CN211139014U

CN211139014U - Power-dividing segmented stepless speed-changing transmission system of dual-rotor series motor

Info

Publication number: CN211139014U
Application number: CN201921590252.9U
Authority: CN
Inventors: 黄敏丽
Original assignee: Individual
Current assignee: Individual
Priority date: 2019-09-24
Filing date: 2019-09-24
Publication date: 2020-07-31
Anticipated expiration: 2029-09-24

Abstract

The utility model discloses a birotor series connection motor power split segmented infinitely variable transmission system, include: an MG1 motor inner rotor is connected with a flywheel of the engine into a whole; the outer rotor ring of the MG1 motor is arranged outside the inner rotor of the MG1 motor; the MG2 motor rotor and the MG2 motor stator are concentrically arranged behind the MG1 motor outer rotor; the transmission input hollow shaft is used for mounting a transmission driving gear set and is positioned behind a motor rotor of the MG2 and a motor stator of the MG 2; the C1/C2 double clutch input driving plate; the output shaft of the outer inner rotor is in spline connection with an MG1 motor outer rotor, an MG2 motor rotor and a C1/C2 double-clutch input driving disc at the same time, and penetrates through a transmission input hollow shaft; the C1 clutch driven disc is fixedly connected with the input hollow shaft of the gearbox; the Z1 driving gear is fixedly connected with a C2 clutch driven disc; the Z2 driven gear is in splined connection with a gearbox output shaft, and the gearbox output shaft is used for installing a gearbox driven gear set. Therefore, the stepless continuous speed change function is realized under the vehicle load state.

Description

Power-dividing segmented stepless speed-changing transmission system of dual-rotor series motor

Technical Field

The utility model relates to a infinitely variable transmission system that non-road vehicle was used especially is about a birotor series connection motor power split segmentation infinitely variable transmission system.

Background

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

1. Manual gear shifting transmission system

When the non-road vehicle runs, the load change of the vehicle is large, the non-road vehicle adopting the manual gear shifting transmission system needs frequent parking and gear shifting to meet the requirements of traction force and speed of an operating machine, the working intensity of workers is large, the operating efficiency is low, and the operating quality is unstable; the transmission system has simple structure and low manufacturing and maintenance cost.

2. Power uninterrupted automatic gear shifting transmission system

The gear shifting process of the gearbox is carried out under the running condition that the power of wheels is not interrupted from the engine; when the gear is required to be changed, the two clutches which need to be shifted are sequentially separated and combined according to the change of control oil pressure, so that the uninterrupted shifting of power is realized during the running of the vehicle, the working intensity of workers is reduced, and the control comfort and the working efficiency are improved.

3. Hydraulic mechanical stepless speed change transmission system

The transmission system consists of a hydraulic plunger variable pump/motor/multi-row planetary mechanism/wet clutch and brake, and the power of the engine is divided into two power routes through a planetary row, namely a mechanical power route, and the power is directly transmitted to an input shaft of a gearbox; the hydraulic power route is subjected to a machine-liquid-power conversion process and then realizes the confluence of engine power with an input shaft of the gearbox; the engine power is divided and converged to realize the automatic continuous change of the torque and the rotating speed of the transmission system according to the requirements of the speed and the traction force of the vehicle, and the constant-power running of the vehicle is met under the condition that the opening of the engine throttle is unchanged.

The transmission system realizes stepless automatic change of the speed change transmission ratio, and has good operation comfort and high operation efficiency; because the rotating speed and the torque of the engine are completely decoupled with the speed and the traction force of the whole vehicle, the engine can stably work in a low oil consumption area, and has small vibration and good emission.

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

1. manual shift drive train disadvantages:

the tractor adopting the manual gear shifting transmission system needs frequent stopping and gear shifting to meet the requirements of traction force and speed of an operating machine, the working intensity of workers is high, the operating efficiency is low, and the operating quality is unstable. The engine rotating speed and the vehicle speed are not decoupled, the engine rotating speed is changed in proportion due to the change of the vehicle speed, the engine cannot stably run in an ideal working area, and the fuel consumption is high, the emission is poor, and the vibration and abrasion are large.

2. Power uninterrupted automatic gear shifting transmission system

2.1 the transmission system realizes uninterrupted automatic gear shifting of vehicle power, has good control comfort, does not decouple the engine speed from the vehicle speed, causes proportional change of the engine speed due to the change of the vehicle speed, can not stably run in an ideal working area, and has high oil consumption, poor emission and large vibration abrasion.

The number of clutches and the number of proportional valves required by the transmission system are equal to 1/2 of the sum of the numbers of driving gears and driven gears of the transmission; the clutch is large in quantity, performance change is large in use due to product consistency, and gear shifting smoothness and response speed change are large.

2.2 traditional power gear shifting gearbox is single power route and has the step transmission, realizes super crawl's shelves (ultra-low speed), needs to add a lot of heavy and complicated reduction gear train.

