CN113389893A - Gear shifting and speed changing method, gearbox and engineering machinery - Google Patents

Gear shifting and speed changing method, gearbox and engineering machinery Download PDF

Info

Publication number
CN113389893A
CN113389893A CN202110645237.5A CN202110645237A CN113389893A CN 113389893 A CN113389893 A CN 113389893A CN 202110645237 A CN202110645237 A CN 202110645237A CN 113389893 A CN113389893 A CN 113389893A
Authority
CN
China
Prior art keywords
gear
clutch
clutches
speed
input shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN202110645237.5A
Other languages
Chinese (zh)
Other versions
CN113389893B (en
Inventor
刘秋宝
汤志武
李亮辉
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hunan Sany Road Machinery Co Ltd
Original Assignee
Hunan Sany Road Machinery Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Hunan Sany Road Machinery Co Ltd filed Critical Hunan Sany Road Machinery Co Ltd
Priority to CN202110645237.5A priority Critical patent/CN113389893B/en
Publication of CN113389893A publication Critical patent/CN113389893A/en
Application granted granted Critical
Publication of CN113389893B publication Critical patent/CN113389893B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/028—Gearboxes; Mounting gearing therein characterised by means for reducing vibration or noise
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0405—Monitoring quality of lubricant or hydraulic fluids
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0474—Smoothing ratio shift by smoothing engagement or release of positive clutches; Methods or means for shock free engagement of dog clutches

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Quality & Reliability (AREA)
  • Control Of Transmission Device (AREA)

Abstract

The application relates to the technical field of gearboxes, and provides a gear shifting and speed changing method, a gearbox and engineering machinery, wherein the gearbox comprises an input shaft, an output shaft and a plurality of clutches, the clutches comprise a plurality of first-stage clutches and a plurality of second-stage clutches, and the gear shifting and speed changing method comprises the following steps: when the gear I is changed to the gear M, the unengaged clutch of the gear M moves by a neutral stroke; when the clutch which is not combined in the gear M finishes the idle stroke, the clutch which is different from the clutch corresponding to the gear M in the gear I is disengaged; after the clutch different from the clutch corresponding to the gear M in the gear I is disengaged, the clutch which is not engaged in the gear M is engaged. With this along with the separation from each other of the second grade clutch of I fender, the power of input shaft begins the one-level clutch transmission to M fender fast, thereby the one-level clutch and the second grade clutch of M fender transmit the power of input shaft input to the output shaft to reduce the possibility of the power increase suddenly of output shaft, and then reduce the fender and switch the impact strength of shifting of in-process, make to shift more steady.

