CN211693420U - Mechanical hydraulic stepless speed variator - Google Patents

Abstract

The utility model relates to a mechanical hydraulic stepless speed changer.A first gear is fixed on a first shaft and drives a hydraulic pump; the gear tee is connected with the first shaft through the first clutch or connected with the shell of the transmission through the second clutch; the gear V is connected with the shaft I through a clutch III; a planetary gear train is arranged on the second shaft, and a gear eight is fixed on the second shaft and connected with the first hydraulic motor; the first planetary gear train comprises a first sun gear, a first planet carrier and a first inner gear ring, the first planet carrier is connected with a fourth gear and sleeved on the second shaft, and the fourth gear is engaged with the three phases of the gears; the planetary gear train II comprises a sun gear II, a planet carrier II and an inner gear ring II, wherein the sun gear I and the sun gear II are fixed on a shaft II, the inner gear ring I is connected with the planet carrier II, and the planet carrier II is fixed at one end of a shaft IV; the second inner gear ring and the sixth gear are fixed on the third shaft, the sixth gear is meshed with the fifth gear, and the third shaft is sleeved on the fourth shaft in a floating mode. The speed changer has the advantages of large torque and speed regulation range, high transmission efficiency and uninterrupted whole-course power.

Description

Mechanical hydraulic stepless speed variator

Technical Field

The utility model relates to a continuously variable transmission especially relates to a mechanical fluid pressure type continuously variable transmission, has the continuously variable transmission function under the incessant power, belongs to the wheeled vehicle technical field who uses the derailleur.

Background

The high-power self-propelled power machine always faces complex working conditions and large load change, so that the high requirements on the speed regulation range, the torque, the transmission efficiency and the power continuity of the transmission are met. Especially, the high-power tractor is used as a main power machine in the agricultural field, the working condition is more complex, the power output cannot be interrupted, and the transmission of the high-power tractor needs better technical indexes, control performance and efficiency indexes.

The tractor brand on the existing market mostly adopts manual derailleur, non-intelligent part power transmission of shifting etc.. Especially, the tractor stepless speed change technology level is still in the stages of complex scheme, low efficiency, low reliability and poor controllability.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to overcome the problem that exists among the prior art, provide a mechanical fluid pressure type buncher, can reduce on a large scale the variable speed transmission complexity, compact structure, the moment of torsion is big with the speed governing scope, and the transmission is steady efficient, and whole power is incessant.

In order to solve the technical problem, the utility model discloses a mechanical hydraulic type continuously variable transmission, including the derailleur casing, install the axle that is parallel to each other in the derailleur casing A1, axle two A2, axle three A3 and axle four A4, the left end of axle one A1 is power input end, the cover is equipped with gear G1, clutch C1, clutch two C2, gear three G3, gear five G5 and clutch three C3 in proper order on axle one A1, gear G1 is fixed on axle one A1 and drive hydraulic pump B1; gear three G3 is connected to shaft one a1 through clutch one C1 or to the transmission housing through clutch two C2; gear five G5 is connected to shaft one a1 through clutch three C3; the second shaft A2 is sequentially provided with an eight gear G8, a four gear G4, a first planetary gear train and a second planetary gear train, and the eight gear G8 is fixed on the second shaft A2 and is in transmission connection with a driving shaft of a first hydraulic motor M1; the first planetary gear train comprises a first sun gear S1, a first planet gear P1, a first planet carrier X1 and a first inner gear ring R1, the first planet carrier X1 is connected with a fourth gear G4 and is arranged on a second shaft A2 in a floating mode, and the fourth gear G4 is meshed with a third gear G3; the planetary gear train II comprises a sun gear II S2, a planet gear II P2, a planet carrier II X2 and an inner gear ring II R2, wherein the sun gear I S1 and the sun gear II S2 are both fixed on a shaft II A2, the inner gear ring I R1 is connected with the planet carrier II X2, and the center of the planet carrier II X2 is fixed at one end of the shaft II A4; the second ring gear R2 and the sixth gear G6 are fixed on the third shaft A3 together, the sixth gear G6 is meshed with the fifth gear G5, and the third shaft A3 is sleeved on the fourth shaft A4 in a floating mode and is coaxial.

Compared with the prior art, the utility model discloses following beneficial effect has been obtained: the left end of the first shaft A1 can be connected with an engine flywheel disc, the first gear G1 can drive the hydraulic pump B1 to work through the second gear G2, and the second gear G2 can be installed on the driving shaft of the hydraulic pump B1; the hydraulic pump B1 may power a hydraulic motor one M1. When the second clutch C2 is combined, the first planet carrier X1 of the first planetary gear train can be locked through the third gear G3, and the transmission mode of the planetary gear train is changed; parking may be achieved if the output displacement of the hydraulic pump B1 is simultaneously controlled to 0. Engaging clutch one C1 to engage gear three G3 with shaft one A1 in a relatively stationary state; by engaging the third clutch C3, the fifth gear G5 and the first shaft a1 are engaged in a relatively stationary state, and both smooth shifting and smooth speed change can be realized. The drive shaft of the first hydraulic motor M1 can be provided with a gear seven G7, a gear seven G7 is meshed with a gear eight G8, and the first hydraulic motor M1 can drive the second drive shaft A2 to rotate through a gear seven G7 and a gear eight G8. The fourth gear G4 can lock or release the first planet carrier X1, and change the transmission mode and the transmission ratio of the first planetary gear train; gear four G4 may also drive gear three G3 for floating rotation to effect engagement with shaft one a1 in a relatively stationary condition. Gear six G6 may drive gear five G5 for floating rotation to effect engagement with shaft one a1 in a relatively stationary condition. The two planetary gear trains can work in a mode of fixing a first planetary carrier X1, and also can work in a mode of fixing a first sun gear S1 and a second sun gear S2, so that multi-working-condition and large-range speed regulation of the shaft four A4 is realized. Through the sectional combination of the gears, the torque is transmitted in an economical, efficient and compact relay mode according to the actual power output requirement.

