CN108591410B - Four-section type hydraulic mechanical stepless transmission device for tracked vehicle - Google Patents
Four-section type hydraulic mechanical stepless transmission device for tracked vehicle Download PDFInfo
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- CN108591410B CN108591410B CN201810379637.4A CN201810379637A CN108591410B CN 108591410 B CN108591410 B CN 108591410B CN 201810379637 A CN201810379637 A CN 201810379637A CN 108591410 B CN108591410 B CN 108591410B
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- 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
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
- F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
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- 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
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
- F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
- F16H2047/045—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion the fluid gearing comprising a plurality of pumps or motors
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Abstract
The invention discloses a four-section hydraulic mechanical stepless transmission device for a tracked vehicle, which comprises: the device comprises a planetary coupling mechanism, a hydraulic speed regulating component, a section changing control component, a hydraulic stepless steering component and a hydraulic speed reducing component; the planetary coupling mechanism comprises four planetary rows; the hydraulic speed regulating component comprises a hydraulic speed regulating loop consisting of a variable pump and a quantitative motor; the segment-changing control component comprises four clutches and a brake; the hydraulic stepless steering component comprises a hydraulic speed regulating loop consisting of a variable pump and a fixed-displacement motor; the fluid decelerating member comprises a fluid coupling. The invention adopts a hydraulic mechanical composite stepless transmission form, realizes 4 front 1 reverse, central steering and emergency mechanical gear through a planetary coupling mechanism, can realize hydraulic deceleration by utilizing a hydraulic coupler under the high-speed working condition of the vehicle, can meet the requirements of high-speed cross-country and flexible steering of the vehicle, and greatly improves the dynamic property and the economical efficiency of the vehicle.
Description
Technical Field
The invention belongs to the technical field of tracked vehicle transmission, and relates to a four-section type hydraulic mechanical stepless transmission device for a tracked vehicle.
Background
The transmission system is a core system of vehicle power transmission, and the performance of the transmission system has great influence on the dynamic property, the fuel economy and the like of the whole vehicle. Although the hydromechanical integrated transmission device has wide application in tracked vehicles, the speed regulation characteristic of the hydromechanical integrated transmission device is determined by the speed regulation characteristic of an engine in a specific gear, the load of the engine is changed violently due to a complex and changeable road surface, the hydromechanical integrated transmission device needs to frequently use a hydraulic torque converter to enter a hydraulic working condition to work, the transmission efficiency of the whole transmission system is not ideal, and the fuel economy cannot be guaranteed. The existing hydraulic mechanical comprehensive transmission device realizes speed change through a plurality of stepped transmission ratios, but great shifting impact is brought during shifting, the service life and reliability of a shifting control element and a related mechanical structure of the whole machine are greatly influenced, and the service life of the hydraulic mechanical comprehensive transmission device is often limited by the service life of a friction plate. Although the hydrostatic stepless transmission can conveniently realize stepless speed regulation to ensure that an engine normally works in an economic rotating speed range, a hydraulic pump motor closed speed regulation loop used for the hydrostatic transmission has lower efficiency and cannot meet the requirement of large-range speed regulation and torque change of a tracked vehicle. The multi-section hydraulic mechanical continuous stepless transmission system has the double advantages of high efficiency of mechanical transmission and high performance of hydraulic stepless speed regulation, can realize controllable stepless speed change in a wider range, meets the requirements of vehicles on complex and changeable road conditions, improves the intellectualization and automation level of the vehicles, and provides a good solution for solving the economic and dynamic problems of the vehicles. The multi-section hydraulic mechanical composite transmission can be applied to heavy vehicles with transmission power of hundreds of kilowatts and even more than one thousand kilowatts and with specific requirements, such as various large agricultural machines, engineering machines, armored vehicles and the like, and has wide market prospect.
The prior documents or patents disclosed in the multi-section hydraulic mechanical transmission are mostly applied to loaders, tractors, sanitation machines and the like, and are less applied to high-speed tracked vehicles.
Disclosure of Invention
Objects of the invention
The purpose of the invention is: the four-section type hydraulic mechanical stepless transmission device for the tracked vehicle can meet the requirements of high-speed cross country and flexible steering of the vehicle and improve the dynamic property and the economical efficiency of the vehicle.