2.3 the key technology of the system, namely the wet clutch and the electro-hydraulic proportional valve, is completely mastered by European and American companies, and a transmission system adopting the technology has high price, difficult price reduction and high maintenance cost.

3. A hydro-mechanical infinitely variable transmission; the segmented stepless speed change system is realized, and the defects are as follows:

the gearbox consisting of 3.14-6 gears consists of a plurality of rows of planetary mechanisms and 4-6 wet clutches or brakes, and has the advantages of complex structure, high requirement on part processing and high cost.

3.2 the hydraulic pump, the motor and the electro-hydraulic proportional valve which are composed of precision matching parts have high requirements on clean and clean assembly, clean maintenance and cleanliness and special hydraulic oil, and high use and maintenance cost.

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

4. The scheme provides a power division segmented stepless speed change transmission system of a double-rotor series motor.

The information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information constitutes prior art already known to a person skilled in the art.

SUMMERY OF THE UTILITY MODEL

An object of the utility model is to provide a birotor series connection motor power split segmented infinitely variable transmission system, it shunts, converges the principle through the birotor motor, has accomplished output torque, the rotational speed of transmission and has changed automatic continuous variation according to vehicle speed and traction force, has realized under the vehicle load state infinitely variable transmission function (CVT).

In order to achieve the above object, the utility model provides a birotor series connection motor power split segmented infinitely variable transmission system, including MG1 motor inner rotor, MG1 motor outer rotor, MG2 motor rotor and MG2 motor stator, gearbox input hollow shaft, C1/C2 double clutch input driving disk, outer inner rotor output shaft, C1 clutch driven disk, C2 clutch driven disk, Z1 driving gear and Z2 driven gear. An MG1 motor inner rotor is connected with a flywheel of the engine into a whole; the outer rotor ring of the MG1 motor is arranged outside the inner rotor of the MG1 motor; the MG2 motor rotor and the MG2 motor stator are concentrically arranged behind the MG1 motor outer rotor; the transmission input hollow shaft is used for mounting a transmission driving gear set and is positioned behind a motor rotor of the MG2 and a motor stator of the MG 2; the C1/C2 double clutch input driving plate; the output shaft of the outer inner rotor is in spline connection with an MG1 motor outer rotor, an MG2 motor rotor and a C1/C2 double-clutch input driving disc at the same time, and penetrates through a transmission input hollow shaft; the C1 clutch driven disc is fixedly connected with the input hollow shaft of the gearbox; the Z1 driving gear is fixedly connected with a C2 clutch driven disc; the Z2 driven gear is in splined connection with a gearbox output shaft, and the gearbox output shaft is used for installing a gearbox driven gear set.

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

In a preferred embodiment, an MG1 motor inner rotor and an MG1 motor outer rotor form an electric power output route through the interaction of the rotating speed difference and the air gap magnetic field, electric power is transmitted to an MG2 motor stator and an MG2 motor rotor, so that the MG2 motor rotor generates mechanical energy, the mechanical energy is input into a driving disc through an outer inner rotor output shaft and a C1/C2 double clutch, and the mechanical energy and the mechanical power of the mechanical power output route form confluence at a transmission input hollow shaft.

In a preferred embodiment, the double-rotor series motor power-split segmented continuously variable transmission system further comprises a double-motor common shell which is arranged behind the flywheel and is used for accommodating an inner rotor of the MG1 motor, an outer rotor of the MG1 motor, a stator of the MG2 motor and a rotor of the MG2 motor.

In a preferred embodiment, the birotor series motor power split segmented continuously variable transmission system further comprises a transmission case which is arranged at the rear of the double-motor shared case and is used for accommodating a transmission input hollow shaft, a transmission driving gear set, a transmission output shaft, a transmission driven gear set, a shifting synchronizer, a C1/C2 double-clutch input driving disc, a C1 clutch driven disc, a C2 clutch driven disc, a Z1 driving gear and a Z2 driven gear.

In a preferred embodiment, the C1/C2 dual clutch input driving disk, the C1 clutch driven disk, the C2 clutch driven disk, the Z1 driving gear, and the Z2 driven gear are disposed at the rear end within the transmission housing.

In a preferred embodiment, the C1/C2 dual clutch input driving disk, the C1 clutch driven disk, the C2 clutch driven disk, the Z1 driving gear, and the Z2 driven gear are disposed at the front end within the transmission housing.

In a preferred embodiment, the birotor series motor power-split segmented continuously variable transmission system further comprises a central driving gear shaft, a central driven gear and differential, a rear axle housing and a power take-off shaft. The central driving gear shaft is connected with an output shaft of the gearbox; the central driven gear and the differential are in meshed connection with the central driving gear shaft through gears; the rear axle housing body is used for accommodating the central driving gear shaft, the central driven gear and the differential mechanism; the power output shaft is coaxially connected with the output shaft of the outer inner rotor and used for outputting power outwards.