As a further improvement of the utility model, a gear ten G10 is fixed on the shaft four A4, and the gear ten G10 is connected with the drive shaft transmission of the hydraulic motor two M2. The hydraulic pump B1 can provide power for the hydraulic motor II M2, the shaft II A2 can also drive the hydraulic motor I M1 to serve as a hydraulic pump to provide power for the hydraulic motor II M2, a gear nine G9 can be installed on a driving shaft of the hydraulic motor II M2, the gear nine G9 is meshed with a gear ten G10, the hydraulic motor II 2 drives the gear ten G10 to rotate through the gear nine G9, the gear ten G10 drives the shaft four A4 to rotate, the hydraulic motor II M2 can provide power for the shaft four A4, the shaft four A4 is accelerated together with power from two planetary gear trains, pure hydraulic power starting of parallel driving of the two hydraulic motors is achieved, and starting torque is large.

As a further improvement of the utility model, the gear seventeen G17 that is fixed on the three A3 shafts, the gear seventeen G17 meshes with the gear sixteen G16, the gear sixteen G16 meshes with the gear fifteen G15, and the gear fifteen G15 is connected with the one A1 shaft through the reverse gear clutch CR. The gear sixteen G16 can enable the rotation direction of the gear fifteen G15 during floating acceleration to be the same as that of the shaft one A1 and the shaft three A3, the gear fifteen G15 and the shaft one A1 can be combined in a relatively static state by combining the reverse clutch CR, and the gear fifteen G15 can provide reverse driving force for the inner ring gear two R2 through the shaft three A3.

As a further improvement of the utility model, the shaft four a4 is also provided with a gear eleventh G11, a synchronizer SY and a gear thirteenth G13, and the gear eleventh G11 or the gear thirteenth G13 is connected with the shaft four a4 through the synchronizer SY; the fifth parallel shaft system comprises a shaft five A5, a gear eighteen G18 for driving a differential is arranged at the output end of the shaft five A5, a gear twelve G12 and a gear fourteen G14 are fixedly arranged on the shaft five A5, the gear twelve G12 is meshed with the gear eleventh G11, and the gear fourteen G14 is meshed with the gear thirteen G13. The synchronizer SY is in a high-speed gear mode when combined with the gear eleven G11, is in a low-speed gear mode when combined with the gear thirteen G13, can realize the two-way switching of a high-speed gear and a low-speed gear by controlling the synchronizer SY through a manual selection button, enables forward and reverse to realize the two modes of the high-speed gear and the low-speed gear, and is suitable for a transportation mode and the low-speed gear is suitable for a field operation mode. And the switching of the high gear and the low gear does not influence the speed regulation mode, but the maximum speed value which can be reached by the vehicle is different.

As a further improvement of the utility model, the hydraulic pump B1 is controlled by the electro-hydraulic proportional valve I in displacement and flow direction, and is connected with the hydraulic motor I M1 through a power oil supply pipe; the displacement of the hydraulic motor II M2 is controlled by an electro-hydraulic proportional valve II Y3, and the hydraulic motor II M2 is connected with the power oil supply pipe through an electromagnetic directional valve Y4. The electro-hydraulic proportional valve I can control the displacement of the hydraulic pump B1 and can also switch the flow direction of hydraulic oil at the outlet of the hydraulic pump B1; when the vehicle starts forwards or backwards, the hydraulic pump B1 drives the first hydraulic motor M1 and the second hydraulic motor M2, so that the double hydraulic motors are driven in a full hydraulic mode, the starting torque is large, and the vehicle can be started stably on a heavy-load slope. When the speed regulation section is changed, the electromagnetic directional valve Y4 switches the connection oil way of the second hydraulic motor M2, so that the hydraulic output torque of the second hydraulic motor M2 is matched with the required torque direction of the fourth shaft A4, the whole speed regulation range has no backflow power, the transmission is stable and efficient, no additional torque exists on a transmission gear transmission chain, the gear load is obviously reduced, and the design of a transmission is facilitated. When the hydraulic pump B1 has no displacement output, the first hydraulic motor M1 may function as a hydraulic pump, driving the second hydraulic motor M2 to operate. The first hydraulic motor M1 can also be driven by the hydraulic pump B1 alone, and the second hydraulic motor M2 does not absorb displacement.

Drawings

Fig. 1 is a schematic structural view of the mechanical hydraulic type continuously variable transmission of the present invention.

Fig. 2 is a rotation speed relationship diagram of each basic member of the planetary gear train of the present invention.