(II) technical scheme
In order to solve the above technical problem, the present invention provides a four-stage hydromechanical continuously variable transmission for a tracked vehicle, comprising: the device comprises a planetary coupling mechanism, a hydraulic speed regulating component, a section changing control component, a hydraulic stepless steering component and a hydraulic speed reducing component; wherein, planet coupling mechanism includes: a first planet row P1, a second planet row P2, a third planet row P3, a fourth planet row P4; the hydraulic speed regulation component comprises a first hydraulic speed regulation circuit PM1 consisting of a first variable displacement pump with equal displacement and a first constant motor; the shift control component comprises a first clutch Cl, a second clutch C2, a third clutch C3, a fourth clutch C4 and a brake B1; the hydraulic stepless steering component comprises a second hydraulic speed regulating circuit PM2 consisting of a second variable pump with equal displacement and a second fixed displacement motor; the fluid decelerating member includes a fluid coupling HC;
the connection relationship among each part is as follows: the first bevel gear 1 of the input shaft of the transmission device transmits power from an engine to provide power for the whole device, and the confluence planetary rows on two sides collect the direct driving power flow and the steering power flow of the vehicle to output the power; the first clutch C1 is connected with the sun gear of the second planet row P2 and the ring gear of the second planet row P2, the second clutch C2 is connected with the ring gear of the second planet row P2 and the frame of the third planet row P3, the third clutch C3 is connected with the sun gear of the second planet row P2 and the frame of the third planet row P3, and the fourth clutch C4 is connected with the fifth spur gear 7, the ring gear of the first planet row P1 and the frame of the second planet row P2; the brake B1 brakes the ring gear of the third planetary row P3; one end of the hydraulic coupler HC is connected with the shell of the transmission case, and the other end of the hydraulic coupler HC is connected with the transmission main shaft S1; the transmission main shaft S1 is connected with the gear ring of the fourth planet row P4, the fluid coupling HC and the bus bars at two sides, the bus bars at two sides are positioned at the left side and the right side of the transmission device and connected with the output shaft of the transmission device, so that the power output is realized; the output power of the planetary coupling mechanism is transmitted to the confluence planetary gear ring at two sides through a transmission main shaft S1; mechanical power input by the planetary coupling mechanism is transmitted through 3 pairs of gears in total through a first bevel gear 1, a second bevel gear 2, a third straight gear 5, a fourth straight gear 6 and a fifth straight gear 7, so that the input rotating speed of the engine is reversed; hydraulic power flow input by the planetary coupling mechanism is transmitted through 4 pairs of gears including a first bevel gear 1, a second bevel gear 2, a first straight gear 3, a second straight gear 4, a sixth straight gear 8, a seventh straight gear 9 and an eighth straight gear 10, and the input rotating speed of the engine is in the same direction without considering the speed regulation of a first hydraulic speed regulation loop PM 1; the steering power flow is transmitted to a steering zero shaft S2 through a first bevel gear 1, a second bevel gear 2, a first straight gear 3, a second straight gear 4, a second hydraulic speed regulation circuit PM2, a ninth straight gear 11 and a tenth straight gear 12, then the power is transmitted to a busbar on one side of the transmission device through an eleventh straight gear 13 and a twelfth straight gear 14 respectively, and is transmitted to a busbar on the other side of the transmission device through a thirteenth straight gear 15, a fourteenth straight gear 16 and a fifteenth straight gear 17.
In the first hydraulic speed regulation circuit PM1 and the second hydraulic speed regulation circuit PM2, the first variable pump and the second variable pump have the same structure, the first constant displacement motor and the second constant displacement motor have the same structure, and the maximum displacement of the first variable pump and the maximum displacement of the second variable pump are the same as the displacement of the first constant displacement motor and the displacement of the second constant displacement motor.
When the vehicle moves forwards, the forward gear of the stepless transmission device comprises a pure hydraulic section and three hydraulic mechanical sections: a pure hydraulic working section, a hydraulic mechanical working section 1, a hydraulic mechanical working section 2 and a hydraulic mechanical working section 3.
When the first clutch Cl and the brake B1 are engaged, the pump motor is in a pure hydraulic working section, the displacement ratio of the pump motor is gradually changed from 0 to-1 in a reverse mode, and the starting acceleration stage is completed; after being input from the input first bevel gear 1, power is transmitted to a first hydraulic speed regulation circuit PM1 through a second bevel gear 2, a first straight gear 3 and a second straight gear 4 in sequence, the first hydraulic speed regulation circuit PM1 converts mechanical power flow into hydraulic power flow, the hydraulic power flow is transmitted to a sun gear of a first planet row P1 through a first constant amount motor output shaft, a sixth straight gear 8, a seventh straight gear 9 and an eighth straight gear 10, then the power is transmitted to a transmission main shaft S1 through a first planet row P1, a second planet row P2, a third planet row P3 and a fourth planet row P4, and then the power is output through busbars on two sides.
When the fourth clutch C4 and the brake B1 are engaged and in the hydraulic mechanical working section 1, the displacement ratio of a pump motor is gradually reversed from-1 to 1, and the vehicle is accelerated; after power is input from the first bevel gear 1 and the second bevel gear 2, the power is divided into two paths, wherein one path of mechanical power flows through the third spur gear 5, the fourth spur gear 6 and the fifth spur gear 7 and is transmitted to the fourth clutch C4, the other path of power flows through the first spur gear 3 and the second spur gear 4 and is transmitted to the first hydraulic speed regulation loop PM1 to be converted into hydraulic power flow, and the hydraulic power flow is transmitted to the sun gear of the first planet row P1 through the motor output shaft and the sixth spur gear 8, the seventh spur gear 9 and the eighth spur gear 10; the mechanical power flow and the hydraulic power flow are converged at the first planetary row P1, then the power is transmitted to the transmission main shaft S1 through the first planetary row P1, the second planetary row P2, the third planetary row P3 and the fourth planetary row P4, and the power is output through the busbars at the two sides.
