CN110303862B - Stepless speed change transmission system with serial double-motor planetary power split - Google Patents
Stepless speed change transmission system with serial double-motor planetary power split Download PDFInfo
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- CN110303862B CN110303862B CN201910623246.7A CN201910623246A CN110303862B CN 110303862 B CN110303862 B CN 110303862B CN 201910623246 A CN201910623246 A CN 201910623246A CN 110303862 B CN110303862 B CN 110303862B
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Classifications
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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
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing
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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
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
- B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of electric gearing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Abstract
The invention discloses a serial double-motor planetary power split stepless speed change transmission system, which is arranged at the power output end of an engine, and comprises an engine output shaft, a first motor, a second motor, a motor controller, a power split device, a clutch, a gearbox, an engine power output shaft and a storage battery; the first motor and the second motor are arranged in series, the power of the engine is transmitted to the first motor by the engine output shaft to generate electricity, and meanwhile, the engine output shaft outputs power outwards through the power splitting device, the clutch and the gearbox to form a first power path; the first motor supplies power to the second motor and the storage battery through the motor controller, and the second motor outputs power outwards through the power splitting device, the clutch and the gearbox to form a second power path. The continuously variable transmission system of the present invention has two power paths, mechanical power and electrical power.
Description
Technical Field
The present invention relates to continuously variable transmission systems, and more particularly to a series double motor planetary power split continuously variable transmission system (EMCVT).
Background
Existing transmission systems (taking a tractor as an example) are divided into a manual gear shifting transmission system, a power uninterrupted automatic gear shifting transmission system and a hydraulic mechanical stepless speed change transmission system (HMCVT) according to a gear shifting mode.
1. Manual gear shifting transmission system:
when the tractor works in the field, because the land resistance is changed greatly and the load of the whole machine is changed greatly, the tractor adopting the manual gear shifting transmission system needs to stop and shift gears frequently so as to meet the requirements of farm tools on working traction force and speed, the working intensity of staff is high, the working efficiency is low and the working quality is unstable; meanwhile, the engine speed is directly related to the vehicle speed, the speed change of the whole vehicle leads to a large speed change range of the engine, and the engine cannot work in a stable and economical speed range, so that the fuel consumption is high, the emission is poor and the vibration abrasion is large. The transmission system has the advantages of simple structure and low manufacturing and maintenance cost, and is suitable for the current purchase level of farmers. The world advanced countries have manual gear shifting drive trains commonly used on tractor products below 80Hp horsepower.
2. Uninterrupted automatic gear shifting transmission system for power of tractor:
a shift process performed under a vehicle running condition in which power from the engine to the transmission is not interrupted; when the wet-type multi-plate clutch is used as a gear shifting executing mechanism and gear shifting is needed, the two clutches for gear shifting are sequentially separated and combined according to the change of control oil pressure, and no-stop gear shifting is realized in the running of a vehicle load, so that the problem of stopping gear shifting in the operation of a manual gear shifting transmission system is solved, the operation intensity of staff is reduced, and the control comfort and the operation efficiency are improved. However, the engine speed of the power uninterrupted automatic gear shifting transmission system is directly related to the vehicle speed, the engine speed change range is large due to the vehicle speed change, the engine cannot work in a stable and economical speed range, and the engine is high in oil consumption, poor in emission and large in vibration abrasion. Meanwhile, as the operation requirement is more and the gear number is more, the transmission system structure needs a plurality of clutches and proportional valves, and a 160 horsepower 16-gear gearbox is taken as an example: the universal automatic gearbox requires 8 clutches and 8 hydraulic proportional valves; due to consistency, the gear shifting performance of the transmission system is required to be debugged and calibrated on a special factory 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 system is basically mastered by foreign companies and mainly depends on import, and the transmission system has the advantages of complex structure, high price, difficult price reduction and high maintenance cost. For price reasons, powershift drive trains are commonly used in 80-200Hp tractor products in advanced countries of the world.
3. Hydromechanical continuously variable transmission (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 split into two power routes through the planet row, one is a mechanical power route, and the power is directly transmitted to the 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 an input shaft of the gearbox realize the total power confluence; by the power splitting and converging principle, the torque and the rotating speed of the transmission system are automatically and continuously changed according to the speed and the traction requirement of the vehicle, and the traction and the speed requirement of the vehicle in speed change are ensured.
The transmission system (HMCVT) realizes stepless automatic change of the vehicle transmission system, and has the advantages of low operation intensity of staff, good operation comfort, high operation efficiency and high quality; because the engine speed and torque are completely decoupled (uncorrelated) with the whole vehicle speed and traction, 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 parts, have very high requirements on assembly cleanliness, use cleanliness and maintenance cleanliness, require special hydraulic oil and have high use and maintenance costs; the system gearbox adopts a multi-row planetary mechanism and a wet clutch or brake to realize regional conversion 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, the product mainly depends on import, and the cost of the transmission system is high and the price is difficult to reduce. The system is very little in use in the chinese market due to price and usage maintenance reasons. For price reasons, the world advanced state, the hydromechanical continuously variable transmission (HMCVT) is commonly used in 200-400 Hp tractor products.
The above prior art transmission systems have the following disadvantages:
1. the manual gear shifting transmission system is simple in structure, easy to manufacture, maintain and repair and low in cost. The disadvantages are as follows:
(1) The tractor adopting the manual gear shifting transmission system needs to stop frequently and shift gears so as to meet the requirements of farm tools on operation traction force and speed, and has the advantages of high working intensity, low operation efficiency and unstable operation quality.
(2) The engine speed is directly related to the vehicle speed, the speed change of the whole vehicle leads to a large range of engine speed change, the engine cannot work in a stable and economical speed range, and the engine has high oil consumption, poor emission and large vibration abrasion.
2. The power uninterrupted automatic gear shifting transmission system realizes gear shifting without stopping in the running process of the load of the vehicle, and improves the operation efficiency and the control comfort of the tractor. The disadvantages are as follows:
(1) The speed of the engine of the transmission system is directly related to the speed of the vehicle, the speed change of the vehicle leads to a large speed change range of the engine, the engine can not work in a stable and economical speed range, the oil consumption is high, the emission is poor, and the vibration abrasion is large.