Fig. 3 is a hydraulic flow diagram of the utility model when working in the forward section i.

Fig. 4 is a diagram of the change of the rotation speed of each basic component of the planetary gear train when the planetary gear train works in the forward I section.

Fig. 5 is a hydraulic flow diagram of the present invention working in the forward ii section.

Fig. 6 is a diagram of the change of the rotation speed of each basic component of the planetary gear train when the utility model works in the forward II section.

Fig. 7 is a hydraulic flow diagram of the present invention working in the forward iii section.

Fig. 8 is a diagram of the change of the rotation speed of each basic component of the planetary gear train when the planetary gear train works in the forward III section.

Fig. 9 is a hydraulic flow diagram of the present invention working in the forward iv section.

FIG. 10 is a diagram showing the variation of the rotation speed of each basic component of the planetary gear train when the present invention works in the forward IV stage.

Fig. 11 is a hydraulic flow diagram of the present invention when the present invention works in the backward i section.

Fig. 12 is a diagram of the change of the rotation speed of each basic component of the planetary gear train when the planetary gear train works in the reverse stage i.

Fig. 13 is a hydraulic flow diagram of the present invention working in the reverse ii section.

Fig. 14 is a diagram of the change of the rotation speed of each basic component of the planetary gear train when the planetary gear train works in the reverse stage ii.

Fig. 15 is a hydraulic flow diagram of the present invention operating in the reverse iii section.

Fig. 16 is a diagram of the change of the rotation speed of each basic component of the planetary gear train when the planetary gear train operates in the reverse iii section.

In the figure: A1. a first shaft; A2. a second shaft; A3. a third shaft; A4. shaft four; A5. a fifth shaft; PTO and power takeoff; G1. a first gear; G2. a second gear; G3. a third gear; G4. a fourth gear; G5. a fifth gear; G6. a sixth gear; G7. a seventh gear; G8. eighth gear; G9. a ninth gear; G10. ten gears; G11. eleven gears; G12. a gear twelve; G13. thirteen gears; G14. fourteen gears; G15. fifteen gears; G16. sixteenth, a gear; G17. seventeen gears; G18. eighteen gears; C1. a first clutch; C2. a second clutch; C3. a third clutch; CR. reverse clutch; SY. a synchronizer; B1. a hydraulic pump; m1, a first hydraulic motor; m2, a second hydraulic motor; s1, a sun gear I; p1, a planet wheel I; x1. planet carrier I; r1, a first inner gear ring; s2, a sun gear II; p2, planet wheel II; x2. planet carrier II; r2, an inner gear ring II; y1 and Y2. are electro-hydraulic proportional valves I; y3. electro-hydraulic proportional valve II; y4. A solenoid directional valve.

Detailed Description

In the following description of the present invention, the terms "left", "right", "positive", "negative", etc. indicate the orientation, position or direction relationship based on the orientation or position relationship shown in the drawings, and are only for convenience of description and simplified description, and do not mean that the device must have a specific orientation or direction.

As shown in fig. 1, the utility model discloses a mechanical fluid pressure type continuously variable transmission, including the transmission housing, install the first parallel axis system that links to each other with drive power in the transmission housing, power is conveyed to third parallel axis system by first parallel axis system, the second parallel axis system includes two planetary gear trains, first parallel axis system, third parallel axis system and hydraulic motor M1 all drive fourth parallel axis system through second parallel axis system, the input of fourth parallel axis system still links to each other with hydraulic motor two M2, the output and the transmission of fifth parallel axis system of fourth parallel axis system are connected.

The first hydraulic motor M1 can drive the fourth parallel shaft system through the second parallel shaft system, the second hydraulic motor M2 can assist in driving the fourth parallel shaft system, the fourth parallel shaft system drives the fifth parallel shaft system to rotate, and the output end of the fifth parallel shaft system is provided with a driving gear of a differential. The utility model discloses can realize the parallelly connected driven pure hydraulic power starting of two hydraulic motor, the starting moment of torsion is big. The first parallel shaft system, the third parallel shaft system or the hydraulic motor M1 can be selected as independent or common power input according to different working condition requirements, so that the two planetary gear trains can realize multiple transmission ratios. The speed changer can realize constant speed state section changing, has a large speed regulation range, is continuously controllable, and has good controllability and high reliability.

The first parallel shaft system comprises a first shaft A1, the left end of the first shaft A1 is a power input end, a first gear G1, a first clutch C1, a second clutch C2, a third gear G3, a fifth gear G5 and a third clutch C3 are sequentially sleeved on the first shaft A1, a first gear G1 is fixed on the first shaft A1 and meshed with a second gear G2, and the second gear G2 is installed on a driving shaft of a hydraulic pump B1; gear three G3 is connected to shaft one a1 through clutch one C1 or to the transmission housing through clutch two C2; gear five G5 is connected to shaft one A1 through clutch three C3. The right end of the first shaft a1 is connected to a power take-off which can take the maximum power of the engine to power other components of the vehicle.