The control elements respectively combined with the hydraulic mechanical working section 2 are a second clutch C2 and a fourth clutch C4, the variable ratio of a hydraulic speed regulation circuit is from 1 to-1, the control elements respectively combined with the hydraulic mechanical working section 3 are a third clutch C3 and a fourth clutch C4, the variable ratio of the hydraulic speed regulation circuit is from-1 to 1, the power transmission route is compared with the hydraulic mechanical working section 1, hydraulic mechanical power flow is converged in a first planetary row P1, and power transmission of the hydraulic mechanical working section 2 and the hydraulic mechanical working section 3 passes through a second planetary row P2 and a fourth planetary row P4 and does not pass through a third planetary row P3.
When the vehicle backs up, the first clutch Cl and the brake B1 are engaged, the system is in a pure hydraulic working section, the displacement ratio of the pump motor is gradually changed from 0 to 1 in a positive direction, and the vehicle is driven backwards; after power is input from the input first bevel gear 1, the power is transmitted to a sun gear of a first planet row P1 through a second bevel gear 2, a first straight gear 3, a second straight gear 4, a first hydraulic speed regulation circuit PM1, a sixth straight gear 8, a seventh straight gear 9 and an eighth straight gear 10 in sequence, then the power is transmitted to a transmission main shaft S1 through a first planet row P1, a second planet row P2, a third planet row P3 and a fourth planet row P4, and then the power is output through busbars on two sides.
When the vehicle is in central steering, the third clutch C3 and the brake B1 are combined to lock the third planet bar P3, so that the transmission main shaft brake and the gear ring brakes of the bus bars on the two sides are realized; the steering power flow is transmitted to a second hydraulic speed regulation circuit PM2 through a first bevel gear 1, a second bevel gear 2, a first straight gear 3 and a second straight gear 4, the displacement of a second variable pump is respectively from 0 to-1 or from 0 to 1, so that the forward rotation or the reverse rotation of a motor output shaft is realized, then the power is transmitted to a steering zero shaft S2 through a ninth straight gear 11 and a tenth straight gear 12, then a part of the power is transmitted to an eleventh straight gear 13 and a twelfth straight gear 14 respectively, the rotating speed direction of a busbar sun gear is the same as that of the motor output shaft, so that the forward rotation or the reverse rotation of the output shaft of a busbar frame on one side is realized, the other part of the power is transmitted to a thirteenth straight gear 15, a fourteenth straight gear 16 and a fifteenth straight gear 17, the rotating speed direction of the busbar sun gear is opposite to that of the motor output shaft, so that the output shaft; after power is transmitted to the driving wheels at the two sides, the driving wheels at one side of the vehicle rotate in the positive direction, and the driving wheels at the other side of the vehicle rotate in the reverse direction, so that the steering around the geometric center of the vehicle is realized.
When the vehicle is in running steering, the second variable pump displacement of the second hydraulic governor circuit PM2 is respectively from 0 to-1 or from 0 to 1, so that the output rotating speed of the bus bar on one side is increased or reduced, the output rotating speed of the bus bar on the other side is reduced or increased, and the absolute values of the change amounts are equal; the direct driving power flow and the steering power flow are respectively collected in the bus bars at the two sides and then output through the frame output shafts of the bus bars at the two sides.
When the vehicle runs at a high speed and decelerates, the hydraulic coupler HC fills oil to work, part of power of the transmission main shaft is converted into heat of high-speed oil stirring through the hydraulic coupler, the conversion of braking energy is realized, and the vehicle speed is reduced; when a hydraulic pump motor of the transmission device breaks down, the first clutch Cl, the fourth clutch C4 and the brake B1 are combined to realize a mechanical gear, and the starting and low-speed forward running of the vehicle are realized.
(III) advantageous effects
The four-section type hydraulic mechanical stepless transmission device for the tracked vehicle adopts a hydraulic mechanical composite stepless transmission form, 4 front 1 reverse, central steering and emergency mechanical gear are realized through a planetary coupling mechanism, zero differential steering realizes that the vehicle can realize continuous stepless steering in each speed regulation section under two working conditions of forward and reverse, hydraulic speed reduction can be realized by utilizing a hydraulic coupler under the high-speed working condition of the vehicle, the requirements of high-speed cross-country and flexible steering of the vehicle can be met, and the dynamic property and the economical efficiency of the vehicle are greatly improved.
Drawings
FIG. 1 is a schematic diagram of a four-stage hydraulic mechanical continuous stepless transmission;
FIG. 2 is a graphical representation of vehicle speed versus pump motor PM1 variable ratio.
Detailed Description
In order to make the objects, contents and advantages of the present invention clearer, the following detailed description of the embodiments of the present invention will be made in conjunction with the accompanying drawings and examples.
In this embodiment, a four-stage hydraulic mechanical continuous stepless transmission is applied to a tracked vehicle, as shown in a schematic connection diagram of components in fig. 1, the device includes: the device comprises a planetary coupling mechanism, a hydraulic speed regulating component, a section changing control component, a hydraulic stepless steering component and a hydraulic speed reducing component; wherein, planet coupling mechanism includes: a first planet row P1, a second planet row P2, a third planet row P3, a fourth planet row P4; the hydraulic speed regulation component comprises a first hydraulic speed regulation circuit PM1 consisting of a first variable displacement pump with equal displacement and a first constant motor; the shift control component comprises a first clutch Cl, a second clutch C2, a third clutch C3, a fourth clutch C4 and a brake B1; the hydraulic stepless steering component comprises a second hydraulic speed regulating circuit PM2 consisting of a second variable pump with equal displacement and a second fixed displacement motor; the fluid decelerating member includes a fluid coupling HC.
