CN110497786A - Continuously variable transmission system with power splitting and segmenting of dual-rotor series motors - Google Patents

Abstract

The invention discloses a stepless variable speed transmission system with double-rotor series motor power splitting and segmenting, comprising: the inner rotor of the MG1 motor is connected with the flywheel of the engine; the outer rotor ring of the MG1 motor is arranged outside the inner rotor of the MG1 motor; The motor rotor and MG2 motor stator are arranged concentrically behind the MG1 motor outer rotor; the gearbox input hollow shaft is used to install the gearbox driving gear set, and is located behind the MG2 motor rotor and MG2 motor stator; the C1/C2 dual clutch input is active The output shaft of the outer and inner rotors is splined with the outer rotor of the MG1 motor, the rotor of the MG2 motor, and the C1/C2 dual clutch input driving disc, and passes through the gearbox input hollow shaft; the C1 clutch driven disc is connected with the gearbox input hollow shaft Fixed connection; the Z1 driving gear is fixedly connected with the C2 clutch driven disc; the Z2 driven gear is splined connected with the transmission output shaft, and the transmission output shaft is used for installing the transmission driven gear set. Thereby, the stepless continuous speed change function under the load state of the vehicle is realized.

Description

Continuously variable transmission system with power splitting and segmenting of dual-rotor series motors

technical field

The invention relates to a continuously variable speed transmission system for non-road vehicles, in particular to a continuously variable speed transmission system in which the power of a double-rotor series motor is divided into sections.

Background technique

The existing non-road transmission system is divided into manual shift transmission system, power uninterrupted automatic transmission transmission system and hydraulic mechanical stepless transmission transmission system according to the shifting mode.

1. Manual shift drivetrain

When non-road vehicles are running, the vehicle load changes greatly. Non-road vehicles that use manual shifting drive trains need to stop and change gears frequently to meet the traction and speed requirements of the work tools. The work intensity of the employees is high, the work efficiency is low, and the work quality is unstable. ; This type of transmission system has a simple structure and low manufacturing and maintenance costs.

2. Power transmission system with continuous automatic shifting

Refers to the shifting process of the gearbox under the driving condition that the power from the engine to the wheels is not interrupted; when the gear needs to be changed, the two clutches that need to be shifted are separated and combined in sequence according to the change of the control oil pressure. Uninterrupted power shifting is realized during driving, which reduces the work intensity of employees and improves control comfort and work efficiency.

3. Hydraulic mechanical continuously variable transmission system

The transmission system is composed of hydraulic plunger variable pump/motor/multi-row planetary mechanism/wet clutch and brake. The power of the engine is split into two power routes through the planetary row, the mechanical power route, and the power is directly transmitted to the input shaft of the gearbox; The power route, after the machine-hydraulic-machine power conversion process, realizes the confluence of the engine power with the gearbox input shaft; the split and confluence of the engine power realizes the automatic and continuous change of the torque and speed of the drive train according to the vehicle speed and traction requirements. Under the condition of constant speed, the vehicle can meet the constant power operation.

The transmission system realizes stepless automatic change of transmission ratio, good operating comfort and high working efficiency; due to the complete decoupling of engine speed, torque, vehicle speed and traction, the engine can work stably in the low fuel consumption area, with small vibration and low emission it is good.

The continuously variable transmission system of the prior art has the following disadvantages:

1. Disadvantages of manual shift drive train:

Tractors with manual shifting drive trains need to stop and change gears frequently to meet the traction and speed requirements of the work tools. The work intensity of the employees is high, the work efficiency is low, and the work quality is unstable. The engine speed is not decoupled from the vehicle speed, the vehicle speed changes cause the engine speed to change proportionally, the engine cannot run stably in the ideal working area, the fuel consumption is high, the emission is poor, and the vibration and wear are large.

2. Power transmission system with continuous automatic shifting

2.1 The transmission system realizes the uninterrupted automatic shifting of vehicle power, good control comfort, no decoupling of engine speed and vehicle speed, the change of vehicle speed causes the proportional change of engine speed, the engine cannot run stably in the ideal working area, high fuel consumption, Poor emission, large vibration wear.