Description

Gear shifting and speed changing method, gearbox and engineering machinery
Technical Field
The application relates to the technical field of gearboxes, in particular to a gear shifting and speed changing method, a gearbox and engineering machinery.
Background
A gearbox is a mechanism used by a construction machine to change the operating speed during operation.
In the related technology, when the engineering machinery runs, each gear is controlled by a corresponding clutch, when gear shifting and speed changing are needed, the clutch of the current gear needs to be disengaged, and then the clutch of the gear changing is combined, so that gear shifting and speed changing are completed; however, after the clutch of the current gear is disengaged and before the clutch of the next gear is engaged, the power of the input shaft cannot be transmitted to the output shaft in the period of time, the power transmission is interrupted, when the clutch of the next gear is engaged, the power transmitted by the clutch is suddenly increased, and the power received by the output shaft is also suddenly increased, so that a large gear shifting impact occurs in the gear shifting process, and the operation of the engineering machinery is influenced.
Content of application
In view of this, the embodiment of the application provides a gear shifting and speed changing method, a gearbox and engineering machinery, and solves or improves the problem that the normal operation of the engineering machinery is affected due to the fact that large gear shifting impact exists in the gear shifting process of the engineering machinery.
In a first aspect, the present application provides a gear shifting and speed changing method for controlling gear shifting of a transmission, where the transmission includes an input shaft, an output shaft, and a plurality of clutches, where the plurality of clutches includes a plurality of first-stage clutches and a plurality of second-stage clutches, the first-stage clutches are used for transmitting power from the input shaft to the second-stage clutches, the second-stage clutches are used for transmitting power from the first-stage clutches to the output shaft, and the first-stage clutches and the second-stage clutches are matched to switch different gears, and each gear corresponds to a plurality of clutches, where the gear shifting and speed changing method includes: when the gear I is changed to the gear M, the unengaged clutch of the gear M moves by a neutral stroke; when the clutch which is not combined in the gear M finishes the idle stroke, the clutch which is different from the clutch corresponding to the gear M in the gear I is disengaged; after a clutch different from the clutch corresponding to the gear M in the gear I is disengaged, the clutch which is not combined in the gear M is combined; the first gear is a first gear behind or before the first gear I, and the first gear I is a gear above a forward second gear or below a backward second gear; and if the plurality of clutches of the gear I are different from the plurality of clutches corresponding to the gear M, and the number of the clutches which are not combined in the gear M is multiple, controlling the second-stage clutch of the gear M to be combined firstly, and controlling the first-stage clutch of the gear M to be combined later.
In the above shifting and speed changing method, it should be noted that the first-stage clutch of the M gear and the first-stage clutch of the I gear may be the same clutch, and at this time, when the I gear switches the M gear, the first-stage clutch of the I gear is not disengaged and remains in a combined state; the first-stage clutch of the M gear and the first-stage clutch of the I gear are not the same clutch, and at the moment, when the I gear is switched to the M gear, the first-stage clutch of the I gear needs to be disengaged.
According to the gear shifting and speed changing method, when the first-stage clutch of the M gear and the first-stage clutch of the I gear are the same clutch, when the gear shifting and speed changing operation of the gearbox is controlled, the gearbox is switched from the I gear to the M gear, and before the second-stage clutch of the I gear is disengaged, the second-stage clutch of the M gear starts to move by a neutral stroke; when the second-stage clutch of the gear I is disengaged, namely the clutch corresponding to the gear M in the gear I is disengaged, the second-stage clutch of the gear M finishes the idle stroke and completes the combination according to the rotating speed of the input shaft. With this separation from each other along with the second grade clutch that I kept off, the power of input shaft begins the one-level clutch transmission that keeps off to M fast, thereby the one-level clutch that M kept off and the second grade clutch transmit the power of input shaft input to the output shaft, thereby reduce the possibility of the power increase suddenly of output shaft, and then reduce the impact of shifting of keeping off the position switching in-process, make to shift more steady, simultaneously, because when the second grade clutch that keeps off at I keeps off, the idle stroke has been walked away to the second grade clutch that M kept off, can reduce the power off-time when I keeps off and switches to M, make the vehicle shift smoothly. When the first-stage clutch of the M gear and the first-stage clutch of the I gear are different clutches, namely a plurality of clutches of the I gear are different from a plurality of clutches corresponding to the M gear. At this time, when the gear I is shifted to the gear M, the first clutch and the second clutch of the gear I need to be disengaged. When the gearbox is controlled to perform gear shifting and speed changing operations, the gearbox is switched from the I gear to the M gear. Specifically, before the first-stage clutch and the second-stage clutch of the gear I are disengaged, the first-stage clutch and the second-stage clutch of the gear M start to move through idle strokes; when the first-stage clutch and the second-stage clutch of the first gear are disengaged, the first-stage clutch and the second-stage clutch of the M gear complete the combination after going through the idle stroke according to the rotating speed of the input shaft, the second-stage clutch of the M gear is controlled to be combined firstly, and the first-stage clutch of the M gear is controlled to be combined afterwards. With this along with the separation from each other of the one-level clutch and the second grade clutch of I fender, the power of input shaft begins the one-level clutch transmission to M fender fast, thereby the one-level clutch and the second grade clutch of M fender transmit the power of input shaft input to the output shaft to reduce the possibility of the power of output shaft increase suddenly, and then reduce the impact of shifting of keeping off the position switching in-process, make to shift more steady.
With reference to the first aspect, in one possible implementation manner, the shift speed change method further includes: when the neutral gear is changed to a forward first gear or a backward first gear, the two-stage clutch corresponding to the gears is combined; after the second-stage clutch corresponding to the gear is combined, the first-stage clutch corresponding to the gear is combined again; the idle stroke is firstly carried out according to the rotating speed of the input shaft, when the rotating speed of the input shaft is stable, the first-stage clutch corresponding to the gear is reunited, and the reunion time of the first-stage clutch corresponding to the gear meets the following formula: t is tCombination of Chinese herbs〉n1/(i1×5.8)×π×DTyre for vehicle wheels；tCombination of Chinese herbsClutch engagement time; n is1The engine speed at the first forward gear or the first reverse gear; i.e. i1The gear ratio is the forward first gear or the backward first gear of the gearbox multiplied by the total speed ratio of the rear axle; dTyre for vehicle wheelsIs the diameter of the wheel. When the time of the primary clutch reengagement corresponding to the gear meets the following formula: t is tCombination of Chinese herbs〉n1/(i1×5.8)×π×DTyre for vehicle wheelsThe shift shock can be reduced.
With reference to the first aspect, in one possible implementation manner, if the number of the clutches of the M range that are not yet engaged is one, the engagement time of the clutches of the M range that are not yet engaged satisfies the following formula: t is tCombination of Chinese herbs〉nM/(iM×5.8)×π×DTyre for vehicle wheels(ii) a If the number of the clutches of the M gear which are not combined is multiple, the first-stage clutch of the M gear is combinedThe time is consistent with the formula; wherein, tCombination of Chinese herbsClutch engagement time; n isMThe engine speed at the M gear; i.e. iMThe gear ratio of the gearbox is M gear speed ratio multiplied by the total speed ratio of the rear axle; dTyre for vehicle wheelsIs the diameter of the wheel.
With reference to the first aspect, in one possible implementation manner, the shift speed change method further includes: the engine speed of the M gear is controlled to control the speed of the I gear to be equal to that of the M gear when the I gear is changed to the M gear: VI ═ VM(ii) a Wherein, I gear speed: vI＝nI/iI×π×DTyre for vehicle wheelsAnd M gear speed: vM＝nM×π× DTyre for vehicle wheelsAnd the engine speed: n isM＝nI×iI/iM，iIThe gear ratio of the gearbox is I gear speed ratio multiplied by the total speed ratio of the rear axle; dTyre for vehicle wheelsIs the diameter of the wheel.
With reference to the first aspect, in one possible implementation manner, the shift speed change method further includes: acquiring the oil temperature in the gearbox; respectively comparing the acquired oil temperature with a first oil temperature preset value and a second oil temperature preset value; when the oil temperature exceeds the first oil temperature preset value, the corresponding clutch is disengaged and the combination of the corresponding clutch is limited; when the oil temperature is lower than the second oil temperature preset value, the corresponding clutch is allowed to be combined; wherein the first oil temperature preset value is greater than the second oil temperature preset value.
With reference to the first aspect, in one possible implementation manner, the shift speed change method further includes: acquiring the output shaft rotating speed of the output shaft, the input shaft rotating speed of the input shaft and the clutch rotating speed of the clutch; comparing the obtained rotation speed of the output shaft, the rotation speed of the input shaft and the rotation speed of the clutch with calculated values respectively to obtain deviation proportion values; when the deviation proportion value is smaller than or equal to a preset value, prompting to detect whether the oil level of the gearbox and the radiator are abnormal or not; and when the deviation proportion value is larger than the preset value, prejudging the corresponding clutch to be abnormal and sending a stop checking signal.
In a second aspect, the present application provides a transmission for gear change by the above-mentioned gear change method, the transmission comprising: a box body; the input shaft is rotationally connected to the box body; the two-stage torsion damper is arranged on the input shaft; the output shaft is rotationally connected to the box body; and a shift mechanism provided in the case, the shift mechanism being located between the input shaft and the output shaft, the shift mechanism being configured to shift corresponding gears to transmit power input from the input shaft to the output shaft at different gear ratios, the shift mechanism having a plurality of clutches and gear transmission assemblies; wherein, it is corresponding the one-level clutch with the second grade clutch combines, makes gear drive subassembly passes through the intermeshing transmission power of four pairs of gears and gives the output shaft is in order to alternate to six the forward gear that corresponds in the forward gear, or correspond the one-level clutch with the second grade clutch combines, makes gear drive subassembly passes through the intermeshing transmission of three pairs of gears power give power output shaft is in order to alternate to three the backward gear that corresponds in the backward gear.
