[0023] Lock-up clutch – with friction plates and steel plates respectively engaging with spline grooves on the pump wheel housing and turbine housing, and controlled by the piston in the lock-up clutch cylinder;

[0024] Pump and turbine slippage sensing ring - can slide axially to the left under the push of the piston to abut against the corresponding ring groove of the turbine housing; it can also rotate slightly circumferentially under the drag of the turbine housing, causing the inner tooth outer ring embedded in the contact to rotate slightly.

[0025] Both the inner and outer ring pump impellers have impeller roots connected to root gears via internal and external splines. Synchronization of the circumferential ring gears and coordinated rotation of the radially inner and outer gears are achieved solely through coordinating synchronizing gears. Surrounding this is the inner tooth outer ring, whose internal teeth mesh simultaneously with the outer ring root gears. Seven protrusions are evenly distributed and fixed to its outer circumference, protruding through windows at corresponding locations on the pump impeller seat and embedding into the pump / turbine slip sensing ring. The axial grooves of the ring are also present.

[0026] The inner ring gear is surrounded by and meshes with the pump impeller seat oil passage gear ring. Seven sets of oil passages are evenly distributed around its upper ring, which can connect and disconnect the main gear oil pump oil passage in the pump impeller seat from the lock-up clutch oil pipe or the gear chamber cavity.

[0027] The left end of the cylindrical shaft fitted outside the rotating shaft of the dynamic balancing pendulum is fixed to the coordinating synchronous gear, and the right end is fixed to the pump blade deflection rotation balancing pendulum; the left end of the shaft is integrated with the inner seat of the pump blade seat, and the right end extends out of the outer seat of the pump blade seat and is fastened with a nut, thereby connecting the inner and outer seats together; there are twenty-one pump blades arranged in a circle around the circumference.

[0028] Twenty-one coordinating synchronous gears mesh with the root gears of the twenty-one pump impellers in two sets arranged in inner and outer rings. Seven of these gears have intermittently rotating cylindrical shafts controlled by shift forks on the four pump impellers (left, right, inner, and outer). The right end of each shaft extends out of the pump impeller seat and is fixed to a gear that drives the lock-up clutch oil valve control rack. Fourteen other shafts have dynamically balancing pendulums mounted on them. The pump impellers extend cantilevered into the centrifugal flow channel, constrained by bearings in the inner and outer pump impeller seats. The impeller tips are constrained by bearings in the pump impeller tip damping frame.

[0029] The power input sun gear is engaged with the external spline of the motor power output shaft by an internal spline and is held in place by a baffle that is fastened by bolts at the end of the shaft.

[0030] The planetary carrier of the power input planetary gear is fixed to the cover on one side of the motor; the right side cover of the power input planetary gear is fixed to the right side of the gear ring, which forces the ATF oil thrown out in the torque converter to gather and flow to the torque converter return oil passage, and supply the cylinders of the large and small clutches and brakes on the right side of the compartment base via the clutch oil pipe and brake oil pipe, as well as the planetary gear set.

[0031] The torque converter cylinder shaft is perpendicular to the disc-shaped compartment base and integrated with its central through hole.

[0032] Main gear oil pump – the internal spline engages with the external spline on the right side of the pump hub;

[0033] Pump impeller seat cover – secured to the right side of the pump impeller seat with screws;

[0034] Pump hub - fitted onto the cylinder shaft and constrained by two bearings thereon, with a sealing ring installed between the center of the hub and the cylinder shaft; following the pump wheel, the turbine is also fitted onto the cylinder shaft and constrained by the main bearing thereon.

[0035] Following the turbine—the inner guide wheel is fitted onto the cylinder shaft with a one-way clutch; the outer guide wheel is fitted onto the hub of the inner guide wheel with a one-way clutch; the inner and outer guide vanes arranged in a circle are integrated with the inner and outer guide wheel respectively; the torque converter power output shaft is elastically connected to the torsion damper by the peripheral contact protrusion of the integrated wheel on its left side and inserted into the cylinder shaft to the right; at the exit compartment base, the external spline engages with the large and small clutches and the internal spline of the frame wheel hub, and the oil supply line matches the oil line in the frame and base, and is pressed against by the right bearing housing with a threaded connection;

[0036] The small sun gear axle is fitted onto the right section of the power output shaft and constrained by two bearings on it. The wheel on its left side, which is integrated into the shaft, is controlled by a small clutch.

[0037] The large sun gear axle is mounted on the small sun gear axle and can rotate freely. The wheel disk integrated on its left side is controlled by a large clutch. The large and small sun gear axles and the large and small sun gears are fixedly connected by internal and external splines. The small sun gear meshes with the short planet gears, and the short planet gears and the large sun gear mesh with the long planet gears. The planet carrier is controlled by a brake.

[0038] The power output ring gear—its internal teeth mesh with the long planetary gear, and its external teeth mesh with the large gear of the main reducer; the right side of the ring gear is integrated with the wheel hub, and the right end of the power output shaft is constrained by an embedded bearing in the hub, while the outer bearing is constrained to the right cover of the transmission.

[0039] The shift plug, which controls the opening and closing of the oil supply line to the brake and clutch cylinders, closely fits the smooth inner wall of the corresponding part of the hollow return oil passage in the power output shaft. The plug connecting rod passes through the sealing ring on the cover to the right and is controlled by the slide rail and lever inside the shift assembly. The shift assembly seat is fixed to the right cover with bolts.

[0040] The shift cable's telescopic motion is converted into the left-right translation of the pipe plug through the rotary lever and the pipe plug lever;

[0041] The handbrake cable's extension and retraction motion is converted into the left and right translation of the handbrake parking pin on the right side of the cover through the handbrake worm gear. When the parking pin translates to the left, it engages with the gear ring disc, which is the manual brake; when it translates to the right, it disengages and releases the brake.

[0042] The annular clutch piston is pushed by the oil pressure in the oil supply line to press against the friction plates and steel plates of the brake and / or clutch. When there is no oil pressure supply, the pressure relief valve opens under the inertial centrifugal force, and the piston moves to the left to release.

[0043] The auxiliary gear oil pump supplies pressurized oil only to the limited-slip differential. It is fitted onto the hub of the main gear reducer and is fixedly connected by internal and external splines.

[0044] The oil inlets for both the main gear oil pump and the auxiliary gear oil pump come from the ATF oil filter on the bottom differential side.

[0045] The main gear oil pump delivers oil through the oil passage, gear ring oil circuit, lock-up clutch oil supply pipe, oil valve, and then to the lock-up clutch. The annular cylinder supplies oil, pushing the annular piston to the left to press against the clutch friction plates and steel plates. Simultaneously, pressurized oil enters the slip sensor cylinder through the orifice exposed on the annular spacer after the annular piston moves to the left, pushing its annular piston to press the slip sensing ring against the turbine housing. The oil then enters the pump impeller seat cavity through the orifice exposed after the annular piston moves to the left, leaking into the pump turbine's closed circulation channel through the gap between the pump impeller and the seat.

[0046] If the turbine housing drags the slip sensing ring that is pressed against it to rotate, the outer gear ring that is engaged with the outer ring blade shank gear by the contact protrusion embedded in the ring will also rotate. The linkage component will cut off the supply of pressure oil to the locking clutch and open the drain hole at the same time. The inertial centrifugal force will cause the residual oil in the two cylinders to be discharged quickly. The ring plug will move to the right to loosen and block the two oil holes. The pressure oil will directly enter the cavity of the pump blade seat through the oil passage in the inner gear ring and be discharged into the closed circulation channel.

[0047] The pump impeller seat is formed by combining an inner seat that is integrated with the pump wheel spokes and hub and an outer seat that is integrated with the power input spline hub of the pump wheel housing. The outer periphery of the inner seat only reaches the slip sensing ring and the contact window of the outer gear ring. The inner periphery is connected to the inner side of the oil circuit gear ring in the seat by inner and outer splines. The lock-up clutch and slip sensor are located on the outer seat. The inner and outer seats are integrated with the inner seat at the left end through the shaft of the coordinating synchronous gear, and the right end extends out of the outer seat and is fastened by a nut.