In the first hydraulic governor circuit PM1 and the second hydraulic governor circuit PM2, the first variable displacement pump and the second variable displacement pump have the same structure, the first constant displacement motor and the second constant displacement motor have the same structure, and the maximum displacement of the first variable displacement pump and the maximum displacement of the second variable displacement pump are the same as the displacement of the first constant displacement motor and the displacement of the second constant displacement motor.
The connection relationship among all parts of the transmission device is as follows: the input first bevel gear 1 of the transmission device transmits power from an engine so as to provide power for the whole device, and the two-side confluence planetary line collects the direct driving power flow and the steering power flow of the vehicle to output the power. The first clutch C1 is connected with the sun gear of the second planet row P2 and the ring gear of the second planet row P2, the second clutch C2 is connected with the ring gear of the second planet row P2 and the frame of the third planet row P3, the third clutch C3 is connected with the sun gear of the second planet row P2 and the frame of the third planet row P3, and the fourth clutch C4 is connected with the fifth spur gear 7, the ring gear of the first planet row P1 and the frame of the second planet row P2; the brake B1 brakes the ring gear of the third planetary row P3; one end of the hydraulic coupler HC is connected with the shell of the transmission case, and the other end of the hydraulic coupler HC is connected with the transmission main shaft S1; the transmission main shaft S1 is connected with the gear ring of the fourth planet row P4, the fluid coupling HC and the bus bars at two sides, the bus bars at two sides are positioned at the left side and the right side of the transmission device and connected with the output shaft of the transmission device, so that the power output is realized; the output power of the planetary coupling mechanism is transmitted to the confluence planetary gear ring at two sides through a transmission main shaft S1; mechanical power input by the planetary coupling mechanism is transmitted through 3 pairs of gears in total through a first bevel gear 1, a second bevel gear 2, a third straight gear 5, a fourth straight gear 6 and a fifth straight gear 7, so that the input rotating speed of the engine is reversed; the hydraulic power flow input by the planetary coupling mechanism is transmitted through 4 pairs of gears including a first bevel gear 1, a second bevel gear 2, a first straight gear 3, a second straight gear 4, a sixth straight gear 8, a seventh straight gear 9 and an eighth straight gear 10, and the input rotating speed of the engine is in the same direction without considering the speed regulation of a first hydraulic speed regulation loop PM 1. The steering power flow is transmitted to a steering zero shaft S2 through a first bevel gear 1, a second bevel gear 2, a first straight gear 3, a second straight gear 4, a second hydraulic speed regulation circuit PM2, a ninth straight gear 11 and a tenth straight gear 12, then the power is transmitted to a busbar on one side of the transmission device through an eleventh straight gear 13 and a twelfth straight gear 14 respectively, and is transmitted to a busbar on the other side of the transmission device through a thirteenth straight gear 15, a fourteenth straight gear 16 and a fifteenth straight gear 17.
FIG. 2 is a schematic diagram showing the relationship between the vehicle speed and the variable ratio of the pump motor, and Table 1 is a four-stage hydraulic mechanical continuous stepless transmission section-changing control table. When the vehicle moves forwards, the forward gear of the stepless transmission device comprises a pure hydraulic section and three hydraulic mechanical sections: when the first clutch Cl and the brake B1 are engaged, in a pure hydraulic working section, the displacement ratio of the pump motor (the ratio of the displacement of the variable pump to the displacement of the motor) is gradually reversed from 0 to-1, and the starting acceleration stage is completed; after being input from the input first bevel gear 1, power is transmitted to a first hydraulic speed regulation circuit PM1 through a second bevel gear 2, a first straight gear 3 and a second straight gear 4 in sequence, mechanical power flow is converted into hydraulic power flow by the first hydraulic speed regulation circuit PM1, the hydraulic power flow is transmitted to a sun gear of a first planet row P1 through a motor output shaft and a sixth straight gear 8, a seventh straight gear 9 and an eighth straight gear 10, then the power is transmitted to a transmission main shaft S1 through a first planet row P1, a second planet row P2, a third planet row P3 and a fourth planet row P4, and then the power is output through busbars on two sides. When the fourth clutch C4 and the brake B1 are engaged and in the hydraulic mechanical working section 1, the displacement ratio of a pump motor is gradually reversed from-1 to 1, and the vehicle is accelerated; after power is input from the first bevel gear 1 and the second bevel gear 2, the power is divided into two paths, wherein one path of mechanical power flows through the third spur gear 5, the fourth spur gear 6 and the fifth spur gear 7 and is transmitted to the fourth clutch C4, the other path of power flows through the first spur gear 3 and the second spur gear 4 and is transmitted to the first hydraulic speed regulation loop PM1 to be converted into hydraulic power flow, and the hydraulic power flow is transmitted to the sun gear of the first planet row P1 through the motor output shaft, the sixth spur gear 8, the seventh spur gear 9 and the eighth spur gear 10. The mechanical power flow and the hydraulic power flow are converged at the first planetary row P1, then the power is transmitted to the transmission main shaft S1 through the first planetary row P1, the second planetary row P2, the third planetary row P3 and the fourth planetary row P4, and the power is output through the busbars at the two sides. The control elements respectively combined by the hydraulic mechanical working section 2 are a second clutch C2 and a fourth clutch C4, the variable ratio of a hydraulic speed regulation circuit is from 1 to-1, the control elements respectively combined by the hydraulic mechanical working section 3 are a third clutch C3 and a fourth clutch C4, the variable ratio of the hydraulic speed regulation circuit is from-1 to 1, the power transmission route is compared with the hydraulic mechanical working section 1, after the hydraulic mechanical power flow is converged at a first planetary row P1, the power transmission of the hydraulic mechanical working section 2 and the hydraulic mechanical working section 3 passes through a second planetary row P2 and a fourth planetary row P4 and does not pass through a third planetary row P3.