The application provides a gearbox, when shifting gears, corresponding clutches are switched to be combined through a gear shifting mechanism, so that different gears are switched, and power is transmitted into an output shaft through the gear shifting mechanism by an input shaft on the corresponding gear to finish power transmission; the two-stage torsional damper reduces vibration generated when the input shaft operates, thereby reducing loss generated in the power transmission process.
With reference to the second aspect, in one possible implementation manner, the transmission further includes: and the dual-purpose pedal is connected with the gear shifting mechanism and is configured to switch the inching function and the braking function of the gear shifting mechanism according to the stepping angle.
In one possible implementation, the transmission further includes: a temperature sensor configured to detect a temperature of oil in the transmission; a plurality of rotational speed sensors configured to detect an input shaft rotational speed of the input shaft, an output shaft rotational speed of the output shaft, and a clutch rotational speed of the clutch correspondingly; a plurality of pressure sensors configured to detect pressures of a plurality of the clutches, respectively; and the controller is in communication connection with the temperature sensor, the plurality of rotating speed sensors and the plurality of pressure sensors respectively, and the controller is in communication connection with the plurality of clutches respectively.
In a third aspect, the present application provides a work machine comprising: the above-described transmission case; the gear device is connected with the gearbox; wherein the gear device has a plurality of reverse gears and a plurality of forward gears.
The application provides an engineering machine tool, at the operation in-process, utilizes the reverse gear and a plurality of fender position that gos forward on the fender position ware, switches the fender position that corresponds in the gearbox to change engineering machine tool's running state.
Drawings
Fig. 1 is a schematic step diagram of a shifting method according to some embodiments of the present application.
Fig. 2 is a schematic diagram illustrating the steps of the shifting method in some embodiments of the present application when starting.
FIG. 3 is a schematic illustration of steps taken to control speed in gear I and equal speed in gear M in some embodiments of the present application.
FIG. 4 is a schematic diagram illustrating steps for transmission oil temperature detection in some embodiments of the present application.
FIG. 5 is a schematic representation of the steps for obtaining the rotational speed of the transmission in some embodiments of the present application.
FIG. 6 is a schematic representation of a transmission according to some embodiments of the present application.
Fig. 7 is a schematic structural diagram of a shift mechanism according to some embodiments of the present application.
FIG. 8 is a schematic view of the dual-purpose pedal of some embodiments of the present application.
Fig. 9 is a schematic structural diagram of a controller according to some embodiments of the present disclosure.
Fig. 10 is a schematic structural diagram of a gear shifting device of a construction machine according to some embodiments of the present disclosure.
Detailed Description
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Summary of the application
When the engineering machinery runs, each gear is controlled by the corresponding clutch, when gear shifting and speed changing are needed, the clutch of the current gear needs to be disengaged, and then the clutch of the next gear is combined, but before the clutches are combined, the output shaft cannot receive power, after the clutches are combined, the power transmitted by the clutches changes suddenly, and the power received by the output shaft changes suddenly, so that the gear shifting process has large gear shifting impact, and the running of the engineering machinery is influenced.
Exemplary Shift Transmission method
Fig. 1 is a schematic step diagram of a shifting method according to some embodiments of the present application. Referring to fig. 1, the gear shifting and speed changing method is used for controlling gear shifting of a gearbox, the gearbox comprises an input shaft, an output shaft and a plurality of clutches, the plurality of clutches are located between the input shaft and the output shaft, the plurality of clutches comprise a plurality of first-stage clutches and a plurality of second-stage clutches, the first-stage clutches are used for transmitting power of the input shaft from the input shaft to the second-stage clutches, the second-stage clutches are used for transmitting power transmitted by the first-stage clutches to the output shaft, different gears are switched through cooperation of the plurality of first-stage clutches and the plurality of second-stage clutches, and each gear corresponds to the plurality of clutches.
The gear shifting and speed changing method comprises the following steps:
and step S100, when the gear I is switched to the gear M, the clutch of the gear M which is not combined moves in a neutral stroke, so that the time for transmitting power to the secondary clutch of the gear M is shortened.
And step S200, when the clutch idle stroke of the M gear which is not combined is finished, the clutch which is different from the clutch corresponding to the M gear in the I gear is disengaged, so that the power is transmitted through the I gear clutch and is switched to be transmitted through the M gear clutch.
Step S300, after the clutch different from the clutch corresponding to the gear M in the gear I is disengaged, the clutch which is not combined in the gear M is combined; the M gear is a next gear or a previous gear of the I gear, the I gear is a gear above a forward gear or below a backward gear, if a plurality of clutches of the I gear are different from a plurality of clutches corresponding to the M gear, and the number of the clutches which are not combined in the M gear is a plurality of clutches, the second-stage clutch of the M gear is combined firstly, and the first-stage clutch of the M gear is controlled to be combined later.
The first-stage clutch of the gear M and the first-stage clutch of the gear I can be the same clutch, and at the moment, when the gear I is switched to the gear M, the first-stage clutch of the gear I is not disengaged and keeps a combined state; the first-stage clutch of the M gear and the first-stage clutch of the I gear are not the same clutch, and at the moment, when the I gear is switched to the M gear, the first-stage clutch of the I gear needs to be disengaged.
In the above shifting and speed changing method, it should be noted that the first-stage clutch of the M gear and the first-stage clutch of the I gear may be the same clutch, and at this time, when the I gear switches the M gear, the first-stage clutch of the I gear is not disengaged and remains in a combined state; the first-stage clutch of the M gear and the first-stage clutch of the I gear are not the same clutch, and at the moment, when the I gear is switched to the M gear, the first-stage clutch of the I gear needs to be disengaged.
Through the mode, when the first-stage clutch of the gear M and the first-stage clutch of the gear I are the same clutch, when the gear I is switched into the gear M by the gearbox, the second-stage clutch close to the gear M firstly moves through the idle stroke, and the output shaft continuously receives the power transmitted by the second-stage clutch of the gear I before the idle stroke is completed; when the idle stroke of the second-stage clutch of the gear M is finished, the second-stage clutch of the gear I is disengaged, namely when the clutch different from the clutch corresponding to the gear M in the gear I is disengaged, the second-stage clutch of the gear M is combined, and the power input by the input shaft is transmitted to the output shaft through the second-stage clutch of the gear M. The power received by the output shaft is prevented from changing suddenly, so that the possibility of impact in the gear shifting process is reduced, the stability in the gear shifting process is improved, and meanwhile, when the second-stage clutch of the I gear is disengaged, the second-stage clutch of the M gear has already gone through a free stroke, the power interruption time when the I gear is switched to the M gear can be reduced, and the vehicle is enabled to shift smoothly.
When the first-stage clutch of the M gear and the first-stage clutch of the I gear are different clutches, namely a plurality of clutches of the I gear are different from a plurality of clutches corresponding to the M gear. At this time, when the gear I is shifted to the gear M, the first clutch and the second clutch of the gear I need to be disengaged. When the gearbox is controlled to perform gear shifting and speed changing operations, the gearbox is switched from the I gear to the M gear.
Specifically, before the first-stage clutch and the second-stage clutch of the gear I are disengaged, the first-stage clutch and the second-stage clutch of the gear M start to move through idle strokes; when the first-stage clutch and the second-stage clutch of the first gear are disengaged, the first-stage clutch and the second-stage clutch of the M gear complete the combination after going through the idle stroke according to the rotating speed of the input shaft, the second-stage clutch of the M gear is controlled to be combined firstly, and the first-stage clutch of the M gear is controlled to be combined afterwards. With this along with the separation from each other of the one-level clutch and the second grade clutch of I fender, the power of input shaft begins the one-level clutch transmission to M fender fast, thereby the one-level clutch and the second grade clutch of M fender transmit the power of input shaft input to the output shaft to reduce the possibility of the power of output shaft increase suddenly, and then reduce the impact of shifting of keeping off the position switching in-process, make to shift more steady.
Fig. 2 is a schematic diagram illustrating the steps of the shifting method in some embodiments of the present application when starting. Referring to fig. 2, the shift method further includes:
and step S400, when the neutral gear is changed to a forward first gear or a reverse first gear, the two-stage clutch corresponding to the gears is combined to shorten the power transmission time.
And step S500, after the second-stage clutch corresponding to the gear is combined, the first-stage clutch corresponding to the gear is combined again so as to quickly transmit the power of the input shaft to the output shaft through the two clutches.
Step S510, after the first-stage clutch corresponding to the gear is combined, firstly, the idle stroke is carried out according to the rotating speed of the engine, and when the rotating speed of the engine is proper, the combination is completed; the engine speed is combined after being stabilized, so that the impact of gear shifting caused by fluctuation of the engine speed when the first-stage clutch is combined is avoided.
The reunion time of the first-stage clutch corresponding to the gear meets the following formula: t is tCombination of Chinese herbs〉n1/(i1×5.8)×π×DTyre for vehicle wheels；tCombination of Chinese herbsClutch engagement time; n is1The engine speed at the first forward gear or the first reverse gear; i.e. i1The gear ratio is the forward first gear or the backward first gear of the gearbox multiplied by the total speed ratio of the rear axle; dTyre for vehicle wheelsIs the diameter of the wheel. When the time of the primary clutch reengagement corresponding to the gear meets the following formula: t is tCombination of Chinese herbs〉n1/ (i1×5.8)×π×DTyre for vehicle wheelsThe shift shock can be reduced. In addition, tCombination of Chinese herbs<Δ t, wherein Δ t: the friction plate sliding time limit (the time is calculated according to the pressure, relative installation, the performance of the friction plate, the amount of lubricating oil and other factors), and the calculation of the friction plate sliding time limit can be obtained by a conventional means, and is not repeated herein. Therefore, when starting, when the input shaft starts to run, the first-stage clutch is in idle stroke, the output shaft does not output power after the second-stage clutch is combined, when the rotating speed of the input shaft is proper and stable, the idle stroke of the first-stage clutch is finished, the first-stage clutch is stably combined with the input shaft, the clutch close to the output shaft is combined at the moment, the power of the input shaft is directly transmitted into the output shaft through the clutch, the possibility that the power of the output shaft is suddenly changed due to sudden change of the power received by the clutch during starting is reduced, and the stability during starting is improved.