[0048] The differential power input gear meshes with the pinion of the main reducer. Its hub is the power input cylinder, which encloses the differential gear ring, planetary gear, differential sensing gear, differential transmission gear, over-differential sensing assembly, slip lock-up clutch and cylinder, and forks the differential planetary carrier and is tightly connected by the planetary carrier anti-reverse cover.

[0049] The main reducer end cover is bolted to the right gearbox cover.

[0050] There are various types of limited-slip differentials. In this automatic continuously variable transmission, a Torsen limited-slip differential can be considered.

[0051] The advantages of this invention compared to the prior art are:

[0052] Compared to electronically controlled torque converter automatic transmissions, the adaptive pump wheel improves the flow state of the ATF oil, reduces the dissipation of fluid mechanical energy, and improves transmission efficiency and fuel economy. At the same time, it greatly increases the torque increase and simplifies the subsequent transmission mechanism, thereby eliminating the need for a complex electronic control system.

[0053] Compared to electronically controlled dual-clutch automatic transmissions, it achieves continuous changes in speed and torque without power interruption. In particular, it makes the complex and sophisticated electronic control system redundant, thus achieving true automation.

[0054] Compared to electronically controlled continuously variable transmissions (CVTs), it solves the problem that transmissions relying on sliding friction cannot match high-power engines, making it suitable for everything from microcars to heavy tanks and intercontinental ballistic missile launchers. It also eliminates the need for complex electronic control systems.

[0055] Compared to automatic transmissions, this invention solves the problem of continuity in gear shifting and torque changing, achieving an ideal match with the engine.

[0056] Compared to continuously variable transmissions (CVTs), it solves the problem of limited matching.

[0057] Compared to existing automatic transmissions, it eliminates the need for complex electronic control systems, achieving true automation and offering significant acceleration performance, thereby improving the battlefield mobility and agility of military vehicles. Attached Figure Description

[0058] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings listed below are only some structural schematic diagrams of the present invention, and not all of them.

[0059] Figure 1 is a structural schematic diagram of an adaptive torque converter type continuously variable transmission according to the present invention.

[0060] Reference numerals: 1. Transmission housing; 2. Cover; 3. Input planetary gear ring spline hub; 4. Pump impeller housing; 5. Turbine power output torsional damper; 6. Turbine outer flow passage housing; 7. Turbine outer flow passage blade; 8. Lock-up clutch; 9. Lock-up clutch piston; 10. Lock-up clutch cylinder; 11. Pump and turbine slippage sensing ring; 12. Slippage sensing ring piston; 13. Pump impeller deflection balance pendulum; 14. Pump impeller shank; 15. Pump impeller shank root gear; 16. Dynamic balance pendulum shaft; 17. Coordinating synchronizing gear; 18. Engine power output shaft; 19. Power shaft end fastening nut; 20. Power input sun gear fastening plate; 21. Engine side cover sealing ring; 22. Power input sun gear; 23. Torque converter return oil passage; 24. Torque converter power output shaft; 25. Inner guide wheel. 25. Hub one-way clutch; 26. Outer guide wheel hub one-way clutch; 27. Torque converter cylinder shaft; 28. Torque converter main bearing; 29. ​​Outer guide wheel disc; 30. Inner guide wheel disc; 31. Turbine inner flow channel blade; 32. Inner guide vane; 33. Outer guide vane; 34. Main oil pump oil passage; 35. Turbine support disc; 36. Pump impeller top damping frame; 37. Pump impeller inner blade; 38. Main gear oil pump; 39. Pump impeller seat; 40. Pump impeller seat inner oil passage gear ring; 41. Lock-up clutch oil supply pipe; 42. Main gear oil pump oil supply port; 43. Pump impeller outer blade; 44. Lock-up clutch oil valve control head; 45. Pump impeller shank bearing; 46. Lock-up clutch oil valve control rod; 47. Pump impeller seat cover; 48. Lock-up clutch inner pressure relief hole; 49. Lock-up clutch and slip sensor ring separator; 40. Lock-up clutch leakage... Oil hole 50; Differential gear ring 51; Final drive 52; Differential planetary carrier 53; Differential planetary carrier anti-reverse cover 54; Differential power input cylinder 55; Differential power input gear 56; Differential transmission gear 57; Over-differential sensing assembly 58; Differential planetary gear 59; Differential sensing gear 60; Slip lock-up clutch 61; Slip lock-up clutch cylinder 62; Transmission housing 63; Torque converter compartment and planetary gear clutch compartment partition base 64; Planetary carrier brake 65; Planetary carrier brake oil supply pipe 66; Transmission right cover 67; Large sun gear clutch 68; Small sun gear clutch 69; Clutch oil supply pipe 70; Large sun gear disc 71; Shift cable 72; Small sun gear disc 73; Hand 74. Parking pin; 75. Handbrake cable; 76. Long planetary gear; 77. Large sun gear; 78. Small sun gear; 79. Large sun gear shaft; 80. Ring gear disc; 81. Small sun gear shaft; 82. Ring gear hub; 83. Shift tube plug lever; 84. Shift tube connecting rod slide rail; 85. Shift tube plug connecting rod; 86. Shift tube plug; 87. Brake and clutch cylinder oil supply lines; 88. Shift assembly; 89. Shift assembly seat; 90. Handbrake worm gear; 91. Short planetary gear; 92. Planetary carrier; 93. Clutch piston; 94. Power output ring gear; 95. Clutch cylinder pressure relief valve; 96. Secondary gear oil pump; 97. Main reducer end cover; 98. Overrun differential sensor; 99. Limited slip differential pressure oil line; 100. Half shaft spline hole; 101. Transmission right end cover. Detailed Implementation

[0061] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0062] In the description of the embodiments of the present invention, it should be noted that if terms such as "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer" appear, the indicated orientation or positional relationship is based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of the invention is usually placed when in use. They are only for the convenience of describing the present invention 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 the present invention.

[0063] Furthermore, the terms "first," "second," and "third" are used only for distinguishing descriptions and should not be interpreted as indicating or implying relative importance. The use of terms such as "horizontal," "vertical," and "suspended" does not imply that the component must be absolutely horizontal or suspended, but rather that it can be slightly tilted. For example, "horizontal" simply means that its direction is more horizontal than "vertical," not that the structure must be perfectly horizontal, but can be slightly tilted.

[0064] In the description of the embodiments of the present invention, the terms "multiple" or "several" refer to at least two.

[0065] In the description of the embodiments of the present invention, it should also be noted that, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" 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 the present invention according to the specific circumstances.

[0066] This embodiment, in conjunction with Figure 1, provides a detailed description of an adaptive torque converter type continuously variable transmission.

[0067] This embodiment discloses an adaptive torque converter type continuously variable transmission, including:

[0068] Transmission housing 1 – fixed to the motor housing with bolts;

[0069] The cover 2 has an external spline that engages with the internal spline on the motor side of the gearbox housing 63, and is closely fitted with the motor power output shaft 18 by a sealing ring 21.

[0070] The external spline of the planetary gear ring at the power input end meshes with the internal spline of the power input spline of the pump wheel housing 4.

[0071] The turbine outer flow channel blades 7 arranged in a ring are welded and fixed to the turbine outer flow channel casing 6 and the turbine support disk 35.

[0072] The turbine inner flow channel blades 31 arranged in a ring are welded and fixed to the turbine support disk 35 and the turbine inner flow channel shell.

[0073] Turbine power output torsion damper 5 - multiple springs arranged in a ring are fixed at one end to the contact protrusion of the turbine outer flow channel housing 6 and at the other end to the outer edge of the wheel disk on the torque converter power output shaft 24;

[0074] Lock-up clutch 8 – with friction plates and steel plates respectively engaging with the spline grooves on the pump wheel housing 4 and the turbine housing 6, and controlled by the piston 9 in the lock-up clutch cylinder 10;

[0075] Pump and turbine slippage sensing ring 11 - can slide axially to the left under the push of piston 12 to abut against the corresponding ring groove of turbine housing 6; it can also rotate slightly circumferentially under the drag of turbine housing 6, causing the inner tooth outer ring embedded in the contact protrusion to rotate slightly.

