CN110242409B - Series connection dual-motor global automatic gear shifting transmission system - Google Patents

Series connection dual-motor global automatic gear shifting transmission system Download PDF

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Publication number
CN110242409B
CN110242409B CN201910623254.1A CN201910623254A CN110242409B CN 110242409 B CN110242409 B CN 110242409B CN 201910623254 A CN201910623254 A CN 201910623254A CN 110242409 B CN110242409 B CN 110242409B
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motor
shaft
power
gear
transmission
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CN110242409A (en
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杨振忠
董祥欢
曹少华
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Guangxi Yuchai Machinery Co Ltd
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Guangxi Yuchai Machinery Co Ltd
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50—Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54—Transmission for changing ratio
    • B60K6/547—Transmission for changing ratio the transmission being a stepped gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B61/00—Adaptations of engines for driving vehicles or for driving propellers; Combinations of engines with gearing
    • F02B61/06—Combinations of engines with mechanical gearing
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

The invention discloses a series connection dual-motor global automatic gear shifting transmission system. This series connection bi-motor universe automatic gear shifting transmission system includes: an engine power input system; a motor independent output system, comprising: the output shaft of the second motor rotor is connected with the power output system of the engine through the power transmission system of the second motor; and, a motor energy storage and speed regulation system comprising: the motor comprises a first motor, an energy storage device and a first motor rotor shaft, wherein the first motor is connected with the energy storage device, the energy storage device is connected with a second motor, and an engine power output shaft, the first motor rotor shaft and a second motor rotor output shaft form a coaxial nested structure. The series connection double-motor global automatic gear shifting transmission system bears the power transmitted by the original gearbox route through the motors and the independent transmission route, the labor intensity of workers is greatly reduced, and the operation efficiency and quality are improved.

Description

Series connection dual-motor global automatic gear shifting transmission system
Technical Field
The invention relates to the field of engines, in particular to a series double-motor global automatic gear shifting transmission system.
Background
The existing tractor transmission systems are divided into a manual shift transmission system, a power uninterrupted automatic shift transmission system and a hydraulic mechanical stepless speed change transmission system (HMCVT) according to a shift mode. Wherein,
1. manual gear shifting transmission system
When the tractor works in the field, the change of land resistance is large, the load change of the whole tractor is large, the tractor adopting a manual gear shifting transmission system needs frequent stopping and gear shifting so as to meet the requirements of traction force and speed of farm tool operation, the working intensity of workers is large, the working efficiency is low, and the working quality is unstable; meanwhile, the rotating speed of the engine is directly related to the speed of the tractor, the change range of the rotating speed of the engine is large due to the change of the speed of the whole tractor, and the engine cannot work in a stable and economical rotating speed range, so that the oil consumption is high, the emission is poor, and the vibration and abrasion are large. The transmission system has simple structure and low manufacturing and maintenance cost, and is suitable for the current purchase level of farmers. In advanced countries of the world, manual gear shifting transmission systems are mostly applied to tractor products below 80 HP.
2. Continuous automatic gear shifting transmission system for power of tractor
The method refers to a gear shifting process carried out under the running condition that the power from an engine to a gearbox is not interrupted; adopt wet-type multiplate clutch as actuating mechanism that shifts, when needing to keep off the position transform, two clutches of shifting part in proper order and combine two clutches according to the change of control oil pressure, realize not stopping the shift in tractor load traveling, have solved the problem of stopping the shift when manual transmission operation of shifting, have reduced staff's working strength, have improved and have controlled travelling comfort and operating efficiency. However, the rotating speed of the engine of the continuous automatic power shifting transmission system is directly related to the speed of the tractor, the change range of the rotating speed of the engine is large due to the change of the speed of the tractor, the engine cannot work in a stable and economical rotating speed range, and the engine has high oil consumption, poor emission and large vibration abrasion. Meanwhile, due to the fact that the tractor has a large operation requirement and a large number of gears, the transmission structure needs a large number of clutches and proportional valves, and a 160-horsepower 16-gear gearbox is taken as an example: the full-domain automatic gearbox needs 8 clutches and 8 hydraulic proportional valves; due to the consistency, the gear shifting performance of the transmission system needs to be debugged and calibrated on a special delivery test bed, the abrasion of a clutch is increased along with the increase of the service time, the gear shifting control time is changed, the smoothness is poor, and gear shifting impact is generated. At present, the technology of the systems is basically mastered by foreign companies and mainly depends on import, and the transmission system has the disadvantages of complex structure, high price, difficult price reduction and high maintenance cost. For reasons of price, in advanced countries of the world, powershift drivetrains are often used on 80-200HP tractor products.