TABLE 1
Through reasonable selection of structural parameters of the components, the characteristic parameter of the first planet row P1 is 3, the characteristic parameter of the second planet row P2 is 2, the characteristic parameter of the third planet row P3 is 3, and the characteristic parameter of the fourth planet row P4 is 2. The speed ratio of the section changing of the four advancing sections is in equal ratio relation, and the common ratio is 2. Vehicle speed range of the corresponding forward first segment: 0-10.46 km/h, the speed range of the forward second section is 10.46-20.89 km/h, the speed range of the forward third section is 20.89-41.83 km/h, and the speed range of the forward fourth section is 41.83-83 km/h.
When the vehicle backs up, the first clutch Cl and the brake B1 are engaged, the system is in a pure hydraulic working section, the displacement ratio of a pump motor (the ratio of the displacement of a variable pump to the displacement of the motor) is gradually changed from 0 to 1 in a positive direction, and the vehicle is driven backwards; after being input from the input first bevel gear 1, the power is transmitted to a sun gear of a first planet row P1 through a second bevel gear 2, a first straight gear 3, a second straight gear 4, a first hydraulic speed regulation circuit PM1, a sixth straight gear 8, a seventh straight gear 9 and an eighth straight gear 10 in sequence, then the power is transmitted to a transmission main shaft S1 through a first planet row P1, a second planet row P2, a third planet row P3 and a fourth planet row P4, and then the power is output through two side busbars, and the reverse speed range is 0-10.46 km/h.
When the vehicle is in central steering, the third clutch C3 and the brake B1 are combined to realize the locking of the third planet bar P3, and further realize the braking of the transmission main shaft and the braking of the gear rings of the bus bars on the two sides. The steering power flow is transmitted to a second hydraulic speed regulation circuit PM2 through a first bevel gear 1, a second bevel gear 2, a first straight gear 3 and a second straight gear 4, the displacement of a second variable pump is respectively from 0 to-1 or from 0 to 1, so that the forward rotation or the reverse rotation of a motor output shaft is realized, then the power is transmitted to a steering zero shaft S2 through a ninth straight gear 11 and a tenth straight gear 12, then a part of the power is transmitted to an eleventh straight gear 13 and a twelfth straight gear 14 respectively, the rotating speed direction of a bus bar sun gear is the same as that of the motor output shaft, so that the forward rotation or the reverse rotation of the output shaft of a bus bar frame on one side is realized, the other part of the power is transmitted to a thirteenth straight gear 15, a fourteenth straight gear 16 and a fifteenth straight gear 17, the rotating speed direction of the bus bar sun gear is opposite to that of the motor output shaft, and the. After power is transmitted to the driving wheels at the two sides, the driving wheels at one side of the vehicle rotate in the positive direction, and the driving wheels at the other side of the vehicle rotate in the reverse direction, so that the steering around the geometric center of the vehicle is realized.
When the vehicle is in running and steering, the control law of the four speed regulating sections and the combined operating parts are not changed, the gears and the planetary rows through which the power flow passes are not changed, and the straight power flow is finally transmitted to the transmission main shaft S1. In the traveling steering, the second variable pump displacement of the second hydraulic governor circuit PM2 is respectively increased or decreased from 0 to-1 or from 0 to 1, and the output speed of the bus bar on one side is decreased or increased, and the absolute values of the amounts of change are equal. The direct driving power flow and the steering power flow are respectively collected in the bus bars at the two sides and then output through the frame output shafts of the bus bars at the two sides. The vehicle realizes zero differential steering, the stepless change of the steering radius is uniform and controllable, and the steering performance is better.
When the vehicle runs at a high speed and decelerates, the hydraulic coupler HC fills oil to work, part of power of the transmission main shaft is converted into heat of high-speed oil stirring through the hydraulic coupler, the conversion of braking energy is realized, and the vehicle speed is further reduced. The hydraulic speed reduction of the vehicle is mainly used for converting kinetic energy of the vehicle running at high speed into braking heat energy as soon as possible, so that the braking effect is improved, the damage to a mechanical brake is reduced, the working reliability is improved, and the service life is prolonged.