The number of clutches and proportional valves required by the transmission system is equal to 1/2 of the sum of the number of main and passive gears in the gearbox; the number of clutches is large, and the performance changes during use due to product consistency are large, and the smoothness of shifting and changes in response speed larger.

2.2 The traditional power shift gearbox is a single-power route with a stepped transmission. To achieve super crawling gear (ultra-low speed), a lot of complicated reduction gear trains are added.

2.3 The key technologies of the system, wet clutch and electro-hydraulic proportional valve, are completely mastered by European and American companies. The transmission system using this technology is expensive, difficult to reduce, and high in maintenance costs.

3. Hydraulic-mechanical continuously variable transmission system; the segmented continuously variable transmission system is realized. Disadvantages:

3.1 The gearbox consisting of 4-6 gears is composed of multi-row planetary mechanism and 4-6 wet clutches or brakes. The structure is complex, the processing requirements of parts are high, and the cost is high.

3.2 Hydraulic pumps, motors, and electro-hydraulic proportional valves composed of precision couplings have very high requirements for assembly cleanliness, maintenance cleanliness, and special hydraulic oil, and the use and maintenance costs are high.

3.3 Because the technology of these systems is basically mastered by foreign companies, the products are mainly imported, and the cost is high.

4. This scheme proposes a stepwise continuously variable transmission system for power splitting of dual-rotor series motors.

The information disclosed in this Background section is only for enhancing the understanding of the general background of the present invention and should not be taken as an acknowledgment or any form of suggestion that the information constitutes the prior art that is already known to those skilled in the art.

Contents of the invention

The purpose of the present invention is to provide a continuously variable speed transmission system in which the power of the double-rotor series motors is split and segmented. Through the principle of splitting and converging of the double-rotor motors, the output torque and rotational speed of the drive train are automatically continuous according to the changes in vehicle speed and traction force. The change realizes the continuously variable transmission function (CVT) under the vehicle load state.

In order to achieve the above-mentioned purpose, the present invention provides a stepless variable speed transmission system for splitting and segmenting the power of a double-rotor series motor, including the inner rotor of the MG1 motor, the outer rotor of the MG1 motor, the rotor of the MG2 motor, the stator of the MG2 motor, and the input hollow shaft of the gearbox , C1/C2 dual clutch input driving disc, outer and inner rotor output shaft, C1 clutch driven disc, C2 clutch driven disc, Z1 driving gear and Z2 driven gear. The inner rotor of the MG1 motor is integrated with the flywheel of the engine; the outer rotor ring of the MG1 motor is set outside the inner rotor of the MG1 motor; the rotor of the MG2 motor and the stator of the MG2 motor are concentrically arranged behind the outer rotor of the MG1 motor; the input hollow shaft of the gearbox is used for The gearbox driving gear set is installed, and it is located behind the MG2 motor rotor and the MG2 motor stator; the C1/C2 dual clutch is input to the driving disc; the output shaft of the outer and inner rotor is simultaneously connected with the MG1 motor outer rotor, MG2 motor rotor and C1/C2 dual clutch The input driving disc is spline connected and passes through the input hollow shaft of the gearbox; the C1 clutch driven disc is fixedly connected with the gearbox input hollow shaft; the Z1 driving gear is fixedly connected with the C2 clutch driven disc; the Z2 driven gear is connected with the gearbox output The shaft is splined, and the output shaft of the gearbox is used for installing the driven gear set of the gearbox.

In a preferred embodiment, the flywheel drives the inner rotor of the MG1 motor to rotate, the inner rotor of the MG1 motor drives the outer rotor of the MG1 motor to rotate through the interaction of the air gap magnetic field, and the outer rotor of the MG1 motor is input through the output shaft of the outer inner rotor and the C1/C2 dual clutch The driving disc forms a mechanical power output route.

In a preferred embodiment, the speed difference between the inner rotor of the MG1 motor and the outer rotor of the MG1 motor and the interaction of the air gap magnetic field form an electric power output route, and the electric power is delivered to the stator of the MG2 motor and the rotor of the MG2 motor, so that the rotor of the MG2 motor generates Mechanical energy, the mechanical energy is input to the driving disc through the output shaft of the outer and inner rotors and the C1/C2 dual clutch, and forms a confluence with the mechanical power of the output route of the mechanical power at the input hollow shaft of the gearbox.