In some embodiments of the present application, if the number of clutches of the M-range that are not engaged yet is one, the engagement time of the clutch satisfies the following formula: t is tCombination of Chinese herbs〉nM/(iM×5.8)×π×DTyre for vehicle wheels. When the number of the clutches which are not combined in the M-gear is multiple, the combination time of the first-stage clutch of the M-gear is consistent with the formula. Meanwhile, the first-stage clutch can detect the pressure of the corresponding clutch when being combined, and when the pressure rises, the idle stroke is finished so as to accurately judge whether the idle stroke is finished; wherein, tCombination of Chinese herbsIndicating a clutch engagement time; n isMThe engine speed at the M gear; i.e. iMRepresenting M gear ratio multiplied by rear axle assemblyA speed ratio; dTyre for vehicle wheelsIndicating the diameter of the wheel. Specifically, if the number of the clutches in the M-gear that are not yet engaged is multiple, the second-stage clutch that controls the M-gear is rapidly engaged first, and the first-stage clutch that controls the M-gear is engaged later, and the engagement time of the first-stage clutch that controls the M-gear satisfies the following formula: t is tCombination of Chinese herbs〉nM/(iM×5.8)×π×DTyre for vehicle wheels(ii) a Wherein, tCombination of Chinese herbsClutch engagement time; n isMThe engine speed at the M gear; i.e. iMThe gear ratio of the gearbox is M gear speed ratio multiplied by the total speed ratio of the rear axle; dTyre for vehicle wheelsIs the diameter of the wheel. In addition, tCombination of Chinese herbs<Δ t, wherein Δ t: the friction plate sliding time limit (the time is calculated according to the pressure, relative installation, the performance of the friction plate, the amount of lubricating oil and other factors), and the calculation of the friction plate sliding time limit can be obtained by a conventional means, and is not repeated herein.
Because the input shaft is directly connected with the engine, the rotating speed of the input shaft is consistent with that of the engine, the idle stroke time of the corresponding gear clutch is controlled through the rotating speed of the input shaft, and after the rotating speed of the input shaft is stable, the clutch is combined, so that the clutch can quickly transmit the stable rotating speed of the input shaft to the output shaft, and the fluctuation of the rotating speed of the input shaft before and after the clutch is combined is avoided.
FIG. 3 is a schematic illustration of steps taken to control speed in gear I and equal speed in gear M in some embodiments of the present application. Referring to fig. 3, in some embodiments of the present application, the shift method further includes:
s600, controlling the engine speed of the M gear to control the speed of the I gear to be equal to that of the M gear when the I gear is changed to the M gear: vI＝VM(ii) a Wherein, the speed V of the I gearI＝nI/iI×π×DTyre for vehicle wheelsAnd M gear speed: vM＝nM×π×DTyre for vehicle wheelsDue to VI＝VMThe engine speed n of the M gear can be calculatedM＝nI×iI/iM，iIThe gear ratio of the gearbox I is multiplied by the total speed ratio of the rear axle; i.e. iMThe M-speed ratio × the rear axle total ratio is indicated.
At the variable speed in-process of shifting, through the rotational speed of control engine, can control the rotational speed of input shaft, when switching different fender position, a plurality of clutches in the gearbox transmit the rotational speed change of input shaft to the output shaft, and the speed before and after the rethread is shifted is controlled to the velocity ratio change between two fender positions and is the same to speed can not break down around making shifting, and then holistic stability when improving to shift avoids leading to the fact the impact because the speed breaks down.
FIG. 4 is a schematic diagram illustrating steps for transmission oil temperature detection in some embodiments of the present application. Referring to fig. 4, in some embodiments of the present application, the shift method further includes:
s700, acquiring the oil temperature in the gearbox to monitor the oil temperature in the gearbox.
S710, comparing the acquired oil temperature with the first oil temperature preset value and the second oil temperature preset value respectively to judge whether the oil temperature in the gearbox is normal.
And S720, when the oil temperature exceeds the first oil temperature preset value, forcibly disengaging the corresponding clutch and limiting the combination of the corresponding clutch so as to protect the gearbox.
S730, when the oil temperature is lower than a second oil temperature preset value, combination of corresponding clutches is allowed to recover operation of the gearbox; wherein the first oil temperature preset value is greater than the second oil temperature preset value. The operating state in the gearbox is mastered by detecting the oil temperature in the gearbox, and when the oil temperature is higher than a first oil temperature preset value, the corresponding clutch is forcibly disengaged and the combination of the corresponding clutch is limited so as to achieve the effect of protecting the gearbox; when the oil temperature is lower than the second temperature preset value, the corresponding clutch can be allowed to be combined.
In some embodiments of the present application, the first oil temperature preset value may be 120 degrees celsius, and the second oil temperature preset value may be 100 degrees celsius; when the obtained oil temperature in the gearbox is higher than 120 ℃, the clutch is disengaged forcibly; when the oil temperature is below 100 degrees celsius, the clutch is allowed to engage. The specific values of the first oil temperature preset value and the second oil temperature preset value can be adjusted according to actual equipment, and the specific values of the first oil temperature preset value and the second oil temperature preset value are not limited in the application.
FIG. 5 is a schematic representation of the steps for obtaining the rotational speed of the transmission in some embodiments of the present application. Referring to fig. 5, in some embodiments of the present application, the shift method further includes:
and S800, acquiring the rotating speed of an output shaft of the output shaft, the rotating speed of an input shaft of the input shaft and the rotating speed of a clutch of the clutch so as to monitor the running state of the gearbox.
And S810, comparing the acquired rotation speed of the output shaft, the rotation speed of the input shaft and the rotation speed of the clutch with theoretical values respectively to acquire a deviation proportion value so as to prejudge whether the running state of the gearbox is abnormal or not.
And S820, when the deviation proportion value is smaller than or equal to the preset value, prompting to detect whether the oil level of the gearbox and the radiator are abnormal or not, and finding out an abnormal reason in time to enhance the protection effect on the gearbox.
And S830, when the deviation proportion value is larger than a preset value, prejudging the corresponding clutch to be abnormal and sending a stop check signal, thereby quickly determining the abnormal position of the gearbox.
The method comprises the steps of acquiring the rotating speed of an output shaft, the rotating speed of an input shaft and the rotating speed of a clutch in real time in the operation process of the gearbox, comparing the corresponding rotating speeds with theoretical values to return a deviation proportion value, observing the deviation proportion value when the gearbox is abnormal in the operation process, checking whether the oil level of the gearbox and a radiator are abnormal when the deviation proportion value is smaller than or equal to a preset value, and prejudging the corresponding clutch to be abnormal when the deviation proportion value is larger than the preset value.
In some embodiments of the present application, the predetermined value may be a small range of values, such as 4.95% to 5.05%, and when the deviation ratio exceeds the range, the checking and the determining are performed correspondingly; it may also be a specific value such as 5%. The specific precision of the preset value can be determined according to the scene needs of practical application, and the application is not limited.
FIG. 6 is a schematic representation of a transmission according to some embodiments of the present application. Fig. 7 is a schematic structural diagram of a shift mechanism according to some embodiments of the present application. The application also provides a gearbox, and gear shifting is carried out through the gear shifting and speed changing direction described in any embodiment.
Referring to fig. 6 and 7, the transmission includes: case 001, input shaft 900, two-stage torsional damper 910, output shaft 940, and shift mechanism 920. The input shaft 900 and the output shaft 940 are both rotatably connected to the case 001, the shift mechanism 920 is disposed in the case 001, the shift mechanism 920 is located between the input shaft 900 and the output shaft 940, and the shift mechanism 920 is configured to shift corresponding gears to transmit power input from the input shaft 900 to the output shaft 940 at different gear ratios.
The shift mechanism 920 has a plurality of clutches and gear assemblies; the corresponding first-stage clutch and the second-stage clutch are combined, so that the gear transmission assembly transmits power to the output shaft 940 through mutual meshing of four pairs of gears to change to the corresponding forward gear in six forward gears, or two corresponding first-stage clutches and two corresponding second-stage clutches are combined, so that the gear transmission assembly transmits power to the output shaft 940 through mutual meshing of three pairs of gears to change to the corresponding reverse gear in three reverse gears. A two-stage torsional vibration damper 910 is disposed on input shaft 900.
When the transmission operates, the input shaft 900 inputs power into the transmission, and the two-stage torsional damper 910 absorbs the vibration generated by the input shaft 900 during operation, so that the power loss can be reduced, and the impact and the vibration amplitude can be reduced. The power input into the gearbox by the input shaft 900 is transmitted to the output shaft 940 through the gear shifting mechanism 920, and the output shaft 940 transmits the power out, so that the possibility of gear shifting impact of the gearbox in the gear shifting and speed changing process is reduced, and the stability of the gearbox in the operation process is improved.
In some embodiments of the present application, the engine has an output for outputting power, one end of the input shaft 900 extends out of the transmission for connection to the output of the engine, and the two-stage torsional vibration damper 910 is located between the housing 001 and the engine, thereby providing better damping of vibrations in the cantilevered portion of the input shaft 900.
In some embodiments of the present application, the two-stage torsional vibration damper 910 includes a driving disk, a driven disk, and two sets of springs. The driving disk is connected with the output end of the engine, the driven disk is arranged on the input shaft 900, and the two groups of springs are arranged between the driving disk and the driven disk so as to better absorb impact and reduce the vibration of the input shaft; meanwhile, the two groups of springs are divided into a thin spring and a thick spring, and the thick spring is sleeved outside the thin spring. When the engineering machinery provided with the gearbox runs in a light load state, only the thin spring plays a role in absorbing shock; when the heavy-load state is achieved, the thin spring and the thick spring play a shock absorption role at the same time.
FIG. 8 is a schematic view of the dual-purpose pedal of some embodiments of the present application. Referring to FIG. 8, in some embodiments of the present application, the transmission further includes a dual-purpose pedal 930. The dual-purpose pedal 930 is connected to the shift mechanism 920, and the dual-purpose pedal 930 is configured to switch a inching function of the shift mechanism 920 and a braking function of a brake according to a stepping angle; when the gearbox runs, the functions of different gear shifting mechanisms 920 are switched through the angle of the dual-purpose pedal 930, so that two purposes of one pedal 930 are realized, namely the space occupied by the two pedals 930 is reduced, and the control flow of the gearbox is also simplified.