[0076] The root of the shank 14 of the inner ring pump blade 37 and the outer ring pump blade 43 is fixedly connected to the root gear 15 by internal and external splines, and the synchronous rotation of the circumferential ring gears and the coordinated rotation of the radial internal and external gears are achieved only by the coordinating synchronous gear 17; surrounding and simultaneously meshing the internal teeth with the root gear 15 of the outer ring is the inner tooth outer ring, and several protrusions are evenly distributed and fixed to its outer circumference, protruding out of the window at the corresponding position of the pump blade seat 39 and embedded in the axial groove of the pump and turbine slippage sensing ring 11;

[0077] Surrounded by and meshing with the inner ring root gear 15 is the inner oil passage gear ring 40 of the pump impeller seat 39. Seven sets of oil passages are evenly distributed around its upper ring, which can connect and disconnect the main gear oil pump oil passage 34 in the pump impeller seat 39 from the lock-up clutch oil supply pipe 41 or the cavity of the gear 15, 17.

[0078] The left end of the cylindrical shaft 16, which is fitted around the dynamic balancing pendulum shaft, is fixed to the coordinating synchronous gear 17, and the right end is fixed to the pump blade deflection balancing pendulum 13; the left end of the shaft 16 is integrated with the inner seat of the pump blade seat 39, and the right end extends out of the outer seat of the pump blade seat 39 and is fastened with a nut, thereby connecting the inner and outer seats together; there are twenty-one pump blades arranged in a circle around the perimeter.

[0079] Twenty-one coordinating and synchronizing gears 17 mesh with the root gears 15 of the two sets of twenty-one pump impellers arranged in an inner and outer ring. Seven shafts with evenly spaced shafts are fitted with intermittently rotating cylindrical shafts controlled by the shift forks on the left, right, inner and outer pump impellers. The right end of the cylindrical shaft extends out of the pump impeller outer seat and is fixed to the gear 44, which drives the rack of the lock-up clutch oil valve control head 46. In addition to the seven evenly spaced shafts, fourteen shafts are fitted with dynamic balancing pendulums 13. Pump impellers 37 and 43. The impeller 14 is constrained by the bearings 45 in the inner and outer pump impeller seats and extends cantilevered into the centrifugal flow channel. The impeller tips are all constrained by the bearings in the pump impeller tip damping frame 36.

[0080] The power input sun gear 22 is engaged with the external spline of the motor power output shaft 18 by an internal spline and is held in place by a baffle 20 fastened by bolts 19 at the shaft end.

[0081] The planetary carrier of the power input planetary gear is fixed to the cover 2 on one side of the motor; the periphery of the cover on the right side of the power input planetary gear is fixed to the right side of the gear ring, which forces the ATF oil thrown out in the torque converter to gather and flow to the torque converter return oil passage 23, and supply the oil cylinders of the large and small clutches 68 and 69 and the brake 65 on the right side of the compartment base 64 via the clutch oil pipe 70 and the brake oil pipe 66, as well as the planetary gear set.

[0082] The torque converter cylinder shaft 27 is perpendicular to the disc-shaped compartment base 64 and is integrated with its central through hole;

[0083] Main gear oil pump 38 – The internal spline engages with the external spline on the right side of the pump hub.

[0084] Pump impeller cover 47 - is fastened to the right side of pump impeller 39 with screws;

[0085] The pump hub is fitted onto the cylindrical shaft 27 and constrained by two bearings thereon, and a sealing ring is installed between the center of the hub and the cylindrical shaft 27; following the pump wheel, the turbine is also fitted onto the cylindrical shaft 27 and constrained by the main bearing 28 thereon.

[0086] Following the turbine, the inner guide wheel 30 is fitted onto the cylinder shaft 27 with a one-way clutch 25; the outer guide wheel 29 is fitted onto the hub of the inner guide wheel 30 with a one-way clutch 26; the inner guide vanes 32 and the outer guide vanes 33 arranged in a circle are respectively integrated with the inner guide wheel 30 and the outer guide wheel 29; the torque converter power output shaft 24, which is elastically connected to the torsion damper 5 by the peripheral contact protrusion of the wheel 30 integrated on its left side, is inserted into the cylinder shaft 27 to the right; at the base of the compartment, the outer spline engages with the inner spline of the hub of the large and small clutches 68 and 69, and the oil supply line 87 is connected to the oil lines 66 and 70 in the frame and base, and is abutted by the right bearing seat with a threaded connection;

[0087] Small sun gear shaft 81 is fitted on the right section of the power output shaft and constrained by two bearings on it. The wheel 73 integrated on its left side is controlled by small clutch 69.

[0088] The large sun gear shaft 79, mounted on the small sun gear shaft 81, can rotate freely. Its left side has an integrated disc 71 controlled by a large clutch 68. The large and small sun gear shafts 79 and 81 are connected to the large and small sun gears 77 and 78 by internal and external splines. The small sun gear 78 meshes with the short planet gear 91, and both the short planet gear 91 and the large sun gear 77 mesh with the long planet gear 76. The planet carrier 92 is controlled by a brake 65.

[0089] The power output gear ring 94 has its internal teeth meshing with the long planetary gear 76 and its external teeth meshing with the large gear of the main reducer 52; the right side of the gear ring 94 is integrated with the wheel hub 82 of the wheel disc 80, and the right end of the power output shaft 24 is constrained by the bearing embedded in the hub, while the outer bearing is constrained to the right cover 67 of the transmission.

[0090] The oil supply line 87 for the control brake and clutch cylinders—the shift plug 86, whose opening and closing are closely fitted with the smooth inner wall of the corresponding part of the hollow return oil passage 23 in the power output shaft 24; the plug connecting rod 85 passes through the sealing ring on the cover 67 to the right and is controlled by the slide rail 84 and the lever 83 in the shift assembly 88; the shift assembly seat 89 is fixed to the right cover 67 with bolts.

[0091] The shift cable 72—its telescopic movement is transformed into the left-right translation of the pipe plug 86 through the rotary lever and the pipe plug lever;

[0092] The handbrake cable 75 – its extension and retraction movement is transformed by the handbrake worm gear 90 into the left and right translation of the handbrake parking pin 74 on the right cover 67; when the parking pin 74 translates to the left, it engages with the gear ring wheel 80 to manually brake, and when it translates to the right, it disengages from the brake.

[0093] The annular clutch piston 93 is pushed by the pressure oil in the oil supply line 87 to press the friction plates and steel plates of the brake and / or clutches 65, 68, and 69. When there is no pressure oil supply, the pressure relief valve 95 opens under the inertial centrifugal force, and the piston 93 moves to the left to release.

[0094] The auxiliary gear oil pump 96 supplies pressurized oil only to the limited-slip differential. It is fitted onto the hub of the main gear 52 and fixedly connected by internal and external splines. The oil inlets of the main gear oil pump port 42 and the auxiliary gear oil pump port both come from the ATF oil filter on the bottom differential side.

[0095] The main gear oil pump 38 delivers oil to the lock-up clutch 8 via oil passage 34, gear ring 40 oil circuit, lock-up clutch oil supply pipe 41, oil valves 44 and 46. The annular cylinder 10 supplies oil, pushing the annular piston 9 to the left to press against the friction plates and steel plates of the clutch 8. Simultaneously, pressurized oil enters the slip sensor cylinder through the orifice on the annular spacer 49 exposed after the annular piston moves to the left, pushing its annular piston to press the slip sensing ring 11 against the turbine housing 6. The oil then enters the pump impeller seat 39 cavity through the orifice exposed after the annular piston moves to the left, leaking into the pump turbine closed circulation channel through the gap between the pump impeller and the seat.

[0096] If the turbine housing 6 drags and presses against the slip sensing ring 11, causing it to rotate, the outer gear ring, which meshes with the outer ring blade shank gear by having its contact protrusion embedded in the ring, will also rotate. The linkage components 40, 44, and 46 will cut off the supply of locking clutch pressure oil, and at the same time open the drain hole 50. The inertial centrifugal force will cause the two oil cylinders 10 to quickly release, and the ring plugs 9 and 12 will move to the right, loosening and sealing the two oil holes. The pressure oil will then enter the cavity of the pump impeller seat 39 directly through the oil passage in the inner gear ring 40 and drain into the closed circulation channel.