In a preferred embodiment, the continuously variable transmission system of the double-rotor serial motor power splitting segment also includes a double-motor shared housing, which is arranged behind the flywheel, and the double-motor shared housing is used to accommodate the inner rotor of the MG1 motor , MG1 motor outer rotor, MG2 motor stator and MG2 motor rotor.

In a preferred embodiment, the continuously variable transmission system of the double-rotor series motor power splitting segment also includes a gearbox casing, which is arranged behind the shared casing of the two motors, and the gearbox casing is used to accommodate the gearbox Input hollow shaft, gearbox driving gear set, gearbox output shaft, gearbox driven gear set, shift synchronizer, C1/C2 dual clutch input driving disc, C1 clutch driven disc, C2 clutch driven disc, Z1 drive gear and Z2 driven gear.

In a preferred embodiment, the C1/C2 dual-clutch input driving disc, the C1 clutch driven disc, the C2 clutch driven disc, the Z1 driving gear and the Z2 driven gear are arranged at the rear end of the gearbox housing.

In a preferred embodiment, the C1/C2 dual-clutch input driving disc, the C1 clutch driven disc, the C2 clutch driven disc, the Z1 driving gear and the Z2 driven gear are arranged at the front end of the gearbox housing.

In a preferred embodiment, the continuously variable transmission system of the double-rotor series motor power splitting stage further includes a central driving gear shaft, a central driven gear and a differential, a rear axle housing, and a power output shaft. The central driving gear shaft is connected to the transmission output shaft; the central driven gear and differential are connected to the central driving gear shaft through gear meshing; the rear axle housing is used to house the central driving gear shaft, central driven gear and differential ; The power output shaft is coaxially connected with the output shafts of the outer and inner rotors to output power outward.

Compared with the prior art, the continuously variable transmission system of the present invention has the following beneficial effects:

1. The engine power is divided into two power routes through the dual-rotor generator MG1, one is the mechanical power route, and the other is the electric power route; the mechanical power is directly transmitted to the fixed shaft gearbox input hollow shaft through the outer rotor of the MG1 motor; the electric power route is passed through The electromechanical-mechanical power conversion mode transmits electric power to the motor MG2, and the electric power and mechanical power converge to the gearbox input hollow shaft; through the splitting and converging principle of the dual-rotor motor, the output torque and speed of the transmission system are adjusted according to the vehicle speed and Traction changes automatically and continuously, realizing stepless continuous transmission (CVT function) under vehicle load.

2. This scheme uses the engine/motor power confluence transfer route and two wet clutches to realize the automatic shifting of the gearbox under the condition of uninterrupted vehicle power, as well as the stepwise stepless transmission in this gear; the multi-speed gearbox guarantees The motor works in the high-efficiency zone to realize the global stepless speed change within the design speed range of the vehicle.

3. The dual-rotor motor power split structure of this scheme realizes the complete decoupling (independent and irrelevant) of the engine torque, speed and vehicle traction and speed. The engine can run stably in an optimized area, reducing engine fuel consumption by more than 10%, reducing the Engine emissions, vibrations.

4. This solution can realize that the vehicle's traveling speed is independent of the rotational speed of the engine's power output shaft, ensuring the best matching point between the vehicle's traveling speed and the theoretical rotational speed of the machine tool, improving operating efficiency, and reducing fuel consumption and emissions.

5. This scheme utilizes the generator characteristics of the dual-motor MG1/MG2, which can assist the vehicle to brake, and recycle the vehicle power to the battery under braking, downhill, idling and other working conditions, and the fuel-saving effect of the whole vehicle under non-road conditions can be Reach 10-25%.

6. Utilizing the low-speed and high-torque characteristics of permanent magnet AC motors, this solution can realize the function of ultra-low-speed crawling gear, which is stable within the driving speed range of 0.1km/h, and is used for special operations such as ditching and other vehicles.

7. This solution relies on the reverse rotation of the motor, cancels the reverse gear device of the traditional gearbox, simplifies the structural space, and realizes the same stepless reverse speed as the forward speed.

8. This solution relies on the peak power of the motor to help the vehicle start at low speed and heavy load, reduces the requirements for high torque or displacement of the engine at low speed, and meets the requirements for rapid start and acceleration of the vehicle.

