CN114593180A - Mechanical and electrical stepless speed change composite transmission system and control method thereof - Google Patents

Mechanical and electrical stepless speed change composite transmission system and control method thereof Download PDF

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Publication number
CN114593180A
CN114593180A CN202210180560.4A CN202210180560A CN114593180A CN 114593180 A CN114593180 A CN 114593180A CN 202210180560 A CN202210180560 A CN 202210180560A CN 114593180 A CN114593180 A CN 114593180A
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clutch
transmission
mechanical
gear
output
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朱镇
后睿
陈龙
蔡英凤
田翔
孙晓东
韩江义
夏长高
张奕涵
盛杰
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Jiangsu University
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Jiangsu University
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Priority to PCT/CN2022/078144 priority patent/WO2023159533A1/en
Publication of CN114593180A publication Critical patent/CN114593180A/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/70—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • 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
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • 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
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing of change-speed gearing of mechanical type
    • 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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • F16H57/082—Planet carriers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors actuators or related electrical control means therefor
    • F16H2061/323—Electric motors actuators or related electrical control means therefor for power assistance, i.e. servos with follow up action
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
    • 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 mechanical and electrical stepless speed change composite transmission system and a control method thereof, wherein the mechanical and electrical stepless speed change composite transmission system comprises an input shaft assembly, a mechanical transmission assembly, an electric transmission assembly and an output shaft assembly, and the switching of a single-flow transmission mode, a composite transmission mode and an energy recovery mode is realized through the combined switching between a clutch and a brake; the single flow transmission modes include EVT transmission modes and mechanical transmission modes; the compound transmission mode is EVT and mechanical compound transmission mode. Has the advantages that: the invention can adapt to different working conditions, improve the power utilization rate of the engine and improve the fuel economy; the gear shifting impact is effectively reduced, and the speed ratio adjusting range is enlarged; in terms of power modulation, the electric drive assembly can efficiently supplement driving force through an accumulator, and the EVT can also recover energy during braking; the invention effectively widens the speed regulation range and can meet the requirements of linear and nonlinear stepless speed regulation in a large range.

Description

Mechanical and electrical stepless speed change composite transmission system and control method thereof
Technical Field
The invention relates to a transmission system and a control method thereof, in particular to a mechanical and electrical stepless speed change composite transmission system and a control method thereof, belonging to the technical field of variable speed transmission devices.
Background
The automobile transmission is a core component of an automobile transmission system and is one of important evaluation indexes of vehicle performance. In the running process of the automobile, the transmission ratio between the engine and the driving wheel is changed, so that the engine always works in the optimal power performance state, and the automobile transmission is suitable for the requirements of different requirements on the traction force of the driving wheel and the speed of the automobile under different forms of starting, accelerating, running, overcoming various road obstacles and the like.
When the oil of the hydraulic mechanism in the traditional machine-liquid stepless speed changer is mixed into the air, vibration and noise are easily caused, so that the working performance of the system is influenced, the oil of the hydraulic mechanism is easily polluted, and the reliability of the system working can be influenced after the oil is polluted.
The electric stepless speed changer EVT is an advanced technology developed in recent years, provides stepless speed change for vehicles, enables the driving to be more stable and comfortable, and can greatly improve the fuel efficiency of automobiles when the electric stepless speed changer is effectively controlled and matched with an internal combustion engine. In the aspect of power regulation, the EVT can effectively supplement driving force through the energy accumulator without changing the power requirement of the internal combustion engine, so that the working state of the internal combustion engine is kept free from the influence of road conditions, and the efficiency of the whole vehicle is improved. However, the EVT may experience overheating at higher speeds when the EVT is directly coupled to the output shaft, and thus the EVT transmission mode alone may not meet the transmission requirements of multiple operating conditions.
Disclosure of Invention
The invention aims to: aiming at the defects in the prior art, the invention provides a mechanical and electrical continuously variable transmission compound transmission system and a control method thereof, and the invention realizes the switching of multiple modes of EVT transmission, mechanical-EVT compound transmission and energy recovery by switching a clutch assembly and a brake assembly; the engine can adapt to different working conditions, the power utilization rate of the engine is improved, and the fuel economy is improved.
The technical scheme is as follows: a mechanical and electrical stepless speed change compound transmission system,
comprises an input shaft assembly which comprises an input shaft and a first clutch C1And an input gear pair;
a mechanical transmission assembly including a mechanical transmission shaft, a front planet row assembly, a rear planet row assembly, and a fifth clutch C5First brake B1And a second brake B2The front planet row component comprises a front sun gear, a front planet carrier and a front gear ring, and the rear planet row component comprises a rear sun gear, a rear planet carrier and a rear gear ring; the mechanical transmission shaft passes through a first clutch C1The mechanical transmission shaft is fixedly connected with a front gear ring and a rear sun gear respectively, the front planet carrier is connected with a rear planet carrier, and the front sun gear passes through a fifth clutch C5Connected with a mechanical transmission shaftSaid first brake B1The front sun gear can be locked, and the second brake B2The front planet carrier and the rear planet carrier can be locked at the same time;
an electric drive assembly including an electric input shaft, an inner rotor, an outer rotor, a stator, a power supply, an electric output shaft, a second clutch C2And a third clutch C3(ii) a The input gear pair passes through a second clutch C2The power supply supplies power to the stator to generate a magnetic field, and the magnetic field generated by the stator controls the transmission speed ratio of the inner rotor relative to the outer rotor so as to realize the adjustment of the transmission speed ratio of the electric input shaft relative to the electric output shaft;
the output shaft assembly comprises an output shaft, an output sun gear, an output planet carrier, an output gear ring, an output gear pair and a fourth clutch C4(ii) a The output sun gear is connected with the rear gear ring, and the output gear ring is connected with the third clutch C through an output gear pair3The output planet carrier is connected with the output shaft, and the output sun gear passes through a fourth clutch C4Is connected with the output shaft.
The invention realizes the switching of multiple modes of EVT transmission, mechanical-EVT compound transmission and energy recovery by switching the clutch component and the brake component; the engine can adapt to different working conditions, the power utilization rate of the engine is improved, and the fuel economy is improved; the gear shifting impact is effectively reduced, and the speed ratio adjusting range is enlarged; in terms of power regulation, the electric drive assembly can effectively supplement driving force through the energy accumulator, and the EVT can recover energy during braking and send the energy back to the energy accumulator; the power split mechanical-EVT compound transmission system provided by the invention has the advantages that the mechanical-EVT parallel transmission mode is arranged, the speed regulation range is effectively widened, and the requirements of linear and nonlinear stepless speed regulation in a large range can be met.