(2) The transmission system structure needs a large number of clutches and proportional valves, the abrasion of the clutches 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.
(3) The traditional power shift gearbox is a single-power-route stepped transmission, realizes super crawling gear (ultra-low speed), and is added with a plurality of complicated reduction gear trains. And, it is impossible to realize a stepless transmission in the main operations such as rotary tillage, that is, theoretically, it is impossible to match the optimum running speed with the rotary cultivator
(4) At present, the technology of the system is basically mastered by foreign companies and mainly depends on import, and the drive train has high price, difficult price reduction and high maintenance cost.
3. The hydraulic mechanical stepless speed change transmission system (HMCVT) realizes a full range stepless speed change system consisting of 4-6 gears, has high operation efficiency and good control comfort, and the engine output is decoupled with the load and the speed of the vehicle, so that the engine stably runs in a low-oil consumption and low-emission interval. The disadvantages are as follows:
(1) The mechanical speed change system composed of 4-6 gears is a speed change mechanism composed of a multi-row planetary mechanism and 4-6 wet clutches or brakes, and has the advantages of complex structure, high requirement on part processing and high cost.
(2) The hydraulic power distribution system composed of the hydraulic precise matching parts has very high requirements on assembly cleanliness, use cleanliness and maintenance cleanliness, requires special hydraulic oil and has high use and maintenance cost.
(3) Because the technology of the systems is basically mastered by foreign companies, the products mainly depend on import, and the cost is high and the price is difficult to reduce.
Therefore, there is a need to design a transmission system that can solve the technical problems of the existing transmission system.
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 of ordinary skill in the art.
Disclosure of Invention
The invention aims to provide a series double-motor planetary power split continuously variable transmission system which can effectively overcome the problems of the transmission system in the prior art.
In order to achieve the above purpose, the invention provides a tandem double-motor planetary power split stepless speed change transmission system, which is arranged at the power output end of an engine, and comprises an engine output shaft, a first motor, a second motor, a motor controller, a power split device, a clutch, a gearbox, the engine power output shaft and a storage battery; the first motor and the second motor are arranged in series, the power of the engine is transmitted to the first motor by the engine output shaft to generate electricity, and meanwhile, the engine output shaft outputs power outwards through the power splitting device, the clutch and the gearbox to form a first power path; the first motor supplies power to the second motor and the storage battery through the motor controller, and the second motor outputs power outwards through the power splitting device, the clutch and the gearbox to form a second power path.
In a preferred embodiment, the power splitting device comprises a planet sun gear, a planet ring gear and a planet carrier; the first motor comprises a first motor hollow input shaft, a first motor rotor and a first motor stator, wherein the first motor rotor is mechanically connected with the first motor hollow shaft, and the first motor hollow shaft is connected with the planet row sun gear and is used for enabling the first motor rotor to generate electricity through the power of the engine; the second motor comprises a second motor hollow output shaft, a second motor rotor and a second motor stator, wherein the second motor rotor is mechanically connected with the second motor hollow shaft and independently outputs second motor power through the second motor hollow shaft; the first motor stator and the second motor stator are arranged in a motor stator shared shell; the engine output shaft passes through the first motor hollow input shaft, the first motor hollow input shaft passes through the second motor hollow output shaft, the engine output shaft, the first motor hollow input shaft and the second motor hollow output shaft are of a triaxial coaxial nested structure, the engine output shaft passes through the first motor hollow input shaft to be connected with the planet carrier, and meanwhile, the engine power output shaft is connected with the planet carrier to output engine power.
In a preferred embodiment, the gearbox includes a gearbox input shaft, a gearbox synchronizer and gearbox gearset, and a central drive pinion. The input shaft of the gearbox is fixedly connected with the planet row gear ring and used for inputting power to the gearbox; the gearbox synchronizer, the gearbox gear set and the gearbox input shaft form a fixed-shaft type 4-6-gear gearbox; the central driving gear is mechanically connected with the gear set of the gearbox, and the rotation speed of the output shaft of the engine is transmitted to the central driving driven gear by the central driving gear after being changed by the gearbox, and then the power is output outwards by the differential mechanism.
In a preferred embodiment, the tandem dual motor planetary power split continuously variable transmission system further includes a second motor first transmission gear, a second motor second transmission gear, a power shift driving gear, a power shift driven gear, a power shift driving gear, a clutch output driving gear, and a clutch output driven gear. The first transmission gear of the second motor is fixedly connected with the hollow output shaft of the second motor; the second transmission gear of the second motor is fixedly connected with the input shaft of the clutch (C1/C2) and meshed with the first transmission gear of the second motor; the power shift driving gear is fixedly connected with a driven shaft of a power shift clutch (C1); the power shift driven gear is fixedly connected with the power shift transmission shaft and meshed with the power shift driving gear; the power shift transmission gear is fixedly connected with the power shift transmission shaft and is mechanically connected with a gearbox gear set; the clutch output driving gear is fixedly connected with a driven shaft of a power transmission clutch (C2); the clutch output driven gear is fixedly connected with the gearbox input shaft and meshed with the clutch output driving gear.
In a preferred embodiment, the mechanical power of the engine is input to the power split device via the engine output shaft, the planet carrier splitting the mechanical power into two parts: part of the planetary gear is distributed to a planetary gear ring through a planet carrier and is directly output to an input shaft of the gearbox; the other part is distributed to a planet row sun gear through a planet carrier, and is transmitted to a first motor rotor through a first motor hollow input shaft to generate electricity and convert the electricity into electric power, the electric power is directly transmitted to a second motor to be converted into mechanical energy after voltage and frequency regulation through a motor controller, and the mechanical energy is output to a second motor first transmission gear and a second motor second transmission gear through a second motor hollow output shaft and is transmitted to a clutch (C1/C2) input shaft; thereby realizing a split mode of mechanical power of the engine of the continuously variable transmission system.