9. According to the power of the vehicle, this solution can be designed as a 4-6 gear fixed shaft gearbox. The gearbox has a simple and reliable structure, high transmission efficiency and low cost, and can meet the requirements of segmented CVT for 120--300 horsepower vehicles. .

10. This solution is equipped with a high-power generator system. Through the standardized output interface, it can realize 220/380V AC power and fixed-specification DC power to meet the electricity demand for emergency rescue and various operations under non-road conditions.

11. The main key components of this program, such as high-power permanent magnet synchronous motor and motor controller, high-power discharge battery and other technologies and products, are fully mastered and mass-produced in China. With the deepening of the industrialization of electric vehicles, the development of motors and batteries Manufacturing costs will drop further.

Description of drawings

Fig. 1 is a schematic structural view of an automatic shifting transmission system according to an embodiment of the present invention;

Fig. 2 is a schematic structural view of an automatic shift transmission system according to another embodiment of the present invention;

3 is a schematic block diagram of mechanical and electrical power flow transmission routes of an automatic shift transmission system according to an embodiment of the present invention.

Explanation of main reference signs:

1-engine, 2-flywheel, 3-MG1 motor inner rotor, 4-MG1 motor outer rotor, 5-dual motor shared housing, 6-MG2 motor stator, 7-MG2 motor rotor, 8-outer inner rotor output shaft, 9-Transmission input hollow shaft, 10-C1 clutch driven disc, 11-C1/C2 dual clutch input driving disc, 12-C2 clutch driven disc, 13-Z1 driving gear, 14-Z2 driven gear, 15- Power output shaft, 16-central driven gear and differential, 17-central driving gear shaft, 18-rear axle housing, 19-transmission housing, 20-transmission output shaft, 21-coupling spline, 22 - gearbox driven gear set, 23 - gearbox driving gear set, 24 - shift synchronizer; 25 - rolling bearing.

Detailed ways

The specific embodiments of the present invention will be described in detail below in conjunction with the accompanying drawings, but it should be understood that the protection scope of the present invention is not limited by the specific embodiments.

Unless expressly stated otherwise, throughout the specification and claims, the term "comprise" or variations thereof such as "includes" or "includes" and the like will be understood to include the stated elements or constituents, and not Other elements or other components are not excluded.

As shown in FIG. 1 , FIG. 1 is a schematic structural diagram of an automatic shift transmission system according to an embodiment of the present invention. According to a preferred embodiment of the present invention, a double-rotor series motor power split stepwise stepless transmission system includes MG1 motor inner rotor 3, MG1 motor outer rotor 4, MG2 motor rotor 7, MG2 motor stator 6, and gearbox input Hollow shaft 9, C1/C2 dual clutch input driving disc 11, outer and inner rotor output shaft 8, C1 clutch driven disc 10, C2 clutch driven disc 12, Z1 driving gear 13 and Z2 driven gear 14. The inner rotor 3 of the MG1 motor is integrated with the flywheel 2 of the engine 1; the outer rotor 4 ring of the MG1 motor is set outside the inner rotor 3 of the MG1 motor; the rotor 7 of the MG2 motor and the stator 6 of the MG2 motor are arranged concentrically behind the outer rotor 4 of the MG1 motor The gearbox input hollow shaft 9 is used to install the gearbox driving gear set 23, and is positioned at the rear of the MG2 motor rotor 7 and the MG2 motor stator 6; the outer inner rotor output shaft 8 is connected with the MG1 motor outer rotor 4 and the MG2 motor rotor 7 And the C1/C2 double clutch input driving disc 11 is spline connected, and passes through the gearbox input hollow shaft 9; the C1 clutch driven disc 10 is fixedly connected with the gearbox input hollow shaft 9; the Z1 driving gear 13 is connected with the C2 clutch driven disc 12 is fixedly connected; the Z2 driven gear 14 is splined connected with the transmission output shaft 20, and the transmission output shaft 20 is used for installing the transmission driven gear set 22.