Preferably, in order to achieve recovery of braking energy while supplementing driving power, the electric transmission assembly comprises a slip ring connected with an inner rotor, the inner rotor converts mechanical energy into electric energy, and the generated electric energy is transmitted to a power supply through the slip ring.
A control method of a mechanical and electrical stepless speed change composite transmission system realizes the switching of a single-flow transmission mode, a composite transmission mode and an energy recovery mode through the combined switching between a clutch and a brake; the single flow transmission modes include EVT transmission modes and mechanical transmission modes; the compound transmission mode is EVT and mechanical compound transmission mode.
The engagement elements for each transmission mode are shown in table 1. The method comprises the following specific steps:
TABLE 1 mode switching element engaged states
Figure BDA0003520625680000021
Note: a represents the actuator in the engaged state and a represents the actuator in the disengaged state.
Preferably, the method of controlling the EVT transmission modes is as follows:
second clutch C2A third clutch C3And a fourth clutch C4Engage while the first clutch C1Fifth clutch C5First brake B1And a second brake B2Separating; the power passes through the input gear pair and the second clutch C from the input shaft2Electric input shaft, inner rotor, outer rotor, electric output shaft and third clutch C3The output gear pair, the output gear ring, the output planet carrier and the output shaft are connected in series.
Preferably, the mechanical transmission modes comprise a mechanical transmission 1 gear, a mechanical transmission 2 gear and a mechanical transmission 3 gear, and the specific control method comprises the following steps:
mechanical transmission 1-gear (M1): first clutch C1And a fourth clutch C4And a first brake B1Engaging while the second clutch C2A third clutch C3Fifth clutch C5And a second brake B2Separating; the power passes through the first clutch C from the input shaft1To the mechanical transmission shaftThe force is divided by a mechanical transmission shaft, one path is from a front gear ring, a front planet carrier to a rear planet carrier, the other path is from a rear sun gear to a rear planet carrier, the two paths of power are converged on the rear planet carrier, and then the rear gear ring and a fourth clutch C are used for separating the power4Output to the output shaft;
mechanical transmission 2 (M2): first clutch C1And a fourth clutch C4And a fifth clutch C5Engaging while the second clutch C2A third clutch C3First brake B1And a second brake B2Separating; the power passes through the first clutch C from the input shaft1To the mechanical transmission shaft, the power is divided by the mechanical transmission shaft, the first route is the fifth clutch C5The front sun gear is connected with the front planet carrier, the second path is connected with the front gear ring and the front planet carrier, the first path and the second path are converged to the rear planet carrier, the third path is connected with the rear sun gear and the rear planet carrier, the power is converged to the rear planet carrier, and the rear gear ring and the fourth clutch C are connected with the rear planet carrier4Output to an output shaft;
mechanical transmission 3 (M3): first clutch C1And a fourth clutch C4And a second brake B2Engaging while the second clutch C2A third clutch C3Fifth clutch C5And a first brake B1Separating; the power passes through the first clutch C from the input shaft1Mechanical transmission shaft, rear sun wheel, rear planet carrier, rear gear ring and fourth clutch C4And output to the output shaft.
Preferably, the EVT and mechanical compound transmission modes comprise an EVT and mechanical compound transmission 1 gear (EVT-M1), an EVT and mechanical compound transmission 2 gear (EVT-M2) and an EVT and mechanical compound transmission 3 gear (EVT-M3), and the specific control method comprises the following steps:
EVT and mechanical compound drive 1 speed (EVT-M1): first clutch C1A second clutch C2A third clutch C3And a first brake B1While the fourth clutch C is engaged4And a fifth clutch C5And a second brake B2Separating;
the power is divided by the input shaft, and one path of power passes through the input gear pair and the second clutch C2Electric input shaft, inner rotor, outer rotor, electric output shaft and third clutch C3The output gear pair and the output gear ring are connected to the output planet carrier;
the other path of power passes through the first clutch C1The power is divided by the mechanical transmission shaft, one path of the power is from the front gear ring and the front planet carrier to the rear planet carrier, the other path of the power is from the rear sun gear to the rear planet carrier, the two paths of the power are converged on the rear planet carrier, then from the rear gear ring and the output sun gear to the output planet carrier, and the power passing through the mechanical transmission assembly and the electric transmission assembly is converged on the output planet carrier and then is output by the output shaft;
EVT and mechanical compound drive 2 speed (EVT-M2): first clutch C1A second clutch C2A third clutch C3And a fifth clutch C5While the fourth clutch C is engaged4First brake B1And a second brake B2Separating;
the power is divided by the input shaft, and one path of power passes through the input gear pair and the second clutch C2Electric input shaft, inner rotor, outer rotor, electric output shaft and third clutch C3The output gear pair and the output gear ring are connected to the output planet carrier;
the other path of power passes through the first clutch C from the input shaft1To the mechanical transmission shaft, the power is divided by the mechanical transmission shaft, the first route is the fifth clutch C5The power of the third path is converged from the rear sun gear to the rear planet carrier, then from the rear gear ring and the output sun gear to the output planet carrier, and the power passing through the mechanical transmission assembly and the electric transmission assembly is converged to the output planet carrier and then is output by the output shaft;
EVT and mechanical compound drive 3 speed (EVT-M3): first clutch C1A second clutch C2A third clutch C3And a second brake B2While the fourth clutch C is engaged4Fifth clutch C5And a first brake B1Separating;
power plantIs divided by the input shaft, and one path passes through the input gear pair and the second clutch C2Electric input shaft, inner rotor, outer rotor, electric output shaft and third clutch C3The output gear pair and the output gear ring are connected to the output planet carrier;
the other path of power passes through the first clutch C from the input shaft1And a fourth clutch C4And a second brake B2Engaging while the second clutch C2A third clutch C3Fifth clutch C5And a first brake B1Separating; the power passes through the first clutch C from the input shaft1The power of the mechanical transmission assembly and the power of the electric transmission assembly is converged on the output planet carrier and then output by the output shaft.
Preferably, the control method of the energy recovery mode is as follows:
third clutch C3First brake B1And a second brake B2Engaging while the first clutch C is engaged1A second clutch C2And a fourth clutch C4And a fifth clutch C5Separating; the braking force is transmitted from the output shaft to the output planetary frame, the output gear ring, the output gear pair and the third clutch C3And the electric output shaft is connected with the outer rotor, the outer rotor converts the mechanical energy into electric energy and transmits the electric energy to the power supply through the stator, and the power supply stores the recovered energy in an electric energy form.