Fig. 9 is a schematic structural diagram of a controller according to some embodiments of the present disclosure. Referring to fig. 9, an angle sensor may be disposed on the dual-purpose pedal 930 to detect an angle of the dual-purpose pedal 930, and it is understood that the dual-purpose pedal 930 includes a pedal and an angle sensor, the angle sensor is disposed on the pedal, the angle sensor is configured to detect a stepping angle of the pedal, the angle sensor is in communication connection with the controller 002, and the controller 002 is in communication connection with the transmission case. For example, when the dual-purpose pedal 930 is at 0 to 15 degrees, the controller 002 controls the shift mechanism 920 to be in the inching function; when the dual-purpose pedal 930 is at 15 to 40 degrees, the controller 002 controls the transmission to switch to the brake function. The angle sensor is also in communication connection with the display screen, so that the angle of the pedal detected by the angle sensor is sent to the display screen to be displayed. Wherein, a display screen connected with the angle sensor in communication can be arranged outside the gearbox, and the display screen displays the angle detected by the angle sensor in real time so as to know the angle of the dual-purpose pedal 930.
Referring to fig. 6 and 9, in an embodiment of the present application, the transmission further includes a temperature sensor 003, a plurality of rotational speed sensors, and a plurality of pressure sensors. The controller 002 is respectively connected with the temperature sensor 003, the plurality of rotation speed sensors and the plurality of pressure sensors in a communication manner, and the controller 002 is respectively connected with the plurality of clutches in a communication manner. The temperature sensor 003 is configured to detect the temperature of oil in the transmission. The plurality of rotation speed sensors are configured to detect an input shaft rotation speed of the input shaft 900, an output shaft rotation speed of the output shaft 940, and a clutch rotation speed of the clutch. The plurality of pressure sensors are configured to detect pressures of the plurality of clutches, respectively.
When the gearbox runs, the temperature sensor 003 detects the oil temperature in the gearbox, when the oil temperature is abnormal, the controller 002 controls the corresponding clutch to be disengaged and to be limited to be combined, and when the temperature sensor 003 detects that the oil temperature in the gearbox is reduced, the controller 002 releases the limitation to the clutch; the plurality of rotation speed sensors upload the rotation speed of the input shaft, the rotation speed of the output shaft and the rotation speed of the clutch to the controller 002 in real time, and the controller 002 compares the rotation speed of the input shaft, the rotation speed of the output shaft and the rotation speed of the clutch with preset values respectively to judge whether abnormality exists or not and pre-judge the abnormal part. The pressure sensor detects the pressure of the clutch and judges whether the idle stroke of the clutch is finished.
In an embodiment of the present application, the plurality of clutches may all adopt hydraulic clutches, and are controlled by an electric proportional control valve, the electric proportional control valve is connected to the controller 002, and when the controller 002 receives a signal for shifting gears, the controller 002 controls the electric proportional control valve to implement engagement and disengagement of the corresponding clutch.
In an embodiment of the present application, the shift mechanism 920 further includes a plurality of shafts, a plurality of gears, and a parking brake. The specific number of the shafts, the specific number of the gears and the specific number of the clutches are determined according to the number of the gears, the gears can be selected according to actual conditions, and the gears with different numbers are provided with the shafts, the gears and the clutches with different numbers.
In some embodiments of the present application, when detecting the clutch rotation speed, the rotation speed of the shaft on which the clutch is mounted may be correspondingly detected to obtain the clutch rotation speed. The parking actuator is arranged on the output shaft 940, the parking actuator can adopt hub type braking, and the parking actuator can also adopt caliper disc braking.
In some embodiments of the present application, the gears employ 6 forward gears and 3 reverse gears. The plurality of gears includes: a first gear Z11, a second gear Z12, a third gear Z21, a fourth gear Z22, a fifth gear Z23, a sixth gear Z31, a seventh gear Z32, an eighth gear Z33, a ninth gear Z34, a tenth gear Z41, an eleventh gear Z42, and a twelfth gear Z43. The plurality of shafts includes: second shaft 921, third shaft 922, fourth shaft 923. The plurality of clutches includes: the clutch comprises a first clutch K1, a second clutch K2, a third clutch K3, a fourth clutch K4, a fifth clutch K5 and a sixth clutch K6.
The first clutch K1, the second clutch K2 and the third clutch K3 are first-stage clutches, and the fourth clutch K4, the fifth clutch K5 and the sixth clutch K6 are second-stage clutches.
Second axle 921, third axle 922 and fourth axle 923 all rotate to be connected in box 001. The first gear Z11 and the second gear Z12 are coaxially fixed on the input shaft 900, and are connected with each other by key. The third gear Z21 and the fifth gear Z23 are coaxially coupled to the second shaft 921 via bearings, the first gear Z11 meshes with the third gear Z21, and the second gear Z12 meshes with the fifth gear Z23.
The first clutch K1 and the second clutch K2 are coaxially arranged on the second shaft 921, the first clutch K1 and the second clutch K2 are both located between the third gear Z21 and the fifth gear Z23, the first clutch K1 is used for controlling the fixing or rotation of the third gear Z21 and the second shaft 921, and the second clutch K2 is used for controlling the fixing or rotation of the fifth gear Z23 and the second shaft 921.
The fourth gear Z22 is coaxially fixed on the second shaft 921, and is connected with the second shaft by a key; the fourth gear Z22 is located between the first clutch K1 and the second clutch K2.
The sixth gear Z31, the seventh gear Z32, the eighth gear Z33, the ninth gear Z34, the third clutch K3 and the fourth clutch K4 are all connected to the third shaft 922.
The seventh gear Z32 is fixed coaxially with the third shaft 922 through a keyed connection, and the seventh gear Z32 meshes with the fourth gear Z22 to transmit the power of the second shaft 921 to the third shaft 922.
The sixth gear Z31 is rotatably connected to the third shaft 922 through a bearing, and the sixth gear Z31 is meshed with the first gear Z11 to realize a reverse gear. A third clutch K3 is located between the sixth gear Z31 and the seventh gear Z32 to control the fixing or rotation of the sixth gear Z31 and the third shaft 922; the fourth clutch K4 is located between the eighth gear Z33 and the seventh gear Z32 to control the fixing or rotation of the eighth gear Z33 and the third shaft 922.
The eighth gear Z33 is rotatably connected to the third shaft 922 through a bearing, and the ninth gear Z34 is fixed coaxially with the third shaft 922 through a spline connection.
The tenth gear Z41, the eleventh gear Z42, the twelfth gear Z43, the fifth clutch K5, and the sixth clutch K6 are all coaxially connected to the fourth shaft 923. A tenth gear Z41 and a twelfth gear Z43 are rotatably connected to the fourth shaft 923 by bearings, a twelfth gear Z43 is engaged with the ninth gear Z34, and a tenth gear Z41 is engaged with the seventh gear Z32. The eleventh gear Z42 is fixed on the fourth shaft 923 by a key connection, one side of the eleventh gear Z42 is meshed with the eighth gear Z33, and the other side of the eleventh gear Z42 is meshed with the output gear on the output shaft 940.
A fifth clutch K5 is located between tenth gear Z41 and eleventh gear Z42 to control fixing or rotation between tenth gear Z41 and fourth shaft 923, and a sixth clutch K6 is located between eleventh gear Z42 and twelfth gear Z43 to control fixing or rotation between twelfth gear Z43 and fourth shaft 923.
In the first forward gear, the M-speed clutch includes a first clutch K1 and a sixth clutch K6. The first clutch K1 and the sixth clutch K6 are engaged, and the first gear Z11, the third gear Z21, the fourth gear Z22, the seventh gear Z32, the ninth gear Z34, the twelfth gear Z43, the eleventh gear Z42, and the output gear rotate. The input shaft 900 starts to rotate, and when the input shaft 900 rotates, the input shaft 900 drives the first gear Z11 and the second gear Z12 to rotate simultaneously; the sixth clutch K6 is engaged first, the first clutch K1 goes through the idle stroke first, because the third gear Z21 is rotationally connected with the second shaft 921 through the bearing, when the first clutch K1 goes through the idle stroke, the third gear Z21 rotates along with the first gear Z11, but the second shaft 921 remains stationary, after the first clutch K1 goes through the idle stroke, the third gear Z21 is fixed with the second shaft 921, the second shaft 921 rotates along with the rotation of the third gear Z21, and the second shaft 921 drives the fourth gear Z22 to rotate.
Since the seventh gear Z32 and the ninth gear Z34 are both keyed to the third shaft 922, when the fourth gear Z22 rotates, the fourth gear Z22 drives the seventh gear Z32 to rotate, the seventh gear Z32 drives the third shaft 922 to rotate, the third shaft 922 drives the ninth gear Z34 to rotate, the ninth gear Z34 drives the twelfth gear Z43 to rotate, the twelfth gear Z43 is fixed with the fourth shaft 923, and the fourth shaft 923 rotates along with the rotation of the twelfth gear Z43 because the sixth clutch K6 is combined with the fourth shaft 923. The eleventh gear Z42 and the fourth shaft 923 are also in key connection, the fourth shaft 923 drives the eleventh gear Z42 to rotate, the eleventh gear Z42 drives the output gear to rotate, the output gear drives the output shaft 940 to rotate, and therefore power of the input shaft 900 is transmitted to the output shaft 940, and starting in the forward first gear is completed.
When the first forward gear is lifted to the second forward gear, the M gear is the second forward gear. The M-speed clutch includes a first clutch K1 and a fourth clutch K4. The first clutch K1 and the fourth clutch K4 are engaged, and the first gear Z11, the third gear Z21, the fourth gear Z22, the seventh gear Z32, the eighth gear Z33, the eleventh gear Z42, and the output gear rotate. The sixth clutch K6 is temporarily disengaged, and when the fourth clutch K4 runs through the idle stroke, the sixth clutch K6 is disengaged, so that the twelfth gear Z43 and the fourth shaft 923 are disengaged, and the fourth clutch K4 is engaged again. The input shaft 900 continues to rotate, the first gear Z11 continues to drive the third gear Z21 to rotate, the first clutch K1 remains engaged, the third gear Z21 remains fixed with the second shaft 921, the second shaft 921 rotates with the rotation of the third gear Z21, and the second shaft 921 in turn drives the fourth gear Z22 to rotate.
When the fourth gear Z22 rotates, the fourth gear Z22 drives the seventh gear Z32 to rotate, the seventh gear Z32 drives the third shaft 922 to rotate because the seventh gear Z32 is in key connection with the third shaft 922, the seventh gear Z32 drives the third shaft 922 to rotate, the eighth gear Z33 is fixed with the third shaft 922 because the fourth clutch K4 is combined, the third shaft 922 drives the eighth gear Z33 to rotate, and the eighth gear Z33 drives the eleventh gear Z42 to rotate. The eleventh gear Z42 drives the output gear to rotate, and the output gear drives the output shaft 940 to rotate, so that the power of the input shaft 900 is transmitted to the output shaft 940, and the first forward gear is smoothly switched to the second forward gear.