In a preferred embodiment, in continuously variable mode, clutch C2 is engaged and C1 is disengaged, the second electric machine is electric power being transferred to the transmission input shaft through the clutch (C1/C2) input shaft, the power transfer clutch (C2) driven shaft, the clutch output drive gear, the clutch output driven gear, and the mechanical power of a portion of the engine split with the planet row ring gear is combined at the transmission input shaft; thereby realizing a confluence mode of the mechanical power of the engine and the electric power of the second motor of the continuously variable transmission system.
In a preferred embodiment, in a certain gear, the rotation speed of the planetary gear ring is in a fixed linear proportional relation with the central transmission driven gear through the clutch and the transmission system of the gearbox, namely in a fixed linear proportional relation with the speed of the whole vehicle;
the rotating speed of the planet row gear ring is in a linear inverse relation with the rotating speed of the planet row sun gear in the power splitting device, namely when the speed of the whole vehicle is reduced and traction force is increased, the speed and torque of the planet row gear ring are reduced and increased according to a fixed proportion, at the moment, the rotating speed of the planet row sun gear is opposite to the rotating speed of the planet row gear ring in increasing direction, namely the rotating speed of the planet row gear ring is increased, the rotating speed of the planet row sun gear is reduced, and conversely, the rotating speed of the planet row gear ring is reduced, and the rotating speed of the planet row sun gear is increased;
when the rotating speed of the engine is unchanged, namely the rotating speed of a planet carrier connected with an output shaft of the engine is unchanged, the hollow input shaft of the first motor is connected with the planet row sun gear, the power change of the first motor can be realized through the rotating speed change of the planet row sun gear, and after the current, the voltage and the frequency are converted/controlled by the motor controller, the electric energy is output to the second motor, so that the speed of the second motor is matched with the rotating speed of the input shaft of the gearbox, and the stepless speed change mode of the stepless speed change transmission system under a certain gear is realized.
In a preferred embodiment, in the continuously variable running mode, the first motor is always in a power generation state, and the decoupling relationship between the speed and the traction of the whole vehicle and the rotational speed and the torque of the engine is realized through the characteristics of the planetary gear mechanism of the power splitting device.
In a preferred embodiment, in the shift mode, when the clutch C2 is disengaged and the clutch C1 is engaged, the rotation speed of the second motor rotor is adjusted by the controller to match the rotation speed of the central transmission driving gear in the gear corresponding to the shift time, and the power of the second motor finally reaches the driving wheel through the hollow output shaft of the second motor, the first transmission gear of the second motor, the second transmission gear of the second motor, the input shaft of the clutch (C1/C2), the clutch C1 engagement, the power shift driving gear, the power shift driven shaft, the power shift transmission gear, the gear corresponding to the gear in the gear set, the central transmission driving gear and the central transmission driven gear to the end transmission, thereby realizing the universal stepless speed change shift mode of the stepless speed change transmission system.
In a preferred embodiment, when low speed travel is required, the power required for travel of the second electric machine rotor output reaches the gearbox input shaft, where the engine output shaft provides the rear end component with the majority of its required engine power via the engine power output shaft; meanwhile, the planetary gear ring is connected with the input shaft of the gearbox, the running speed of the vehicle is controlled by the rotating speed of the planetary gear ring, and the rotating speed of the planetary gear ring is reduced by adjusting the first motor rotor to a relatively high rotating speed, so that the running speed of the vehicle is controlled to be in a creeping and creep speed mode by the continuously variable transmission system.
In a preferred embodiment, when the vehicle is required to be reversed, the motor controller inputs reverse voltage and current to control the second motor rotor to reversely rotate, and reverse power of the second motor rotor is transmitted to the gearbox input shaft through the second motor hollow output shaft, the second motor first transmission gear, the second motor second transmission gear, the clutch (C1/C2) input shaft, the power transmission clutch (C2) driven shaft, the clutch output driving gear and the clutch output driven gear, and is transmitted to the central transmission driven gear through the gearbox gear set to output reversing power, at this time, the power generation rotation speed of the first motor rotor reaches the highest range, so that a reverse gear mode of the stepless speed change transmission system is realized.
In a preferred embodiment, when the vehicle needs heavy load starting, the continuously variable transmission system is in a hybrid state for a short period of time, and the mechanical power split by the engine is output to the input shaft of the gearbox through the planetary gear; the power of the second motor during power assisting is between rated power and peak power states, the power of the second motor during power assisting depends on an accelerator opening interval of a manipulator, at the moment, a motor controller controls a storage battery to supply power to the second motor through a path, electric energy is converted into mechanical energy through a second motor rotor, and the mechanical energy is transmitted to a gearbox input shaft through a second motor hollow output shaft, a second motor first transmission gear, a second motor second transmission gear, a clutch (C1/C2) input shaft, a power transmission clutch (C2) driven shaft, a clutch output driving gear and a clutch output driven gear; at the moment, the power of the second motor and the power of the engine are converged at the input shaft of the gearbox, and the sum of the two powers is larger than the required power during starting and accelerating, so that a starting power-assisted mode of the continuously variable transmission system is realized.