3. Hydraulic mechanical stepless speed change transmission system (HMCVT)
The transmission system consists of a hydraulic plunger variable pump/motor/multi-row planetary mechanism/wet clutch and a brake, and has the main advantages that: the power of the engine is divided into two power routes through the planet row, one power route is a mechanical power route, and the power is directly transmitted to an input shaft of the gearbox; one is a hydraulic power route, and after the machine-liquid-machine power conversion process, the hydraulic power route and the input shaft of the gearbox realize the confluence of all power; by the power dividing and converging principle, the torque and the rotating speed of the transmission system can be automatically and continuously changed according to the speed and the traction requirement of the tractor, and the traction and the speed requirement of the tractor during speed change can be ensured.
The transmission system (HMCVT) realizes stepless automatic change of the tractor transmission system, and has the advantages of low operation intensity of workers, good operation comfort, high operation efficiency and high quality; because the rotating speed and the torque of the engine are completely decoupled (irrelevant) with the speed and the traction of the whole vehicle, the engine can stably work in a low oil consumption area, and has small vibration and good emission.
The high-pressure variable plunger pump/motor, the proportional valve and the like adopted by the transmission system (HMCVT) belong to precise hydraulic coupling parts, have very high requirements on clean and clean assembly, use cleanliness and maintenance cleanliness, need special hydraulic oil and have high use and maintenance cost; the transmission gear box of the system adopts a multi-row planetary mechanism and a wet clutch or a brake to realize the regional change of 4-6 gears, the system has a large number of parts and a complex structure, the key technology of the system is basically mastered by foreign companies, products mainly depend on import, and the transmission gear box has high cost and difficult price reduction. Due to the price and the use and maintenance, the system is used in a very small amount in the Chinese market. For cost reasons, in advanced countries of the world, a hydraulic mechanical stepless speed change transmission system (HMCVT) is mostly applied to a 200-400HP tractor product.
The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information forms the prior art already known to a person skilled in the art.
Disclosure of Invention
The invention aims to provide a series double-motor global automatic gear shifting transmission system with a simple and reasonable structure, which bears the power transmitted by an original gearbox route through a motor and an independent transmission route, greatly reduces the labor intensity of workers and improves the operation efficiency and quality.
In order to achieve the above object, the present invention provides a series dual-motor global automatic gear shifting transmission system, comprising: an engine power input system, comprising: the engine is connected with the power output shaft of the engine through a driven disc of the first clutch; a gearbox having a gearbox input shaft and a gearbox output shaft; a motor independent output system, comprising: second motor, second motor rotor output shaft and second motor power transmission system, the second motor includes: the second motor rotor is connected with an output shaft of the second motor rotor, and the output shaft of the second motor rotor is connected with the power output system of the engine through a second motor power transmission system; and, a motor energy storage and speed regulation system comprising: first motor, energy memory and first electric motor rotor axle, first motor is connected with energy memory, energy memory is connected with the second motor, first motor includes: the first motor rotor is rigidly connected with a first motor rotor shaft, two ends of the first motor rotor shaft are respectively connected with a driven disc of the first clutch and an input shaft of the gearbox, and the power output shaft of the engine coaxially penetrates through the first motor rotor shaft and the input shaft of the gearbox and is connected with a power output system of the engine; the first motor rotor shaft coaxially penetrates through the output shaft of the second motor rotor, and the power output shaft of the engine, the first motor rotor shaft and the output shaft of the second motor rotor form a coaxial nested structure; the first motor stator and the second motor stator are installed in an overlapping and serial mode in the axis center; when the gear is shifted under full load, the second motor drives the power output system of the engine to output power, the first motor adjusts the synchronous rotating speed of the input shaft of the gearbox, and the gear shifting actuator pushes the synchronizer to realize the processes of gear picking, neutral gear and gear engaging.
In a preferred embodiment, the first and second electrical machines are both permanent magnet synchronous machines.
In a preferred embodiment, the energy storage device comprises a battery and a power output module.
In a preferred embodiment, the second motor power transmission system includes: the second motor output shaft and driving gear, first driven gear, driven gear shaft, second motor power transmission subassembly, power transmission shaft, the clutch driving disc that shifts, the clutch driven shaft that shifts, driving gear and second driven gear.
In a preferred embodiment, the engine power output system includes: the differential mechanism comprises a power output shaft, a central transmission driving gear shaft, a central transmission driven gear, a differential mechanism half shaft output gear and a half shaft; one end of the central transmission driving gear shaft is connected with the output shaft of the gearbox, and the other end of the central transmission driving gear shaft is connected with the differential half shaft output gear and the half shaft through the central transmission driven gear.
In a preferred embodiment, the first motor stator and the second motor stator are mounted in a common housing for the first motor stator and the second motor stator.
In a preferred embodiment, the common housing for the stators of the first and second electric machines is bolted to the transmission housing.