When the forward two gear is lifted to the forward three gear, the M gear is the forward three gear. The M-speed clutch includes a first clutch K1 and a fifth clutch K5. The first clutch K1 and the fifth clutch K5 are engaged, and the first gear Z11, the third gear Z21, the fourth gear Z22, the seventh gear Z32, the tenth gear Z41, the eleventh gear Z42, and the output gear rotate. The fourth clutch K4 is not disengaged for a while, the fifth clutch K5 goes through the idle stroke first, and when the fifth clutch K5 goes through the idle stroke, the fourth clutch K4 is disengaged again, so that the eighth gear Z33 and the third shaft 922 are disconnected, and the fifth clutch K5 is engaged again. The input shaft 900 continues to rotate, the first gear Z11 continues to drive the third gear Z21 to rotate, the first clutch K1 remains engaged, the third gear Z21 remains fixed with the second shaft 921, the second shaft 921 rotates with the rotation of the third gear Z21, and the second shaft 921 in turn drives the fourth gear Z22 to rotate.
When the fourth gear Z22 rotates, the fourth gear Z22 drives the seventh gear Z32 to rotate, the seventh gear Z32 drives the tenth gear Z41 to rotate, the fifth clutch K5 is engaged, the tenth gear Z41 is fixed to the fourth shaft 923, the tenth gear Z41 drives the fourth shaft 923 to rotate, the fourth shaft 923 drives the eleventh gear Z42 to rotate, the eleventh gear Z42 drives the output gear to rotate, the output gear drives the output shaft 940 to rotate, so that the power of the input shaft 900 is transmitted to the output shaft 940, and the second forward gear is smoothly switched to the third forward gear.
When the forward third gear is increased to the forward fourth gear, the M gear is the forward fourth gear. The M-speed clutch includes a first clutch K2 and a sixth clutch K6. The second clutch K2 and the sixth clutch K6 are engaged. The second gear Z12, the fifth gear Z23, the fourth gear Z22, the seventh gear Z32, the ninth gear Z34, the twelfth gear Z43, the eleventh gear Z42, and the output gear rotate. The first clutch K1 and the fifth clutch K5 are disengaged, the sixth clutch K6 is engaged firstly, the second clutch K2 is engaged again and then moves in an idle stroke, when the second clutch K2 moves in the idle stroke, the second clutch K2 is engaged, and the rotation speed of the engine is controlled to control the speed before and after gear shifting to be consistent so as to reduce gear shifting impact.
During the engagement of the second clutch K2, the input shaft 900 rotates continuously, the input shaft 900 drives the third gear Z21 to rotate, the third gear Z21 drives the fifth gear Z23 to rotate, the second clutch K2 keeps the engagement state, the fifth gear Z23 keeps fixed with the second shaft 921, the second shaft 921 rotates along with the rotation of the fifth gear Z23, and the second shaft 921 drives the fourth gear Z22 to rotate.
When the fourth gear Z22 rotates, the fourth gear Z22 drives the seventh gear Z32 to rotate, the seventh gear Z32 drives the third shaft 922 to rotate, the ninth gear Z34 is connected with the third shaft 922 in a key mode, the third shaft 922 drives the ninth gear Z34 to rotate, and the ninth gear Z34 drives the twelfth gear Z43 to rotate. Due to the combination of the sixth clutch K6, the twelfth gear Z43 and the fourth shaft 923 are fixed, the twelfth gear Z43 drives the fourth shaft 923 to rotate, the fourth shaft 923 drives the eleventh gear Z42 to rotate, the eleventh gear Z42 drives the output gear to rotate, and the output gear drives the output shaft 940 to rotate, so that the power of the input shaft 900 is transmitted to the output shaft 940, and the forward third gear is smoothly switched to the forward fourth gear.
When the forward fourth gear is increased to the forward fifth gear, the M gear is the forward fifth gear. The M-speed clutch includes a first clutch K2 and a fourth clutch K4. The second clutch K2 and the fourth clutch K4 are engaged, and the second gear Z12, the fifth gear Z23, the fourth gear Z22, the seventh gear Z32, the eighth gear Z33, the eleventh gear Z42, and the output gear rotate. The sixth clutch K6 is temporarily disengaged, and when the fourth clutch K4 runs through the idle stroke, the sixth clutch K6 is disengaged, so that the twelfth gear Z43 and the fourth shaft 923 are disengaged, and the fourth clutch K4 is engaged again. The input shaft 900 continues to rotate, the second gear Z12 continues to drive the fifth gear Z23 to rotate, the second clutch K2 remains engaged, the fifth gear Z23 remains fixed with the second shaft 921, the second shaft 921 rotates with the rotation of the fifth gear Z23, and the second shaft 921 in turn drives the fourth gear Z22 to rotate.
When the fourth gear Z22 rotates, the fourth gear Z22 drives the seventh gear Z32 to rotate, the seventh gear Z32 drives the third shaft 922 to rotate because the seventh gear Z32 is in key connection with the third shaft 922, the seventh gear Z32 drives the third shaft 922 to rotate, the eighth gear Z33 is fixed with the third shaft 922 because the fourth clutch K4 is combined, the third shaft 922 drives the eighth gear Z33 to rotate, and the eighth gear Z33 drives the eleventh gear Z42 to rotate. The eleventh gear Z42 drives the output gear to rotate, and the output gear drives the output shaft 940 to rotate, so that the power of the input shaft 900 is transmitted to the output shaft 940, and the forward fourth gear is smoothly switched to the forward fifth gear.
When the forward fifth gear is increased to the forward sixth gear, the M gear is the forward sixth gear. The M-speed clutches include the second clutch K2 and the fifth clutch K5. The second clutch K2 and the fifth clutch K5 are engaged, and the second gear Z12, the fifth gear Z23, the fourth gear Z22, the seventh gear Z32, the tenth gear Z41, the eleventh gear Z42, and the output gear rotate. The fourth clutch K4 is not disengaged temporarily, the fifth clutch K5 is engaged and then goes through an idle stroke, when the fifth clutch K5 goes through the idle stroke, the fourth clutch K4 is disengaged again, so that the eighth gear Z33 and the third shaft 922 are disconnected, the fifth clutch K5 is engaged again, the input shaft 900 continues to rotate, the second gear Z12 continues to drive the fifth gear Z23 to rotate, the first clutch K1 keeps an engaged state, the fifth gear Z23 keeps fixed with the second shaft 921, the second shaft 921 rotates along with the rotation of the fifth gear Z23, and the second shaft 921 drives the fourth gear Z22 to rotate again.
When the fourth gear Z22 rotates, the fourth gear Z22 drives the seventh gear Z32 to rotate, the seventh gear Z32 drives the tenth gear Z41 to rotate, the tenth gear Z41 is fixed to the fourth shaft 923 due to the engagement of the fifth clutch K5, the tenth gear Z41 drives the fourth shaft 923 to rotate, the fourth shaft 923 drives the eleventh gear Z42 to rotate, the eleventh gear Z42 drives the output gear to rotate, and the output gear drives the output shaft 940 to rotate, so that the power of the input shaft 900 is transmitted to the output shaft 940, and the forward fifth gear is smoothly switched to the forward sixth gear.
When the reverse first gear is performed, the third clutch K3 and the sixth clutch K6 are engaged, the first clutch K1 and the second clutch K2 are both disengaged, the input shaft 900 drives the first gear Z11 to rotate, the first gear Z11 drives the sixth gear Z31 to rotate, the third clutch K3 fixes the sixth gear Z31 to the third shaft 922, the sixth gear Z31 drives the third shaft 922 to rotate, the third shaft 922 drives the ninth gear Z34 to rotate, the seventh gear Z34 drives the twelfth gear Z43 to rotate, the twelfth gear Z43 drives the fourth shaft 923 to rotate, the fourth shaft 923 drives the eleventh gear Z42 to rotate, the eleventh gear Z42 drives the output gear to rotate, and the output gear 940 is driven to rotate, so that the reverse first gear is achieved.
When the first gear is reversed and the second gear is reversed, the M gear is the second gear, and the M gear clutch comprises a third clutch K3 and a fourth clutch K4. The third clutch K3 and the fourth clutch K4 are engaged, and the first gear Z11, the sixth gear Z31, the eighth gear Z33, the eleventh gear Z42, and the output gear rotate. The sixth clutch K6 is temporarily disengaged, and when the fourth clutch K4 goes through the idle stroke, the sixth clutch K6 is disengaged again, so that the twelfth gear Z43 is disconnected from the fourth shaft 923, and the fourth clutch K4 is engaged again. The input shaft 900 continues to rotate, the third clutch K3 remains engaged, and the first gear Z11 continues to drive the sixth gear Z31 to rotate.
When the sixth gear Z31 rotates, the sixth gear Z31 rotates the third shaft 922, the eighth gear Z33 is fixed with the third shaft 922 due to the engagement of the fourth clutch K4, the third shaft 922 drives the eighth gear Z33 to rotate, and the eighth gear Z33 drives the eleventh gear Z42 to rotate. The eleventh gear Z42 drives the output gear to rotate, and the output gear drives the output shaft 940 to rotate, so that the power of the input shaft 900 is transmitted to the output shaft 940, and the reverse first gear is smoothly switched to the reverse second gear.
When the reverse gear is lifted to the third gear, the gear M is the third gear, and the gear M clutch comprises a third clutch K3 and a fifth clutch K5. The third clutch K3 and the fifth clutch K5 are engaged, and the first gear Z11, the sixth gear Z31, the seventh gear Z32, the tenth gear Z41, the eleventh gear Z42, and the output gear rotate. The fourth clutch K4 is not disengaged for a while, the fifth clutch K5 is engaged and then goes through the idle stroke, and when the fifth clutch K5 goes through the idle stroke, the fourth clutch K4 is disengaged again, so that the eighth gear Z33 and the third shaft 922 are disconnected, and the fifth clutch K5 is engaged again. The input shaft 900 continues to rotate, the third clutch K3 remains engaged, the first gear Z11 continues to drive the sixth gear Z31 to rotate, and the sixth gear Z31 thus drives the third shaft 932 to rotate.
When the third shaft 932 rotates, the third shaft 932 drives the seventh gear Z32 to rotate, the seventh gear Z32 drives the tenth gear Z41 to rotate, the tenth gear Z41 and the fourth shaft 923 are fixed due to the combination of the fifth clutch K5, the tenth gear Z41 drives the fourth shaft 923 to rotate, the fourth shaft 923 drives the eleventh gear Z42 to rotate, the eleventh gear Z42 drives the output gear to rotate, the output gear drives the output shaft 940 to rotate, so that the power of the input shaft 900 is transmitted to the output shaft 940, and the reverse gear is smoothly switched to the reverse third gear.
The principle is similar to that of the gear-up when the gear is down shifted, and the details are not repeated.
Since the above-mentioned transmission realizes shifting and speed changing by the above-mentioned shifting and speed changing method, the above-mentioned transmission has all the technical effects of the above-mentioned shifting and speed changing method, and is not described herein again.
Fig. 10 is a schematic structural diagram of a gear shifting device of a construction machine according to some embodiments of the present disclosure. The embodiment of the application also provides engineering machinery, which comprises the gearbox and the gear device 004 in any embodiment, wherein the gear device 004 is connected with the gearbox; wherein the gear unit 004 has a plurality of reverse gears and a plurality of forward gears.
In the operation process of the engineering machinery, gears in the gearbox are controlled through the gear device 004, gear shifting and speed changing of the gearbox are controlled through gear shifting, the possibility of impact generated during gear shifting in the operation process of the engineering machinery is reduced through the gearbox, and the operation stability of the engineering machinery is improved.
In an embodiment of the present application, the gear unit 004 may adopt a manual-automatic gear unit. When shifting gears, the gear shifting operation can be automatically completed, and gear regulation and control can also be manually performed.
The engineering machine can be a land leveler, a road roller, a milling machine and a paver, or any engineering machine which can be provided with a gearbox for gear adjustment.
Since the above-mentioned engineering machine is provided with the above-mentioned gearbox, the above-mentioned engineering machine has all the technical effects of the above-mentioned gearbox, and is not described herein again.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modifications, equivalents and the like that are within the spirit and principle of the present application should be included in the scope of the present application.