[0097] The pump impeller seat 39 is formed by the combination of an inner seat integrated with the pump wheel spokes and hub and an outer seat integrated with the power input spline hub 4 of the pump wheel housing. The outer periphery of the inner seat only extends to the slip sensing ring 11 and the contact window of the outer gear ring. The inner periphery is connected to the inner side of the oil circuit gear ring 40 in the seat by inner and outer splines. The lock-up clutch and slip sensor are located on the outer seat. The inner and outer seats are integrated with the inner seat at the left end of the shaft of the coordinating synchronous gear 17, and the right end extends out of the outer seat and is fastened by a nut.

[0098] Differential power input gear 56 meshes with the pinion of the main reducer 52. Its hub, i.e., power input cylinder 55, encloses the differential ring gear 51, planetary gear 59, differential sensing gear 60, and differential transmission gear 57. The over-slip differential sensing assembly 58 and the slip lock-up clutch 61 and cylinder 62 fork the differential planetary carrier 53 and are securely connected by the planetary carrier anti-roll cover 54.

[0099] The main reducer end cover 97 is bolted to the right gearbox cover 67.

[0100] When the speed difference between the pump and turbine is zero, they rotate at the same speed, and the oil also rotates with them but does not flow. Under this condition, the pump and turbine are locked as a whole coaxial unit. At this time, the pump blades arranged in a ring in the centrifugal flow channel are twisted to the initial limit position by the linked centrifugal pendulum (the center of mass of the L-shaped pendulum is slightly deviated from the meridian and moves forward), which is the position where the angle between the airfoil chord of the pump blade and the meridian is the smallest.

[0101] To improve the transmission efficiency during normal smooth driving when the pump impeller can drive the turbine with only one torque, a coupling-lock-off disconnector is added to the hydraulic torque converter. Although the sudden, slight fluctuations in turbine speed during locking and disengagement may disrupt smoothness, its efficiency-enhancing function under these specific conditions is significant. (When the turbine receives one torque from the pump impeller, its speed is typically 90%–94% of its original speed. This also means that the torque converter's transmission efficiency is only 90%–94% at this point. One torque transmission also minimizes the speed difference between the pump and turbine, and minimizes the torque of the hydraulic reaction force on the pump impeller. The pump impeller and other linkage components are torsionally held at their initial limits by the inertial pendulum. The linkage sensing device immediately engages the locking clutch, allowing the pump and turbine to rotate as a rigid unit, thus achieving 100% transmission efficiency. When the pump impeller cannot drive the increased-load turbine through the one torque of the locking clutch, it will slip differentially. The linkage sensing device immediately disengages the locking mechanism, allowing the turbine to operate in a free state of deceleration, torque increase, and continuous variation.) This makes it an indispensable supplement to the hydraulic torque converter. Furthermore, the sudden fluctuations in turbine speed caused by locking and disengagement can be reduced to a level imperceptible to the driver and passengers by the torsion buffer device.

[0102] When the turbine is in a deceleration and torque-increasing condition, as the speed difference increases, the pump impeller rotates faster relative to the turbine, and the fluid flow driven by the pump blades also accelerates, increasing the relative velocity between the blades and the fluid. According to fluid mechanics, the lift obtained by the airfoil or the impact force experienced by the blade is proportional to the square of the incoming flow velocity. The greater the speed difference, the greater the interaction force between the blades and the fluid, meaning the greater the torque obtained by the turbine. At the same time, the reaction force of the fluid flow on the pump blade (including drag in the downstream direction and lift perpendicular to the incoming flow direction and pointing towards the blade back) also becomes greater. However, since the pump blade can deflect around its own axis, which is slightly closer to the forward edge than the center of fluid pressure, the increasingly greater reaction force will cause the blade to turn away from its initial limit position by a larger angle due to the inertial centrifugal force of the linked pendulum. The angle between the airfoil chord and the meridian will also be larger, and the main part of the reaction force—lift—will point closer to the pump shaft because it is perpendicular to the incoming flow direction. Although the airfoil drag is further from the pump shaft, it is a small, high-order quantity compared to the lift, only about one-twentieth of it. Therefore, the closer the direction of the fluid reaction force is to the pump shaft, the greater the force and the shorter the arm. The product of the lever arms (the product of the force vector and the position vector), i.e., the moment of the fluid flow about the pump shaft, remains basically unchanged. In other words, the greater the speed difference, the slower the turbine rotates relative to the pump impeller. The increasingly greater resistance and upward force on the fluid flow is transmitted to the pump impeller, causing it to deflect more severely and further reducing the circumferential frontal area. This results in only a small increase in circumferential resistance, while the significantly increased radial pressure cancels each other out. The pump impeller is almost unaffected by the increasingly greater resistance and upward force of the slower-rotating turbine, maintaining an ever-increasing speed difference. Even with a large radial force, the moment about the pump shaft is zero, meaning it does not increase the engine load. However, the force of the pump impeller driving the fluid can be transmitted downstream in all directions. The positive (positive) force of the significantly increased radial force (fluid reaction force), which does not contribute to the moment of the pump shaft, can greatly increase the torque obtained by the turbine. This means that regardless of the magnitude of the driving resistance causing the turbine speed to be high or low, or the magnitude of the resistance force on the fluid flow, the pump impeller only needs to automatically and flexibly deflect its blades under the inertial centrifugal force of the linked pendulum to respond immediately, and its speed is almost unaffected, depending only on the engine. In other words, with the throttle position constant, the engine speed is relatively constant; only when the load is high does the turbine automatically slow down to increase the speed difference and increase torque, and when the load is low does it automatically speed up. This also conforms to the law that torque and speed are inversely proportional.

[0103] This is the core technology of the invention—the pump impeller adaptive turbine torque converter technology (coupled with a lock-up clutch). It achieves two goals at once: it realizes continuous variation of speed and torque (continuously variable transmission), and it achieves true automation without relying on an electronic control system. Because of its adaptive nature, it can be matched not only with non-jet-propelled internal combustion engines, but also with electric motors in pure electric vehicles, requiring only the addition of a planetary gear at the input to reduce the motor speed to the level of an internal combustion engine. It abandons the complex and sophisticated electronic control systems with core technologies held by foreign companies, bypassing their technological barriers, and represents another innovation in the field of automatic transmissions.

[0104] The above describes the core component—the adaptive hydraulic torque converter. Its principle is actually quite simple, and the transmission mechanism behind it is even simpler. The turbine, which changes speed and torque, drives the limited-slip differential to drive the drive wheels through the clutch, planetary gear set, and main reduction gear. The different combinations of the brake and the large and small clutches achieve deceleration (or lock at the same speed) forward rotation, deceleration (or lock at the same speed) reverse rotation, and stop rotation, i.e., forward gear, reverse gear, and neutral gear.

[0105] To allow the pump impeller blades to deflect freely to accommodate the wide range of speed changes and significant torque variations in the turbine, the pump impeller should be placed in the centrifugal section of a closed-loop flow channel. The turbine, located in a long return flow channel, should be divided into an outer turbine (the outer edge of the closed-loop flow channel after the pump impeller outlet, forming a mixed-flow section) and an inner turbine (the inner edge of the mixed-flow section before the pump impeller inlet). A guide wheel, capable of rotating only in the forward direction and not the reverse direction of turbine rotation, should be inserted in the centripetal section. The specific structure should be arranged as follows: The pump impeller consists of a pump impeller frame, pump impeller blades, and a damping ring frame at the other end of the blades. The pump impeller frame comprises a pump impeller hub, pump impeller spokes, and pump impeller ring seats. The pump impeller blades, extending cantilevered around the impeller ring seat, consist of a flat, symmetrical airfoil blade body, a stepped shaft-type shank with a disc-shaped, parallel frustum-shaped blade base connected to a hollow internal thread at one end, and a round shaft-type blade tip with a disc-shaped, parallel frustum-shaped blade crown connected to a hollow internal thread at the other end (the term "parallel connection" is used here for ease of description; in fact, to ensure the strength of this key component, the blade tip, blade base, and blade body, as well as the blade crown and blade tip, should be machined as a single piece, and welding is strictly prohibited). The blade base, blade base, blade crown, and blade tip at both ends of the blade body are on a single axis, which passes through the airfoil chord plane and deviates slightly from the airfoil pressure center towards the forward edge, thus becoming the axis of rotation. For a closed-loop flow channel, the pump impeller frame is located outside the centrifugal flow channel, while the blades arranged in a ring on the impeller ring seat extend into the flow channel in a cantilevered manner. The damping ring frame at the other end of the ring blades is located on the other side of the centrifugal flow channel, which is also the interior surrounded by the closed-loop flow channel. Each blade's shank is constrained by two tapered roller bearings placed at a certain distance on the inner ring seat of the flow-adjacent channel and the outer ring seat of the back flow channel of the pump impeller, to bear the bending moment of the fluid reaction force. At the highest load and maximum speed difference, the leading and trailing edges of adjacent airfoils deflected to the final limit position will severely interfere with each other; therefore, their chord length (i.e., blade width) is limited according to this condition. However, at the lowest load and minimum speed difference, when the impeller is torn to the initial limit position by the linked centrifugal pendulum, the ring blade arrangement is too sparse, resulting in low structural space utilization. Therefore, the pump impeller blades should be configured with two rows of blades, an inner ring and an outer ring, rotating together with the pump impeller frame on the impeller ring seat, with the rotation axes of adjacent inner and outer blades parallel to the pump impeller shaft and in the same plane. At the initial limit position, the rear belly of the inner airfoil is close to the front back of the outer airfoil with a gap to suppress flow separation at the rear back of the outer airfoil. At the final extreme position, the front belly of the rear airfoil is located above the rear back of the front airfoil with an appropriate gap to ensure sufficient flow cross-section.