The left end of the first shaft A1 can be connected with an engine flywheel disc, the first gear G1 drives the hydraulic pump B1 to work through the second gear G2, and the hydraulic pump B1 can provide power for the first hydraulic motor M1 and the second hydraulic motor M2. When the second clutch C2 is combined, the first planet carrier X1 of the first planetary gear train can be locked through the third gear G3, and the transmission mode of the planetary gear train is changed; parking may be achieved if the output displacement of the hydraulic pump B1 is simultaneously controlled to 0. Engaging clutch one C1 to engage gear three G3 with shaft one A1 in a relatively stationary state; by engaging the third clutch C3, the fifth gear G5 and the first shaft a1 are engaged in a relatively stationary state, and both smooth shifting and smooth speed change can be realized.

The second parallel shaft system comprises a second shaft A2, a second shaft A2 is sequentially provided with an eight-G8 gear, a fourth-G4 gear, a first planetary gear train and a second planetary gear train, the eight-G8 gear is fixed on the second shaft A2 gear and meshed with a seventh-G7 gear, and the seventh-G7 gear is arranged on a driving shaft of the first hydraulic motor M1; the first planetary gear train comprises a first sun gear S1, a first planet gear P1, a first planet carrier X1 and a first inner gear ring R1, the first planet carrier X1 is connected with a fourth gear G4 and is arranged on a second shaft A2 in a floating mode, and the fourth gear G4 is meshed with a third gear G3; the planetary gear train II comprises a sun gear II S2, a planet gear II P2, a planet carrier II X2 and an inner gear ring II R2, wherein the sun gear I S1 and the sun gear II S2 are both fixed on a shaft II A2, the inner gear ring I R1 is connected with the planet carrier II X2, and the center of the planet carrier II X2 is fixed at one end of the shaft II A4; the second ring gear R2 and the sixth gear G6 are fixed on the third shaft A3 together, the sixth gear G6 is meshed with the fifth gear G5, and the third shaft A3 is sleeved on the fourth shaft A4 in a floating mode and is coaxial.

The first hydraulic motor M1 can drive the second shaft A2 to rotate through a seventh gear G7 and an eighth gear G8, and the second shaft A2 can also drive the first hydraulic motor M1 to serve as a hydraulic pump to supply power to the second hydraulic motor M2. The fourth gear G4 can lock or release the first planet carrier X1, and change the transmission mode and the transmission ratio of the first planetary gear train; gear four G4 may also drive gear three G3 for floating rotation to effect engagement with shaft one a1 in a relatively stationary condition. Gear six G6 may drive gear five G5 for floating rotation to effect engagement with shaft one a1 in a relatively stationary condition. The two planetary gear trains can work in a mode of fixing a first planetary carrier X1, and also can work in a mode of fixing a first sun gear S1 and a second sun gear S2, so that multi-working-condition and large-range speed regulation of the shaft four A4 is realized.

The fourth parallel shaft system also includes gear deg 10 fixed to shaft four a4, gear deg 10 meshing with gear nine G9, gear nine G9 mounted on the drive shaft of hydraulic motor two M2. The second hydraulic motor M2 drives the gear ten G10 to rotate through the gear nine G9, the gear ten G10 drives the shaft four A4 to rotate, the second hydraulic motor M2 provides power for the shaft four A4, the power and the power from the two planetary gear trains jointly drive the shaft four A4 to accelerate, and the torque during starting or accelerating is improved.

The third parallel shaft system also includes gear seventeen G17 fixed to shaft three A3, gear seventeen G17 meshing with gear sixteen G16, gear sixteen G16 meshing with gear fifteen G15, and gear fifteen G15 connected to shaft one a1 through reverse clutch CR. The gear sixteen G16 can enable the rotation direction of the gear fifteen G15 during floating acceleration to be the same as that of the shaft one A1 and the shaft three A3, the gear fifteen G15 and the shaft one A1 can be combined in a relatively static state by combining the reverse clutch CR, and the gear fifteen G15 can provide reverse driving force for the inner ring gear two R2 through the shaft three A3.

The shaft four A4 is also provided with an eleventh gear G11, a synchronizer SY and a thirteenth gear G13, and the eleventh gear G11 or the thirteenth gear G13 is connected with the shaft four A4 through the synchronizer SY; the fifth parallel shaft system comprises a shaft five A5, a gear eighteen G18 for driving a differential is arranged at the output end of the shaft five A5, a gear twelve G12 and a gear fourteen G14 are fixedly arranged on the shaft five A5, the gear twelve G12 is meshed with the gear eleventh G11, and the gear fourteen G14 is meshed with the gear thirteen G13. The synchronizer SY is in a high-speed gear mode when combined with the gear eleven G11, is in a low-speed gear mode when combined with the gear thirteen G13, can realize the two-way switching of a high-speed gear and a low-speed gear by controlling the synchronizer SY through a manual selection button, enables forward and reverse to realize the two modes of the high-speed gear and the low-speed gear, and is suitable for a transportation mode and the low-speed gear is suitable for a field operation mode. And the switching of the high gear and the low gear does not influence the speed regulation mode, but the maximum speed value which can be reached by the vehicle is different.