When the hydraulic pump motor of the transmission device fails, the mechanical gear can be used emergently. The first clutch Cl, the fourth clutch C4, and the brake B1 are engaged to realize a mechanical gear, and start and low-speed forward movement of the vehicle can be realized. The vehicle speed range of the emergency mechanical gear is 0-21 km/h.
The characteristic parameter of the first planetary row P1 is 3, the characteristic parameter of the second planetary row P2 is 2, the characteristic parameter of the third planetary row P3 is 3, and the characteristic parameter of the fourth planetary row P4 is 2. The speed ratio of the section changing of the four advancing sections is in equal ratio relation, and the common ratio is 2.
According to the technical scheme, the four planetary rows are used as a basis, a group of hydraulic pump motors for speed regulation, four clutches and a brake are integrated, a pure hydraulic starting working condition, a torque splitting and speed converging hydraulic mechanical speed regulation working condition, a central steering working condition and a pure hydraulic backward running working condition are reasonably connected, and a group of hydraulic pump motors and hydraulic couplers for steering are integrated, so that hydraulic stepless steering and hydraulic speed reduction are realized. The whole transmission device realizes high efficiency, energy conservation and excellent performance, and can meet the use requirements of tracked vehicles.
Compared with the prior art, the invention has the following remarkable characteristics:
1. the four-section hydraulic mechanical continuous stepless transmission device is constructed by four planetary rows, stepless speed change in a large range can be realized, the output torque of the forward 1 section or the backward fourth planetary row P4 can be enlarged by 8 times by reasonably matching the parameters of the gears and the planetary rows, the power requirement of extreme working conditions such as vehicle climbing can be met, the output rotating speed of the forward 4 sections of the fourth planetary row P4 can be equal to the input rotating speed, and the direct gear is realized equivalently.
2. The transmission device has a pure hydraulic working condition mode and a hydraulic mechanical working mode, adopts the pure hydraulic working condition mode in the starting stage of the vehicle, has better starting characteristic, and does not need to design a starting clutch in the whole transmission device, so that the vehicle has better starting capability. The forward section-changing work of the vehicle can realize the stable connection of each stage without cutting off the power of the vehicle, and the dynamic property of the vehicle is improved.
3. When the section is changed, the first clutch Cl, the second clutch C2, the third clutch C3 and the fourth clutch C4 of the section changing control component are combined and separated basically without sliding friction, friction plates do not slide friction, the heat load and the abrasion of the clutches are greatly reduced, and the structural design of the clutches is facilitated. The switching among all working conditions involves the combination of one operating part and the separation of the other operating part, and the simple logic of section changing is beneficial to the design of a hydraulic operating system. Because the kinematics and dynamics of each control element are stably linked, the section-changing impact of the whole vehicle is reduced, and the reliability of the whole vehicle is greatly improved.
4. The hydraulic mechanical composite transmission device has a stable central steering function and continuous hydraulic stepless steering capacity, and improves the passing capacity of a vehicle in a narrow area. The whole vehicle control strategy can enable the engine to work in the optimal dynamic property or the optimal fuel economy area according to the road condition, and the dynamic property and the fuel economy of the vehicle are greatly improved.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (10)
1. A four-stage hydromechanical continuously variable transmission for tracked vehicles, characterized by comprising: the device comprises a planetary coupling mechanism, a hydraulic speed regulating component, a section changing control component, a hydraulic stepless steering component and a hydraulic speed reducing component; wherein, planet coupling mechanism includes: a first planetary row (P1), a second planetary row (P2), a third planetary row (P3), a fourth planetary row (P4); the hydraulic speed regulation component comprises a first hydraulic speed regulation circuit (PM1) consisting of a first variable pump with equal displacement and a first constant motor; the shift control component comprises a first clutch (Cl), a second clutch (C2), a third clutch (C3), a fourth clutch (C4) and a brake (B1); the hydraulic stepless steering component comprises a second hydraulic speed regulating circuit (PM2) consisting of a second variable pump with equal displacement and a second fixed displacement motor; the fluid decelerating member includes a fluid coupling (HC);
the connection relationship among each part is as follows: the first bevel gear (1) of the input shaft of the transmission device transmits power from an engine to provide power for the whole device, and the confluence planetary rows on two sides collect vehicle direct driving power flow and steering power flow to output the power; the first clutch (C1) is connected with the sun gear of the second planet row (P2) and the ring gear of the second planet row (P2), the second clutch (C2) is connected with the ring gear of the second planet row (P2) and the frame of the third planet row (P3), the third clutch (C3) is connected with the sun gear of the second planet row (P2) and the frame of the third planet row (P3), and the fourth clutch (C4) is connected with the fifth spur gear (7), the ring gear of the first planet row (P1) and the frame of the second planet row (P2); a brake (B1) brakes the ring gear of the third planetary row (P3); one end of the Hydraulic Coupler (HC) is connected with the shell of the transmission case, and the other end of the Hydraulic Coupler (HC) is connected with the transmission main shaft (S1); the transmission main shaft (S1) is connected with a gear ring of a fourth planet bar (P4), a fluid coupling (HC) and bus bars at two sides, the bus bars at two sides are positioned at the left side and the right side of the transmission device and connected with an output shaft of the transmission device to realize the output of power; the output power of the planetary coupling mechanism is transmitted to the two-side confluence planetary gear ring through a transmission main shaft (S1); mechanical power input by the planetary coupling mechanism is transmitted through 3 pairs of gears in total through a first bevel gear (1), a second bevel gear (2), a third straight gear (5), a fourth straight gear (6) and a fifth straight gear (7), so that the input rotating speed of the engine is reversed; the hydraulic power flow input by the planetary coupling mechanism is transmitted through 4 pairs of gears in total through a first bevel gear (1), a second bevel gear (2), a first straight gear (3), a second straight gear (4), a sixth straight gear (8), a seventh straight gear (9) and an eighth straight gear (10), and the input rotating speed of the engine is in the same direction without considering the speed regulation of a first hydraulic speed regulation loop (PM 1); the steering power flow is transmitted to a steering zero shaft (S2) through a first bevel gear (1), a second bevel gear (2), a first straight gear (3), a second straight gear (4), a second hydraulic speed regulation circuit (PM2), a ninth straight gear (11) and a tenth straight gear (12), then the power is transmitted to a busbar on one side of a transmission device through an eleventh straight gear (13) and a twelfth straight gear (14) respectively, and is transmitted to a busbar on the other side of the transmission device through a thirteenth straight gear (15), a fourteenth straight gear (16) and a fifteenth straight gear (17).