In a preferred embodiment, the front wall of the gearbox body of the gearbox is buckled with a second motor output gear chamber cover of the common shell of the first motor and the second motor stator to form a second motor power gear output chamber.
Compared with the prior art, the series connection double-motor global automatic gear shifting transmission system has the following beneficial effects:
(1) according to the scheme, on the basis of a traditional manual transmission, in order to realize automatic gear shifting of all gears, a motor power independent transmission line is designed, the motor power transmission line is not overlapped with a transmission case power transmission line, when gear shifting is carried out under full load, power transmitted by an original transmission case line is born through a motor and the independent transmission line, the synchronous rotating speed of an input shaft of a transmission case is adjusted through the other motor, and a gear shifting actuator pushes a synchronizer to realize gear picking, neutral and gear engaging processes; the gear shifting principle realizes automatic gear shifting of all gears of the gearbox.
(2) The transmission system automatically adjusts the gear of the stepped gearbox along with the change of the load of the whole vehicle, thereby greatly reducing the labor intensity of workers and improving the working efficiency and quality; meanwhile, the motor has high response speed, excellent gear shifting smoothness and short gear shifting time, so that the friction work of the clutch is reduced, and the service life and the reliability of the clutch are improved.
(3) The automatic gear shifting structure can quickly realize gear shifting along with the change of external load, stabilize the working area of the engine and reduce the total oil consumption and emission level of the engine in operation; the whole machine has higher operating efficiency than a manual gear shifting gearbox.
(4) The scheme depends on an independent motor transmission route, the walking speed of the tractor can be independent of the rotating speed of the power output shaft of the engine, and meanwhile, the walking speed stepless speed Change (CVT) function is realized. The optimal matching point of the running speed and the actual rotating speed of the working machine can be found, the working efficiency is improved, and the oil consumption and the emission are reduced. The traditional power gear shifting gearbox has no independent motor transmission line and cannot realize the independent stepless speed change walking function.
(5) The scheme adopts a series high-speed double-motor structure, and realizes an independent stepless speed change function within a driving speed range of 0-0.1km/h by virtue of the independent transmission line of the motor through the speed reduction and torque increase of the gear speed reducing mechanism of the independent transmission line; meets various operation requirements of the non-road tractor. The traditional power gear shifting gearbox has no independent motor transmission line, so that ultra-low speed operation is realized, a complex speed reduction link is required, the transmission structure is complex, the efficiency is low, and the cost is high.
(6) The scheme does not need to arrange a reverse gear in the gearbox, realizes the arbitrary stepless reverse speed of 0-Vmax km/h by means of the reverse rotation of the motor and an independent transmission line, and meets various operation requirements of the tractor.
(7) The scheme realizes the short-time hybrid working condition by depending on the instantaneous peak power of the motor and an independent power route; the power is superposed with the power transmitted by the transmission line to assist the tractor to start at low speed and heavy load; when the device is used on a tractor, the ground acceleration time and the non-operation land can be reduced, and the crop seeding area is increased. When the torque converter is used on a loader, the torque converter can be omitted, and the large torque required by the working condition of soil shoveling is assisted.
(8) The scheme can be connected in series to the conventional gearbox, and different manual gear shifting gearboxes can be transformed into power gear shifting gearboxes by matching the speed ratios of the motor and the transmission line; the advantages of high efficiency, simple structure and low cost of the traditional mechanical gearbox are inherited; the industrial technical water quality is improved at low cost, and the requirements of users are met.
(9) The scheme mainly comprises key parts, medium-high speed permanent magnet synchronous motors, motor controllers, high-power discharge batteries and other technologies and products, local manufacturers completely master and produce the products in a large scale, and local purchasing channels are wide; due to the high reliability and low cost of the motor and the controller, compared with the traditional power gear shifting gearbox, the manufacturing, using and maintaining cost of the transmission system is greatly reduced.
Drawings
Fig. 1 is a schematic structural diagram of a series dual-motor global automatic shift transmission system according to a first embodiment of the present invention.
Fig. 2 is a block diagram of electric power conversion of the series dual-motor global automatic shift transmission system according to the first embodiment of the present invention.
Reference numerals: 1-a second motor rotor output shaft; 2-second motor output shaft and drive gear (Z1); 3-driven gear (Z2); 4-driven gear shaft; 5-a second electric machine power transfer assembly (R-R); 6-gearbox input shaft; 7-a power shift transmission shaft; 8-a shift clutch driving plate; 9-shift clutch driven shaft; 10-drive gear (Z3); 11-driven gear (Z4); 12-central drive gear shaft; 13-central drive driven gear shaft; 14-differential half shaft output gear and half shaft; 15-rear axle housing; 16-a power take-off shaft; 17-a gearbox housing; 18-a gearbox output shaft; 18A-gearbox front wall; 19-a second motor output gear chamber cover; 20-an engine power take-off shaft; 21-a first clutch; 22-an engine; 23-engine flywheel; 24-the first and second motor stators share a housing; 25-a first motor rotor shaft; 26-a first motor stator; 27-a first electric machine rotor; 28 a second motor stator; 29-second motor rotor.