The hydraulic pump B1 is controlled by the electro-hydraulic proportional valve I in displacement and flow direction and is connected with the hydraulic motor I M1 through a power oil supply pipe; the displacement of the hydraulic motor II M2 is controlled by an electro-hydraulic proportional valve II Y3, and the hydraulic motor II M2 is connected with a power supply pipe through an electromagnetic directional valve Y4. The electro-hydraulic proportional valve I can control the displacement of the hydraulic pump B1 and can also switch the flow direction of hydraulic oil at the outlet of the hydraulic pump B1; when the vehicle starts forwards or backwards, the hydraulic pump B1 drives the first hydraulic motor M1 and the second hydraulic motor M2, so that the double hydraulic motors are driven in a full hydraulic mode, the starting torque is large, and the vehicle can be started stably on a heavy-load slope. When the speed regulation section is changed, the electromagnetic directional valve Y4 switches the connection oil way of the second hydraulic motor M2, so that the hydraulic output torque of the second hydraulic motor M2 is matched with the required torque direction of the fourth shaft A4, the whole speed regulation range has no backflow power, the transmission is stable and efficient, no additional torque exists on a transmission gear transmission chain, the gear load is obviously reduced, and the design of a transmission is facilitated. When the hydraulic pump B1 has no displacement output, the first hydraulic motor M1 may function as a hydraulic pump, driving the second hydraulic motor M2 to operate. The first hydraulic motor M1 can also be driven by the hydraulic pump B1 alone, and the second hydraulic motor M2 does not absorb displacement.

The engine of the vehicle drives the differential mechanism through the mechanical hydraulic stepless speed changer, the torque and speed regulation range is large, the whole course power is uninterrupted, the differential speed shifting clutch is not needed, the clutch joint part can be combined in the constant speed state, and the adjacent speed sections can be changed in the constant speed state. The forward and the backward can be directly switched under the state of no stopping, and the controllability is high. And the parking without flameout on the ramp can be realized without starting the parking brake.

As shown in FIG. 2, the transmission modes of the transmission include a forward mode, which includes, in order, a forward I, a forward II, a forward III, and a forward IV, with increasing speeds, and a reverse mode, which includes, in order, a reverse I, a reverse II, and a reverse III, with increasing speeds.

As shown in fig. 3 and 4, when advancing the segment i: clutch two, C2, is engaged and carrier one, X1, remains stationary; the electromagnetic directional valve Y4 is in a power-off state and is in a parallel conduction station, the first shaft A1 drives the second gear G2 to rotate through the first gear G1, the control system gives a PWM signal which gradually increases from 0 to the left coil Y1 of the first electro-hydraulic proportional valve, the output displacement of the hydraulic pump B1 is gradually increased from 0, the first hydraulic motor M1 and the second hydraulic motor M2 are driven to rotate, the first hydraulic motor M1 drives the second shaft A2 to rotate positively through the seventh gear G7 and the eighth gear G8, the first sun gear S1 and the second sun gear S2 are driven to rotate positively at the same speed, the first sun gear S1 drives the first inner gear ring R1 to rotate reversely through the first planet gear P1, the first inner gear ring R1 drives the fourth shaft A4 to rotate reversely through the second planet carrier X2, and the fourth shaft A4 drives the fifth shaft A5 to rotate positively; the sun gear II S2 drives the inner gear ring II R2, the shaft III A3 and the gear VI G6 to float and rotate reversely through the planet gear II P2, the rotating speed is increased along with the floating, the gear VI G6 drives the gear V G5 to float and rotate forwardly, and when the advancing section I is finished, the rotating speed of the gear V G5 is the same as that of the shaft I A1; the second hydraulic motor M2 drives the four-A4 to rotate reversely through a nine-G9 gear and a ten-G10 gear, so that pure hydraulic power forward starting driven by the two hydraulic motors in parallel is realized, the forward starting torque is large, and the low-speed large torque is favorable for smooth starting of a vehicle on a heavy-load ramp. The shaft IV A4 drives the shaft V A5 to gradually increase from 0 speed, the hydraulic motor II M2 is in inverse proportion control, the control system gives a PWM signal which gradually increases from 0 to the electro-hydraulic proportional valve II Y3, the displacement of the hydraulic motor II M2 is reduced along with the reduction of the load, and the starting assisting force is gradually cancelled; when the output displacement of the hydraulic pump B1 reaches the maximum value, namely the forward rotating speed of the shaft two A2 reaches the maximum value, the speed regulation of the forward I section is finished.

When the forward I section is switched to the forward II section: firstly, the clutch III C3 is combined, so that the gear V G5 is combined with the shaft I1 in a relatively static state, and the gear V G5 drives the ring gear II R2 to keep rotating reversely; in order to realize zero-power backflow in the advancing II section, a hydraulic system needs to be correspondingly switched, firstly, the electromagnetic directional valve Y4 is electrified and is switched to a cross conduction station, namely, a connection oil circuit of the second hydraulic motor M2 is switched, so that the hydraulic output torque of the second hydraulic motor M2 is matched with the required torque direction of the shaft IV A4; then under the condition that the rotating speed of the first hydraulic motor M1 is kept unchanged, the displacement of the hydraulic pump B1 is gradually reduced, the displacement of the second hydraulic motor M2 is increased, the first hydraulic motor M1 gradually takes the effect of the hydraulic pump until the displacement of the hydraulic pump B1 is reduced to 0, and the hydraulic system is switched; in the switching process, the speed ratio of the transmission is kept unchanged without power interruption.