[0106] For the pump impeller ring seat, an annular cavity is left between the closely fitting inner and outer annular seats. This cavity is divided by an annular partition into a gear ring chamber close to the inner seat, which coordinates the synchronous deflection of the inner and outer ring pump impellers; an inertial centrifugal L-shaped pendulum chamber close to the outer seat, which impedes the deflection of the pump impellers; and a central assembly chamber for the locking clutch oil valve that controls the pump impeller deflection position. The impeller shanks of both the inner and outer ring pump impellers are perpendicular to the ring seat plane and pass through all three chambers, with their ends protruding from the outer seat and constrained by bearings thereon. The impeller bases are constrained by bearings on the inner ring seat. Gears are fixedly fitted onto the impeller shanks in the gear ring chamber, but they do not contact each other. Their rotation is synchronized left and right, and coordinated internally and externally, by gears located between the gears on the inner and outer, and left and right impeller shanks (the limiting deflection angles of the inner and outer ring impeller blades are slightly different). The shaft root of the coordinating gear is integrated into the inner surface of the inner seat, while the other end passes through the partition and the outer seat, with an exposed portion having external threads that are screwed into the inner and outer seats by a nut to secure them, except for the seven components evenly distributed around the circumference that are fitted with pump impeller deflection sensors. This is because the pump impeller deflection sensor extends out of the outer seat and its end is fixed to the gear on the rack of the connecting rod that drives the oil valve slide plug. To better synchronize the inner and outer ring pump impellers, an outer gear inner ring is added, surrounded by and meshing with the inner ring impeller shank gears, and then an inner gear outer ring is added, surrounding and meshing with the outer ring impeller shank gears. In the pump impeller deflection sensor chamber close to the inner seat, the sensor on the base shaft of the coordinating gear, fitted between the inner and outer ring pump impeller shanks, is deflected by levers fixed to the four adjacent impeller shanks, causing its two arms to swing. The racks at the arm ends drive the two gear rings in the inner seat, which are in contact with the inner and outer circumferences, to rotate in a limited manner. The internal gear ring has seven evenly distributed oil passages around its circumference, capable of opening and closing to simultaneously supply oil from the gear oil pump to the slip sensor cylinder and the lock-up clutch cylinder, or to drain oil to the sensing component chamber. The outer gear ring has seven evenly distributed spring-loaded contact protrusions around its outer edge, extending from the outer circumference window of the ring seat into the axial sliding groove of the slip sensing ring. These protrusions can drive the slip sensing ring to rotate circumferentially to a limited extent, the amplitude of which depends on the pump impeller deflection limit, thus defining the window. The slip sensing ring can be pressed against the outer volute by the ring plug under the pressure of pressurized oil, and after depressurization, it can be pushed away from the outer volute by the springs on the contact protrusions. The seven pump impeller deflection sensing elements are circular tube shafts tightly attached to the base shaft in the gear ring chamber and inertia pendulum chamber sections. The hollow shafts of the synchronizing gear and the fixed pendulum are sleeved outside the circular tube shafts, while the others are directly sleeved on the base shaft.

[0107] The pump blade tips are cantilevered to suppress vibration and chatter, and to counteract the radial component of lift caused by the large-angle deflection of the airfoil when there is a large speed difference, thereby enhancing overall stability and structural strength. A circular frame is used to constrain the crowns and tips of the blades in the inner and outer rings with double bearings spaced at a certain distance, forming a blade tip damping ring frame that rotates with the pump wheel frame. Naturally, each blade can also rotate freely. The tips of the ring blades are covered with a smooth circumferential ring cover, and their flow passage surface and the blade crown also form a smooth plane to reduce their disturbance and heating effects.

[0108] Therefore, the outer side of the two parallel sides of the centrifugal flow channel where the pump blade body is located is formed by the inner seat of the pump blade ring bearing facing the flow channel and the blade base embedded in its surface, while the inner side is formed by the blade tip damping ring bearing facing the flow channel and the blade crown embedded in its surface. The outer side of the two parallel sides of the centripetal flow channel is formed by the guide wheel bearing plate facing the flow channel, and the inner side is the turbine bearing plate facing the flow channel of the outer turbine of the outer ring mixing channel and the inner turbine of the inner ring mixing channel, which are fixed together. The inner side of the outer turbine and the outer side of the inner turbine, which are fixed together with the turbine bearing plate, are both semi-elliptical surfaces of revolution. The outer side of the outer ring mixing channel is a semi-elliptical surface of revolution outer volute, and the inner side of the inner ring mixing channel is also a semi-elliptical surface of revolution inner volute. Due to the small space, the inner volute is directly integrated with the turbine hub and is sleeved on the bushing outside the main shaft after the pump hub through a needle roller bearing. The turbine blades located in the inner and outer annular mixing channels are ruled parabolic surfaces formed by twisting a section of the parabola (bending in the direction of the incoming flow) of the chord plane of the thin blade with slightly thicker front and rear edges, twisted along the semi-elliptical surface of the turbine carrier. Seventeen and twenty-nine blades are evenly distributed in a ring around the turbine, respectively, and all are fixed to the inner and outer walls. The main shaft, the power output shaft of the adaptive torque converter (a key core component), is the turbine shaft. It must be a hollow cylindrical bushing that supports the adaptive torque converter assembly and allows the turbine shaft to pass through. One end is cantilevered, and the other end is integrated with the central partition separating the torque converter chamber from the brake, clutch, and planetary gear set chambers. The center of the central shaft coincides with the center of the bushing. Its radially distributed reinforcing ribs are integrated with the partition, but the circumferential cross-section is rectangular and wave-shaped. The circular edge is also integrated with the reinforced brake housing embedded in the inner wall of the housing. The guide vanes in the centripetal flow channel are cantilevered, with the inner side suspended and the outer side fixed to the guide vane carrier plate, arranged in a circumferential pattern of 23 vanes. Their cross-section is crescent-shaped and opposite to the curvature of the turbine blades. This design aims to change the flow direction of the fluid from the outer turbine outlet to the inner turbine inlet when the turbine is under high load and low speed, thereby increasing the velocity circulation of the inner turbine blade cascade and achieving further torque enhancement. Due to its excessive curvature, to reduce the obstruction and disturbance to the fluid flow when it rotates with the fluid flow at low turbine load, the curved guide vanes should be divided into two parts, an outer ring and an inner ring, respectively fixed to two coaxial, same-direction, but different-rotating guide vane carrier plates on the side. Two one-way clutches, one small and one large, are fixed to each other by two hubs, with the large clutch engaging the small one, and the small clutch, in a splined configuration, being fitted onto the main shaft sleeve after the turbine hub.