2. The four-stage hydromechanical continuously variable transmission for tracked vehicles of claim 1, wherein the first hydraulic governor circuit (PM1) and the second hydraulic governor circuit (PM2) have the same first variable displacement pump and the same second variable displacement pump, and have the same first constant displacement motor and the same second constant displacement motor, and wherein the maximum displacement of the first and second variable displacement pumps is the same as the displacement of the first and second constant displacement motors.
3. A four-stage hydromechanical continuously variable transmission for tracked vehicles as claimed in claim 1, wherein the forward gear of the continuously variable transmission comprises a purely hydraulic stage and three hydromechanical stages when the vehicle is moving forward: a pure hydraulic working section, a hydraulic mechanical working section 1, a hydraulic mechanical working section 2 and a hydraulic mechanical working section 3.
4. A four-stage hydromechanical continuously variable transmission for tracked vehicles according to claim 3, characterized in that when said first clutch (Cl), brake (B1) are engaged, in the purely hydraulic operating stage, the pump motor displacement ratio is progressively reversed from 0 to-1, completing the start acceleration stage; after being input from the first bevel gear (1), power sequentially passes through the second bevel gear (2), the first straight gear (3) and the second straight gear (4) and is transmitted to the first hydraulic speed regulation circuit (PM1), the first hydraulic speed regulation circuit (PM1) converts mechanical power flow into hydraulic power flow, the hydraulic power flow is transmitted to a sun gear of the first planetary row (P1) through a first quantitative motor output shaft, the sixth straight gear (8), the seventh straight gear (9) and the eighth straight gear (10), then the power is transmitted to a transmission main shaft (S1) through the first planetary row (P1), the second planetary row (P2), the third planetary row (P3) and the fourth planetary row (P4), and then the power is output through the busbars on two sides.
5. A four-stage hydromechanical continuously variable transmission for tracked vehicles according to claim 3, wherein when said fourth clutch (C4), brake (B1) is engaged, in hydromechanical working stage 1, the pump motor displacement ratio is progressively reversed from-1 to 1, achieving vehicle acceleration; after power is input from the first bevel gear (1) and the second bevel gear (2), power is divided into two paths, wherein one path of mechanical power is transmitted to a fourth clutch (C4) through a third straight gear (5), a fourth straight gear (6) and a fifth straight gear (7), the other path of power is transmitted to a first hydraulic speed regulation loop (PM1) through a first straight gear (3) and a second straight gear (4) to be converted into hydraulic power flow, and the hydraulic power flow is transmitted to a sun gear of a first planet row (P1) through a motor output shaft, a sixth straight gear (8), a seventh straight gear (9) and an eighth straight gear (10); the mechanical power flow and the hydraulic power flow are converged at the first planetary row (P1), then the power is transmitted to the transmission main shaft (S1) through the first planetary row (P1), the second planetary row (P2), the third planetary row (P3) and the fourth planetary row (P4), and the power is output through the two-side converging rows.
6. A four-stage hydromechanical continuously variable transmission for tracked vehicles according to claim 3, characterized in that the operating elements respectively associated with said hydromechanical working stage 2 are a second clutch (C2) and a fourth clutch (C4), the variable ratio of the hydraulic governing circuit is from 1 to-1, the operating elements respectively associated with the hydromechanical working stage 3 are a third clutch (C3) and a fourth clutch (C4), the variable ratio of the hydraulic governing circuit is from-1 to 1, the power transmission path is compared with the hydromechanical working stage 1, the hydraulic mechanical power flow is after the confluence of the first planetary row (P1), the power transmission of the hydromechanical working stage 2 and the hydromechanical working stage 3 is through the second planetary row (P2) and the fourth planetary row (P4), and the third planetary row (P3) is not passed.