In this embodiment, the continuously variable speed transmission system of the present invention with double-rotor series motor power splitting and segmentation can realize the following multiple functional modes:

Cruise CVT PTO function mode in forward driving mode:

In this embodiment, the output power of the engine 1 is split by the dual-rotor motor composed of the inner rotor 3 of the MG1 motor and the outer rotor 4 of the MG1 motor. The power of the engine 1 is divided into two parts through the inner rotor 3 of the MG1 motor and the outer rotor 4 of the MG1 motor. A part of the mechanical power passes through the outer rotor of the MG1 motor under the interaction of the air gap magnetic field formed by the inner rotor 3 of the MG1 motor and the outer rotor 4 of the MG1 motor. The rotor 4 and the outer and inner rotor output shafts 8 are directly output to the C1/C2 double clutch input drive disc 11 . At the same time, the inner rotor 3 of the MG1 motor and the outer rotor 4 of the MG1 motor generate electric power from the mutual speed difference and the air gap magnetic field torque, and the electric power is converted into the mechanical power of the motor MG2 through the mechanical electric power flow transmission route (see Figure 3), and then passed through the rotor 7 of the MG2 motor Output to the output shaft 8 of the outer and inner rotors, confluence with the mechanical power output by the outer rotor 4 of the MG1 motor, and output to the C1/C2 dual clutch input driving disc 11, and the C1/C2 dual clutch input driving disc 11 combined with the C1 clutch driven disc 10 transfer power to the gearbox input hollow shaft 9. Different ratios of electric power and mechanical power are generated by the change of the speed difference between the inner rotor 3 of the MG1 motor and the outer rotor 4 of the MG1 motor; the mechanical power and the electric power are combined on the output shaft 8 of the outer and inner rotors to realize the stepless speed change function of the vehicle and meet the load changes of the vehicle required speed and torque. Due to the existence of the mechanical power of the MG1 motor inner rotor 3 and the MG1 motor outer rotor 4 of the dual-rotor motor, the transmission efficiency of this stepless speed change mode is much higher than that of the motor series hybrid structure. Under the same power transmission, the motor size is small and the structure is simple.

The continuously variable transmission power transmission route is as follows:

Mechanical power route: engine 1 → MG1 motor inner rotor 3 → air gap magnetic field → MG1 motor outer rotor 4 → outer and inner rotor output shaft 8 → C1/C2 clutch input driving disc 11 → C1 clutch driven disc 10 → gearbox input Hollow shaft9.

Electric power route: engine 1→MG1 motor inner rotor 3 and MG1 motor outer rotor 4 speed difference to generate electric power→electric power conversion (see Figure 3)→MG2 motor stator 6→MG2 motor rotor 7→outer and inner rotor output shaft 8→C1/ C2 clutch input driving disc 11 → C1 clutch driven disc 10 → gearbox input hollow shaft 9.

Transmission input hollow shaft 9 converges mechanical power and electric power, through transmission driving gear set 23→transmission driven gear set 22→transmission output shaft 20→central driving gear shaft 17→central driven gear and differential 16 → Wheels.

In the continuously variable transmission (CVT) driving mode, the decoupling of the vehicle speed, traction force and engine 1 speed and torque is realized, the stability of the engine 1 is greatly improved, and fuel consumption and emissions are reduced.

Segmented continuously variable transmission shift function mode:

The speed range of non-road vehicles is 0-100km/h. According to the different power of the vehicle, it is necessary to set up a fixed-axis gearbox with 4-6 gears to ensure that the motor MG1/MG2 works in the high-efficiency area within the full speed range of the vehicle, improving the transmission The overall efficiency of the system.

In the shifting mode: the vehicle controller (VCU) sends a shifting signal, the engine 1 drives the inner rotor 3 of the MG1 motor of the dual-rotor motor and the outer rotor 4 of the MG1 motor to run, and the outer rotor 4 of the MG1 motor directly outputs part of the mechanical power of the engine 1 To the output shaft 8 of the outer and inner rotors, the product of the rotational speed difference between the inner rotor 3 of the MG1 motor and the outer rotor 4 of the MG1 motor and the torque of the engine 1 generates power; Convergence power transmission → C1/C2 clutch input driving disc 11 → C2 clutch driven disc 12 combination → Z1 driving gear 13 → Z2 driven gear 14 → central driving gear shaft 17 → central driven gear and differential 16 → wheels. At this time, the C1 clutch 10 is released, the power is input to the hollow shaft 9 without passing through the gearbox, and the gear shift actuator performs the process of removing gear-neutral gear-engaging gear to realize the gear shift under the power uninterrupted mode. At the moment of gear shifting, the C1 clutch driven disc 10 gradually loosens the pressing force, and the C2 clutch driven disc 12 gradually increases the pressing force, so the shifting power is uninterrupted. When shifting gears, the motor MG2 receives the output power of the battery, and the total power of the vehicle is equal to the power of the engine 1 plus the output power of the battery. The shifting process is the same for all gears. Due to the decoupling characteristics of the double-rotor motor MG1 and the speed and torque of the engine 1, the clutch at the output end of the engine 1 can be canceled in the transmission system.