Claims (10)

1. A gear change method for controlling gear change of a transmission, the transmission including an input shaft, an output shaft, and a plurality of clutches including a plurality of primary clutches for transmitting power from the input shaft to the secondary clutches and a plurality of secondary clutches for transmitting power from the primary clutches to the output shaft, the plurality of primary clutches cooperating with a plurality of secondary clutches to shift different gears, each of the gears corresponding to a plurality of the clutches, the gear change method comprising:
when the gear I is changed to the gear M, the unengaged clutch of the gear M moves by a neutral stroke;
when the clutch which is not combined in the gear M finishes the idle stroke, the clutch which is different from the clutch corresponding to the gear M in the gear I is disengaged;
after a clutch different from the clutch corresponding to the gear M in the gear I is disengaged, the clutch which is not combined in the gear M is combined;
the first gear is a first gear behind or before the first gear I, and the first gear I is a gear above a forward second gear or below a backward second gear; and if the plurality of clutches of the gear I are different from the plurality of clutches corresponding to the gear M, and the number of the clutches which are not combined in the gear M is multiple, controlling the second-stage clutch of the gear M to be combined firstly, and controlling the first-stage clutch of the gear M to be combined later.
2. The shift change method according to claim 1, characterized by further comprising:
when the neutral gear is changed to a forward first gear or a backward first gear, the two-stage clutch corresponding to the gears is combined;
after the second-stage clutch corresponding to the gear is combined, the first-stage clutch corresponding to the gear is combined again;
the idle stroke is firstly carried out according to the rotating speed of the input shaft, when the rotating speed of the input shaft is stable, the first-stage clutch corresponding to the gear is reunited, and the reunion time of the first-stage clutch corresponding to the gear meets the following formula:
tcombination of Chinese herbs〉n1/(i1×5.8)×π×DTyre for vehicle wheels；
tCombination of Chinese herbsClutch engagement time; n is1The engine speed at the first forward gear or the first reverse gear; i.e. i1The gear ratio is the forward first gear or the backward first gear of the gearbox multiplied by the total speed ratio of the rear axle; dTyre for vehicle wheelsIs the diameter of the wheel.
3. The shifting method according to claim 1, wherein if the number of the clutches of the M-range that have not been engaged is one, the engagement time of the clutches of the M-range that have not been engaged satisfies the following formula:
tcombination of Chinese herbs〉nM/(iM×5.8)×π×DTyre for vehicle wheels；
If the number of the clutches which are not combined in the M gear is multiple, the combination time of the first-stage clutch in the M gear is consistent with the formula;
wherein, tCombination of Chinese herbsClutch engagement time; n isMThe engine speed at the M gear; i.e. iMThe gear ratio of the gearbox is M gear speed ratio multiplied by the total speed ratio of the rear axle; dTyre for vehicle wheelsIs the diameter of the wheel.
4. The shift change method according to claim 3, characterized by further comprising:
controlling the engine speed of the M gear to control the speed of the I gear to be equal to the speed of the M gear when the I gear is changed to the M gear: vI＝VM；
Wherein, I gear speed: vI＝nI/iI×π×DTyre for vehicle wheelsAnd M gear speed: vM＝nM×π×DTyre for vehicle wheelsAnd the engine speed: n isM＝nI×iI/iM，iIThe gear ratio of the gearbox is I gear speed ratio multiplied by the total speed ratio of the rear axle; dTyre for vehicle wheelsIs the diameter of the wheel.
5. The shift change method according to claim 1, characterized by further comprising:
acquiring the oil temperature in the gearbox;
respectively comparing the acquired oil temperature with a first oil temperature preset value and a second oil temperature preset value;
when the oil temperature exceeds the first oil temperature preset value, the corresponding clutch is disengaged and the combination of the corresponding clutch is limited;
when the oil temperature is lower than the second oil temperature preset value, the corresponding clutch is allowed to be combined;
wherein the first oil temperature preset value is greater than the second oil temperature preset value.
6. The shift change method according to claim 1, characterized by further comprising:
acquiring the output shaft rotating speed of the output shaft, the input shaft rotating speed of the input shaft and the clutch rotating speed of the clutch;
comparing the obtained rotation speed of the output shaft, the rotation speed of the input shaft and the rotation speed of the clutch with calculated values respectively to obtain deviation proportion values;
when the deviation ratio is smaller than or equal to a preset value, prompting to detect whether the oil level of the gearbox and the radiator are abnormal or not;
and when the deviation proportion is larger than the preset value, prejudging the corresponding clutch to be abnormal and sending a stop checking signal.
7. A transmission for gear change by the gear change method according to any one of claims 1 to 6, characterized by comprising:
a box body;
the input shaft is rotationally connected to the box body;
the two-stage torsion damper is arranged on the input shaft;
the output shaft is rotationally connected to the box body; and
a shift mechanism provided in the case, the shift mechanism being located between the input shaft and the output shaft, the shift mechanism being configured to shift corresponding gears to transmit power input from the input shaft to the output shaft at different gear ratios, the shift mechanism having a plurality of clutches and a gear transmission assembly;
wherein, it is corresponding the one-level clutch with the second grade clutch combines, makes gear drive subassembly passes through the intermeshing transmission power of four pairs of gears and gives the output shaft is in order to alternate to six the forward gear that corresponds in the forward gear, or correspond the one-level clutch with the second grade clutch combines, makes gear drive subassembly passes through the intermeshing transmission of three pairs of gears power give power output shaft is in order to alternate to three the backward gear that corresponds in the backward gear.
8. The transmission of claim 7, further comprising:
and the dual-purpose pedal is connected with the gear shifting mechanism and is configured to switch the inching function and the braking function of the gear shifting mechanism according to the stepping angle.
9. The transmission of claim 7, further comprising:
a temperature sensor configured to detect a temperature of oil in the transmission;
a plurality of rotational speed sensors configured to detect an input shaft rotational speed of the input shaft, an output shaft rotational speed of the output shaft, and a clutch rotational speed of the clutch correspondingly;
a plurality of pressure sensors configured to detect pressures of a plurality of the clutches, respectively; and
the controller, with temperature sensor, a plurality of rotational speed sensor and a plurality of pressure sensor communicate respectively and connect, the controller with a plurality of the clutch communicates respectively and connects.
10. A work machine, characterized in that the work machine comprises:
a gearbox according to any one of claims 7 to 9; and
the gear device is connected with the gearbox;
wherein the gear device has a plurality of reverse gears and a plurality of forward gears.
CN202110645237.5A 2021-06-09 2021-06-09 Gear shifting and speed changing method, gearbox and engineering machinery Active CN113389893B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202110645237.5A CN113389893B (en) 2021-06-09 2021-06-09 Gear shifting and speed changing method, gearbox and engineering machinery