Preferably, when the EVT is used for transmission, power drives the inner rotor to rotate through the electric input shaft, a part of mechanical energy is converted into electric energy through the slip ring and transmitted to the power supply, and the power supply is converted into mechanical energy through the stator and the outer rotor and output through the electric output shaft; and the other part of the mechanical energy is directly converted into mechanical energy through electromagnetic field coupling between the stator and the outer rotor and is output by the electric output shaft.
Preferably, the method for calculating the rotating speed of the output shaft in the single-flow transmission mode comprises the following steps:
EVT transmission modes:
Figure BDA0003520625680000041
in the formula, n0(EVT) is output shaft speed n in EVT transmission modeIAs input shaft speed, i1To the gear ratio of the input gear pair, i2To the gear ratio of the output gear pair, i2Is the transmission ratio of the electric transmission assembly;
mechanical transmission 1-gear (M1):
Figure BDA0003520625680000042
in the formula, nO(M1) output shaft speed at 1 st gear of mechanical transmission, nIIs the input shaft speed, k1Characteristic parameter, k, of the planetary gear of the front planetary gear set2Characteristic parameters of the planet gear of the rear planet row component;
mechanical transmission 2 (M2):
no(M2)＝nI
in the formula, nO(M2) output shaft speed n in 2-gear mechanical transmissionIIs the input shaft speed;
mechanical transmission 3 (M3):
Figure BDA0003520625680000051
in the formula, nO(M3) output shaft speed in 3-gear mechanical transmission, nIFor input shaft speed k2Is a characteristic parameter of the planet gear of the rear planet row component.
Preferably, the method for calculating the rotation speed of the output shaft of the EVT and mechanical compound transmission 1 gear (EVT-M1), the EVT and mechanical compound transmission 2 gear (EVT-M2) and the EVT and mechanical compound transmission 3 gear (EVT-M3) is as follows:
EVT and mechanical compound drive 1 speed (EVT-M1):
Figure BDA0003520625680000052
in the formula, nO(EVT-M1) output shaft speed, n, for EVT and mechanical compound drive 1 speedIAs input shaft speed, i1To the gear ratio of the input gear pair, i2To the gear ratio of the output gear pair, ieIs the transmission ratio of the electric transmission assembly, k1Characteristic parameter, k, of the planetary gear of the front planetary gear set2Characteristic parameter of the planet gear, k, of the rear planet row assembly3The characteristic parameters of the planetary gear of the output shaft assembly are obtained;
EVT and mechanical compound drive 2 speed (EVT-M2):
Figure BDA0003520625680000053
in the formula, nO(EVT-M2) output shaft speed, n, for EVT and mechanical compound drive 2 speedIAs input shaft speed, i1To the gear ratio of the input gear pair, i2To the gear ratio of the output gear pair, i2Is the transmission ratio of the electric transmission assembly, k3The characteristic parameters of the planetary gear of the output shaft assembly are obtained;
EVT and mechanical Compound drive 3 (EVT-M3):
Figure BDA0003520625680000054
in the formula, nO(EVT-M3) output shaft speed, n, for EVT and mechanical compound drive 3 speedIAs input shaft speed, i1To the gear ratio of the input gear pair, i2To the gear ratio of the output gear pair, i2Is the transmission ratio of the electric transmission assembly, k2Characteristic parameter of the planet gear, k, of the rear planet row assembly3Is the characteristic parameter of the planetary gear of the output shaft assembly.
Has the advantages that: the invention realizes the switching of multiple modes of EVT transmission, mechanical-EVT compound transmission and energy recovery by switching the clutch component and the brake component; the engine can adapt to different working conditions, the power utilization rate of the engine is improved, and the fuel economy is improved; the gear shifting impact is effectively reduced, and the speed ratio adjusting range is enlarged; in terms of power regulation, the electric drive assembly can effectively supplement driving force through the energy accumulator, and the EVT can recover energy during braking and send the energy back to the energy accumulator; the power split mechanical-EVT compound transmission system provided by the invention has the advantages that the mechanical-EVT parallel transmission mode is arranged, the speed regulation range is effectively widened, and the requirements of linear and nonlinear stepless speed regulation in a large range can be met.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the description of the embodiments or the prior art will be briefly introduced below, it is obvious that the drawings in the following description are only embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to the provided drawings without creative efforts;
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a power flow schematic diagram of the EVT transmission modes of the present invention;
FIG. 3 is a schematic power flow diagram of the mechanical transmission of the present invention in gear 1;
FIG. 4 is a power flow diagram of the mechanical transmission of the present invention in 2 nd gear;
FIG. 5 is a schematic power flow diagram of the mechanical transmission of the present invention in 3 speed;
FIG. 6 is a power flow diagram of the EVT of the present invention with mechanical compound drive 1 speed;
FIG. 7 is a power flow diagram of the EVT of the present invention with mechanical compound drive 2 speed;
FIG. 8 is a power flow diagram of the EVT of the present invention in combination with a mechanical compound drive 3 speed ratio;
FIG. 9 is a schematic power flow diagram for the energy recovery mode of the present invention;
FIG. 10 is a schematic power flow diagram of the EVT drive mode of the present invention
FIG. 11 is a characteristic diagram of the relationship between the output rotation speed and the input rotation speed according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
In the description of the present invention, it is to be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate orientations or positional relationships based on those shown in the drawings, and are only for convenience of description and simplicity of description, but do not indicate or imply that the referenced devices or elements must have a particular orientation, be constructed and operated in a particular orientation, and thus, are not to be construed as limiting the present invention.
In the present invention, unless otherwise expressly stated or limited, "above" or "below" a first feature means that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact with each other via another feature therebetween. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.