Detailed Description
The following detailed description of the present invention is provided in conjunction with the accompanying drawings, but it should be understood that the scope of the present invention is not limited to the specific embodiments.
Throughout the specification and claims, unless explicitly stated otherwise, the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element or component but not the exclusion of any other element or component.
As shown in fig. 1 and 2, the specific structure of the serial dual-motor universal automatic gear-shifting transmission system according to the preferred embodiment of the present invention includes: the system comprises an engine power input system, a gearbox, an engine power output system, a motor energy storage speed regulation system and a motor independent output system. The power of the engine power input system is divided into two parts, one part of mechanical power is transmitted to the first motor through the clutch driven disc 21 and the first motor rotor shaft 25, and the engine power is transmitted to the transmission input shaft 6 through the first motor rotor shaft 25; a part of the mechanical power is generated by the first motor → generated by AC/DC rectification → generated by DC/AC inversion → to the second motor → an independent power transmission route [ second motor rotor output shaft 1 → second motor output shaft and drive gear (Z1) 2 → driven gear (Z2) 3 → driven gear shaft 4 → second motor power transmission assembly (R-R) 5 → power shift transmission shaft 7 → shift clutch driving disk 8 → shift clutch driven shaft 9 → drive gear (Z3) 10 → driven gear (Z4) 11 → central transmission drive gear shaft 12 → end transmission → driving wheel. Under the non-gear shifting working condition, the module system sends an instant instruction for charging the energy storage device according to the SOC charge value (electric quantity level) of the energy storage device, and sends the generated power of the first motor to enter the storage battery; when the SOC value of the storage battery meets the requirement, the first motor is unloaded and freely rotates along with the rotating speed of the engine; at the moment, the second motor of the motor is in a no-load zero-rotation-speed loading state. The energy storage device provides short-term power for the first motor and the second motor during gear shifting, so that the gear shifting function is realized; under the working conditions of CVT and crawling speed, the first motor generates electricity and provides electric power for the second motor, and the second motor sends out running power meeting requirements through an independent power transmission route. When the tractor is reversed, the first motor generates power, the second motor controller controls the input voltage and current of the second motor to be reverse, and the second motor generates reverse power to drive the tractor to move backwards. During power assisting, the energy storage device provides power of a second motor, the power of the second motor and engine power transmitted by a gearbox through an independent power route is converged at the central transmission driving gear shaft 12, and the power-assisted tractor starts to accelerate. The working condition of the non-road tractor is basically different from the working condition of an urban road, so that the conditions of long-time idling, long-distance slow braking, free running deceleration and the like rarely exist, and the working condition of energy recovery is few. The second electrical machine and electrical module system have the capability of recovering energy, but the design is not targeted at recovering energy. According to the scheme, on the basis of a traditional manual transmission, in order to realize automatic gear shifting of all gears, a motor power independent transmission line is designed, the motor power transmission line is not overlapped with a transmission case power transmission line, when gear shifting is carried out under full load, power transmitted by an original transmission case line is born through a motor and the independent transmission line, the synchronous rotating speed of an input shaft of a transmission case is adjusted through the other motor, and a gear shifting actuator pushes a synchronizer to realize gear picking, neutral and gear engaging processes; the gear shifting principle realizes automatic gear shifting of all gears of the gearbox.
Specifically, the engine power input system includes: an engine 22, an engine flywheel 23, a first clutch 21 and an engine power take-off shaft 20. The engine 22 is connected to the engine power output shaft 20 through a driven plate of the first clutch 21.
The gearbox has a gearbox input shaft 6 and a gearbox output shaft 18. The input shaft (6) of the gearbox, the synchronizer of the gearbox and the gear set form a fixed shaft type multi-gear main-auxiliary gearbox.
The engine power output system includes: a power take-off shaft 16, a central drive driven gear shaft 12, a central drive driven gear 13, and differential side output gears and half shafts 14. One end of the central drive driven gear shaft 12 is connected with the output shaft 18 of the gearbox, and the other end is connected with the differential half-shaft output gear and the half shaft 14 through the central drive driven gear 13.