Compared with the prior art, the tandem double-motor planetary power split stepless speed change transmission system has the following beneficial effects: the power of the engine is split into two power routes through the planet row, one is a mechanical power route, the other is an electric power route, and the mechanical power route is directly transmitted to the input shaft of the 4-gear or 6-gear gearbox; the electric power route transfers electric power to the second electric machine through the electromechanical-electromechanical power conversion mode and to the transmission input shaft, merging with the mechanical power route; by means of the planetary power distribution and convergence principle, the automatic continuous change of the output torque and the rotation speed of the transmission system (EMCVT) according to the change of the speed and the traction force of the vehicle is realized, and the non-stop speed change of the tractor under the load state is realized. The scheme (EMCVT) designs a second motor power independent transmission route, the independent route is not overlapped with a gearbox power transmission route, automatic gear shifting of 4-6 gears of the gearbox is achieved, the motor is guaranteed to work in a high-efficiency area, and then overall stepless speed change from zero to the maximum design speed range of the whole machine is achieved. The field operation running automation is realized, the labor intensity of staff is greatly reduced, and the operation efficiency and quality are improved; meanwhile, as the response speed of the motor is high, the gear shifting smoothness is excellent, the gear shifting time is short, the friction work of the gear shifting clutch is reduced, and the service life and the reliability of the clutch are improved. The planetary power split structure of the scheme realizes complete decoupling (independent and irrelevant) of the torque and the rotating speed of the engine and the traction and speed of the vehicle, the engine can stably operate in an optimized low oil consumption area, the oil consumption of the engine is reduced by more than 10%, the requirements of the discharged policy and regulation are met more easily, and the vibration and abrasion of the engine are reduced. The speed of the tractor running system can be independent of the rotating speed of the power output shaft of the engine, so that the optimal matching point of the running speed and the theoretical rotating speed of the farm tool can be found, the working efficiency is improved, and the oil consumption and the emission are reduced. Due to the low-speed and high-torque characteristics of the permanent magnet alternating current motor, the scheme can realize the ultra-low speed crawling gear function, stably work in the running speed range of 0-0.1km/h, and output most of engine power through the power output shaft for special operations such as ditching. The reverse gear is not required to be arranged in the gearbox, and any reverse speed of 0-Vmax km/h can be realized by means of reverse rotation of the second motor, so that various operation requirements of the tractor are met. And the low-speed heavy-load starting of the power-assisted vehicle is realized by means of the rated power or the instantaneous high-power function of the second motor, so that the land acceleration time and the unworked land mass are reduced, and the crop sowing area is increased. The gearbox can be designed into a 4-6 gear fixed-shaft gearbox according to the power of the tractor, adopts a synchronizer gear shifting structure, has simple and reliable structure, greatly reduces parts, and has high transmission efficiency and low cost. The main key parts, 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 in large scale, and the local purchasing channel is wide. Because of the high reliability and low cost of the motor and the controller, the manufacturing, using and maintaining costs of the transmission system are greatly reduced.
Drawings
Fig. 1 is a schematic configuration diagram of a continuously variable transmission system according to an embodiment of the present invention.
Fig. 2 is a schematic diagram of an electric power conversion module of a motor controller of a continuously variable transmission system according to an embodiment of the present invention.
The main reference numerals illustrate:
1-engine, 2-engine output shaft, 3-damper, 4-first motor bearing cap, 5-motor stator sharing housing, 6-first motor stator, 7-first motor rotor, 8-second motor stator, 9-second motor rotor, 10-first motor hollow input shaft, 11-second motor hollow output shaft, 12-planet row sun gear, 13-planet row ring gear, 14-planet carrier, 14A-gearbox input shaft, 15-power shift transmission shaft, 16-power shift transmission gear (Z5), 17-engine power output shaft, 18-rear axle housing, 19-differential, 20-center drive driven gear, 21-center drive driving gear, 22-gearbox gear set (Z6/Z7/Z8/Z9), 23-clutch output driven gear (Zn), 24-clutch output driving gear (Zm), 25-power transfer clutch (C2) driven shaft, 26-clutch (C1/C2) input shaft, 27-power clutch (C1) driven shaft, 28-motor driving gear (Z3), second shift transmission gear (Z1-Z3), second shift transmission gear (Z2), second shift transmission gear (Z1-Z2).
Detailed Description
The following detailed description of embodiments of the invention is, therefore, to be taken in conjunction with the accompanying drawings, and it is to be understood that the scope of the invention is not limited to the specific embodiments.
Throughout the specification and claims, unless explicitly stated otherwise, the term "comprise" or variations thereof such as "comprises" or "comprising", etc. will be understood to include the stated element or component without excluding other elements or components.
As shown in fig. 1, fig. 1 is a schematic structural view of a continuously variable transmission system according to an embodiment of the present invention. According to the tandem double-motor planetary power split continuously variable transmission system (EMCVT) of the preferred embodiment of the present invention, the engine output shaft 2 passes through the first motor hollow input shaft 10, the MG1 first motor hollow input shaft 10 passes through the MG2 second motor hollow output shaft 11, the three shafts are in a coaxial nested structure, and the MG1 first motor stator 6 and the MG2 second motor stator 8 are mounted in the stator common housing 5. The MG1 first motor rotor 7 is mechanically connected with the MG1 first motor hollow input shaft 10, and the MG1 first motor hollow input shaft 10 is connected with the planet row sun gear 12; the engine 1 is mechanically connected with an engine output shaft 2 through a shock absorber 3, and the engine output shaft 2 passes through a first motor hollow input shaft 10 and is connected with a planet carrier 14 for outputting engine power; the MG2 second motor rotor 9 is mechanically connected with the MG2 second motor hollow output shaft 11, and independently outputs second motor power through the MG2 second motor hollow output shaft 11; the planet row gear ring 13 is fixedly connected with a gearbox input shaft 14A and is used for inputting power to the gearbox; the input shaft 14A of the gearbox, the synchronizer of the gearbox and the gear set 22 (Z6/Z7/Z8/Z9) form a fixed-shaft 4-6 gear gearbox, gears Z6/Z7/Z8/Z9 in the gear set 22 (Z6/Z7/Z8/Z9) are mechanically connected with a central transmission driving gear 21, and the power after the speed change is transmitted to a central transmission driven gear 20 through the central transmission driving gear 21 and then transmitted to the tractor driving wheels through end speed reduction transmission (not shown).
In some embodiments, the tandem dual motor planetary power split continuously variable transmission system of the present invention has a continuously variable power output mode:
referring to fig. 1, a planetary gear set comprising a planetary gear set sun gear 12, a planetary gear set ring gear 13 and a planetary carrier 14 is used as a power splitting device for engine output power; mechanical power generated by the engine 1 is input to the planet carrier 14 through the engine output shaft 2, the planet carrier 14 serves as a power input component of a planet row to output the input power to two directions, a part of the power is distributed to the planet row gear ring 13 through the planet carrier 14 and is directly output to the transmission input shaft 14A, and a part of the mechanical power is distributed to the planet row sun gear 12 through the planet carrier 14 and is transmitted to the first motor rotor 7 through the first motor hollow input shaft 10 to generate electricity and convert the electricity into electric power; after the voltage and frequency of the electric power are regulated by a motor controller (as shown in fig. 2, fig. 2 is a schematic diagram of an electric power conversion module of the motor controller of the continuously variable transmission system according to an embodiment of the present invention), the electric power is directly transmitted to the second motor rotor 9 to be converted into a mechanical function, and is output to the second motor first transmission gear 31 (Z1) through the second motor hollow output shaft 11, the second motor second transmission gear 30 (Z2) is transmitted to the clutch (C1/C2) input shaft 26, the driven shaft 25 of the power transmission clutch (C2) is combined in the automatic shift (CVT) mode, the driven shaft 27 of the power transmission clutch (C1) is separated, the power of the second motor MG2 is transmitted to the driven shaft 25 of the power transmission clutch (C2) through the clutch (C1/C2), the clutch output driving gear 24 (Zm) is transmitted to the clutch output driven gear 23 (Zn) is transmitted to the transmission input shaft 14A, and the engine power split with the planet gear ring 13 is combined at the transmission input shaft 14A, so that a confluence mode of the engine power is realized.
In some embodiments, the tandem dual motor planetary power split continuously variable transmission system of the present invention has a continuously variable speed mode of speed regulation:
with continued reference to fig. 1, in a certain gear, the rotational speed of the planetary gear ring 13 is in a fixed linear proportional relationship with the central driven gear 20, i.e. with the speed V of the whole vehicle, through a transmission system such as a gearbox. The planetary gear ring 13 is in a linear inverse relation with the rotation speed of the planetary sun gear 12 in the planetary mechanism (power splitting device), so that when the speed of the whole vehicle is reduced and the traction is increased under a certain engine rotation speed and power, the speed and torque of the planetary gear ring 13 are reduced and increased according to a fixed proportion, and at the moment, the rotation speed of the planetary sun gear 12 and the rotation speed of the planetary gear ring 13 are increased and decreased in opposite directions, namely: the rotation speed of the planet gear ring 13 increases, the rotation speed of the planet sun gear 12 decreases, and conversely, the rotation speed of the planet gear ring 13 decreases, and the rotation speed of the planet sun gear 12 increases. Theoretically, the rotation speed of the engine 1 is unchanged, that is, the rotation speed of the planet carrier 14 connected with the engine output shaft 2 of the engine 1 is unchanged, because the first motor MG1 is connected with the planet row sun gear 12 through the first motor hollow input shaft 10, the change of the power of the first motor rotor 7 of the MG1 is realized through the change of the rotation speed of the planet row sun gear 12, and the power of the second motor rotor 9 of the MG2 is output through the conversion/control of the current, the voltage and the frequency of the motor controller; the speed of the second motor rotor 9 is matched with the rotating speed of the input shaft 14A of the gearbox, and the stepless speed change mode under a certain gear is completed.
In an automatic shift (CVT) running mode, the MG1 first motor rotor 7 is always in the first motor state; meanwhile, the decoupling (uncorrelated) relation between the speed and the traction of the whole vehicle and the rotation speed and the torque of the engine is realized through the structural characteristics of the planet row (power splitting device), and the working stability of the engine is ensured.
In some embodiments, the tandem dual-motor planetary power-split continuously variable transmission system of the present invention has a universal continuously variable shift mode:
with continued reference to fig. 1, in general, the speed range of the whole tractor is between 0km/h and 50km/h, and a fixed-shaft gearbox with 4-6 gears is set according to different requirements of the power of the tractor, so that the first motor MG 1/second motor MG2 can work in a high-efficiency area within the full speed range of the tractor, and the total efficiency of the transmission system is improved.
In shift mode: the MG2 motor controller receives a speed state signal of the tractor sent by the vehicle controller VCU (not shown) and generates a rotating speed control signal of a MG2 second motor, the power at the moment comes from a high-discharge-rate storage battery, the clutch C2 is separated according to the logic control requirement of the clutch during gear shifting, the clutch C1 is combined, and the rotating speed of the second motor rotor 9 is adjusted to be matched with the rotating speed of the central transmission driving gear 21 under a certain gear at the gear shifting moment; MG2 second motor power is transmitted through second motor hollow output shaft 11→second motor first transmission gear 31 (Z1) →second motor second transmission gear 30 (Z2) →clutch (C1/C2) input shaft 26→power shift clutch (C1) driven shaft 27 coupling→power shift driving gear Z3 (28) →power shift driven gear 29 (Z4) →power shift transmission shaft 15→power shift transmission gear 16 (Z5) →one of gears Z6/Z7/Z8/Z9 determined by structural design→central transmission driving gear 21→central transmission driven gear 20→end transmission (not shown) →finally reaching driving wheel (not shown).
At this time, the MG2 second motor rotor 9 directly supplies the load power to the tractor center drive pinion 21 through the above-described shift transmission route, across the power route of the transmission input shaft 14A; according to the force principle of the planetary mechanism, the planetary gear ring 13 still has torque proportional to the first motor of the MG 1; according to the real-time rotation speed signal and the target gear signal of the central transmission driving gear 21, the MG1 first motor enters an unloading state, a second motor state and a rotation speed tracking speed regulation mode according to an instruction sent by a VCU (vehicle control unit), the rotation speed of the input shaft 14A of the gearbox is regulated to reach the rotation speed range of synchronous gear disengagement through regulating the rotation speed of the sun gear 12 of the planet row, the TCU (speed change controller) sends an instruction signal to a gear shifting executing mechanism, and the gear shifting executing mechanism is out of gear.