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202110645237.5A CN113389893B (en) 2021-06-09 2021-06-09 Gear shifting and speed changing method, gearbox and engineering machinery

Publications (2)

Publication Number Publication Date
CN113389893A true CN113389893A (en) 2021-09-14
CN113389893B CN113389893B (en) 2022-06-24

Family

ID=77620113

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202110645237.5A Active CN113389893B (en) 2021-06-09 2021-06-09 Gear shifting and speed changing method, gearbox and engineering machinery

Country Status (1)

Country Link
CN (1) CN113389893B (en)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114110159A (en) * 2021-11-03 2022-03-01 江苏汇智高端工程机械创新中心有限公司 Gear control method and system for off-road tire crane gearbox

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103912639A (en) * 2014-03-31 2014-07-09 长城汽车股份有限公司 Dual-clutch transmission and control method thereof
US20140303858A1 (en) * 2013-04-03 2014-10-09 Honda Motor Co., Ltd. Vehicle and control apparatus for automatic transmission
US20150369359A1 (en) * 2013-02-26 2015-12-24 Aisin Aw Co., Ltd. Control device and control method for transmission
CN207315989U (en) * 2017-09-16 2018-05-04 山东潍坊鲁中拖拉机有限公司 A kind of dynamic power shift gear box transmission device
CN111271443A (en) * 2020-01-17 2020-06-12 山推工程机械股份有限公司 Gear shifting controller and system of bulldozer

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20150369359A1 (en) * 2013-02-26 2015-12-24 Aisin Aw Co., Ltd. Control device and control method for transmission
US20140303858A1 (en) * 2013-04-03 2014-10-09 Honda Motor Co., Ltd. Vehicle and control apparatus for automatic transmission
CN103912639A (en) * 2014-03-31 2014-07-09 长城汽车股份有限公司 Dual-clutch transmission and control method thereof
CN207315989U (en) * 2017-09-16 2018-05-04 山东潍坊鲁中拖拉机有限公司 A kind of dynamic power shift gear box transmission device
CN111271443A (en) * 2020-01-17 2020-06-12 山推工程机械股份有限公司 Gear shifting controller and system of bulldozer

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN114110159A (en) * 2021-11-03 2022-03-01 江苏汇智高端工程机械创新中心有限公司 Gear control method and system for off-road tire crane gearbox

Also Published As

Publication number Publication date
CN113389893B (en) 2022-06-24

Similar Documents

Publication Publication Date Title
JP2744862B2 (en) Transmission mechanism
US7367923B2 (en) Apparatus and method for controlling transmission of straddle-type vehicle
US8831847B2 (en) Regulated drivetrain for damping out vibrations
US7083033B2 (en) Torque transmission apparatus
CN100359214C (en) Method for a shift control of a power shift transmission
US6588292B2 (en) Transmission including clutch and shaft driving device
CN101981337A (en) Clutch control device and mu correction factor calculating method
US20070144283A1 (en) Power Transmission Apparatus
CN101204925A (en) Electric motor vehicle driving system
CN111801518B (en) Electronic CVT with friction clutch
CN102197236B (en) Power transmitting device
CN103527726A (en) Speed changer
EP3419851B1 (en) Transmission internal pto clutch and method of control
US4858495A (en) Multi-speed powershift transmission
KR20180106981A (en) Deceleration based brake coolant system and method thereof
US9309970B2 (en) Continuously variable transmission for vehicle
CN113389893B (en) Gear shifting and speed changing method, gearbox and engineering machinery
US3598211A (en) Speed-responsive clutch
CN200992144Y (en) Electric-vehicle drive system
TWI615559B (en) Controller of vehicle and vehicle
US6932742B2 (en) Method of and apparatus for compensating for the influence of changes of rotational speed upon the characteristic curve of a clutch
CA2379597C (en) General-purpose mechanical holonomic element for a gear with variable changing of the rotation moment
US3412625A (en) Transmission system
JP2006321377A (en) Driving method of diesel rail-car and device therefor
CN114542714B (en) Method and device for adjusting gear of transfer case

Legal Events

Date Code Title Description
PB01 Publication
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant