CN214928967U - Power transmission system of bidirectional running vehicle - Google Patents
Power transmission system of bidirectional running vehicle Download PDFInfo
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- CN214928967U CN214928967U CN202120657270.5U CN202120657270U CN214928967U CN 214928967 U CN214928967 U CN 214928967U CN 202120657270 U CN202120657270 U CN 202120657270U CN 214928967 U CN214928967 U CN 214928967U
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Abstract
The utility model relates to a two-way power transmission system who traveles the vehicle, the drive pattern is 4 x 4, and it includes engine, friction disc and pressure disk, transmission case, transmission shaft I, hydraulic automatic gearbox, transmission shaft II, transmission shaft III, transmission shaft IV, steering drive axle II, transmission shaft V and steering drive axle I. The transmission case changes the power output direction and the rotating speed of the engine, the hydraulic automatic gearbox consists of a hydraulic torque converter and a multi-gear power gear shifting gearbox with an integral box type, the front axle and the rear axle can be driven, the vehicle does not need to turn around, and the single power source and the bidirectional driving are realized.
Description
Technical Field
The utility model relates to a two-way vehicle's that traveles power transmission system.
Background
In order to meet market demands, a bidirectional-running double-head special chassis needs to be designed, and is used for working conditions in long and narrow environments such as tunnels and urban roadways, and one of the key design difficulties is that a vehicle cannot turn around, and a normal vehicle cannot work in a reverse gear mode for a long time. The two domestic mechanically-driven double-head vehicles are mainly in a 4 x 2 driving form, bidirectional running is realized by adopting a single engine and an imported hydraulic automatic gearbox with 4 gears for reverse gear and forward gear, the two engines and the double gearboxes are adopted for one vehicle, bidirectional running of the 4 x 4 vehicle is realized by a newly-designed reversing transfer case, and the currently produced product in China does not adopt a single engine and realizes a transmission system for bidirectional running of the 4 x 4 vehicle, so that a bidirectional running power transmission system needs to be developed.
SUMMERY OF THE UTILITY MODEL
The utility model aims at providing a two-way power transmission who traveles can realize single power supply, full wheel drive, two-way function of traveling.
The utility model discloses a realize above-mentioned purpose, realize through following technical scheme:
the hydraulic automatic gearbox is also connected with the steering drive axle I through a transmission shaft V; the hydraulic automatic gearbox comprises a multi-gear power gear shifting gearbox, a torque converter connected to the upper left portion of the multi-gear power gear shifting gearbox, a control valve and a fine filter connected to the top of the multi-gear power gear shifting gearbox, a power takeoff output flange connected to the upper right portion of the multi-gear power gear shifting gearbox, a front axle output flange connected to the lower left portion of the multi-gear power gear shifting gearbox, a rear axle output flange connected to the lower right portion of the multi-gear power gear shifting gearbox, and an oil filling pipe connected to the bottom of the multi-gear power gear shifting gearbox, wherein the other side of the torque converter is further connected with an input flange.
Preferably, the upper part of the torque converter is further provided with a speed sensor I, and the multi-gear power gear shifting gearbox is further provided with a speed sensor II and an oil cooler oil inlet.
Preferably, the engine is a water-cooled engine.
The utility model has the advantages that: the gearbox of the bidirectional driving power transmission system can complete two functions of power transmission and power direction change, and realize the bidirectional normal driving function; the power take-off device meets the use requirements of a user on power take-off and front and rear axle differential locks, is reasonable in structural arrangement, mature in technology, suitable for vehicles for special operation, capable of loading operation vehicles in special occasions such as tunnels and urban roadways and wide in market prospect.
Drawings
The accompanying drawings are included to provide a further understanding of the invention, and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention, and together with the description serve to explain the invention and not to limit the invention.
Fig. 1 is a schematic view of the overall structure of the present invention.
Fig. 2 is a schematic structural view of the hydraulic automatic transmission of the present invention.
Fig. 3 shows the transmission principle of the hydraulic transmission of the present invention.
Fig. 4 is a schematic diagram of the electro-hydraulic control hydraulic principle with latch of the present invention.
In the figure: the engine, 2 friction discs and pressure plates, 3 transmission cases, 4 transmission shafts I, 5 hydraulic automatic gearboxes, 6 transmission shafts II, 7 transmission shafts III, 8 transmission shafts IV, 9 steering drive axles II, 10 transmission shafts V, 11 steering drive axles I, 12 torque converters, 13 speed sensors I, 14 control valves, 15 fine filters, 16 power takeoff output flanges, 17 oil filling pipes, 18 speed sensors II, 19 rear axle output flanges, 20 front axle output flanges, 21 multi-gear power gear shifting gearboxes, 22 oil cooler oil inlets and 23 input flanges.
Detailed Description
The technical solutions in the embodiments of the present invention will be described clearly and completely with reference to the accompanying drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments in the present invention, all other embodiments obtained by a person skilled in the art without creative work belong to the protection scope of the present invention.
The engine 1 is the only power source of the whole vehicle, the friction disc and the pressure plate 2 are fixed in a flywheel shell of the engine 1 through bolts, an input shaft of the transmission case 3 penetrates through the friction disc and the pressure plate 2 and is inserted into a crankshaft output end of the engine 1, an end cover of the transmission case is connected with an SAE 1# flywheel shell of the engine 1 through bolts, the output end of the transmission case 3 transmits power to the hydraulic automatic gearbox 5 through a transmission shaft I4, the hydraulic automatic gearbox 5 outputs two paths of power, one path of power is transmitted to a steering drive axle I11 through a transmission shaft V10, the other path of power is transmitted to a steering drive axle II through a transmission shaft II 6, a transmission shaft III 7 and a transmission shaft IV 8, and the hydraulic automatic gearbox 5 mainly achieves the bidirectional driving function.
In fig. 2, the automatic hydrodynamic transmission is composed of a hydrodynamic torque converter 12 and a multi-gear power-shift transmission 21 having an integral box type, and is input to a rear axle and a front axle through a rear axle output flange 19 and a front axle output flange 20, respectively, so that front and rear axle driving can be realized.
The torque converter 12 is a three-element structure, consisting of three parts: the pump wheel, the turbine wheel and the guide wheel can realize stepless change of output rotating speed through the torque converter 12, and the driving torque automatically adapts to the required load torque, thereby enhancing the adaptability of the machine to various working conditions, reducing the labor intensity and prolonging the service life of the machine. When the torque converter 12 is equipped with a lockup clutch, the lockup clutch is automatically locked when the input speed increases, the torque ratio approaches 1, and the traction force no longer increases. After the torque converter 12 is locked, the pump impeller and the turbine runner do not slide relatively, so that the hydraulic loss of the torque converter 12 is zero. The transmission efficiency is close to 100% at this time.
The powershift transmission 21 is a hydraulically controlled multi-plate friction clutch that can be engaged and disengaged under load (without power cut), i.e., powershift. The multi-gear power shifting gearbox 21 structurally adopts parallel shaft (movable shaft) transmission, all transmission gears are supported by rolling bearings, and constant meshing transmission is adopted between the gears. And all the bearings and the clutch are lubricated by the cooled oil.
The multi-speed powershift gearbox 21 has 6 multi-plate wet friction clutches. When shifting gears, the clutch friction plate of the corresponding gear is pressed by the piston pushed by the working oil pressure acting axially. The clutch friction plate is released by returning the piston under the action of the return spring.
The transmission principle of the transmission is described in detail in figure 3.
The automatic hydrodynamic transmission 21 has two power take-offs (transmission ratio i =1, opposite to the rotation direction of the engine 1, and the sum of the torques received by the two power take-offs is 1000Nm at most) for driving a water pump of a working device and the like. The power output connection is in the form of a power takeoff flange 6 or a spline.
The control system is used for a gear pump for supplying oil to the torque converter 21 and the operating valve, is arranged in the gearbox, is directly driven by the transmission case 3 through a power takeoff shaft, and pumps pressure oil into a rotary oil filter (a fine filter 15) at the top of the case body directly through an oil suction filter (rough filter) in an oil pan.
The oil filtering precision of the filter is 0.025mm, the filtering area is 7000cm, and a pressure bypass valve (playing a role in safety protection) is arranged in the filter.
The oil from the filter is limited in working pressure by a control pressure valve (main pressure regulating valve) and then enters the operation valve through a pressure control valve 4.
The pressure control valve 4 is used for adjusting the boosting characteristic of the clutch oil cylinder at the moment of gear shifting, namely, the oil pressure is instantaneously reduced during gear shifting, and the oil pressure is recovered to 1.3-1.7 MPa (the pressure limited by the pressure control valve) after the gear shifting is finished (the clutch is engaged). Therefore, gear shifting impact can be reduced, and the gear shifting quality of the transmission is improved.
The pressurized oil passing through the pilot valve directly enters the clutch.
The control pressure valve 4 supplies the surplus oil to the torque converter 2 and the lubrication oil passage while limiting the maximum operating oil pressure.
A relief valve (opening pressure is 0.8 MPa) is arranged at the inlet oil path of the torque converter 21 to prevent the components from being damaged due to overhigh internal pressure of the torque converter 21.