In the gear-in state, the MG2 second motor rotor 9 still works in the original power state, the MG1 first motor rotor 7 adjusts the rotation speed of the transmission input shaft 14A by adjusting the rotation speed of the MG1 first motor according to the rotation speed requirement of the target gear, the synchronous rotation speed requirement of the target gear synchronizer is achieved, and the gear-shifting executing mechanism executes the gear-in action from the neutral gear position. When the gear is engaged, the MG1 first motor rotor 7 is unloaded to enter a power generation state, the driven shaft 27 of the power shift clutch (C1) is disengaged, the driven shaft 25 of the power transmission clutch (C2) is engaged, the second motor rotor 9 is switched to a normal running power route, and power is transmitted to the transmission input shaft 14A through the relevant gears and is converged and outputted with the mechanically split power of the transmission input shaft 14A.
All gear shifting processes are the same. In the running gear shifting process, the accelerator opening of the engine is unchanged, and the rotation speed of the input shaft 14A of the gearbox is adjusted by utilizing the rotation speed change of the quick response of the first motor of the MG1, so that the gear shifting requirement of the synchronizer is met. Due to the characteristic of decoupling of the planetary rows from the engine speed and torque, the transmission system can cancel the clutch at the output end of the engine.
In some embodiments, the tandem dual-motor planetary power-split continuously variable transmission system of the present invention further has creep and creep speed acquisition modes:
with continued reference to fig. 1, when a very low travel speed is desired, the MG2 second electric machine rotor 9 outputs the power required for travel to the transmission input shaft 14A, under which condition the engine output shaft 2 provides most of the engine power to the rear-end agricultural implement via the engine power output shaft 17. The planet row gear ring 13 is connected with a gearbox input shaft 14A, the running speed of the vehicle is controlled by the rotating speed of the planet row gear ring 13, the rotating speed of the planet row gear ring 13 is reduced by adjusting the first motor rotor 7 of the MG1 to a relatively high rotating speed, and the running speed of the vehicle is controlled to be in a stable state close to 0-0.1km/h, so that a creeping and creep speed obtaining mode is realized.
In some embodiments, the tandem dual-motor planetary power-split continuously variable transmission system of the present invention further has a reverse mode:
with continued reference to fig. 1, in the reverse mode, the motor controller inputs reverse voltage and current to control the MG2 second motor rotor 9 to rotate in reverse, reverse power of the MG2 second motor is transmitted to the transmission input shaft 14A through the second motor hollow output shaft 11→the second motor first transmission gear 31 (Z1) →the second motor second transmission gear 30 (Z2) →the clutch (C1/C2) input shaft 26→the power transmission clutch (C2) driven shaft 25→the clutch output driving gear 24 (Zm) →the clutch output driven gear 23 (Zn), and reverse power is transmitted to the center transmission driven gear 20 through the transmission. In the reverse mode, the MG1 first electric motor rotor 7 generates electric power in a rotation speed range up to a highest range, thereby realizing the reverse mode.
In some embodiments, the tandem dual-motor planetary power-split continuously variable transmission system of the present invention further has a start assist mode:
with continued reference to fig. 1, when the tractor needs heavy load starting, the transmission system is in a hybrid state for a short period of time, and the split mechanical power of the engine 1 is output to the input shaft 14A of the gearbox through the planet gear 13; the second motor MG2 is in a state between rated power and peak power when being assisted, and the magnitude of the assisted power depends on an accelerator opening interval of a manipulator; at this time, the power of the second motor MG2 comes from the battery of the vehicle, and is transmitted to the transmission input shaft 14A through the route MG2 second motor rotor 9→rotor second motor hollow output shaft 11→second motor first transmission gear 31 (Z1) →second motor second transmission gear 30 (Z2) →clutch (C1/C2) input shaft 26→power transmission clutch (C2) driven shaft 25→clutch output driving gear 24 (Zm) →clutch output driven gear 23 (Zn); at this time, the transmission input shaft 14A incorporates two powers, one is the rated power of the MG2 second motor mainly supplied by the battery, and the other is the rated power of almost all the engines 1, wherein the design value of the peak power of the second motor MG2 is basically equal to the rated power value of the engines 1, so that the sum of the two powers is larger than the power required during starting and accelerating, and the starting and accelerating power is generally 1.5-1.8 times of the rated power of the engines 1, thus greatly reducing the capability requirement on low-speed starting of the engines, reducing the accelerating and starting distance of the whole vehicle and reducing the area of the non-operating land.
As shown in fig. 2, fig. 2 is a schematic view of an electric power conversion module of a motor controller of a continuously variable transmission system according to an embodiment of the present invention. In some embodiments, the engine (ICE) power of the invention is split through the planetary gear mechanism power to generate a certain proportion of engine power, and the engine power is directly transmitted to a variable speed drive system; the other part of engine power passes through the first motor, AC/DC rectification, DC/AC inversion, the second motor, a variable speed transmission system and a load; under the normal operation condition, the electric energy of the first motor is completely transmitted to the second motor to be converted into mechanical energy, and the mechanical energy and the direct engine power are transmitted to a load in a combined flow mode; the energy of the energy storage device is only used for providing the instantaneous power required by the second motor when the gear is shifted and the whole machine is accelerated; the power conversion module system sends out an instant instruction for charging the energy storage device according to the SOC (state of charge) value of the energy storage device, and maintains the SOC value of the energy storage device to meet the energy storage capacity of gear shifting and starting acceleration.
The embodiments described above take a tractor as an example, but the invention is not limited thereto, and both road and non-road vehicles are applicable.
In summary, the tandem double-motor planetary power split continuously variable transmission system of the invention has the following advantages:
1. The engine power is split into two power routes through independent actions of a planetary gear and two motors, one is a mechanical power route, the other is an electromechanical-electromechanical power route, and continuous stepless change of the transmission ratio of the transmission system, namely the CVT transmission system, is realized through the power splitting and converging principles; because the CVT drive line can realize complete decoupling of the torque and the speed of the engine and the traction force and the speed of the whole vehicle, namely independent and irrelevant, the drive line can keep the stable operation of the engine in an ideal design interval with low oil consumption and low emission under the condition of meeting the power required by the vehicle, and achieves the aims of saving oil and reducing emission of the whole vehicle.