Power recovery mode:

When the vehicle is decelerating, going down a long slope, and idling, the motor MG2 switches to power generation mode, recovering vehicle braking power and idling power and storing it in the battery. Under non-road conditions, the fuel-saving effect of the whole vehicle can reach 10-25%.

Crawl function mode:

When a very low walking speed is required, the MG2 motor rotor 7 speed is controlled by adjusting the MG2 motor voltage and frequency, and then the input speed of the gearbox input hollow shaft 9 is controlled, and finally the vehicle speed is controlled to a stable state close to 0.1km/h. In this working condition, the outer and inner rotor output shafts 8 provide most of the power of the engine 1 to the power output shaft 15 .

Reverse gear function mode:

In the reverse gear mode, the motor controller inputs a reverse voltage to control the rotor 7 of the MG2 motor to rotate in reverse. At this time, the outer rotor 4 of the MG1 motor moves in the reverse direction and is in the power generation mode; the electric power of the MG1 motor passes through the electric power conversion module (see Fig. 3) The rear output to the motor MG2 for reverse motion.

In CVT reverse gear mode, power transmission route: battery/generator MG1→MG2 motor rotor 7 reverse rotation→outer and inner rotor output shaft 8→C1/C2 clutch input driving disc 11→C2 clutch driven disc 12 → Z1 driving gear 13 → Z2 driven gear 14 → central driving gear shaft 17 → central driven gear and differential 16 → wheels.

When high-speed reverse is required, it can be combined through C1 clutch driven disc 10 → transmission input hollow shaft 9 → transmission driving gear set 23 → transmission driven gear set 22 → transmission output shaft 20 → central driving gear shaft 17 → central Driven gear and differential gear 16→wheel.

Starting assist function mode:

When the non-road vehicle starts with a heavy load and the vehicle is in a hybrid state for a short period of time, the mechanical power (and penetration power) shunted by the inner rotor 3 of the MG1 motor and the outer rotor 4 of the MG1 motor is output to the output shaft 8 of the outer and inner rotors; The MG2 motor stator 6 and the MG2 motor rotor 7 of the motor MG2 output power, and according to the throttle opening, the motor output power is between the rated and peak power states. When starting, the total power of the vehicle can reach 1.5-1.8 times of the rated power of the engine 1, which greatly reduces the requirements for the low-speed starting capability of the engine 1, and reduces the acceleration and starting distance of the whole vehicle.

Power generation function mode:

This solution is equipped with a high-power generator MG1/MG2, which can output electric power of specified voltage and frequency through a standardized output interface to provide electric power for working tools and expand the operating range of vehicles equipped with this transmission system.

As shown in FIG. 2 , FIG. 2 is a schematic structural diagram of an automatic shift transmission system according to another embodiment of the present invention. Figure 2 shows the dual-clutch front structure, the power transmission and control mode of this structure is exactly the same as that of the clutch rear-mounted scheme in Figure 1; the layout of the clutch-front-mounted scheme is simple, and is suitable for vehicles with independent structures of the gearbox and the rear axle; the rear-clutch scheme It has advantages in reducing the wheelbase of the vehicle, and is suitable for the structural design of the integration of the gearbox and the rear axle;