The motor independent output system includes: the gear shifting device comprises a second motor, a second motor rotor output shaft 1, a second motor output shaft and driving gear (Z1) 2, a driven gear (Z2) 3, a driven gear shaft 4, a second motor power transmission assembly (R-R) 5, a power gear shifting transmission shaft 7, a gear shifting clutch driving disc 8, a gear shifting clutch driven shaft 9, a driving gear (Z3) 10 and a driven gear (Z4) 11. Wherein, the second motor is connected with energy memory to include: the second motor stator 28 and the second motor rotor 29, the second motor rotor 29 is connected with the second motor rotor output shaft 1, the second motor rotor output shaft 1 is connected with the central transmission driving gear shaft 12 through the second motor output shaft and the driving gear (Z1) 2, the driven gear (Z2) 3, the driven gear shaft 4, the second motor power transmission assembly (R-R) 5, the power gear shifting transmission shaft 7, the gear shifting clutch driving disk 8, the gear shifting clutch driven shaft 9, the driving gear (Z3) 10 and the driven gear (Z4) 11, and the motor power is output independently.
The motor energy storage speed regulating system comprises: a first motor, an energy storage device and a first motor rotor shaft 25. Wherein, first motor is connected with energy memory to include: the first motor rotor 27 is rigidly connected with the first motor rotor shaft 25, and two ends of the first motor rotor shaft 25 are respectively connected with a driven disc of the first clutch 21 and the transmission input shaft 6, so as to receive power distributed by the engine to generate electricity. The engine power output shaft 20 coaxially penetrates through the first motor rotor shaft 25 and the gearbox input shaft 6, and is connected with the power output shaft 16 to output power. The first motor rotor shaft 25 coaxially penetrates through the second motor rotor output shaft 1, and the engine power output shaft 20, the first motor rotor shaft 25 and the second motor rotor output shaft 1 are in a coaxial nested structure. The first motor stator 26 and the second motor stator 28 are overlapped in axle center and are installed in series front and back; the engine power output shaft 20 passes through the first motor rotor shaft 25 and the second motor rotor output shaft 1 to independently transmit power. The first motor rotor shaft 25 is connected with the first clutch 21, and power is independently transmitted through the second motor rotor output shaft 1, namely, the engine inputs power to the first motor and the gearbox input shaft 6 through the first clutch 21 and the first motor rotor shaft 25; the output shaft 1 of the second motor rotor independently transmits power; the three shafts transmit power concentrically and independently.
Preferably, first motor and second motor are installed in a first motor and second motor stator sharing casing 24, and sharing stator casing bi-motor can reduce drive train axial space, and first motor/second motor cooling water course of sharing shares, sharing power cable space, and the motor integrates the degree height, has reduced the motor total volume under the same power, and furthest has utilized the axial space of drive train.
Preferably, the first and second electric motor stator common housing 24 is bolted to the rear transmission housing 17.
Preferably, the transmission case front wall 18A of the transmission case is fastened with a second motor output gear chamber cover 19 of the first motor and second motor stator common casing 24 to form a second motor power gear output chamber for accommodating the second motor rotor output shaft 1, the second motor output shaft and the driving gear (Z1) 2, the driven gear (Z2) 3 and the driven gear shaft 4.
1. Forward drive mode power transfer route
During forward running, the power of the engine 22 is transmitted to the input shaft 6 of the gearbox through the clutch 21 and the rotor shaft 25 (clutch output shaft) of the first motor, and is transmitted to the central transmission driven gear 13 through the central transmission driving gear shaft 12 after being subjected to speed change and torque change of each gear of the gearbox, and then is transmitted to the driving wheels of the tractor through terminal speed reduction transmission (not shown). The scheme is the same as the power output mode of the traditional hydraulic wet clutch, but the forward running power route is fixed-shaft gear transmission, the clutch is not worn, and the transmission efficiency is high; the tractor traction force and speed are related to the engine speed, and the change of the tractor load directly causes the great change of the engine speed until the gear is automatically changed, so that the working range of the engine speed can not be stabilized.
2. Shift pattern
When the external load changes, the engine speed changes, the scheme is provided with a Vehicle Control Unit (VCU) and a transmission system controller (TCU), when the engine speed changes beyond a certain range, the controller sends a gear shifting command signal, a motor MG1/MG2 enters a gear shifting mode, and the TCU sends an execution signal to a gear shifting actuator. The specific description is as follows:
after the shift command signal is sent, the second electric motor is activated, and power is transmitted to the driving wheel through the second electric motor output shaft and the driving gear (Z1) 2 → the driven gear (Z2) 3 → the driven gear shaft 4 → the second electric motor power transmission assembly (R-R) 5 → the power shift transmission shaft 7 → the shift clutch driving disk 8 → the shift clutch driven shaft 9 → the driving gear (Z3) 10 → the driven gear (Z4) 11 → the central transmission driving gear shaft 12 → the central transmission driven gear shaft 13 → the differential and the end transmission. The second electric machine shift path is a power path independent of the transmission path of the transmission; at this point, the second motor is loaded with all the power on the central drive pinion shaft 12 at the time of the shift, and the tractor continues to run under load at the time of the shift.