As shown in fig. 1, a mechanical and electrical continuously variable transmission system,
comprises an input shaft assembly 1, an input shaft 11 and a first clutch C 112 and an input gear pair 13;
a mechanical transmission assembly 2, wherein the mechanical transmission assembly 2 comprises a mechanical transmission shaft 21, a front planet row assembly 22, a rear planet row assembly 23 and a fifth clutch C 524. First of allBrake B 125 and a second brake B 226, the front planet carrier assembly 22 comprises a front sun gear 221, a front planet carrier 222 and a front gear ring 223, and the rear planet carrier assembly 23 comprises a rear sun gear 231, a rear planet carrier 232 and a rear gear ring 233; the mechanical transmission shaft 21 passes through a first clutch C 112 is connected with the input shaft 11, the mechanical transmission shaft 21 is respectively fixedly connected with a front gear ring 223 and a rear sun gear 231, the front planet carrier 222 is connected with a rear planet carrier 232, and the front sun gear 221 passes through a fifth clutch C 524 is connected with the mechanical transmission shaft 21, and the first brake B 125 can lock the front sun gear 221, the second brake B 226 may lock the front carrier 222 and the rear carrier 232 simultaneously;
an electric transmission assembly 3, wherein the electric transmission assembly 3 comprises an electric input shaft 31, an inner rotor 32, an outer rotor 33, a stator 34, a power supply 35, an electric output shaft 36 and a second clutch C 237 and a third clutch C 338; the input gear pair 13 passes through a second clutch C 237 is connected with the electric input shaft 31, the electric input shaft 31 is connected with the inner rotor 32, the electric output shaft 36 is connected with the outer rotor 33, the power supply 35 supplies power to the stator 34 to generate a magnetic field, and the magnetic field generated by the stator 34 controls the transmission speed ratio of the inner rotor 32 relative to the outer rotor 33, so that the transmission speed ratio of the electric input shaft 31 relative to the electric output shaft 36 is adjusted;
an output shaft assembly 4, the output shaft assembly 4 comprising an output shaft 41, an output sun gear 42, an output planet carrier 43, an output ring gear 44, an output gear pair 45 and a fourth clutch C 446; the output sun gear 42 is connected with a rear gear ring 233, and the output gear ring 44 is connected with a third clutch C through an output gear pair 45338, the output carrier 43 is connected to the output shaft 41, and the output sun gear 42 is connected via the fourth clutch C 446 are connected to the output shaft 41.
The invention realizes the switching of multiple modes of EVT transmission, mechanical-EVT compound transmission and energy recovery by switching the clutch component and the brake component; the engine can adapt to different working conditions, the power utilization rate of the engine is improved, and the fuel economy is improved; the gear shifting impact is effectively reduced, and the speed ratio adjusting range is enlarged; in terms of power regulation, the electric drive assembly can effectively supplement driving force through the energy accumulator, and the EVT can recover energy during braking and send the energy back to the energy accumulator; the power split mechanical-EVT compound transmission system provided by the invention has the advantages that the mechanical-EVT parallel transmission mode is arranged, the speed regulation range is effectively widened, and the requirements of linear and nonlinear stepless speed regulation in a large range can be met.
In order to achieve recovery of braking energy and at the same time supplement the driving power, the electric drive assembly 3 comprises a slip ring 39, the slip ring 39 is connected with the inner rotor 32, the inner rotor 32 converts mechanical energy into electric energy, and the generated electric energy is transmitted to the power source 35 through the slip ring 39.
A control method of a mechanical and electrical stepless speed change composite transmission system realizes the switching of a single-flow transmission mode, a composite transmission mode and an energy recovery mode through the combined switching between a clutch and a brake; the single flow transmission modes include EVT transmission modes and mechanical transmission modes; the compound transmission mode is EVT and mechanical compound transmission mode.
The engagement elements for each transmission mode are shown in table 1. The method comprises the following specific steps:
TABLE 1 mode switching element engaged states
Figure BDA0003520625680000081
Note: a represents the actuator in the engaged state and a represents the actuator in the disengaged state.
As shown in FIG. 2, the EVT transmission modes are controlled as follows:
second clutch C 237. Third clutch C 338 and a fourth clutch C 446 are engaged while the first clutch C is engaged112. Fifth clutch C 524. First brake B 125 and a second brake B 226, separating; the power is transmitted from the input shaft 11 to the second clutch C through the input gear pair 13237. Electric input shaft 31, inner rotor 32, outer rotor 33, electric outputShaft 36 and third clutch C 338. The output gear pair 45, the output ring gear 44, the output carrier 43 to the output shaft 41.
The method of calculating the rotation speed of the output shaft 41 in the EVT transmission mode is as follows:
Figure BDA0003520625680000082
in the formula, n0(EVT) is the output shaft 41 speed, n in the EVT transmission modeIIs the rotational speed, i, of the input shaft 111To the transmission ratio of the input gear pair 13, i2To the gear ratio of the output gear pair 45, ieThe transmission ratio of the electric transmission assembly 3.
As shown in fig. 3, the control method of the mechanical transmission 1 gear (M1) is as follows:
first clutch C 112. Fourth clutch C 446 and a first brake B 125 are engaged while the second clutch C is engaged237. Third clutch C 338. Fifth clutch C 524 and a second brake B 226, separating; power is transmitted from the input shaft 11 through the first clutch C 112 to the mechanical transmission shaft 21, the power is divided by the mechanical transmission shaft 21, one is divided by the front gear ring 223, the front planet carrier 222 to the rear planet carrier 232, the other is divided by the rear sun gear 231 to the rear planet carrier 232, the two paths of power are converged on the rear planet carrier 232, and then the rear gear ring 233 and the fourth clutch C are arranged446 to the output shaft 41;
the method for calculating the rotation speed of the output shaft 41 of the mechanical transmission 1 gear (M1) is as follows:
Figure BDA0003520625680000091
in the formula, nO(M1) the rotating speed n of the output shaft 41 in the 1-gear mechanical transmissionIIs the rotational speed, k, of the input shaft 111Characteristic of the planet gears, k, for the front row of planet gears 222Is a characteristic parameter of the planetary gear of the rear planetary row assembly 23.
As shown in fig. 4, the control method of the mechanical transmission 2 gear (M2) is as follows:
first clutch C 112. Fourth clutch C 446 and a fifth clutch C 524 are engaged while the second clutch C is engaged237. Third clutch C 338. First brake B 125 and a second brake B 226, separating; power is transmitted from the input shaft 11 through the first clutch C 112 to a mechanical drive shaft 21, the power is split by the mechanical drive shaft 21, the first route is the fifth clutch C 524. The front sun gear 221 to the front planet carrier 222, the second route from the front gear ring 223 to the front planet carrier 222, the first route and the second route power converge to the rear planet carrier 232, the third route from the rear sun gear 231 to the rear planet carrier 232, the power converge to the rear planet carrier 232, the rear gear ring 233 and the fourth clutch C 446 to the output shaft 41;
the method for calculating the speed of the output shaft 41 in the 2 nd gear (M2) of the mechanical transmission comprises the following steps:
no(M2)＝nI
in the formula, nO(M2) output shaft 41 speed n in 2-gear mechanical transmissionIIs the input shaft 11 rotational speed.