As shown in fig. 5 and 6, when advancing stage ii: the clutch II C2 is disengaged, and the planet carrier I X1 is released from fixation; the clutch III C3 is kept combined, and the speed of the shaft III A3 and the speed of the ring gear II R2 are kept unchanged and are used as the input end of the planetary gear train; the hydraulic pump B1 keeps no displacement output, the first hydraulic motor M1 is used as a hydraulic pump, the control system gradually reduces the displacement of the second hydraulic motor M2, so that the first hydraulic motor M1 is decelerated, the second shaft A2, the first sun gear S1 and the second sun gear S2 are decelerated, the first inner gear R1, the second planet carrier X2 and the fourth shaft A4 are used as output ends of a planetary gear train to accelerate, and the fourth shaft A4 drives the fifth shaft A5 to accelerate. When the displacement of the second hydraulic motor M2 is reduced to 0, the first hydraulic motor M1 is in a hydraulically locked brake static state, the speeds of the second shaft A2, the first sun gear S1 and the second sun gear S2 are reduced to 0, the reverse rotation speed of the fourth shaft A4 is increased to a value at the end of the second forward segment, and the forward rotation speed of the fifth shaft A5 is increased to a value at the end of the second forward segment; planet carrier one X1 is in a floating reverse state and the speed follows the increase.

As shown in fig. 7 and 8, when advancing the stage iii: the clutch III C3 is kept combined, the speed of the shaft III A3 and the speed of the ring gear II R2 are kept unchanged, and the speed is still used as the input end of the planetary gear train; the displacement of the second hydraulic motor M2 is reduced to 0, the displacement is not absorbed, and the torque is not output; the control system gives a PWM signal which starts from 0 to gradually increase a right coil Y2 of the electro-hydraulic proportional valve I, so that the output displacement of a hydraulic pump B1 is gradually increased from 0, the liquid flow direction is opposite to the advancing section I, a hydraulic motor I M1 is driven to gradually accelerate and rotate in a rotating direction opposite to the advancing section I, the hydraulic motor I M1 drives a second A2 to rotate reversely through a seventh G7 gear and an eighth G8 drive shaft, the first sun gear S1 and a second sun gear S2 are driven to rotate reversely at the same speed, the second S2 of the sun gear drives a first inner gear R1, a second X2 planet carrier and a fourth A4 as output ends of a planetary gear train to accelerate, and the fourth A4 drives a fifth A5 to accelerate; planet carrier one X1 is in a floating reverse state and the speed follows the increase. When the output displacement of the hydraulic pump B1 reaches the maximum, the rotating speeds of the second shaft A2, the third shaft A3, the fourth shaft A4 and the first planet carrier X1 are equal, and the end point of the forward III section is reached.

When the forward III section is switched to the forward IV section: because the three A3 and the planet carrier one X1 and the gear four G4 rotate at the same speed, the gear three G3 and the shaft one A1 also rotate at the same speed, and the two are in relative static states; first, engaging the first clutch C1 to engage the third gear G3 with the first shaft A1; in order to realize no power backflow in the forward IV section, the hydraulic system needs to be correspondingly switched, firstly, the electromagnetic directional valve Y4 loses power and is switched to a parallel conduction station, namely, the connection oil circuit of the second hydraulic motor M2 is switched again, so that the hydraulic output torque of the second hydraulic motor M2 is matched with the required torque direction of the shaft IV A4; then under the condition that the rotating speed of the first hydraulic motor M1 is kept unchanged, the displacement of the hydraulic pump B1 is gradually reduced, the displacement of the second hydraulic motor M2 is increased, the first hydraulic motor M1 gradually takes the effect of the hydraulic pump until the displacement of the hydraulic pump B1 is reduced to 0, and the hydraulic system is switched; in the switching process, the speed ratio of the transmission is kept unchanged without power interruption.

As shown in fig. 9 and 10, when advancing the iv stage: the clutch III C3 is disengaged, the clutch I C1 keeps combined, and the rotating speed of the planet carrier I X1 keeps unchanged and is used as the input end of the planetary gear train; the hydraulic pump B1 keeps no displacement output, the first hydraulic motor M1 is used as a hydraulic pump, the displacement of the second hydraulic motor M2 is gradually reduced, the first hydraulic motor M1 is decelerated, the second shaft A2, the first sun gear S1 and the second sun gear S2 are decelerated, the first inner gear ring R1, the second planet carrier X2 and the fourth shaft A4 are used as the output ends of the planetary gear train to accelerate, and the fourth shaft A4 drives the fifth shaft A5 to accelerate; the second ring gear R2 and the third shaft A3 float, rotate reversely and accelerate. When the displacement of the second hydraulic motor M2 is reduced to 0, the first hydraulic motor M1 is in a hydraulically locked brake static state, the speeds of the second shaft A2, the first sun gear S1 and the second sun gear S2 are reduced to 0, the reverse rotation speed of the fourth shaft A4 is increased to the maximum value of the forward IV section, the forward rotation speed of the fifth shaft A5 is increased to the maximum value of the forward IV section, and the speed regulation of the forward IV section is finished.

The process of the big reduction of the advancing speed is just opposite to the process of the small increase of the advancing speed, and the speed regulating process is reverse control and is not described any more.

In the parking mode: clutch two C2 is engaged, gear three G3, gear four G4 and carrier one X1 remain stationary; the output displacement of the hydraulic pump B1 is 0, the first hydraulic motor M1 and the second hydraulic motor M2 are both at hydraulically locked brake standstill, and the fourth shaft a4 and the fifth shaft a5 are both at standstill.