One of the gear shifting modes: when a gear shifting command is sent, the engine stops supplying oil and shifts to an unloading state; when the first motor is switched to an electric state, the engine 22 and the input shaft 6 of the gearbox are dragged to enter a synchronous speed regulation state, and the synchronous rotating speed meets the gear-disengaging requirement of the synchronizer, a transmission system controller (TCU) sends a gear-disengaging instruction, and the actuator disengages the gear. When the gear is engaged, the first motor drags the engine to adjust the rotating speed of the input shaft of the gearbox according to the rotating speed of the central transmission gear 12 and the synchronization requirement of the target gear, the rotating speed of the input shaft of the gearbox accords with the synchronization rotating speed of the target gear, a transmission system controller (TCU) sends a gear engaging instruction, and an actuator engages the gear.
And a second gear shifting mode: when a gear shifting command is sent, the clutch 21 is separated, the engine is switched to an idle speed tracking state, and the rotating speed of the transmission input shaft 6 after the motor MG1 is tracked to regulate the speed and put into gear is tracked; the first motor is switched to an electric state to drive the input shaft 6 of the gearbox to enter a synchronous speed regulation and switching state, and when the synchronous rotating speed meets the gear-disengaging requirement of the synchronizer, a transmission system controller (TCU) sends a gear-disengaging instruction to cause the actuator to disengage the gear. When the gear is engaged, the first motor adjusts the rotating speed of the input shaft 6 of the gearbox according to the rotating speed of the central transmission gear 12 and the synchronization requirement of the target gear, the rotating speed accords with the synchronization rotating speed of the target gear, a transmission system controller (TCU) sends a gear engaging command, and an actuator engages the gear.
According to the scheme, the automatic gear shifting of the universal gearbox is realized by using double motors and independent power transmission lines; the combination of a dead axle gear transmission and an independent gear shifting route is adopted, and the power gear shifting transmission is different from a wet clutch or a brake which is necessarily adopted by a traditional power gear shifting transmission; the wet clutch and the hydraulic proportional valve required by the traditional power shifting gearbox are basically half of all gears, such as: the tractor 16-gear gearbox needs 8 hydraulic wet clutches and at least 8 hydraulic proportional valves; the scheme only uses two motors and 1 clutch, theoretically can realize automatic speed change of more than 64 gears, so when the automatic gear shifting device is used on a tractor, horsepower is larger, the cost for realizing automatic gear shifting is lower, and the automatic gear shifting device is suitable for application of large and heavy non-road tractors. The use amount of the clutch and the proportional valve is greatly reduced, so that the number of parts under the same gear is greatly reduced, and the manufacturing cost is reduced; the design reliability of the product is improved, and the use and maintenance cost of the product is reduced.
Smooth and fast gear shifting
The independent power route structure of bi-motor has fully used the characteristics that the motor response is fast, operates steadily, and power switching is fast when shifting gears, and the speed governing is fast, and the ride comfort of shifting gears is controlled easily, owing to do not adopt two clutch frictional modes of traditional power shifting to shift gears, power loss is little, and calorific capacity is little, part long service life.
Advantage of modular inheritance
This scheme utilization bi-motor structure and independent power transmission route can make into serialization module, does a small amount of changes to current manual synchronizer gear shifting transmission system, installs the module of this scheme manufacturing additional, just can accomplish the present universe automatic gearshift that keeps off the position, and the technical inheritance is good, and is with low costs, and the reliability is high.
3. Tractor starting motor assistant mode
When the tractor starts under heavy load, the transmission system is in a series hybrid power mode for a short time, the mechanical power of the engine → through the clutch → the first motor rotor shaft 25 → the gearbox input shaft 6 → through the gearbox output shaft 18 to output a certain starting gear → to the central transmission driving gear shaft 12;
the power assisting power of the second motor is between a rated power state and a peak power state, and depends on an accelerator opening range of an operator; at this time, the power of the second motor is from the tractor storage battery, and the second motor rotor 29 → the second motor rotor output shaft 1 → the second motor output shaft and the driving gear (Z1) 2 → the driven gear (Z2) 3 → the driven gear shaft 4 → the power shift transmission shaft 7 → the shift clutch driving disk 8 → the shift clutch driven shaft 9 → the driving gear (Z3) 10 → the driven gear (Z4) 11 → the central transmission driving gear shaft 12;
in the starting assistant mode, the central transmission driving gear shaft incorporates two power sources, one is engine power transmitted to the central transmission driving gear shaft 12 by an engine through a gearbox, the other is motor power transmitted to the central transmission driving gear shaft 12 by a second motor through a second motor power transmission component (R-R) 5, and the two power sources converge and mix power and reach a driving wheel through the tail end transmission of the tractor.