As shown in fig. 5, the control method of the mechanical transmission 3 gear (M3) is as follows:
first clutch C 112. Fourth clutch C 446 and a second brake B 226 are engaged while the second clutch C is engaged237. Third clutch C 338. Fifth clutch C 524 and a first brake B 125, separating; power is transmitted from the input shaft 11 through the first clutch C 112. Mechanical transmission shaft 21, rear sun gear 231, rear planet carrier 232, rear ring gear 233 and fourth clutch C 446 to the output shaft 41.
The method for calculating the rotation speed of the output shaft 41 of the mechanical transmission 3 gear (M3) is as follows:
Figure BDA0003520625680000092
in the formula, nO(M3) output shaft 41 speed n in 3-gear mechanical transmissionIAt a rotational speed k of the input shaft 112Is a characteristic parameter of the planetary gear of the rear planetary row assembly 23.
As shown in FIG. 6, the EVT and mechanical compound drive 1 speed (EVT-M1) control method is as follows:
first clutch C 112. Second clutch C 237. Third clutch C 338 and a first brake B 125 is engaged while the fourth clutch C is engaged446. Fifth clutch C 524 and a second brake B 226, separating;
the power is divided by the input shaft 11, and one path passes through the input gear pair 13 and the second clutch C 237. An electric input shaft 31, an inner rotor 32, an outer rotor 33, an electric output shaft 36, and a third clutch C 338. An output gear pair 45 and an output gear ring 44 to an output planet carrier 43;
the other path of power passes through the first clutch C 112 to the mechanical transmission shaft 21, the power is divided by the mechanical transmission shaft 21, one path is from the front gear ring 223, the front planet carrier 222 to the rear planet carrier 232, the other path is from the rear sun gear 231 to the rear planet carrier 232, the two paths of power are converged on the rear planet carrier 232, then from the rear gear ring 233, the output sun gear 42 to the output planet carrier 43, the power passing through the mechanical transmission assembly 2 and the electric transmission assembly 3 is converged on the output planet carrier 43, and then is output by the output shaft 41.
The method for calculating the rotation speed of the output shaft 41 in the EVT and mechanical compound transmission 1 gear (EVT-M1) is as follows:
Figure BDA0003520625680000101
in the formula, nO(EVT-M1) output shaft 41 speed, n, for EVT and mechanical compound drive 1 speedIFor the rotational speed of the input shaft 11, i1To the transmission ratio of the input gear pair 13, i2To the gear ratio of the output gear pair 45, i2For the transmission ratio, k, of the electric transmission assembly 31Characteristic of the planet gears, k, for the front row of planet gears 222Is a characteristic parameter, k, of the planet gears of the rear planet row assembly 233Is a characteristic parameter of the planetary gear of the output shaft assembly 4.
As shown in FIG. 7, the EVT and mechanical compound drive 2 speed (EVT-M2) control method is as follows:
first clutch C 112. Second clutch C 237. Third clutch C 338 and fifth clutch C 524 is engaged while the fourth clutch C is engaged446. First brake B 125 and a second brake B 226, separating;
the power is divided by the input shaft 11, and one path passes through the input gear pair 13 and the second clutch C 237. Electric input shaft 31, inner rotor 32, outer rotor 33, electric output shaft 36, third clutch C 338. An output gear pair 45 and an output gear ring 44 to an output planet carrier 43;
the other path of power passes through the first clutch C from the input shaft 11112 to a mechanical drive shaft 21, the power is split by the mechanical drive shaft 21, the first route is the fifth clutch C 524. The power of the front sun gear 221 is converged to the front planet carrier 222, the power of the second path is converged to the front planet carrier 222 by the front gear ring 223, the power of the first path and the power of the second path are converged to the rear planet carrier 232, the power of the third path is converged to the rear planet carrier 232 by the rear sun gear 231, the power of the third path is converged to the rear planet carrier 232, the power of the rear gear ring 233 and the output sun gear 42 is converged to the output planet carrier 43, and the power of the mechanical transmission component 2 and the electric transmission component 3 is converged to the output planet carrier 43 and then is output by the output shaft 41;
the method for calculating the speed of the output shaft 41 in EVT and mechanical compound transmission 2 gear (EVT-M2) is as follows:
Figure BDA0003520625680000102
in the formula, nO(EVT-M2) output shaft 41 speed, n, for EVT and mechanical compound drive 2 speedIFor the rotational speed of the input shaft 11, i1To the transmission ratio of the input gear pair 13, i2To the gear ratio of the output gear pair 45, i2For the transmission ratio of the electric transmission assembly 3, k3Is a characteristic parameter of the planetary gear of the output shaft assembly 4.
As shown in FIG. 8, the EVT and mechanical compound drive 3 speed (EVT-M3) control method is as follows:
first clutch C 112. Second clutch C 237. Third clutch C 338 and a second brake B 226 are engaged while the fourth clutch C is engaged446. Fifth clutch C 524 and a first brake B 125, separating;
the power is divided by the input shaft 11, and one path passes through the input gear pair 13 and the second clutch C 237. Electric input shaft 31, inner rotor 32, outer rotor 33, electric output shaft 36, third clutch C 338. An output gear pair 45 and an output gear ring 44 to an output planet carrier 43;
the other path of power passes through the first clutch C from the input shaft 11112. Fourth clutch C 446 and a second brake B 226 are engaged while the second clutch C is engaged237. Third clutch C 338. Fifth clutch C 524 and a first brake B 125, separating; power is transmitted from the input shaft 11 through the first clutch C 112. The mechanical transmission shaft 21, the rear sun gear 231, the rear planet carrier 232, the rear gear ring 233, the output sun gear 42 to the output planet carrier 43, the power of the mechanical transmission assembly 2 and the electric transmission assembly 3 is combined with the output planet carrier 43, and then the power is output by the output shaft 41.
The method for calculating the speed of the output shaft 41 in EVT and mechanical compound transmission 3 gear (EVT-M3) is as follows:
Figure BDA0003520625680000111
in the formula, nO(EVT-M3) output shaft 41 speed, n, for EVT and mechanical compound drive 3 speedIFor the rotational speed of the input shaft 11, i1To the transmission ratio of the input gear pair 13, i2To the gear ratio of the output gear pair 45, ieFor the transmission ratio of the electric transmission assembly 3, k2Is a characteristic parameter, k, of the planet gears of the rear planet row assembly 233Is a characteristic parameter of the planetary gear of the output shaft assembly 4.