2. The Continuously Variable Transmission (CVT) adopts a serial common stator housing double-motor structure, the common stator housing double-motor can share the axial space of a rotor, share the cooling water channel of the motor MG1/MG2 and share the space of a power cable, the motor integration degree is high, the total volume of the motor under the same power is reduced, and the axial space of a transmission system is utilized to the greatest extent.
3. The power splitting device adopts a double-motor and planetary-row mode, is different from a plunger pump/motor transmission system of a hydraulic power splitting scheme (HMCVT), and has the motor performance that: the response speed of 0 to large rotating speed and large torque is 2-3 times faster than that of the hydraulic pump system, the speed control accuracy is superior to that of the hydraulic pump/motor system, and the use and maintenance cost is high: the motor is simple to maintain, reliable to use, free from running pollution, very high in clean degree requirements of the hydraulic pump and the motor, and very high in maintenance cost. Cost and purchase: the equivalent power cost of the permanent magnet synchronous motor is about half of that of the hydraulic pump/motor, and local manufacturers have completely mastered the research and development production technology of the motor.
4. The scheme utilizes double motors and independent power transmission routes to realize automatic gear shifting of all gear positions of the gearbox; the fixed-axis gear box is combined with an independent gear shifting route, and is different from a traditional Hydraulic (HMCVT) multi-row planetary mechanism and a wet clutch or brake which is required to be adopted, so that the manufacturing and assembling difficulty is greatly reduced, 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.
5. The scheme utilizes the double motors and the power split transmission route, fully plays the characteristic that the peak power of the second motor is more than 2 times of rated power, designs the power battery and the power circuit to ensure the short-term release of the peak power of the MG2, reduces the volume of the MG2 motor, meets the requirement of uninterrupted gear shifting power of vehicle power, and simultaneously adopts a hybrid power mode to increase the power of the whole motor by 1.5-1.8 times under a starting acceleration mode, thereby greatly reducing the starting acceleration distance, indicating that the proportion of the operated land area is increased under the same farmland area, and increasing the crop yield. The hybrid mode may also be used for short-term obstacle surmounting and short-term drag overcoming of the tractor, depending on the control program settings. The traditional Hydraulic (HMCVT) plus multi-row planetary mechanism drive train cannot generate the hybrid power function of the scheme at present, and the starting acceleration time is long.
6. The scheme (EMCVT) can realize that the speed of the tractor running system is independent of the rotating speed of the power output shaft of the engine, so that a theoretical optimal speed matching point can be found with a driven agricultural implement, the working efficiency is improved, and the oil consumption and the emission are reduced. Due to the low-speed and high-torque characteristics of the permanent magnet alternating current motor, the scheme can realize an ultra-low-speed crawling function, stably work in a running speed range of 0-0.1km/h, and output most of engine power through a power output shaft (17) for special operations such as ditching.
7. According to the scheme (EMCVT), reverse gears do not need to be arranged in a gearbox, and the reverse rotation of the second motors MG2 (8) and MG 9 can be used for realizing the design reverse speed of 0-Vmax km/h, so that various operation requirements of the tractor are met.
8. The scheme (EMCVT) mainly aims at the key parts, the high-power permanent magnet synchronous motor, the motor controller, the high-power discharge battery and other technologies and products, so that local manufacturers can completely master and realize large-scale production, and a localization purchasing channel is wide. Because of the high reliability and low cost of the motor and controller, the manufacturing, use and maintenance costs of the present drive train are lower than those of the HMCVT transmission system consisting of hydraulic components described above.
9. The scheme (EMCVT) realizes the automation of field operation running, greatly reduces the labor intensity of staff and improves the operation efficiency and quality.
10. The scheme (EMCVT) is provided with a high-power first motor MG1, and the electric power with specified voltage and frequency is output outwards through a standardized output interface, so that the electric power is provided for a working machine needing the electric power, and the working range of the whole machine provided with the scheme is enlarged.
The foregoing descriptions of specific exemplary embodiments of the present invention are 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 the specific principles of the invention and its practical application to thereby enable one skilled in the art to make and utilize the invention in various exemplary embodiments and with various 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 (11)
1. The continuously variable transmission system is arranged at the power output end of an engine and is characterized by comprising an engine output shaft, a first motor, a second motor, a motor controller, a power splitting device, a clutch, a gearbox, an engine power output shaft and a storage battery;
The first motor and the second motor are arranged in series, the engine output shaft transmits the power of the engine to the first motor to generate electricity, and meanwhile, the engine output shaft outputs the power outwards through the power splitting device, the clutch and the gearbox to form a first power path; the first motor supplies power to the second motor and the storage battery through the motor controller, and the second motor forms a second power path through the power splitting device, the clutch and the gearbox;
the power splitting device comprises a planet row sun gear, a planet row gear ring and a planet carrier;
the first motor comprises a first motor hollow input shaft, a first motor rotor and a first motor stator, wherein the first motor rotor is mechanically connected with the first motor hollow shaft, and the first motor hollow shaft is connected with a planet row sun gear for enabling the first motor rotor to generate electricity through the power of the engine;
the second motor comprises a second motor hollow output shaft, a second motor rotor and a second motor stator, wherein the second motor rotor is mechanically connected with the second motor hollow shaft and independently outputs second motor power through the second motor hollow shaft;
The first motor stator and the second motor stator are mounted in a motor stator common housing;
in a stepless speed change running state, the first motor is always in a power generation state;
the stepless speed change transmission system further comprises a power confluence mode, a stepless speed change mode, a gear shifting mode, a creeping and creep mode, a reverse gear mode and a starting assistance mode.
2. The tandem double-motor planetary power split continuously variable transmission system as claimed in claim 1, wherein the engine output shaft passes through the first motor hollow input shaft, the first motor hollow input shaft passes through the second motor hollow output shaft, the engine output shaft, the first motor hollow input shaft and the second motor hollow output shaft are of a triaxial coaxial nested structure, the engine output shaft passes through the first motor hollow input shaft and is connected with the planet carrier, and meanwhile, the engine power output shaft is connected with the planet carrier for outputting engine power.