The peak power of the second motor is basically equal to the rated power of the engine, so the starting acceleration power is generally 1.5-1.8 times of the rated power of the engine, the requirement on the low-speed starting capability of the engine is greatly reduced, the acceleration starting distance of the whole vehicle is reduced, the oil consumption and the emission of the engine are reduced, and the requirements of various working conditions of the non-road tractor are met.
4. Crawling and crawling speed operation mode
When a low walking speed is needed, the power of the engine does not pass through a transmission line of the gearbox and reaches the driving wheel, the gearbox is in a neutral state at the moment, the power for driving the first motor to work is subtracted from the engine, and the residual power is completely output to an external working machine through the power output shaft 20 of the engine and the power output shaft 16 in rigid connection through the rear end speed reducing device.
Under crawling with the speed of slowly walking operation mode, the second motor passes through independent power transmission route transmission walking power, and the route is as follows: the second motor rotor 29 → the second motor rotor output shaft 1 → the second motor output shaft and driving gear (Z1) 2 → the driven gear (Z2) 3 → the driven gear shaft 4 → the power shift transmission shaft 7 → the shift clutch driving disk 8 → the shift clutch driven shaft 9 → the driving gear (Z3) 10 → the driven gear (Z4) 11 → the center drive driving gear shaft 12 → the center drive driven gear 13 → the tractor final drive (not shown) → the driving wheel (not shown). Under the mode, the MG2 rotating speed and the torque can be steplessly changed, the super crawling speed of the tractor of 0-0.1km/h can be stably realized, the transmission ratio Continuously Variable (CVT) working mode of the tractor of 0-15km/h can also be realized, the requirement on the driving speed of the tractor during the operation of the matched machine tool of the tractor is greatly met, the working efficiency is improved, and the operation comfort is improved.
Advantage of starting acceleration
The scheme utilizes the independent transmission line of the double motors, fully exerts the characteristic that the peak power of the motor is more than 2 times of the rated power, designs the power battery and the power circuit to ensure the short-term release of the peak power of the motor of the second motor, reduces the volume of the second motor, meets the requirement of uninterrupted gear shifting power of tractor power, and simultaneously adopts a hybrid power mode to increase the power of the whole tractor by 1.5-1.8 times under a starting acceleration mode, thereby greatly reducing the starting acceleration distance; when the agricultural land tractor is used on a tractor, the proportion of the area of the operated land is increased under the condition of the same farmland area, and the crop yield is increased. The hybrid mode may also be applied to short term tractor obstacle detouring and short term drag overcoming, depending on the control program settings. The traditional power gear shifting transmission system cannot generate the mixed power function of the scheme at present, and the starting acceleration time is long.
Advantages of global CVT under partial drive power
The scheme utilizes the independent transmission route of the motor power, at the moment, the power passing through the gearbox is switched to the independent transmission route of the second motor, and the gearbox is in a neutral gear rotating state; the speed of the tractor running system is independent of the rotating speed of the power output shaft of the engine, so that the best running speed matching point is found with a driven machine tool, the working efficiency is improved, and the oil consumption and the emission are reduced.
Ultra low creep speed function
Due to the low-speed and high-torque characteristics of the permanent magnet alternating current motor, the scheme can realize the function of ultra-low-speed crawling, stably work within the driving speed range of 0-0.1km/h, and output most of engine power through the engine power external output shaft 14 for special operations such as ditching and the like. The traditional power gear shifting gearbox reaches the crawling speed of 0-0.1km/h, a multi-link large-proportion speed reducing mechanism is needed, the mechanism is very complex, and the occupied system space is large.
4. Reverse gear mode
In the reverse mode, the transmission is in a neutral mode, the motor controller inputs a reverse voltage and a current to control the second motor to rotate in a reverse direction, and outputs reverse power → the second motor rotor output shaft 1 → the second motor output shaft and the driving gear (Z1) 2 → the driven gear (Z2) 3 → the driven gear shaft 4 → the powershift transmission shaft 7 → the shift clutch driving disk 8 → the shift clutch driven shaft 9 → the driving gear (Z3) 10 → the driven gear (Z4) 11 → the central transmission driving gear shaft 12 → the central transmission driven gear 13 → a tractor end transmission (not shown) → driving wheels (not shown). In the reverse gear mode, the tractor can realize stepless reverse speed which is the same as the forward speed.
According to the scheme, a reverse gear mechanism is not required to be arranged in the gearbox, the gearbox can realize the designed reverse speed of 0-Vmax km/h under a neutral mode (or the gearbox is in a gear in a clutch separation state) by means of reverse rotation of the second motor and an independent power transmission route, and various operation requirements of the non-road tractor are met. The traditional power gear shifting gearbox needs to be additionally provided with a reverse mechanism and a wet clutch, the mechanism is complex, and the occupied system space is large.