As shown in fig. 11 and 12, when reversing segment i: clutch two, C2, is engaged and carrier one, X1, remains stationary; the electromagnetic directional valve Y4 is in a power-off state and is in a parallel conduction station, the first shaft A1 drives the second gear G2 to rotate through the first gear G1, the control system gives a PWM signal which gradually increases from 0 to the right coil Y2 of the first electro-hydraulic proportional valve, the output displacement of the hydraulic pump B1 is gradually increased from 0, the first hydraulic motor M1 and the second hydraulic motor M2 are driven to rotate, the first hydraulic motor M1 drives the second shaft A2 to rotate reversely through the seventh gear G7 and the eighth gear G8, the second shaft A2 serves as the input end of the planetary gear train to drive the first sun gear S1 and the second sun gear S2 to rotate reversely at the same speed, the first sun gear S1 drives the first ring gear R1 to rotate forwardly through the first planet gear P1, the first ring gear R1 and the second planet carrier X2 serve as the output end of the planetary gear train to drive the fourth shaft A4 to rotate forwardly, and the fourth shaft A4; the sun gear II S2 drives the inner gear ring II R2, the shaft III A3 and the gear seventeen G17 to float and rotate forward through the planet gear II P2, the rotating speed is increased with the floating forward, the gear seventeen G17 drives the gear fifteen G15 to float and rotate forward through the gear sixteen G16, and when the section I of the reverse motion is finished, the speed of the gear fifteen G15 is the same as that of the shaft I1; the second hydraulic motor M2 drives the shaft four A4 to rotate in the positive direction through the gear nine G9 and the gear ten G10, pure hydraulic power reverse starting driven by the double hydraulic motors in parallel is achieved, the reverse starting torque is large, the shaft four A4 drives the shaft five A5 to increase from 0 speed, the control system gives a PWM signal to the electro-hydraulic proportional valve two Y3, the PWM signal increases from 0 speed, the displacement of the second hydraulic motor M2 is reduced along with the reduction of the load, and the starting assisting force is cancelled gradually; reverse i-range governing ends when the output displacement of hydraulic pump B1 reaches a maximum, i.e., the reverse speed of shaft two a2 reaches a maximum.

When the backward I section is switched to the backward II section: the reverse clutch CR is firstly combined, so that the gear fifteen G15 is combined with the shaft I1 in a relatively static state, and the gear fifteen G15 drives the ring gear II R2 to keep forward rotation through the gear sixteen G16 and the gear seventeen G17; in order to reverse the non-power backflow in the section II, the hydraulic system needs to be correspondingly switched, firstly, the electromagnetic directional valve Y4 is electrified and is switched to a cross conduction station, namely, a connection oil circuit of the second hydraulic motor M2 is switched, so that the hydraulic output torque of the second hydraulic motor M2 is matched with the required torque direction of the shaft four A4; then under the condition that the rotating speed of the first hydraulic motor M1 is kept unchanged, the displacement of the hydraulic pump B1 is gradually reduced, the displacement of the second hydraulic motor M2 is increased, the first hydraulic motor M1 gradually takes the effect of the hydraulic pump until the displacement of the hydraulic pump B1 is reduced to 0, and the hydraulic system is switched; in the switching process, the speed ratio of the transmission is kept unchanged without power interruption.

As shown in fig. 13 and 14, when the second stage is reversed: the clutch II C2 is disengaged, and the planet carrier I X1 is released from fixation; the reverse clutch CR keeps combined, the speed of the shaft III A3 and the speed of the ring gear II R2 keep unchanged, and the speed is used as the input end of the planetary gear train; the hydraulic pump B1 keeps no displacement output, the first hydraulic motor M1 is used as a hydraulic pump, the displacement of the second hydraulic motor M2 is gradually reduced, the first hydraulic motor M1 is decelerated, the second shaft A2, the first sun gear S1 and the second sun gear S2 are decelerated, the first inner gear ring R1, the second planet carrier X2 and the fourth shaft A4 are used as the output ends of the planetary gear train to accelerate, and the fourth shaft A4 drives the fifth shaft A5 to accelerate; when the displacement of the second hydraulic motor M2 is reduced to 0, the first hydraulic motor M1 is in a hydraulically locked brake static state, the speeds of the second shaft a2, the first sun gear S1 and the second sun gear S2 are reduced to 0, the forward speed of the fourth shaft a4 is increased to a value at the end of the reverse ii phase, and the reverse speed of the fifth shaft a5 is increased to a value at the end of the reverse ii phase; planet carrier one X1 is in a floating forward state, with the speed following the increase.