[0109] To complement the hydraulic torque converter—the lock-up clutch—the outer edges of the inner and outer seats of the pump impeller ring seat have staggered arc-shaped notches. When closely fitted, these notches form seven circumferentially distributed arc-shaped windows. As mentioned earlier, the outer arc surface of the outer gear ring, excluding the spring seat contact, always covers these windows. The outer edge of the outer seat of the pump impeller ring extends outwards to form an approximately U-shaped annular groove with an opening facing the outer volute, passing through the main shaft. This groove is then divided into inner and outer annular grooves by annular spacers. The inner annular groove and its inner ring plug form an inner cylinder. Under pressure from the hydraulic oil, the inner ring plug pushes the slip sensing ring at the other end against the outer volute. If the pump and turbine slip, the slip sensing ring rotates. The spring seat contact, embedded in its axial groove, drives the outer gear ring to link the pump impeller deflection sensor, the inner gear ring, and the hydraulic cylinder's oil supply valve to cut off the oil supply. The outer annular groove and its inner and outer ring plugs form an outer cylinder. Under pressure from the hydraulic oil, the outer ring plug presses against the alternating friction plates and steel plates that rotate with the pump impeller and turbine, forming a rigid, unified rotation. If the pressure oil supply is interrupted, the spring force of the ring plug on the ring separator will cause it to slide off the steel friction plate, and the pump and turbine will no longer rotate together.

[0110] The inner seat of the pump impeller, pump wheel spokes, and hub form a single unit. The pump wheel hub is mounted on the main shaft sleeve, located before the turbine and after the gear oil pump, via a pair of tapered roller bearings. The gear oil pump is driven by a driving pinion mounted on the outer foot of the pump wheel hub via an internal spline and is fixed to the root of the main shaft sleeve by the oil pump housing. The oil outlet of the oil pump and the pump wheel hub form an annular groove, which opens onto the inner wall of the pump impeller inner seat adjacent to the internal gear ring through seven radially distributed oil passages within the pump wheel spokes. Seven orifices are also arranged in a ring around the corresponding inner wall of the pump impeller outer seat, leading to the inlet pipes of the seven oil supply valves that respectively lock the clutch on the outer wall. Seven sets of holes on the tightly fitted internal gear ring, connecting the inner and outer seat oil passages and directly leading to the gear chamber, are activated by the pump impeller deflection sensor, causing the internal gear ring to rotate and open or close. The main body of the oil supply valve of the lock-up clutch is embedded in the bottom of the outer annular groove. The plug rod of the valve protrudes from the curved oil inlet end through the oil seal. The rod end is fixed to a rack and is held and driven by the external gear and rollers of the pump impeller deflection sensing element. Each oil supply valve has five axial spindle-shaped openings arranged along the circumference of the pipe on the end section inside the outer annular wall of the lock-up clutch cylinder, which can supply oil into the cylinder. The opening length is determined by the pump impeller deflection angle, etc. At the same time, the valve end opens outside the cylinder. When the slug slides down to the valve end under the action of the external gear of the pump impeller deflection sensor, it blocks the oil drain port to the outside of the cylinder. The linked internal gear ring opens the oil passage between the inner and outer seats. The pressure oil output by the gear oil pump at the pump impeller hub passes through the oil passage in the pump impeller spoke plate, the pump impeller inner seat hole, the internal gear ring hole, and the pump impeller outer seat hole to the oil supply sluice valve and enters the lock-up clutch cylinder. It pushes the piston to press the steel plate and friction plate that rotate with the pump impeller and turbine respectively into a rigid whole and rotate together. At the same time, the hole on the ring spacer leading to the slip sensor cylinder is exposed and pressure oil is input to it. It pushes the ring plug to press the slip sensing ring against the outer volute, and at the same time, the oil inlet on its inner wall (also the pump impeller outer seat) leading to the one-way oil valve is exposed. The pressure oil is delivered to the pump impeller seat through the one-way valve. When the slid plug slides to the oil inlet end of the valve, it blocks the oil inlet and opens the oil drain port. The oil in the inner and outer cylinders is quickly discharged and depressurized under the action of centrifugal force. The two ring plugs return to their original position under the elastic force of the spring on the ring spacer, blocking the oil passage leading to the slip sensor cylinder and the one-way valve at the outer periphery of the gear ring chamber. At the same time, the inner gear ring rotates from the hole from the inner seat to the outer seat to the hole from the inner seat through the inner gear ring directly to the gear ring chamber under the action of the pump blade deflection sensor.

[0111] At a constant engine speed, the speed difference between the pump and turbine determines the magnitude of the reaction force of the fluid flow on the pump impeller airfoil and the impact force on the turbine blades. When the turbine receives one times the torque of the pump impeller to drive its subsequent transmission mechanism and drive wheel, it must be at the point where the speed difference between the pump and turbine is minimal, and the torque of the fluid flow pressure on the pump impeller's rotation axis is also minimal. At this time, the inner and outer gear rings are held in the initial limit position by the inertial centrifugal pendulum through the fixed coordination synchronous gear, the linked pump impeller shank gear, the fixed impeller lever, and the racks on both arms of the linked pump impeller deflection sensor. At the same time, the external gear on the pump impeller deflection sensor drives the oil supply valve of the lock-up clutch to be in the oil supply state, and the inner gear ring is also in the state of connecting the inner and outer oil passages. The lock-up clutch is engaged, the pump and turbine are locked and rotate together, and at the same time, the slippage sensing ring is pressed against the outer volute by the piston. When the pump impeller cannot drive the turbine with its increased load through the lock-up clutch at double torque, it will inevitably slip and overtake. The slipping turbine, with its outer volute, drags the slip sensing ring that is pressed against it, thereby driving the outer gear ring with a contact protrusion extending from the window into its axial groove to rotate. The linked pump impeller deflection sensing element and its seat external gear, inner and outer ring blade shank gears, coordinating synchronous gear, and inner gear ring all quickly follow and rotate away from the initial limit position. The orifice supplying pressurized oil to the lock-up clutch and slip sensor cylinders is cut off at both the inner gear ring and the oil supply slide valve. The piston is pushed back by the spring, and the pump and turbine disengage. The turbine speed varies with the speed of the linked drive wheel and the impact torque of the liquid flow driven by the pump impeller varies. The pump impeller only needs to respond immediately with the size of its blade deflection angle, and its speed is almost unaffected, only changing with the throttle position.

[0112] To ensure that the high-temperature ATF oil in the pump and turbine chambers of the hydraulic torque converter, which is not working when locked, is continuously replaced and cooled, and to maintain a full oil supply at all times for immediate operation, the pressurized oil entering the lock-up clutch cylinder and slip sensor cylinder when locked passes through the orifice exposed by the sliding plug on the inner wall of the slip sensor to the one-way valve at the outer periphery of the gear ring chamber, then enters the gear ring chamber and leaks into the pump and turbine chambers. It also leaks out from multiple locations, blocked by the power input end plate of the pump wheel, and forced into the hollow shaft of the power output main shaft of the turbine. At the transverse diaphragm base, it is controlled by the hollow ring plug to enter the radially distributed oil inlet channels of the brake and large and small clutch cylinders. Excess pressurized oil continues along the narrowed hollow shaft to the shaft end and enters the planetary gear set chamber. The oil that leaks and splashes from various parts of the transmission flows naturally under gravity and collects in the oil filter on the bottom side of the differential. The filtered ATF oil is pumped by the bottom oil pump to the cooler located above the main reduction gear. After cooling, it flows into the oil reservoir on the side for later use. The reservoir contains the suction pipes of the main gear oil pump at the pump wheel hub and the auxiliary gear oil pump at the main reduction gear hub.