5. Power output mode
The first motor of the series connection double-motor global automatic gear shifting transmission system can be used as a high-power generator and is provided with a storage battery and a power output module, a standard and stable DC/AC power supply can be provided outwards through the power output module, and the application range of the non-road tractor is greatly expanded.
The main key parts of the series double-motor universal automatic gear shifting transmission system, the high-power permanent magnet synchronous motor, the motor controller, the high-power discharge battery and other technologies and products are completely mastered by local manufacturers and produced on a large scale, and the local purchasing channel is wide. Due to the high reliability and low cost of the motor and the controller, the manufacturing, using and maintaining cost of the transmission system is lower than that of an automatic gear shifting system consisting of a traditional hydraulic wet clutch.
In conclusion, the series connection dual-motor global automatic gear shifting transmission system is provided with a motor power independent transmission line, when the gear is shifted under full load, the power transmitted by the original gearbox line is born through the motor and the independent transmission line, and the synchronous rotating speed of the input shaft of the gearbox is adjusted by the other motor, so that the labor intensity of workers is greatly reduced, and the operation efficiency and quality are improved; meanwhile, the motor has high response speed, excellent gear shifting smoothness and short gear shifting time, so that the friction work of the clutch is reduced, and the service life and the reliability of the clutch are improved.
The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. It is not intended to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable one skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims and their equivalents.

Claims (3)

1. A series dual motor global automatic shift transmission system, comprising:
an engine power input system, comprising: the engine is connected with the power output shaft of the engine through a driven disc of the first clutch;
a gearbox having a gearbox input shaft and a gearbox output shaft;
a motor independent output system, comprising: second motor, second motor rotor output shaft and second motor power transmission system, the second motor includes: the second motor rotor is connected with an output shaft of the second motor rotor, and the output shaft of the second motor rotor is connected with the power output system of the engine through a second motor power transmission system; and the number of the first and second groups,
the energy storage speed regulating system of the motor comprises: first motor, energy memory and first electric motor rotor axle, first motor is connected with energy memory, energy memory is connected with the second motor, first motor includes: the first motor rotor is rigidly connected with a first motor rotor shaft, two ends of the first motor rotor shaft are respectively connected with a driven disc of the first clutch and an input shaft of the gearbox, and the power output shaft of the engine coaxially penetrates through the first motor rotor shaft and the input shaft of the gearbox and is connected with a power output system of the engine; the first motor rotor shaft coaxially penetrates through the output shaft of the second motor rotor, and the power output shaft of the engine, the first motor rotor shaft and the output shaft of the second motor rotor form a coaxial nested structure; the first motor stator and the second motor stator are installed in an overlapping and serial mode in the axis center; when the gear is shifted under full load, the second motor drives the power output system of the engine to output power, the first motor adjusts the synchronous rotating speed of the input shaft of the gearbox, and the gear shifting actuator pushes the synchronizer to realize the processes of gear picking, neutral gear and gear engaging;
the first motor and the second motor are both permanent magnet synchronous motors;
wherein the energy storage device comprises a storage battery and a power output module;
wherein the second motor power transmission system includes: the power transmission device comprises a second motor output shaft, a driving gear, a first driven gear, a driven gear shaft, a second motor power transmission assembly, a power gear shifting transmission shaft, a gear shifting clutch driving disc, a gear shifting clutch driven shaft, a driving gear and a second driven gear;
wherein the engine power output system includes: the differential mechanism comprises a power output shaft, a central transmission driving gear shaft, a central transmission driven gear, a differential mechanism half shaft output gear and a half shaft; one end of the central transmission driving gear shaft is connected with an output shaft of the gearbox, and the other end of the central transmission driving gear shaft is connected with a differential half shaft output gear and a half shaft through a central transmission driven gear;
the first motor stator and the second motor stator are arranged in a shell shared by the first motor stator and the second motor stator.
2. A series dual motor global automatic shift transmission system as set forth in claim 1 wherein said first and second motor stator common housing is bolted to the transmission housing.
3. The series dual-motor global automatic gear shifting transmission system according to claim 2, wherein a front wall of a transmission case of the transmission case is fastened with a second motor output gear chamber cover of a common case of the first motor and the second motor stator to form a second motor power gear output chamber.
CN201910623254.1A 2019-07-11 2019-07-11 Series connection dual-motor global automatic gear shifting transmission system Active CN110242409B (en)

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CN210509377U (en) * 2019-07-11 2020-05-12 广西玉柴机器股份有限公司 Series connection dual-motor global automatic gear shifting transmission system

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CN101875297A (en) * 2009-12-10 2010-11-03 安徽巨一自动化装备有限公司 Double-motor hybrid driving and speed changing device
CN102114766A (en) * 2009-12-31 2011-07-06 比亚迪股份有限公司 Hybrid drive system and driving method thereof
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