As shown in fig. 15 and 16, when the section iii is reversed: the reverse clutch CR keeps combined, the speed of the shaft III A3 and the speed of the ring gear II R2 keep unchanged, and the reverse clutch CR is still used as the input end of the planetary gear train; the displacement of the second hydraulic motor M2 is reduced to 0, the displacement is not absorbed, and the torque is not output; the electromagnetic directional valve Y4 loses power and is switched to a parallel conduction station; the control system gives a PWM signal which is gradually increased from 0 to the left coil Y1 of the electro-hydraulic proportional valve I, so that the output displacement of a hydraulic pump B1 is gradually increased from 0, the direction of liquid flow is opposite to that of a reverse I section, a hydraulic motor I M1 is driven to rotate in a gradually accelerated mode and the rotation direction is opposite to that of the reverse I section, the hydraulic motor I M1 drives a second A2 to rotate in a forward direction through a seventh G7 gear and an eight G8 gear to drive a first sun gear S1 and a second S2 to rotate in the forward direction at the same speed, a second S2 of a sun gear drives a second X2 of a planet carrier, a first inner gear R1 and a fourth A4 of a planet gear train to accelerate, and a fourth A4 of the shaft drives a fifth A5; the planet carrier I1 is in a floating forward rotation state, and the speed is increased along with the increase; when the output displacement of the hydraulic pump B1 reaches the maximum, the rotation speeds of the second shaft A2, the third shaft A3, the fourth shaft A4 and the first planet carrier X1 are equal, and the end point of the reverse III section is reached.

The process of the reverse speed from large reduction to small increase is just opposite, and the speed regulation process is reverse control and is not described in detail.

The above description is only a preferred embodiment of the present invention, and not intended to limit the scope of the present invention. In addition to the above embodiments, the present invention can also have other embodiments, for example, "left", "right" and "positive" and "negative" can be interchanged. All the technical solutions formed by adopting equivalent substitutions or equivalent transformations fall within the protection scope claimed by the present invention. The undescribed technical features of the present invention can be realized by or using the prior art, and are not described herein again.

Claims (5)

1. The utility model provides a mechanical hydraulic pressure continuously variable transmission, includes the derailleur casing, installs in the derailleur casing that axle one (A1), axle two (A2), axle three (A3) and axle four (A4) that are parallel to each other, and the left end of axle one (A1) is power input end, its characterized in that: the first shaft (A1) is sleeved with a first gear (G1), a first clutch (C1), a second clutch (C2), a third gear (G3), a fifth gear (G5) and a third clutch (C3) in sequence, and the first gear (G1) is fixed on the first shaft (A1) and drives a hydraulic pump (B1); gear three (G3) is connected to shaft one (a1) via clutch one (C1) or to the transmission housing via clutch two (C2); gear five (G5) is connected to shaft one (a1) through clutch three (C3); a gear eight (G8), a gear four (G4), a planetary gear train one and a planetary gear train two are sequentially mounted on the shaft two (A2), and the gear eight (G8) is fixed on the shaft two (A2) and is in transmission connection with a driving shaft of the hydraulic motor one (M1); the planetary gear train I comprises a sun gear I (S1), a planet gear I (P1), a planet carrier I (X1) and an inner gear I (R1), the planet carrier I (X1) is connected with a gear II (G4) and is installed on a shaft II (A2) in a floating mode, and the gear IV (G4) is meshed with the gear III (G3); the planetary gear train II comprises a sun gear II (S2), a planet gear II (P2), a planet carrier II (X2) and an inner gear ring II (R2), wherein the sun gear I (S1) and the sun gear II (S2) are both fixed on a shaft II (A2), the inner gear ring I (R1) is connected with the planet carrier II (X2), and the center of the planet carrier II (X2) is fixed at one end of a shaft IV (A4); the inner gear ring II (R2) and the gear six (G6) are fixed on the shaft III (A3) together, the gear six (G6) is meshed with the gear five (G5), and the shaft III (A3) is sleeved on the shaft IV (A4) in a floating mode and is coaxial.

2. The mechano-hydraulic continuously variable transmission of claim 1, wherein: a gear ten (G10) is fixed on the shaft four (A4), and the gear ten (G10) is in transmission connection with a driving shaft of the hydraulic motor two (M2).

3. The mechano-hydraulic continuously variable transmission of claim 2, wherein: a gear seventeen (G17) is fixed on the shaft III (A3), the gear seventeen (G17) is meshed with a gear sixteen (G16), the gear sixteen (G16) is meshed with a gear fifteen (G15), and the gear fifteen (G15) is connected with the shaft I (A1) through a reverse Clutch (CR).

4. The mechano-hydraulic continuously variable transmission of claim 3, wherein: the shaft IV (A4) is also provided with a gear eleven (G11), a Synchronizer (SY) and a gear thirteen (G13), and the gear eleven (G11) or the gear thirteen (G13) is connected with the shaft IV (A4) through the Synchronizer (SY); the fifth parallel shaft system comprises a fifth shaft (A5), an eighteen gear (G18) for driving a differential is installed at the output end of the fifth shaft (A5), a twelfth gear (G12) and a fourteenth gear (G14) are fixedly installed on the fifth shaft (A5), the twelfth gear (G12) is meshed with the eleventh gear (G11), and the fourteenth gear (G14) is meshed with the thirteenth gear (G13).

5. The mechano-hydraulic continuously variable transmission of claim 4, wherein: the hydraulic pump (B1) is controlled by the electro-hydraulic proportional valve I in displacement and flow direction and is connected with the hydraulic motor I (M1) through a power oil supply pipe; and the second hydraulic motor (M2) is controlled by the second electro-hydraulic proportional valve (Y3) in displacement and is connected with the power oil supply pipe through an electromagnetic directional valve (Y4).

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