As shown in fig. 9, the control method of the energy recovery mode is as follows:
third clutch C 338. First brakeDevice B 125 and a second brake B 226 are engaged while the first clutch C is engaged112. Second clutch C 237. Fourth clutch C 446 and a fifth clutch C 524, separating; the braking force is transmitted from the output shaft 41 through the output planet carrier 43, the output gear ring 44, the output gear pair 45 and the third clutch C 338. An electric output shaft 36 to the outer rotor 33, the outer rotor 33 converts mechanical energy into electric energy, the electric energy is transmitted to a power source 35 by the stator 34, and the power source 35 stores recovered energy in the form of electric energy.
As shown in fig. 10, when the EVT is driven, power is driven by electric input shaft 31 to rotate inner rotor 32, a part of mechanical energy is converted into electric energy through slip ring 39 and transmitted to power source 35, power source 35 is converted into mechanical energy through stator 34 and outer rotor 33 and output by electric output shaft 36; another part of the mechanical energy is directly converted into mechanical energy through electromagnetic field coupling between the stator 34 and the outer rotor 33 and is output by the electric output shaft 36.
As shown in FIG. 11, 4 transmission regimes, EVT-transmission, EVT-M1 compound transmission, EVT-M2 compound transmission, and EVT-M3 compound transmission, are provided by adjusting the gear ratios of the EVT transmission assemblies and selectively controlling the engagement of the clutch assemblies and brake assemblies. Starting in EVT transmission mode, and output speed is along with transmission ratio i of EVT transmission componenteIncreasing the linear increase; when the transmission ratio i of the EVT transmission assemblye∈[no(EVT)＝no(EVT-M3)]When the EVT transmission mode is synchronously switched to the EVT-M3 compound transmission mode, when the transmission ratio of the EVT transmission assembly changes from a minimum value to a maximum value, no(EVT-M3) increases non-linearly; starting output speed following transmission ratio i of EVT transmission component by adopting EVT-M2 transmission modeeIncreasing the non-linear increase; output speed versus EVT drive assembly gear ratio i Using EVT-M2 Transmission modeeIncreasing the non-linearity increases. By selectively controlling the engagement of the clutch and brake assemblies, three different fixed ratio mechanical transmission modes are provided, providing three mechanical transmission modes M1, M2, M3.
For example, the following steps are carried out:
the main parameters are as follows: i.e. i1＝0.51，i2＝0.5，k1＝1.86，k2＝1.5，k3＝1.72，ie∈[0，3.5]
The EVT transmission output-input speed relationship is as follows:
Figure BDA0003520625680000112
the mechanical transmission M1 output-input rotating speed relationship is as follows:
Figure BDA0003520625680000113
the mechanical transmission M2 output-input rotating speed relationship is as follows: n iso(M2)＝nI
The mechanical transmission M3 output-input rotation speed relationship is as follows:
Figure BDA0003520625680000114
the EVT-mechanical compound transmission EVT-M1 output-input speed relation is as follows:
Figure BDA0003520625680000115
the EVT-mechanical compound transmission EVT-M1 output-input speed relation is as follows:
Figure BDA0003520625680000121
the EVT-mechanical compound transmission EVT-M1 output-input speed relation is as follows:
Figure BDA0003520625680000122
as shown in FIG. 11, the launch is initiated using the EVT transmission mode when the transmission ratio i of the EVT transmission mechanism iseWhen changing from 0 to 3.5, no(EVT) increases linearly from 0 to 3.43nI(ii) a When the transmission ratio i of the EVT transmission mechanismeAt 2.4, the EVT transmission mode can be synchronously switched to an EVT-mechanical compound transmission EVT-M3 mode, and the EVT-mechanical compound transmission EVT-M3 mode isNonlinear transmission; the method adopts an EVT-mechanical compound transmission EVT-M2 mode for starting, and the mode is when the transmission ratio i of an EVT transmission mechanismeWhen changing from 0 to 3.5, noIncrease from 0 to 0.86n non-linearlyI(ii) a EVT-mechanical compound transmission EVT-M1 mode, when the transmission ratio i of the EVT transmission mechanismeWhen changing from 0 to 3.5, noLinearly from 2.68nIIncrease to 4.19nI. By selectively controlling the engagement of the clutch and brake assemblies to provide three transmission modes of mechanical transmission M1, M2, M3, three different fixed ratio mechanical transmission modes, n respectively, can be achievedo(M1)＝1.08nI、no(M2)＝1nIAnd no(M3)＝0.67nI。
The embodiments in the present description are described in a progressive manner, each embodiment focuses on differences from other embodiments, and the same and similar parts among the embodiments are referred to each other. The device disclosed by the embodiment corresponds to the method disclosed by the embodiment, so that the description is simple, and the relevant points can be referred to the method part for description.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (10)

1. A mechanical and electrical continuously variable transmission system is characterized in that:
comprises an input shaft assembly (1), wherein the input shaft assembly (1) comprises an input shaft (11) and a first clutch C1(12) And an input gear pair (13);
the mechanical transmission assembly (2), the mechanical transmission assembly (2) comprises a mechanical transmission shaft (21) and a front planet rowComponent (22), rear planet row component (23) and fifth clutch C5(24) First brake B1(25) And a second brake B2(26) The front planet row assembly (22) comprises a front sun gear (221), a front planet carrier (222) and a front gear ring (223), and the rear planet row assembly (23) comprises a rear sun gear (231), a rear planet carrier (232) and a rear gear ring (233); the mechanical transmission shaft (21) passes through a first clutch C1(12) Is connected with the input shaft (11), the mechanical transmission shaft (21) is respectively and fixedly connected with a front gear ring (223) and a rear sun gear (231), the front planet carrier (222) is connected with a rear planet carrier (232), and the front sun gear (221) passes through a fifth clutch C5(24) Connected with a mechanical transmission shaft (21), the first brake B1(25) The front sun gear (221) can be locked, and the second brake B2(26) The front planet carrier (222) and the rear planet carrier (232) can be locked at the same time;
an electric drive assembly (3), the electric drive assembly (3) comprising an electric input shaft (31), an inner rotor (32), an outer rotor (33), a stator (34), a power supply (35), an electric output shaft (36), a second clutch C2(37) And a third clutch C3(38) (ii) a The input gear pair (13) passes through a second clutch C2(37) The electric motor is connected with an electric input shaft (31), the electric input shaft (31) is connected with an inner rotor (32), an electric output shaft (36) is connected with an outer rotor (33), a power supply (35) supplies power to the stator (34) to generate a magnetic field, and the magnetic field generated by the stator (34) controls the transmission speed ratio of the inner rotor (32) relative to the outer rotor (33) to realize the adjustment of the transmission speed ratio of the electric input shaft (31) relative to the electric output shaft (36);
the output shaft assembly (4) comprises an output shaft (41), an output sun gear (42), an output planet carrier (43), an output gear ring (44), an output gear pair (45) and a fourth clutch C4(46) (ii) a The output sun gear (42) is connected with a rear gear ring (233), and the output gear ring (44) is connected with a third clutch C through an output gear pair (45)3(38) The output planet carrier (43) is connected with the output shaft (41), and the output sun gear (42) passes through a fourth clutch C4(46) Is connected to the output shaft (41).