As shown in FIG. 3 , FIG. 3 is a schematic block diagram of mechanical and electrical power flow transmission routes of an automatic shift transmission system according to an embodiment of the present invention. In this scheme, the engine power is shunted by the dual-rotor motor MG1 to generate a certain proportion of mechanical power, which is directly transmitted to the transmission system; the remaining engine power is passed through the generator MG1 → AC/DC rectification → DC/AC inverter → motor MG2 → gearbox → wheels; When the state of charge of the battery is less than the specified value, the electric power of the motor MG1 charges the battery through the electric power transmission route. In the starting acceleration mode, the motor MG1 outputs mechanical power to the gearbox, and the motor MG2 outputs mechanical power, and the two powers output power to the gearbox through the C1 clutch driven disc 10; when shifting gears, the motor MG1 outputs the penetration power, and the motor MG2 outputs the mechanical power. Power, through the C2 clutch driven disc 12 to the central driving gear shaft 17 output shift power uninterrupted power; at this time, the power of the whole vehicle is equal to the power of the engine plus the power provided by the battery.

To sum up, the continuously variable transmission system of the present invention with the power splitting and segmenting of the double-rotor series motor has the following advantages:

1. Through the interaction of the two motors of the dual-rotor motor MG1 and the motor MG2, the splitting and converging of the power of the engine and the battery are completed, and the continuous stepless change (CVT) of the transmission ratio of the gearbox is realized. When the traction force and speed of the vehicle change, the engine can run stably in a design range with low fuel consumption and low emission. Ratio changes respond faster than hydraulic CVT systems.

2. This scheme adopts double-rotor motors to share the same housing structure. The double-motors use flat wire motors, share cooling oil passages, and cable space. The degree of integration is high, and the axial/radial size is 30% smaller than that of round wire motors with the same power. The high-efficiency working range of the motor is wide and high, and the efficiency of the working range is 89-96%. The high-efficiency working range of the pump and motor of the hydraulic continuously variable transmission system is 83-92%.

3. This scheme utilizes a dual-motor structure, adopts a combination of a fixed-axis gear transmission and an independent shifting route, and the uninterrupted power of shifting does not pass through the gear train of the gearbox, realizing automatic shifting of all gears. Different from the hydraulic continuously variable transmission system, a large number of wet clutches, brakes, and planetary row structures are used, which greatly reduces the difficulty of manufacturing and assembly, the number of parts, and the manufacturing cost. The design reliability of the product is improved, and the maintenance cost of the product is reduced.

4. This scheme utilizes the power splitting principle of the dual-rotor motor to realize the direct output of part of the mechanical power, which improves the efficiency by more than 5% on average compared with the series hybrid drive train. The hybrid power mode is adopted for acceleration from start, the hydraulic continuously variable transmission system, and no additional battery power. To achieve the same acceleration and start capability, a larger displacement engine is required; this hybrid power mode is very suitable for vehicle applications that frequently start acceleration/deceleration, For example: loaders, military off-road vehicles.

5. This solution uses the power generation mode of the motor MG2 to recycle the power of the vehicle for deceleration, braking, downhill, and idling, and store it in the battery.

6. This scheme utilizes the low-speed and high-torque characteristics of the motor MG2 and the fixed-axis gearbox to realize the ultra-low-speed crawling function of less than 100m/h, which is used for special operations of non-road vehicles. In order to realize ultra-low-speed crawling gears in traditional transmission systems, it is necessary to install multi-stage complex reduction gear mechanisms.

7. This scheme relies on the reverse rotation of the MG2 motor rotor to quickly realize the design retrograde speed of 0-Vmax km/h, and meet the conditions of non-road vehicles that cannot turn, and quickly reverse driving, such as: loader rescue, military vehicles quickly reverse Get out of the danger zone; conventional drivetrains don't have the ability to reverse quickly.

8. All components, motors and motor controllers, power batteries and other technologies and products of this program have perfect domestic procurement channels; the design cost and future cost reduction space are huge. Key technologies such as hydraulic pumps/motors, wet clutches, and electro-hydraulic proportional valves for hydraulic stepless transmission systems basically rely on imports, with low matching efficiency and little room for price reduction.

9. This program is equipped with high-power generators MG1/MG2, which can output electric power of specified voltage and frequency through standardized output interfaces to provide electric power for work tools that require electric power, expanding the operating range of vehicles equipped with this program.

The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. These descriptions are 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, thereby enabling others skilled in the art to make and use various exemplary embodiments of the invention, as well as various Choose and change.

