CN115264019A - Multi-function stepless automatic speed variator for vehicle - Google Patents

Multi-function stepless automatic speed variator for vehicle Download PDF

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Publication number
CN115264019A
CN115264019A CN202210863582.0A CN202210863582A CN115264019A CN 115264019 A CN115264019 A CN 115264019A CN 202210863582 A CN202210863582 A CN 202210863582A CN 115264019 A CN115264019 A CN 115264019A
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CN
China
Prior art keywords
gear
transmission mechanism
power
clutch
input shaft
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
CN202210863582.0A
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Chinese (zh)
Inventor
李照雄
刘晓宇
朱小龙
汪邦勇
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Wuhu Wanliyang Transmission Co ltd
Original Assignee
Wuhu Wanliyang Transmission Co ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Wuhu Wanliyang Transmission Co ltd filed Critical Wuhu Wanliyang Transmission Co ltd
Priority to CN202210863582.0A priority Critical patent/CN115264019A/en
Publication of CN115264019A publication Critical patent/CN115264019A/en
Pending legal-status Critical Current

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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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
    • F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
    • 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
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/065—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with a plurality of driving or driven shafts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/021—Shaft support structures, e.g. partition walls, bearing eyes, casing walls or covers with bearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/035—Gearboxes for gearing with endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • 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
    • F16H9/00—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16—Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H2057/02039—Gearboxes for particular applications
    • F16H2057/02043—Gearboxes for particular applications for vehicle transmissions

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmission Devices (AREA)

Abstract

The invention discloses a multifunctional vehicle continuously variable automatic transmission which comprises an input shaft, a DNR mechanism connected with the input shaft, a continuously variable transmission mechanism connected with the DNR mechanism, a first power transmission mechanism connected with the continuously variable transmission mechanism and used for transmitting power to wheels, and a second power transmission mechanism connected with a reduction gear set and used for transmitting power to a front axle of a multifunctional vehicle. The multifunctional vehicle stepless automatic transmission adopts the stepless speed change mechanism and the pressure oil clamping belt wheel, can realize short starting response time and low idle speed, can realize automatic back-and-forth continuous speed change in high and low speed ratio areas without stopping, has stronger durability by adopting a steel belt type transmission belt, and even can achieve the purpose of avoiding replacing the transmission belt for the whole life, thereby reducing the use cost of a vehicle owner; the low-speed running of the whole vehicle can be realized, the transmission and the engine can be completely separated and independently supplied, the total dynamic assembling time can be greatly reduced, and the repair and after-sale maintenance time can be reduced.