7. The four-stage hydromechanical continuously variable transmission for tracked vehicles according to claim 1, wherein when the vehicle is in reverse, the first clutch (Cl) and the brake (B1) are engaged, the system is in a pure hydraulic working stage, the displacement ratio of the pump motor is gradually changed from 0 to 1 in a positive direction, and the vehicle is driven in reverse; after being input from the first bevel gear (1), power is transmitted to a sun gear of the first planet row (P1) through the second bevel gear (2), the first straight gear (3), the second straight gear (4), the first hydraulic speed regulation circuit (PM1), the sixth straight gear (8), the seventh straight gear (9) and the eighth straight gear (10) in sequence, then the power is transmitted to the transmission main shaft (S1) through the first planet row (P1), the second planet row (P2), the third planet row (P3) and the fourth planet row (P4), and then the power is output through the busbars on two sides.
8. The four-stage hydromechanical continuously variable transmission for tracked vehicles according to claim 1, characterized in that, in the central steering of the vehicle, the third clutch (C3) and the brake (B1) are combined to realize the locking of the third planetary row (P3), and further realize the braking of the transmission main shaft and the braking of the two-side busbar ring gear; the steering power flow is transmitted to a second hydraulic speed regulation loop (PM2) through a first bevel gear (1), a second bevel gear (2), a first straight gear (3) and a second straight gear (4), the displacement of a second variable pump is respectively from 0 to-1 or from 0 to 1, the forward rotation or reverse rotation of a motor output shaft is realized, then the power is transmitted to a steering zero shaft (S2) through a ninth straight gear (11) and a tenth straight gear (12), then a part of the power is respectively transmitted through an eleventh straight gear (13) and a twelfth straight gear (14), the rotating speed direction of a bus bar sun gear is the same as that of the motor output shaft, the forward rotation or reverse rotation of a bus bar frame output shaft on one side is realized, the other part of the power is transmitted through a thirteenth straight gear (15), a fourteenth straight gear (16) and a fifteenth straight gear (17), and the rotating speed direction of the bus bar sun gear is opposite to that of the motor, realizing the reverse rotation or the forward rotation of the output shaft of the bus bar frame on the side; after power is transmitted to the driving wheels at the two sides, the driving wheels at one side of the vehicle rotate in the positive direction, and the driving wheels at the other side of the vehicle rotate in the reverse direction, so that the steering around the geometric center of the vehicle is realized.
9. A four-stage hydromechanical continuously variable transmission for tracked vehicles according to claim 1, characterised in that, during the vehicle travel steering, an increase or decrease in the output speed of the busbar on one side and a decrease or increase in the output speed of the busbar on the other side are achieved with the same absolute value of variation, with the second variable pump displacement of the second hydraulic governor circuit (PM2) from 0 to-1 or from 0 to 1, respectively; the direct driving power flow and the steering power flow are respectively collected in the bus bars at the two sides and then output through the frame output shafts of the bus bars at the two sides.
10. The four-stage hydraulic mechanical stepless transmission device for the tracked vehicle as claimed in claim 1, wherein when the vehicle travels and decelerates at a high speed, the Hydraulic Coupler (HC) is filled with oil to work, part of power of the transmission main shaft is converted into heat of high-speed oil stirring through the hydraulic coupler, the conversion of braking energy is realized, and the vehicle speed is further reduced; when a hydraulic pump motor of the transmission device fails, the first clutch (Cl), the fourth clutch (C4) and the brake (B1) are combined to realize a mechanical gear, and the starting and low-speed forward of the vehicle are realized.
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| CN108597348B (en) * | 2018-06-28 | 2019-11-22 | 北京理工大学 | Zero differential speed type split path transmission demo system of one kind and method |
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| CN110929334B (en) * | 2019-10-30 | 2023-04-28 | 中国北方车辆研究所 | Method for calculating transmission efficiency of gear shifting dynamic working conditions of crawler armored vehicle |
| CN111306279B (en) * | 2020-02-21 | 2021-08-03 | 江苏大学 | Single-pump-control double-motor mechanical hydraulic composite transmission device |
| CN111692300B (en) * | 2020-03-25 | 2021-08-17 | 中国北方车辆研究所 | Mechanical hydraulic composite transmission device suitable for heavy vehicle |
| CN112360949B (en) * | 2020-11-25 | 2021-08-27 | 北京圆海传智科技有限公司 | Four-section type hydraulic mechanical composite stepless transmission device |
| CN114087334B (en) * | 2021-11-17 | 2023-11-03 | 浙江盘毂动力科技有限公司 | Hydraulic mechanical combined type comprehensive transmission device and vehicle |
| CN113983140B (en) * | 2021-11-22 | 2023-10-20 | 浙江盘毂动力科技有限公司 | Large-torque hydraulic mechanical combined type comprehensive transmission device and vehicle |
| CN114151527B (en) * | 2021-12-09 | 2023-10-13 | 浙江盘毂动力科技有限公司 | Hydraulic mechanical combined type comprehensive transmission device for zero differential speed stepless steering and vehicle |
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