2. A mechanically and electrically continuously variable compound transmission system according to claim 1, wherein: the electric drive assembly (3) comprises a slip ring (39), the slip ring (39) is connected with an inner rotor (32), the inner rotor (32) converts mechanical energy into electric energy, and the generated electric energy is conveyed to a power supply (35) through the slip ring (39).
3. A control method of a mechanical and electrical continuously variable transmission system of a compound transmission system according to claim 1 or 2, characterized in that: the single-flow transmission mode, the compound transmission mode and the energy recovery mode are switched by the combined switching between the clutch and the brake; the single flow drive modes include EVT drive modes and mechanical drive modes; the compound transmission mode is EVT and mechanical compound transmission mode.
4. A method of controlling a mechanically and electrically continuously variable compound transmission system according to claim 3, wherein the EVT transmission modes are controlled as follows:
second clutch C2(37) A third clutch C3(38) And a fourth clutch C4(46) Engaging while the first clutch C is engaged1(12) Fifth clutch C5(24) First brake B1(25) And a second brake B2(26) Separating; the power is transmitted from the input shaft (11) to the second clutch C through the input gear pair (13)2(37) The electric motor comprises an electric input shaft (31), an inner rotor (32), an outer rotor (33), an electric output shaft (36) and a third clutch C3(38) The output gear pair (45), the output gear ring (44) and the output planet carrier (43) are output to the output shaft (41).
5. A control method of a mechanical and electrical continuously variable transmission system according to claim 3, characterized in that the mechanical transmission modes comprise mechanical transmission 1 gear, mechanical transmission 2 gear and mechanical transmission 3 gear, and the specific control method is as follows:
mechanical transmission 1-gear (M1): first clutch C1(12) And a fourth clutch C4(46) And a first brake B1(25) Engaging while the second clutch C2(37) A third clutch C3(38) Fifth clutch C5(24) And a second brake B2(26) Separating; power is transmitted from the input shaft (11) through the first clutch C1(12) To the mechanical transmission shaft (21), the power is divided by the mechanical transmission shaft (21), one path is from the front gear ring (223) and the front planet carrier (222) to the rear planet carrier (232), the other path is from the rear sun gear (231) to the rear planet carrier (232), the two paths of power are converged on the rear planet carrier (232), and then the rear gear ring (233) and the fourth clutch C are used for driving the clutch4(46) To an output shaft (41);
mechanical transmission 2 (M2): first clutch C1(12) And a fourth clutch C4(46) And a fifth clutch C5(24) Engaging while the second clutch C2(37) A third clutch C3(38) First brake B1(25) And a second brake B2(26) Separating; power is transmitted from the input shaft (11) through the first clutch C1(12) To the mechanical transmission shaft (21), the power is divided by the mechanical transmission shaft (21), and the first path is divided by the fifth clutch C5(24) The power transmission mechanism comprises a front sun gear (221) to a front planet carrier (222), a second route from a front gear ring (223) to the front planet carrier (222), a first route and a second route of power converge to a rear planet carrier (232), a third route from a rear sun gear (231) to the rear planet carrier (232), and power converge to the rear planet carrier (232) and then from a rear gear ring (233) and a fourth clutch C4(46) To an output shaft (41);
mechanical transmission 3 (M3): first clutch C1(12) And a fourth clutch C4(46) And a second brake B2(26) Engaging while the second clutch C2(37) A third clutch C3(38) Fifth clutch C5(24) And a first brake B1(25) Separating; power is transmitted from the input shaft (11) through the first clutch C1(12) The mechanical transmission shaft (21), the rear sun gear (231), the rear planet carrier (232), the rear gear ring (233) and the fourth clutch C4(46) To the output shaft (41).
6. The control method of the mechanical and electrical continuously variable compound transmission system according to claim 3, wherein the EVT and mechanical compound transmission modes comprise EVT and mechanical compound transmission 1 gear (EVT-M1), EVT and mechanical compound transmission 2 gear (EVT-M2) and EVT and mechanical compound transmission 3 gear (EVT-M3), and the specific control method is as follows:
EVT and mechanical compound drive 1 speed (EVT-M1): first clutch C1(12) A second clutch C2(37) A third clutch C3(38) And a first brake B1(25) While the fourth clutch C is engaged4(46) Fifth clutch C5(24) And a second brake B2(26) Separating;
the power is divided by an input shaft (11), and one path of power passes through an input gear pair (13) and a second clutch C2(37) An electric input shaft (31), an inner rotor (32), an outer rotor (33), an electric output shaft (36) and a third clutch C3(38) An output gear pair (45) and an output gear ring (44) to an output planet carrier (43);
the other path of power passes through the first clutch C1(12) To the mechanical transmission shaft (21), the power is divided by the mechanical transmission shaft (21), one path is from the front gear ring (223) and the front planet carrier (222) to the rear planet carrier (232), the other path is from the rear sun gear (231) to the rear planet carrier (232), the two paths of power are converged on the rear planet carrier (232), and then from the rear gear ring (233) and the output sun gear (42) to the output planet carrier (43), and the power passing through the mechanical transmission assembly (2) and the electric transmission assembly (3) is converged on the output planet carrier (43) and then is output by the output shaft (41);
EVT and mechanical compound drive 2 speed (EVT-M2): first clutch C1(12) A second clutch C2(37) A third clutch C3(38) And a fifth clutch C5(24) While the fourth clutch C is engaged4(46) First brake B1(25) And a second brake B2(26) Separating;
the power is divided by an input shaft (11), and one path of power passes through an input gear pair (13) and a second clutch C2(37) The electric motor comprises an electric input shaft (31), an inner rotor (32), an outer rotor (33), an electric output shaft (36) and a third clutch C3(38) An output gear pair (45) and an output gear ring (44) to an output planet carrier (43);
the other path of power passes through the first path of power by the input shaft (11)Clutch C1(12) To the mechanical transmission shaft (21), the power is divided by the mechanical transmission shaft (21), and the first path is divided by the fifth clutch C5(24) The power of the first path and the second path is converged to a rear planet carrier (232), the power of the first path and the second path is converged to the rear planet carrier (232), the power of the third path is converged to the rear planet carrier (232) from a rear sun gear (231), the power is converged to the rear planet carrier (232), then is converged to an output planet carrier (43) from a rear gear ring (233) and an output sun gear (42), and is converged to the output planet carrier (43) through the power of the mechanical transmission assembly (2) and the electric transmission assembly (3) and then is output by an output shaft (41);
EVT and mechanical compound drive 3 speed (EVT-M3): first clutch C1(12) A second clutch C2(37) A third clutch C3(38) And a second brake B2(26) While the fourth clutch C is engaged4(46) Fifth clutch C5(24) And a first brake B1(25) Separating;
the power is divided by an input shaft (11), and one path of power passes through an input gear pair (13) and a second clutch C2(37) An electric input shaft (31), an inner rotor (32), an outer rotor (33), an electric output shaft (36) and a third clutch C3(38) An output gear pair (45) and an output gear ring (44) to an output planet carrier (43);
the other path of power passes through the first clutch C from the input shaft (11)1(12) And a fourth clutch C4(46) And a second brake B2(26) Engaging while the second clutch C2(37) A third clutch C3(38) Fifth clutch C5(24) And a first brake B1(25) Separating; power is transmitted from the input shaft (11) through the first clutch C1(12) The power transmission device comprises a mechanical transmission shaft (21), a rear sun gear (231), a rear planet carrier (232), a rear gear ring (233), an output sun gear (42) and an output planet carrier (43), and the power passing through the mechanical transmission assembly (2) and the electric transmission assembly (3) is converged on the output planet carrier (43) and then is output by an output shaft (41).