[0113] Vehicles operate in at least three states: forward, stationary, and reverse. The transmission should also have forward, neutral, and reverse gears. The turbine, which provides speed and torque conversion, rotates only in one direction. Therefore, a planetary gear set is required after the turbine, with the sun gear as the driving element and the planet carrier and / or ring gear as the driven elements. Under the coordination of the brake and clutches, it achieves deceleration forward rotation, single-speed forward rotation, stop rotation, and deceleration reverse rotation (further deceleration and torque increase can reduce the size of the torque converter). The transmission then drives the differential via the main reduction gear, which in turn drives the drive wheels. In the transmission of this invention, the planetary gear set uses the large and small sun gears, which are adjacent on a single axis, as driving elements, respectively driving the long planet gear and the short planet gear. The short planet gear does not contact the ring gear; it must drive the ring gear through the long planet gear. The ring gear then drives the main reduction gear with its external teeth. The sun gears are all internally splined. The larger one is tightly fitted onto a thicker cylindrical shaft, and the smaller one is tightly fitted onto a thinner cylindrical shaft extending from the larger one. The thinner cylindrical shaft is mounted on the main shaft with a tapered roller bearing, and the thicker cylindrical shaft is mounted on the thinner one with a needle roller bearing. If the side of the hydraulic torque converter is considered the left side of the active component, then the large sun gear is on the left and the small sun gear is on the right. The cylindrical shafts of the large and small sun gears are fixedly connected to the splined housing of the large clutch and the splined inner housing of the small clutch on the left side of the large sun gear, respectively. The large clutch fits inside the small clutch. Their common wall is both the splined inner hub of the large clutch and the splined outer hub of the small clutch, and it is the driving component. Together with the two clutch cylinders, it is fixedly connected to the clutch disc holder. The left side of the disc holder hub is fitted with a tapered roller bearing and then fixedly mounted on the main shaft for drive. The diameter of the splined inner housing of the small clutch is similar to that of the gear ring of the planetary gear set, which can contain a section of the long planet gear surrounding the large sun gear without contacting it. Surrounding the large clutch is the planetary carrier brake, whose splined housing and cylinder seat are integrated with the transverse diaphragm and main shaft sleeve, and together with the cylinder, are fixed to the inner wall of the transmission housing. The splined inner hub is fixed to the planetary carrier. To the left of the transverse diaphragm is the torque converter assembly, and to the right are the brake, large and small clutches, and planetary gear set. Next to it is the transmission housing cover, and the shift lever assembly is fixed to the right side of the cover. Inside the clutch carrier disc hub, there are three sets of oil passages arranged from left to right at a certain distance, concentrically connecting to the hollow shaft of the main shaft. The first set of oil passages on the left connects outward to the annular groove between the disc hub and the transverse diaphragm, and then through this annular groove, through the transverse diaphragm, and through radially distributed oil pipes embedded in the partitions to the cylinder of the planetary carrier brake. The second set of oil passages in the middle and the third set on the right connect outward to the large and small clutch cylinders respectively through radially alternating oil pipes distributed in the disc hub spokes. Several precise and compact centrifugal drain valves are evenly distributed around the cylinder wall on one side of the support plate of the large and small annular oil cylinders of the large and small clutches. When the oil pressure in the cylinder is lower than a certain value, the steel ball blocking the drain port in the valve rolls to the outside of the drain passage under the action of inertial centrifugal force and is exposed to the drain port. When pressurized oil is continuously supplied into the cylinder and sprayed outward through the drain passage, the steel ball on the outside under the action of inertial centrifugal force is rushed to the drain port under the suction force of the high-speed liquid flow on the inside, which is greater than the inertial force, and prevents the leakage.The drain port of the brake cylinder, located on the outer periphery of the transverse diaphragm, is directly opposite the inlet port on the ring plug. A tiny valve plug inside the drain port is pushed away from the drain port by a small spring. When pressurized oil is input, it is pushed back by the fluid flow. The valve supplying oil to the brake and the large and small clutch cylinders is simply a centrally located, round tubular plug that slides freely left and right along the hollow shaft oil passage, fitting closely to the inner wall of the main shaft. The valve body is the oil passage itself. Where the tubular plug slides, it blocks the orifice on the inner wall of the oil passage supplying oil to the three cylinders, while high-pressure oil still flows freely in the center of the tubular plug. The three sets of oil supply orifices are equidistantly distributed. If the center distance between adjacent orifices along the axial direction is considered a "grid," then the tubular plug is five grids long from left to right. The three grids on the left and one on the right are plugs, meaning they can block the orifice in the passage wall. The fourth grid from the left, or the second grid from the right, is an empty grid, meaning this grid does not block the orifice in the passage wall. The left end of the slender, straight plug rod at the center of the plug shaft is fixed to the right end of the plug with three radial claws at a 120° angle. The right end of the plug rod enters the shift lever assembly along the hollow main shaft through the oil seal on the right side of the housing cover and is controlled by the shift lever. The left ends of the three plugs on the left and the one plug on the right are all fixed together at the center point of the fourth space with three radial claws at a 120° angle. The gear positions of this transmission are arranged as D2←→D1←→N←→R: When the shift lever (or knob) is in the N position, the three long plugs slide to the three sets of holes on the inner wall of the oil passage in the main shaft, which are all blocked. There is no pressure oil input to the brake and the cylinders of the large and small clutches, so they are not engaged; this is neutral. When the shift lever (or knob) is moved to the D1 position, the plug slides three stops to the left from the neutral position. The fourth empty space is now in the first set of holes, and the fifth short plug is in the second set of holes. Only the second set of holes is blocked. The large clutch is not engaged, the large sun gear is disengaged, and the planet carrier is braked. The engaged small clutch drives the small sun gear, which in turn drives the short planet gear, long planet gear, and ring gear, thus achieving forward rotation and further deceleration and torque increase. The ring gear then drives the main reduction gear. Drive differential, this is low gear, also known as heavy vehicle climbing gear; when the shift lever is moved to D2, the pipe plug slides one more notch to the left, and only the first set of three orifices on the left is blocked, meaning the brake is not engaged, the planetary carrier is released, and the large and small clutches work simultaneously. The large and small sun gears, planetary carrier, and ring gear rotate at the same speed, so the ring gear gets constant forward rotation. The subsequent rotation is the same as before, this is high gear, also known as flat driving gear; when the shift lever (or knob) is moved to R, the pipe plug slides two notches to the right from the neutral position, and only the first set of three orifices on the right is blocked. The small clutch is not engaged, the small sun gear is released, the planetary carrier is braked, the large clutch drives the large sun gear to drive the long planet gear, which in turn drives the ring gear. The ring gear gets decelerated and reverses, and the subsequent rotation is the same as before, this is reverse gear.

[0114] In the adaptive torque converter, the pump impeller blades, while revolving with the pump impeller frame, can also deviate from their own rotation axis, moving towards the leading edge of the airfoil, and freely deflect within a 70° range in a centrifugal flow channel parallel to and perpendicular to the pump impeller shaft on both sides, depending on the engine speed and / or the difference in pump and turbine speeds. The inertial centrifugal force of the linked centrifugal L-shaped pendulum dynamically balances the reaction force of the fluid flow (the higher the engine speed, the greater the inertial centrifugal force of the pendulum, the greater the resistance force on the deflection of the linked pump impeller blades, and the greater the power of the pump impeller driving the fluid flow). Furthermore, the linkage device senses the deflection of the pump impeller and the slippage between the pump and turbine, causing the lock-up clutch, which is coupled together to improve the transmission efficiency during normal level driving with only one torque, to lock and disengage in a timely manner, and to limit the initial and final limit positions of the pump impeller deflection. This allows for a torque ratio far exceeding that of traditional hydraulic torque converters without the need for further deceleration and torque amplification, or the addition of multiple speed ratios. Consequently, it also eliminates the need for an electronic control system to switch between these speed ratios, achieving true automation on the basis of continuously variable transmission and torque conversion, thus simplifying complex problems.

[0115] The present invention and its embodiments have been described above. This description is not restrictive, and the actual scope of protection is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this invention should be included within the scope of protection of this invention. Therefore, the scope of protection of this invention should be determined by the scope of the claims.