3. The tandem, dual-motor planetary power-split continuously variable transmission system of claim 2, wherein said gearbox comprises:
The transmission input shaft is fixedly connected with the planet row gear ring and used for inputting power to the transmission;
the gearbox synchronizer and the gearbox gear set form a fixed-shaft type 4-6-gear gearbox with the gearbox input shaft; and
the central transmission driving gear is mechanically connected with the gearbox gear set, and the rotation speed of the engine output shaft is transmitted to the central transmission driven gear by the central transmission driving gear after being changed by the gearbox, and then power is output outwards by the differential mechanism.
4. A tandem, dual-motor planetary power-split continuously variable transmission system as claimed in claim 3, further comprising:
the second motor first transmission gear is fixedly connected with the second motor hollow output shaft;
the second motor second transmission gear is fixedly connected with the clutch input shaft and meshed with the second motor first transmission gear;
the power shift driving gear is fixedly connected with a driven shaft of the power shift clutch;
the power shift driven gear is fixedly connected with the power shift transmission shaft and meshed with the power shift driving gear;
the power shift transmission gear is fixedly connected with the power shift transmission shaft and is mechanically connected with the gearbox gear set;
The clutch output driving gear is fixedly connected with a driven shaft of the power transmission clutch; and
and the clutch output driven gear is fixedly connected with the transmission input shaft and meshed with the clutch output driving gear.
5. The series double-motor planetary power split continuously variable transmission system as claimed in claim 4, wherein mechanical power of said engine is input to said power split device through said engine output shaft, said carrier splitting said mechanical power; the first power path is distributed to the planet row gear rings through the planet carrier and is directly output to the transmission input shaft; the second power path is distributed to the planet row sun gear through the planet carrier, and is transmitted to the first motor rotor through the first motor hollow input shaft to generate electricity and convert the electricity into electric power, the electric power is directly transmitted to the second motor to convert the electric power into mechanical energy after voltage and frequency regulation through the motor controller, and the mechanical energy is output to the second motor first transmission gear and the second motor second transmission gear through the second motor hollow output shaft and is transmitted to the clutch input shaft.
6. The series double motor planetary power split continuously variable transmission system as claimed in claim 4, wherein the power sink mode comprises: in the continuously variable transmission mode, a power transmission clutch is combined, a power shifting clutch is separated, electric power of the second motor is transmitted to the transmission input shaft through a clutch input shaft, a power transmission clutch driven shaft, a clutch output driving gear and a clutch output driven gear, and mechanical power of a part of the engine, which is split with the planetary gear set gear ring, is converged at the transmission input shaft.
7. The series double motor planetary power split continuously variable transmission system as claimed in claim 4, wherein the continuously variable mode comprises: in a certain gear, the rotating speed of the planetary gear ring is in a fixed linear proportional relation with the central driving driven gear through the clutch and the gearbox transmission system; the rotating speed of the planet row gear ring is in a linear inverse relation with the rotating speed of the planet row sun gear in the power splitting device; when the rotating speed of the engine is unchanged, the engine output shaft is connected with the planet carrier, the hollow input shaft of the first motor is connected with the planet row sun gear, the power change of the first motor can be realized through the rotating speed change of the planet row sun gear, and the power change of the first motor is output to the second motor after the current, the voltage and the frequency are converted/controlled by the motor controller, so that the speed of the second motor is matched with the rotating speed of the input shaft of the gearbox.
8. The series double motor planetary power split continuously variable transmission system as claimed in claim 4, wherein the shift mode comprises: when the power transmission clutch is separated, the power shift clutch is combined, the rotating speed of the second motor rotor is adjusted by the motor controller to be matched with the rotating speed of the central transmission driving gear under the corresponding gear of the gear shifting moment, and the power of the second motor is transmitted to the tail end through the hollow output shaft of the second motor, the first transmission gear of the second motor, the second transmission gear of the second motor, the clutch input shaft, the power shift clutch is combined, the power shift driving gear, the power shift driven shaft, the power shift transmission gear, the corresponding gear in the gear set, the central transmission driving gear and the central transmission driven gear, and finally reaches the driving wheel.
9. The series two-motor planetary power split continuously variable transmission system as claimed in claim 4, wherein said creep and creep modes include: when the vehicle is required to run at a low speed, the power output by the second motor rotor and required for running reaches the input shaft of the gearbox, and the engine output shaft supplies the required engine power to the rear end component through the engine power output shaft; and meanwhile, the planet row gear ring is connected with the transmission input shaft, the running speed of the vehicle is controlled by the rotating speed of the planet row gear ring, and the rotating speed of the planet row gear ring can be reduced by adjusting the first motor rotor to a high rotating speed.
10. The series double motor planetary power split continuously variable transmission system as claimed in claim 4, wherein the reverse mode comprises: when the vehicle is required to be reversed, the motor controller inputs reverse voltage and current, the second motor rotor is controlled to reversely rotate, and reverse power of the second motor rotor is transmitted to the gearbox input shaft through the second motor hollow output shaft, the second motor first transmission gear, the second motor second transmission gear, the clutch input shaft, the power transmission clutch driven shaft, the clutch output driving gear and the clutch output driven gear, and is transmitted to the central transmission driven gear through the gearbox gear set to output reversing power.
11. The series double motor planetary power split continuously variable transmission system as claimed in claim 4, wherein the launch assist mode comprises: when the vehicle needs heavy load starting, the continuously variable transmission system is in a hybrid power state for a short period, and at the moment, the mechanical power split by the engine is output to the input shaft of the gearbox through the planet row gear ring; meanwhile, the motor controller controls the storage battery to supply power to the second motor through a path, electric energy is converted into mechanical energy through the second motor rotor, and the mechanical energy is transmitted to the gearbox input shaft through the second motor hollow output shaft, the second motor first transmission gear, the second motor second transmission gear, the clutch input shaft, the power transmission clutch driven shaft, the clutch output driving gear and the clutch output driven gear.
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