It is intended that the scope of the invention be defined by the claims and their equivalents.

Claims (8)

1. A steplessly variable transmission system for power splitting and segmentation of a double-rotor series motor, characterized in that it comprises: The inner rotor of the MG1 motor is integrated with the flywheel of the engine; MG1 motor outer rotor, the ring of which is set outside the MG1 motor inner rotor; The rotor of the MG2 motor and the stator of the MG2 motor are arranged concentrically behind the outer rotor of the MG1 motor; The gearbox input hollow shaft is used to install the gearbox driving gear set and is located behind the MG2 motor rotor and the MG2 motor stator; C1/C2 dual clutch input driving disc; The output shaft of the outer and inner rotors is spline-connected with the outer rotor of the MG1 motor, the rotor of the MG2 motor, and the input driving disc of the C1/C2 dual clutch, and passes through the transmission hollow shaft; C1 clutch driven disc, which is fixedly connected with the input hollow shaft of the gearbox; Z1 driving gear, which is fixedly connected with the C2 clutch driven disc; and The Z2 driven gear is splined connected with the output shaft of the gearbox, and the output shaft of the gearbox is used for installing the driven gear set of the gearbox. 2. The continuously variable transmission system of double-rotor series motor power splitting and segmentation according to claim 1, wherein the flywheel drives the inner rotor of the MG1 motor to rotate, and the inner rotor of the MG1 motor passes through the air-gap magnetic field The interaction drives the outer rotor of the MG1 motor to rotate, and the outer rotor of the MG1 motor forms a mechanical power output route through the output shaft of the outer and inner rotors and the C1/C2 dual clutch input driving disc. 3. The continuously variable transmission system of double-rotor series motor power splitting and segmentation according to claim 2, characterized in that, the speed difference and air gap between the inner rotor of the MG1 motor and the outer rotor of the MG1 motor pass through The magnetic field interacts to form an electric power output route, and the electric power is delivered to the stator of the MG2 motor and the rotor of the MG2 motor, so that the rotor of the MG2 motor generates mechanical energy, and the mechanical energy passes through the output shaft of the outer and inner rotors, the C1/ The C2 dual clutch is input to the driving disc, and the mechanical power of the mechanical power output route forms a confluence at the input hollow shaft of the gearbox. 4. The continuously variable transmission system of double-rotor series motor power splitting and segmentation according to claim 1, further comprising a double-motor shared housing, which is arranged behind the flywheel, and the double-motor shares a The housing is used to house the inner rotor of the MG1 motor, the outer rotor of the MG1 motor, the stator of the MG2 motor and the rotor of the MG2 motor. 5. The continuously variable transmission system of double-rotor series motor power splitting and segmentation according to claim 4, further comprising a gearbox housing, which is arranged behind the shared housing of the two motors, and said The gearbox housing is used to accommodate the gearbox input hollow shaft, the gearbox driving gear set, the gearbox output shaft, the gearbox driven gear set, the shift synchronizer, the C1/C2 dual clutch Input driving disc, the C1 clutch driven disc, the C2 clutch driven disc, the Z1 driving gear and the Z2 driven gear. 6. The continuously variable transmission system of double-rotor series motor power splitting and segmentation as claimed in claim 5, characterized in that, the C1/C2 dual-clutch input driving disc, the C1 clutch driven disc, the C2 The clutch driven disc, the Z1 driving gear and the Z2 driven gear are arranged at the rear end in the gearbox housing. 7. The continuously variable transmission system of double-rotor series motor power splitting and segmentation as claimed in claim 5, characterized in that, the C1/C2 dual-clutch input driving disc, the C1 clutch driven disc, the C2 The clutch driven disc, the Z1 driving gear and the Z2 driven gear are arranged at the front end in the gearbox housing. 8. The continuously variable transmission system of dual-rotor series motor power splitting and segmentation as claimed in claim 1, further comprising: a central drive gear shaft connected to the gearbox output shaft; a central driven gear and a differential, which are connected to the central driving gear shaft through gear meshing; a rear axle housing for accommodating the central driving gear shaft, the central driven gear and the differential; and The power output shaft is coaxially connected with the output shafts of the outer and inner rotors to output power outward.