Claims

1. An adaptive variator type automatic continuously variable transmission characterized by In a hydraulic torque converter, the pump impeller is self-adaptive, meaning that while the pump blades revolve around the pump impeller, they can also freely deflect off their own rotation axis away from the pressure center. The inertial centrifugal force of the L-shaped pendulum linked to the pump impeller seat resists its deflection, which is the reaction force of the dynamically balanced liquid flow. Also includes: Transmission housing – fastened to the motor housing with bolts; The cover—the external spline engages with the internal spline on the motor side of the gearbox housing, and is closely fitted with the motor power output shaft by a sealing ring; The planetary gear ring spline hub at the power input end engages with the internal spline of the pump wheel housing power input spline hub via an external spline. The turbine outer flow channel blades arranged in a ring are welded and fixed to the turbine outer flow channel casing and the turbine support disk; The turbine internal flow channel blades are arranged in a ring around the turbine support disk and the turbine internal flow channel shell, and are welded and fixed to each other. Turbine power output torsion damper – multiple springs arranged in a ring are fixed at one end to the contact protrusion of the turbine outer flow channel housing and at the other end to the outer edge of the wheel on the torque converter power output shaft; Lock-up clutch – with friction plates and steel plates respectively engaging with spline grooves on the pump wheel housing and turbine housing, and controlled by the piston in the lock-up clutch cylinder; Pump and turbine slippage sensing ring - under the push of the piston, it can slide axially to the left and abut against the corresponding ring groove of the turbine housing; it can also rotate slightly circumferentially under the drag of the turbine housing, causing the inner tooth outer ring embedded in the contact to rotate slightly. The blade roots of both the inner and outer ring pump blades are fixed to the blade root gears via internal and external splines. The synchronous rotation of the circumferential ring gears and the coordinated rotation of the radial internal and external gears are achieved only through the coordination and synchronization gears. The inner tooth outer ring surrounds the blade root gears and meshes with them simultaneously. Several protrusions are evenly distributed and fixed to its outer circumference, protruding through the windows at the corresponding locations on the pump blade seat and embedding into the axial grooves of the pump and turbine slip sensing ring. Surrounded by and meshing with the inner ring root gears is the pump impeller seat inner oil passage gear ring, which has seven sets of oil passages evenly distributed around its upper circumference that can connect and disconnect the main gear oil pump oil passage in the pump impeller seat from the lock-up clutch oil pipe or gear, chamber cavity. The left end of the cylindrical shaft of the dynamic balancing pendulum is fixed to the coordinating synchronous gear, and the right end is fixed to the pump impeller deflection balancing pendulum; the left end of the solid shaft inside the cylindrical shaft is integrated with the inner seat of the pump impeller seat, and the right end extends out of the outer seat of the pump impeller seat and is fastened with a nut, thereby connecting the inner and outer seats together; there are twenty-one pump impellers arranged in a circle around the perimeter. Twenty-one coordinating and synchronizing gears mesh with the root gears of the twenty-one pump impellers in two sets arranged in inner and outer rings. Seven shafts with evenly spaced shafts are fitted with intermittently rotating cylindrical shafts controlled by the shift forks on the four pump impellers on the left, right, inner and outer sides. The right end of the cylindrical shaft extends out of the pump impeller outer seat and is fixed to the gear driving the lock-up clutch oil valve control head rack. In addition to the seven evenly spaced shafts, fourteen shafts are fitted with dynamic balancing pendulums. The pump impellers and impellers are cantilevered into the centrifugal flow channel by bearings in the inner and outer pump impeller seats. The impeller tips are all constrained by bearings in the pump impeller tip damping frame. The power input sun gear is engaged with the external spline of the motor power output shaft by an internal spline and is held in place by a baffle that is fastened by bolts at the end of the shaft. The planetary carrier of the power input planetary gear is fixed to the cover on one side of the motor; the right side cover of the power input planetary gear is fixed to the right side of the gear ring, which forces the ATF oil thrown out in the torque converter to gather and flow to the torque converter return oil passage, and supply the cylinders of the large and small clutches and brakes on the right side of the compartment base via the clutch oil pipe and brake oil pipe, as well as the planetary gear set. The torque converter cylinder shaft is perpendicular to the disc-shaped compartment base and integrated with its central through hole. Main gear oil pump – the internal spline engages with the external spline on the right side of the pump hub; Pump impeller seat cover – secured to the right side of the pump impeller seat with screws; Pump hub - fitted onto the cylinder shaft and constrained by two bearings thereon, with a sealing ring installed between the center of the hub and the cylinder shaft; following the pump wheel, the turbine is also fitted onto the cylinder shaft and constrained by the main bearing thereon. Following the turbine, the inner guide wheel is fitted onto the cylinder shaft with a one-way clutch; the outer guide wheel is fitted onto the hub of the inner guide wheel with a one-way clutch; the inner and outer guide vanes arranged in a circle are respectively integrated with the inner and outer guide wheel. The torque converter power output shaft is inserted into the cylinder shaft on the right side by elastically connecting the peripheral contact protrusion of the wheel disk integrated on its left side with the torsion buffer; the external spline at the base of the compartment engages with the internal spline of the large and small clutches and the frame wheel hub, and the oil supply line is connected to the oil pipe in the frame and base, and is pressed against by the right bearing seat with a threaded connection. The small sun gear axle is fitted onto the right section of the power output shaft and constrained by two bearings on it. The wheel on its left side, which is integrated into the shaft, is controlled by a small clutch. The large sun gear axle, mounted on the small sun gear axle, can rotate freely. Its left side is integrated with a wheel controlled by a large clutch. The large and small sun gear axles, as well as the large and small sun gears, are all fixedly connected by internal and external splines. The small sun gear meshes with the short planet gears, and both the short planet gears and the large sun gear mesh with the long planet gears. The planet carrier is controlled by a brake. The power output gear ring has its internal teeth meshing with the long planetary gear and its external teeth meshing with the large gear of the main reducer. The right side of the gear ring is integrated with the wheel hub, and the right end of the power output shaft is constrained by the bearing embedded in the hub, while the outer bearing is constrained to the right cover of the transmission. The oil supply line for the control brake and clutch cylinders is closely fitted with the smooth inner wall of the corresponding part of the hollow return oil passage in the power output shaft. The connecting rod of the plug passes through the sealing ring on the cover to the right and is controlled by the slide rail and lever in the shift assembly. The shift assembly seat is fixed to the right cover with bolts. The shift cable's telescopic motion is converted into the left-right translation of the pipe plug through the rotary lever and the pipe plug lever; The handbrake cable's extension and retraction motion is converted into the left and right translation of the handbrake parking pin on the right side of the cover through the handbrake worm gear. When the parking pin translates to the left, it engages with the gear ring disc, which is the manual brake; when it translates to the right, it disengages and releases the brake. The annular clutch piston is pushed by the pressure oil in the oil supply line to press against the friction plates and steel plates of the brake and clutch. When there is no pressure oil supply, the pressure relief valve opens under the inertial centrifugal force, and the piston moves to the left to release. The auxiliary gear oil pump supplies pressurized oil only to the limited-slip differential. It is fitted onto the hub of the main gear reducer and is fixedly connected by internal and external splines. The oil inlets for both the main gear oil pump and the auxiliary gear oil pump come from the ATF oil filter on the bottom differential side. The main gear oil pump delivers oil through the oil passage, gear ring oil circuit, lock-up clutch oil supply pipe, and oil valve to the lock-up clutch annular cylinder. This pushes the annular piston to the left to press the friction plates and steel plates of the clutch. At the same time, the pressurized oil enters the slip sensor cylinder through the orifice on the annular spacer after the annular piston moves to the left, pushing its annular piston to press the slip sensing ring against the turbine housing. The oil then enters the pump impeller seat cavity through the orifice exposed after the annular piston moves to the left, and leaks into the pump turbine closed circulation channel through the gap between the pump impeller and the seat. If the turbine housing drags the slip sensing ring that is pressed against it and rotates, the outer gear ring, which is engaged with the outer ring blade shank gear by the contact protrusion embedded in the ring, will also rotate. The linkage components will cut off the supply of pressure oil to the lock-up clutch and open the oil drain hole at the same time. The inertial centrifugal force will cause the two oil cylinders to quickly release, and the ring plug will loosen and seal the two oil holes. The pressure oil will directly enter the cavity of the pump blade seat through the oil passage in the inner gear ring and drain into the closed circulation channel. The pump impeller seat is formed by combining an inner seat that is integrated with the pump wheel spokes and hub and an outer seat that is integrated with the power input spline hub of the pump wheel housing. The outer periphery of the inner seat only reaches the slip sensing ring and the contact window of the outer gear ring. The inner periphery is connected to the inner side of the oil circuit gear ring in the seat by inner and outer splines. The lock-up clutch and slip sensor are located on the outer seat. The inner and outer seats are integrated with the inner seat at the left end through the shaft of the coordinating synchronous gear, and the right end extends out of the outer seat and is fastened by a nut. The differential power input gear meshes with the pinion of the main reducer. Its hub, i.e. the power input cylinder, encloses the differential gear ring, planetary gear, differential sensing gear, and differential transmission gear. The excessive differential sensing assembly slips, locks up the clutch and hydraulic cylinder, and is secured to the differential planetary carrier by the planetary carrier anti-reverse cover. The main reducer end cover is bolted to the right gearbox cover.

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