As is well known, according to the hydrodynamic principle of the torque converter 21, inside the torque converter 21, oil is the medium that transmits energy. To prevent cavitation of oil, the inner cavity of the torque converter 21 should be always filled with oil, which is ensured by a torque converter pressure control valve (back pressure valve) installed at the oil outlet of the torque converter 21 (opening pressure is 0.25 MPa).
The oil overflowing from the torque converter 21 directly enters an oil cooler (oil-water or oil-gas heat exchanger) of the vehicle through the oil port 12. When the water-cooled engine 1 is adopted, the cooler should be installed at the outlet end of the cooling water introduced into the engine 1; when an air-cooled engine 1 is used, an oil-to-air cooler may be used, which is mounted at the blow-out end of the cooling fan.
The oil cooler is provided with a bypass valve to protect the cooler when the cooler is at a low temperature or when the cooler is blocked. The oil from the cooler directly enters the lubricating oil way of the gearbox, and provides enough lubricating and cooling oil for each lubricating point.
The electro-hydraulic control transmission uses 4 electromagnetic valves 4 to control all gear positions, namely 3, 4, 5 or 6 gears of the transmission. According to different gear numbers, different solenoid valve combination modes are selected (the combination mode is called coding). The two gears with different driving directions of the front and the secondary are compiled as shown in fig. 4, different clutch combinations correspond to different speed ratios, and as can be seen from the figure, 6 forward gears are arranged in the forward direction, and 3 forward gears are arranged in the secondary direction.
The electro-hydraulic operation has the advantages of correct and convenient operation, and the most important is that the installation is more convenient by adopting cable connection. The system mainly solves the problem of power transmission of a bidirectional running vehicle, and ensures that the vehicle can be reliably operated in two directions; secondly, the system has a compact and reasonable arrangement structure, meets the requirements of whole vehicle arrangement and performance matching, and meets the use requirements of special working conditions.
Claims (3)
1. A power transmission system of a bidirectional running vehicle is characterized by comprising an engine (1), friction plates, a pressure plate (2), a transmission case (3), a transmission shaft I (4), a hydraulic automatic gearbox (5), a transmission shaft II (6), a transmission shaft III (7), a transmission shaft IV (8) and a steering drive axle II (9) which are sequentially connected, wherein the hydraulic automatic gearbox (5) is also connected with the steering drive axle I (11) through a transmission shaft V (10);
hydraulic automatic gearbox (5) are including many grades of power gearbox (21) of shifting, connect torque converter (12) on many grades of power gearbox (21) upper left portion, connect control valve (14) and secondary filter (15) at many grades of power gearbox (21) top, connect power takeoff output flange (16) on many grades of power gearbox (21) upper right portion, connect front axle output flange (20) of many grades of power gearbox (21) lower left portion, connect rear axle output flange (19) of many grades of power gearbox (21) lower right portion, connect and fill oil pipe (17) in many grades of power gearbox (21) bottom, torque converter (13) opposite side still is connected with input flange (23).
2. The power transmission system of the two-way traveling vehicle according to claim 1, characterized in that a speed sensor I (13) is further arranged at the upper part of the torque converter (12), and a speed sensor II (18) and an oil cooler oil inlet (22) are further arranged on the multi-gear power shifting gearbox (21).
3. The bidirectional-drive vehicle power transmission system according to claim 1, characterized in that the engine (1) is a water-cooled engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120657270.5U CN214928967U (en) | 2021-03-31 | 2021-03-31 | Power transmission system of bidirectional running vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202120657270.5U CN214928967U (en) | 2021-03-31 | 2021-03-31 | Power transmission system of bidirectional running vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN214928967U true CN214928967U (en) | 2021-11-30 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202120657270.5U Active CN214928967U (en) | 2021-03-31 | 2021-03-31 | Power transmission system of bidirectional running vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN214928967U (en) |
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2021
- 2021-03-31 CN CN202120657270.5U patent/CN214928967U/en active Active
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Legal Events
| Date | Code | Title | Description |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| TR01 | Transfer of patent right | ||
| TR01 | Transfer of patent right |
Effective date of registration: 20230511 Address after: No. 583, Jiyan Road, Huaiyin District, Jinan City, Shandong Province, 250000 Patentee after: China National Heavy Duty Truck Group Ji'nan Special Vehicle Co.,Ltd. Address before: 250000 tangwangshan Road North fanwang Road West, Shengjing, Zhangqiu City, Jinan City, Shandong Province Patentee before: China National Heavy Duty Truck Group Jinan Power Co.,Ltd. |