Description

Multi-function stepless automatic speed variator for vehicle
Technical Field
The invention belongs to the technical field of transmissions, and particularly relates to a multifunctional vehicle stepless automatic transmission.
Background
The existing mainstream multifunctional vehicles comprise SSV (side by side vehicle), UVT (extreme ultraviolet vehicle) and ATV (all extreme vehicle), and these vehicles are limited by the axial space of the vehicle frame, and the engine and the transmission basically adopt a front-rear arrangement mode. The multifunctional vehicle basically adopts a pulley with a swinging block and a multi-gear gearbox combined type transmission, and an engine and the transmission are integrally assembled and are not supplied relatively independently.
The multifunctional vehicle adopts the combined transmission with the swinging block type belt pulley and the multi-gear gearbox, and the centrifugal force is provided by the high-speed swinging block to clamp the belt pulley for providing power output when the rotating speed is high, so that the vehicle cannot realize stable low-speed operation, the starting power response is slow, the idle rotating speed of an engine is too high, the oil consumption is too high, and the automatic gear-up and continuous speed-changing functions cannot be realized. And traditional belt formula CVT structure, the belt durability is not gone, is changeed in skidding, wearing and tearing, and cost of maintenance is higher. Because the engine and the transmission are integrated, the time for the movable assembly is too long, and the difficulty of repair and after-sale maintenance is high.
Disclosure of Invention
The present invention is directed to solving at least one of the problems of the prior art. The invention provides a multifunctional vehicle stepless automatic transmission, aiming to shorten the starting response time of a vehicle.
In order to achieve the purpose, the invention adopts the technical scheme that: the continuously variable automatic transmission of the multifunctional vehicle comprises an input shaft, a DNR mechanism connected with the input shaft, a continuously variable transmission mechanism connected with the DNR mechanism, a first power transmission mechanism connected with the continuously variable transmission mechanism and used for transmitting power to wheels, and a second power transmission mechanism connected with a reduction gear set and used for transmitting power to a front axle of the multifunctional vehicle.
The DNR mechanism comprises a forward gear clutch, a reverse gear clutch and a planetary wheel mechanism, the planetary wheel mechanism is connected with the forward gear clutch, the reverse gear clutch and the continuously variable transmission mechanism, and the input shaft is connected with the planetary wheel mechanism.
The planet wheel mechanism comprises a sun wheel component, a planet carrier, a gear ring and a planet gear arranged on the planet carrier, the gear ring and the sun wheel component are connected with the forward gear clutch, the planet carrier is connected with the reverse gear clutch, and the input shaft is connected with the gear ring.
When the forward gear clutch and the reverse gear clutch are in a separated state, the input shaft and the planet carrier idle, and power cannot be output to the sun gear assembly, so that neutral gear is realized.
When the forward gear clutch is in a combined state and the reverse gear clutch is in a separated state, the input shaft transmits power to the sun gear assembly through the forward gear clutch, and then the sun gear assembly transmits the power to the stepless speed change mechanism to realize forward gear; when the forward gear clutch is in a separation state and the reverse gear clutch is in a combination state, the planet carrier is fixed on the transmission shell through the reverse gear clutch, and power is transmitted to the sun wheel assembly from the input shaft through the planetary gear and then is output to the stepless speed change mechanism, so that reverse gear is realized.
The first power transmission mechanism comprises a primary speed reduction mechanism connected with the stepless speed change mechanism and a secondary speed reduction mechanism connected with the primary speed reduction mechanism and used for transmitting power to wheels.
The one-level reduction gears include engaged with one-level reduction driving gear and one-level reduction driven gear, the second grade reduction gears include engaged with second grade reduction driving gear and second grade reduction driven gear, and second grade reduction driving gear and one-level reduction driven gear are connected, second grade reduction driven gear with wheel connection.
The second power transmission mechanism comprises a rear axle secondary gear connected with the first power transmission mechanism, a rear axle reversing driving gear connected with the rear axle secondary gear and a rear axle reversing driven gear meshed with the rear axle reversing driving gear, and the rear axle reversing driven gear is connected with the front axle.
The input shaft is connected with a torsional vibration damping component, and the torsional vibration damping component is connected with the engine through a transmission mechanism.
The torsional vibration damping component is a torsional vibration damper, a hydraulic torque converter or a dual-mass flywheel.
The multifunctional vehicle stepless automatic transmission adopts the stepless speed change mechanism and the pressure oil clamping belt wheel, can realize short starting response time and low idle speed, can realize automatic back-and-forth continuous speed change in high and low speed ratio areas without stopping, has stronger durability by adopting a steel belt type transmission belt, and even can achieve the purpose of avoiding replacing the transmission belt for the whole life, thereby reducing the use cost of a vehicle owner; the low-speed running of the whole vehicle can be realized, the transmission and the engine can be completely separated and independently supplied, the total dynamic assembling time can be greatly reduced, and the repair and after-sale maintenance time can be reduced.
Drawings
The description includes the following figures, the contents shown are respectively:
FIG. 1 is a schematic structural view of a continuously variable automatic transmission for a utility vehicle according to the present invention;
labeled as: 1. a front drive sprocket; 2. a front chain; 3. a front driven sprocket; 4. a torsional vibration damping member; 5. an input shaft; 6. a forward gear clutch; 7. a planetary gear; 8. a reverse clutch; 9. a transmission housing; 10. a planet carrier; 11. a sun gear assembly; 12. an input pulley shaft assembly; 12a, an input pulley shaft conical disc; 12b, an input pulley piston shaft; 13. a transmission belt; 14. an output pulley shaft assembly; 14a, an output pulley shaft piston shaft; 14b, an output pulley shaft conical disc; 15. a primary reduction drive gear; 16. a primary reduction driven gear; 17. a secondary reduction drive gear; 18. a secondary reduction driven gear; 19. a rear axle secondary gear; 20. a rear axle reversing driving gear; 21. the rear axle reverses the driven gear.
Detailed Description
The following detailed description of the embodiments of the present invention is provided to help those skilled in the art to more fully, accurately and deeply understand the concept and technical solution of the present invention and to help them implement, by referring to the accompanying drawings and the description of the embodiments.
As shown in fig. 1, the present invention provides a continuously variable automatic transmission for a utility vehicle, including an input shaft 5, a DNR mechanism connected to the input shaft 5, a continuously variable transmission mechanism connected to the DNR mechanism, a first power transmission mechanism connected to the continuously variable transmission mechanism for transmitting power to wheels, and a second power transmission mechanism connected to a reduction gear set for transmitting power to a front axle of the utility vehicle.
Specifically, as shown in fig. 1, the continuously variable transmission mechanism is located between the DNR mechanism and the first power transmission mechanism. The continuously variable transmission mechanism mainly comprises an input pulley shaft assembly 12, an output pulley shaft assembly 14 and a transmission belt 13 matched with the input pulley shaft assembly 12 and the output pulley shaft assembly 14, wherein the central shaft of the input pulley shaft assembly 12 is connected with a DNR mechanism, the input pulley shaft assembly 12 is composed of an input pulley shaft conical disc 12a and an input pulley piston shaft 12b, the input pulley shaft conical disc 12a and the input pulley piston shaft 12b are connected without relative rotation and can move relatively in the axial direction within a certain range, the output pulley shaft assembly 14 is composed of an output pulley shaft conical disc 14a and an output pulley piston shaft 14b, the output pulley shaft conical disc 14a and the output pulley piston shaft 14b are connected without relative rotation and can move relatively in the axial direction within a certain range, the transmission belt 13 is clamped between the input pulley shaft assembly 12 and the output pulley shaft assembly 14, the transmission belt 13 is controlled by the input pulley piston shaft 12b to clamp the axial direction, and the transmission belt 13 is simultaneously controlled by the output pulley piston shaft 14a to clamp the axial direction. The output pulley piston shaft 14a and the input pulley piston shaft 12b are pushed by pressure oil to move along the axial direction, the distance between the two input pulley shaft conical discs 12a and 12b can be adjusted, the distance between the two output pulley shaft conical discs 14a and 14b can also be adjusted, and the transmission ratio is changed by changing the width of a pulley groove to change the diameter of the transmission belt 13 in contact with the conical surfaces of the input pulley shaft assembly 12 and the output pulley shaft assembly 14.
The stepless speed change mechanism adopts a mode that the system provides hydraulic oil for the input belt wheel piston shaft 12b and the output belt wheel shaft piston shaft 14a to push the system to move forwards and backwards, so as to change the contact radius of the transmission belt 13 with the input belt wheel shaft assembly 12 and the output belt wheel shaft assembly 14, thereby realizing speed change and achieving the purposes of different speed ratios. And the belt 13 is kept clamped by feeding hydraulic oil of different pressures, and the belt 13 described herein may be a thrust steel belt and a chain steel belt.
As shown in fig. 1, the input shaft 5 is connected to the torsional vibration damper unit 4, and the torsional vibration damper unit 4 is connected to a power source, which is an engine, through a transmission mechanism. The power input end of the transmission mechanism is connected with the power source, the power output end of the transmission mechanism is connected with the input end of the torsion damping component 4, one end of the input shaft 5 is connected with the output end of the torsion damping component 4, and the other end of the input shaft 5 is connected with the DNR mechanism.
The transmission mechanism may be a chain transmission mechanism or a belt transmission mechanism. In the embodiment, as shown in fig. 1, the transmission mechanism may be a chain transmission mechanism, which includes a front driving sprocket 1, a front driven sprocket 3, and a front chain 2 cooperating with the front driving sprocket 1 and the front driven sprocket 3, the front driving sprocket 1 is connected to an output end of the engine in a spline or flange manner, power is transmitted to the front driven sprocket 3 through the front chain 2, the front driven sprocket 3 is fixedly connected to a housing of a torsional vibration damping member 4 through a welding or bolt fastening structure, and the power is damped and filtered by the torsional vibration damping member 4 and then output to an input shaft 5. The input shaft 5 is splined to the torsional vibration damper arrangement 4.
The torsional vibration damping member 4 may be a torsional vibration damper, a torque converter, or a dual mass flywheel, and in this embodiment, the torsional vibration damping member 4 is of a torsional vibration damper structure.