7. A control method of a mechanical and electrical continuously variable transmission complex transmission system according to claim 3, characterized in that the control method of the energy recovery mode is as follows:
third clutch C3(38) First brake B1(25) And a second brake B2(26) Engaging while the first clutch C is engaged1(12) A second clutch C2(37) And a fourth clutch C4(46) And a fifth clutch C5(24) Separating; the braking force is transmitted from the output shaft (41) to the output planet carrier (43), the output gear ring (44), the output gear pair (45) and the third clutch C3(38) And the electric output shaft (36) is connected with the outer rotor (33), the outer rotor (33) converts the mechanical energy into electric energy and transmits the electric energy to the power supply (35) through the stator (34), and the power supply (35) stores the recovered energy in the form of electric energy.
8. A control method of a mechanical and electrical continuously variable transmission system of a compound transmission system according to claim 4 or 6, characterized in that: when the EVT is used for transmission, power drives the inner rotor (32) to rotate through the electric input shaft (31), a part of mechanical energy is converted into electric energy through the slip ring (39) and is transmitted to the power supply (35), and the power supply (35) is converted into mechanical energy through the stator (34) and the outer rotor (33) and is output through the electric output shaft (36); and the other part of the mechanical energy is directly converted into mechanical energy to be output by an electric output shaft (36) through electromagnetic field coupling between the stator (34) and the outer rotor (33).
9. A control method of a mechanically and electrically continuously variable transmission combination according to claim 4 or 5, characterized in that the rotational speed of the output shaft (41) in single flow transmission mode is calculated as follows:
EVT transmission modes:
Figure FDA0003520625670000041
in the formula, n0(EVT) is the rotation speed of the output shaft (41) in the EVT transmission mode, nIIs the rotational speed, i, of the input shaft (11)1Is the transmission ratio of the input gear pair (13), i2To the gear ratio of the output gear pair (45), ieIs the transmission ratio of the electric transmission component (3);
mechanical transmission 1-gear (M1):
Figure FDA0003520625670000042
in the formula, no(M1) is the rotating speed n of the output shaft (41) when the mechanical transmission is in the 1-gearIIs the rotational speed, k, of the input shaft (11)1Is a characteristic parameter, k, of the planet gear of the front planetary assembly (22)2Is a characteristic parameter of the planet gear of the rear planet row component (23);
mechanical transmission 2 (M2):
no(M2)＝nI
in the formula, no(M2) is the rotating speed n of the output shaft (41) when the mechanical transmission is in the 2-gearIIs the rotational speed of the input shaft (11);
mechanical transmission 3 (M3):
Figure FDA0003520625670000043
in the formula, no(M3) is the rotating speed n of the output shaft (41) when the mechanical transmission is in the 3-gearIIs the rotational speed k of the input shaft (11)2Is a characteristic parameter of the planet gear of the rear planet row component (23).
10. A control method of a mechanical and electrical continuously variable transmission composite gear system according to claim 6, characterized in that the rotation speed calculation method of the output shaft (41) of the EVT and mechanical composite gear 1 (EVT-M1), EVT and mechanical composite gear 2 (EVT-M2) and EVT and mechanical composite gear 3 (EVT-M3) is as follows:
EVT and mechanical compound drive 1 speed (EVT-M1):
Figure FDA0003520625670000044
in the formula, no(EVT-M1) output shaft (41) speed n in EVT and mechanical compound transmission 1 gearIIs the rotational speed, i, of the input shaft (11)1As a transmission ratio of the input gear pair (13), i2To the gear ratio of the output gear pair (45), ieIs the transmission ratio of the electric transmission assembly (3), k1Is a characteristic parameter, k, of the planet gear of the front planetary assembly (22)2Is a characteristic parameter, k, of the planet gears of the rear planet row assembly (23)3Is a characteristic parameter of the planetary gear of the output shaft assembly (4);
EVT and mechanical compound drive 2 speed (EVT-M2):
Figure FDA0003520625670000045
in the formula, no(EVT-M2) output shaft (41) speed n in EVT and mechanical compound transmission 2 gearIIs the rotational speed, i, of the input shaft (11)1Is the transmission ratio of the input gear pair (13), i2To the gear ratio of the output gear pair (45), ieIs the transmission ratio of the electric transmission assembly (3), k3Is a characteristic parameter of the planetary gear of the output shaft assembly (4);
EVT and mechanical Compound drive 3 (EVT-M3):
Figure FDA0003520625670000051
in the formula, no(EVT-M3) output shaft (41) speed, n, for EVT and mechanical compound drive 3-speedIIs the rotational speed, i, of the input shaft (11)1Is the transmission ratio of the input gear pair (13), i2To the gear ratio of the output gear pair (45), ieIs the transmission ratio of the electric transmission assembly (3), k2Is a characteristic parameter, k, of the planet gears of the rear planet row assembly (23)3Is the characteristic parameter of the planetary gear of the output shaft assembly (4).
CN202210180560.4A 2022-02-25 2022-02-25 Mechanical and electrical stepless speed change composite transmission system and control method thereof Pending CN114593180A (en)

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