As shown in fig. 1, the DNR mechanism includes a forward clutch 6, a reverse clutch 8, and a planetary gear mechanism, the planetary gear mechanism is connected to the forward clutch 6, the reverse clutch 8, and the continuously variable transmission mechanism, and the input shaft 5 is connected to the planetary gear mechanism. The planet wheel mechanism comprises a sun wheel component 11, a planet carrier 10, a gear ring and a planet gear 7 which is assembled on the planet carrier 10 and can rotate, the gear ring and the sun wheel component 11 are connected with a forward gear clutch 6, the planet carrier 10 is connected with a reverse gear clutch 8, and an input shaft 5 is connected with the gear ring. The planet gears 7 are meshed with a gear ring and a sun gear assembly 11, and the gear ring and the sun gear assembly 11 are coaxially arranged. The reverse gear clutch 8 is arranged inside the transmission housing 9, the planet carrier 10 is connected with the reverse gear clutch 8, the reverse gear clutch 8 is used for controlling connection and separation between the planet carrier 10 and the transmission housing 9, the sun gear assembly 11 is connected with a central shaft of the input pulley shaft assembly 12 in a non-relative-rotation mode, the gear ring is coaxially and fixedly connected with one end of the input shaft 5, the forward gear clutch 6 is connected with the gear ring and the sun gear assembly 11, and the forward gear clutch 6 is used for realizing connection and separation between the gear ring and the sun gear assembly 11.
The system adopts a planetary gear train and a DNR mechanism with two pairs of clutches to realize forward gear, reverse gear and neutral gear. As shown in fig. 1, when the forward clutch 6 and the reverse clutch 8 are in a disengaged state, the input shaft 5 and the carrier 10 idle, and power cannot be output to the sun gear assembly 11, so that neutral is achieved.
As shown in fig. 1, when the forward clutch 6 is engaged and the reverse clutch 8 is disengaged, the input shaft 5 transmits power to the sun gear assembly 11 through the forward clutch 6, and then the sun gear assembly 11 transmits power to the continuously variable transmission mechanism, thereby realizing forward gear.
As shown in fig. 1, when the forward clutch 6 is in the disengaged state and the reverse clutch 8 is in the engaged state, the carrier 10 is fixed to the transmission case 9 by the reverse clutch 8, power is transmitted from the input shaft 5 to the sun gear assembly 11 through the planetary gear 7, the direction of rotation is reversed by engaging a pair of gears of the planetary gear 7 and the sun gear assembly 11, and power output from the DNR mechanism is transmitted to the continuously variable transmission mechanism to realize reverse.
As shown in fig. 1, the first power transmission mechanism includes a primary speed reduction mechanism connected to the continuously variable transmission mechanism and a secondary speed reduction mechanism connected to the primary speed reduction mechanism and configured to transmit power to the wheels. One-level reduction gears is including engaged with one-level reduction driving gear 15 and one-level reduction driven gear 16, one-level reduction driving gear 15 is connected for not having relative rotation with output band pulley shaft assembly 14, the diameter of one-level reduction driving gear 15 is less than the diameter of one-level reduction driven gear 16, second grade reduction gears is including engaged with second grade reduction driving gear 17 and second grade reduction driven gear 18, second grade reduction driving gear 17 is coaxial fixed connection with one-level reduction driven gear 16, the diameter of second grade reduction driving gear 17 is less than the diameter of second grade reduction driven gear 18, second grade reduction driven gear 18 and wheel connection.
As shown in fig. 1, the second power transmission mechanism includes a rear axle secondary gear 19 connected to the first power transmission mechanism, a rear axle reversing driving gear 20 connected to the rear axle secondary gear 19, and a rear axle reversing driven gear 21 engaged with the rear axle reversing driving gear 20, and the rear axle reversing driven gear 21 is connected to the front axle. The rear axle reversing driving gear 20 and the rear axle reversing driven gear 21 are both bevel gears, and the rear axle reversing driving gear 20 is connected with the rear axle secondary gear 19 in a non-relative-rotation mode.
When the gear of the continuously variable transmission is in a forward gear or a reverse gear, power is input from the sun gear assembly 11 to the input pulley shaft assembly 12 and is transmitted to the output pulley shaft assembly 14 through the transmission belt 13, the primary reduction driving gear 15 is press-fitted on a central shaft of the output pulley shaft assembly 14, the primary reduction driving gear 15 and the primary reduction driven gear 16 are a pair of meshed reduction gear sets, the secondary reduction driving gear 17 and the secondary reduction driven gear 18 are also a set of meshed reduction gear sets, the secondary reduction driven gear 18 is connected with two wheels of the vehicle, and the power is output to the two wheels of the vehicle through the secondary reduction driven gear 18, wherein the two wheels are rear wheels of the utility vehicle.
The secondary reduction driven gear 18 corresponds to an idle gear to be output to a front axle of the vehicle, the secondary reduction driven gear 18 and the rear axle secondary gear 19 are a pair of mutually meshed gears, and the power from the first power transmission mechanism is finally output to the front axle of the utility vehicle in a reverse manner through a pair of mutually meshed bevel gears.
The secondary reduction driven gear 18 may be connected to both wheels of the vehicle through a differential assembly, which may be a conventional differential or a differential configuration with a locking function.
The invention is described above with reference to the accompanying drawings. It is to be understood that the specific implementations of the invention are not limited in this respect. Various insubstantial improvements are made by adopting the method conception and the technical scheme of the invention; the present invention is not limited to the above embodiments, and can be modified in various ways.

Claims (10)

1. The utility model provides a multi-function vehicle infinitely variable speed ware which characterized in that: the vehicle-mounted power transmission device comprises an input shaft, a DNR mechanism connected with the input shaft, a continuously variable transmission mechanism connected with the DNR mechanism, a first power transmission mechanism connected with the continuously variable transmission mechanism and used for transmitting power to wheels, and a second power transmission mechanism connected with a reduction gear set and used for transmitting power to a front axle of a multifunctional vehicle.
2. The utility vehicle stepless automatic transmission of claim 1, characterized in that: the DNR mechanism comprises a forward gear clutch, a reverse gear clutch and a planetary wheel mechanism, the planetary wheel mechanism is connected with the forward gear clutch, the reverse gear clutch and the continuously variable transmission mechanism, and the input shaft is connected with the planetary wheel mechanism.
3. The utility vehicle stepless automatic transmission of claim 2, characterized in that: the planet wheel mechanism comprises a sun wheel component, a planet carrier, a gear ring and a planet gear arranged on the planet carrier, the gear ring and the sun wheel component are connected with the forward gear clutch, the planet carrier is connected with the reverse gear clutch, and the input shaft is connected with the gear ring.
4. The utility vehicle stepless automatic transmission of claim 3, characterized in that: when the forward gear clutch and the reverse gear clutch are in a separated state, the input shaft and the planet carrier idle, and power cannot be output to the sun gear assembly, so that neutral gear is realized.
5. The utility vehicle stepless automatic transmission of claim 3, characterized in that: when the forward gear clutch is in a combined state and the reverse gear clutch is in a separated state, the input shaft transmits power to the sun gear assembly through the forward gear clutch, and then the sun gear assembly transmits the power to the continuously variable transmission mechanism to realize forward gear; when the forward gear clutch is in a separation state and the reverse gear clutch is in a combination state, the planet carrier is fixed on the transmission shell through the reverse gear clutch, power is transmitted to the sun wheel assembly from the input shaft through the planetary gear, and then is output to the stepless speed change mechanism, and reverse gear is achieved.
6. The utility vehicle stepless automatic transmission of any one of claims 1 to 5, characterized in that: the first power transmission mechanism includes a primary speed reduction mechanism connected with the continuously variable transmission mechanism and a secondary speed reduction mechanism connected with the primary speed reduction mechanism and used for transmitting power to the wheels.
7. The utility vehicle stepless automatic transmission of claim 6, characterized in that: the one-level reduction gears include engaged with one-level reduction driving gear and one-level reduction driven gear, the second grade reduction gears include engaged with second grade reduction driving gear and second grade reduction driven gear, and second grade reduction driving gear and one-level reduction driven gear are connected, second grade reduction driven gear with wheel connection.
8. The utility vehicle stepless automatic transmission of any one of claims 1 to 7, characterized in that: the second power transmission mechanism comprises a rear axle secondary gear connected with the first power transmission mechanism, a rear axle reversing driving gear connected with the rear axle secondary gear and a rear axle reversing driven gear meshed with the rear axle reversing driving gear, and the rear axle reversing driven gear is connected with the front axle.
9. The utility vehicle stepless automatic transmission of any one of claims 1 to 8, characterized in that: the input shaft is connected with a torsional vibration damping component, and the torsional vibration damping component is connected with the engine through a transmission mechanism.
10. The utility vehicle stepless automatic speed changer of claim 9, characterized in that: the torsional vibration damping part is a torsional vibration damper, a hydraulic torque converter or a dual-mass flywheel.
CN202210863582.0A 2022-07-21 2022-07-21 Multi-function stepless automatic speed variator for vehicle Pending CN115264019A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202210863582.0A CN115264019A (en) 2022-07-21 2022-07-21 Multi-function stepless automatic speed variator for vehicle

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN202210863582.0A CN115264019A (en) 2022-07-21 2022-07-21 Multi-function stepless automatic speed variator for vehicle

Publications (1)

Publication Number Publication Date
CN115264019A true CN115264019A (en) 2022-11-01

Family

ID=83766643

Family Applications (1)

Application Number Title Priority Date Filing Date
CN202210863582.0A Pending CN115264019A (en) 2022-07-21 2022-07-21 Multi-function stepless automatic speed variator for vehicle

Country Status (1)

Country Link
CN (1) CN115264019A (en)

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