Compared with the prior art, the utility model discloses a birotor series connection motor power split segmented infinitely variable transmission system has following beneficial effect:

1. the engine power is divided into two power routes by the double-rotor generator MG1, one is a mechanical power route, and the other is an electric power route; mechanical power is directly transmitted to an input hollow shaft of a dead axle gearbox through an MG1 motor outer rotor; the electric power route transmits electric power to the motor MG2 through a power conversion mode of the mechanical-electric-mechanical, and the electric power and the mechanical power are converged to the transmission input hollow shaft; the output torque and the rotating speed of the transmission system automatically and continuously change according to the change of the vehicle speed and the traction force by the split-flow and confluence principle of the double-rotor motor, and the stepless continuous speed change (CVT function) under the vehicle load state is realized.

2. The scheme utilizes the power confluence transmission line of the engine/the motor and the two wet clutches to realize automatic gear shifting of the gearbox under the condition of uninterrupted vehicle power and the segmented stepless speed change under the gear; the multi-gear gearbox ensures that the motor works in a high-efficiency area, and realizes global stepless speed change within a vehicle design speed range.

3. The double-rotor motor power splitting structure realizes complete decoupling (independent and irrelevant) of the torque and the rotating speed of the engine and the traction force and the speed of a vehicle, the engine can stably run in an optimized area, the oil consumption of the engine is reduced by more than 10%, and the emission and the vibration of the engine are reduced.

4. The scheme can realize that the running speed of the vehicle is independent of the rotating speed of the power output shaft of the engine, ensure the optimal matching point of the running speed of the vehicle and the theoretical rotating speed of the machine tool, improve the working efficiency and reduce the oil consumption and the emission.

5. The scheme utilizes the generator characteristics of the double-motor MG1/MG2, can assist the vehicle braking, and can recover the vehicle power to the storage battery when working conditions such as braking, downhill, idling and the like, and the fuel-saving effect of the whole vehicle can reach 10-25% under the non-road condition.

6. By utilizing the low-speed and high-torque characteristics of the permanent magnet alternating current motor, the scheme can realize the function of ultra-low-speed crawling, is stable in the driving speed range of 0.1km/h, and is used for special vehicle operation such as ditching and the like.

7. The scheme depends on the reverse rotation of the motor, cancels a reverse gear device of a traditional gearbox, simplifies the structural space and realizes the stepless reverse speed which is the same as the forward speed.

8. The scheme assists the vehicle to start at low speed and heavy load by depending on the peak power of the motor, reduces the requirement on the low-speed and large-torque or displacement of the engine, and meets the requirement on the rapid starting and accelerating of the vehicle.

9. The scheme can be designed into a 4-6-gear fixed shaft type gearbox according to the power of the vehicle, the gearbox is simple and reliable in structure, high in transmission efficiency and low in cost, and the requirement of a 120-300 horsepower vehicle product for realizing a segmented CVT can be met.

10. The scheme is provided with a high-power generator system, 220/380V alternating current and specified direct current can be realized through a standardized output interface, and the requirements of emergency rescue and various operation power consumption under non-road conditions are met.

11. The scheme is mainly characterized in that the technologies and products of key parts, such as the high-power permanent magnet synchronous motor and the motor controller, the high-power discharge battery and the like are completely mastered and produced in a large scale at home, and the manufacturing cost of the motor and the battery can be further reduced along with the deepening of the electric vehicle industrialization.

Drawings

FIG. 1 is a schematic structural diagram of an automatic transmission system according to an embodiment of the present invention;

FIG. 2 is a schematic structural diagram of an automatic transmission system according to another embodiment of the present invention;

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

Description of the main reference numerals:

1-engine, 2-flywheel, 3-MG1 motor inner rotor, 4-MG1 motor outer rotor, 5-double motor common shell, 6-MG2 motor stator, 7-MG2 motor rotor, 8-outer inner rotor output shaft, 9-gearbox input hollow shaft, 10-C1 clutch driven disc, 11-C1/C2 double 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 shell, 19-gearbox shell, 20-gearbox output shaft, 21-spline joint, 22-gearbox driven gear set, 23-gearbox driving gear set, 24-a shift synchronizer; 25-rolling bearing.

Detailed Description

The following detailed description of the present invention is provided in conjunction with the accompanying drawings, but it should be understood that the scope of the present invention is not limited by the following detailed description.

Throughout the specification and claims, unless explicitly stated otherwise, the word "comprise", or variations such as "comprises" or "comprising", will be understood to imply the inclusion of a stated element or component but not the exclusion of any other element or component.

As shown in fig. 1, fig. 1 is a schematic structural diagram of an automatic transmission system according to an embodiment of the present invention. The utility model discloses a birotor series connection motor power split segmented infinitely variable transmission system of preferred embodiment, including MG1 motor inner rotor 3, MG1 motor outer rotor 4, MG2 motor rotor 7 and MG2 motor stator 6, gearbox input hollow shaft 9, C1/C2 double clutch input driving disk 11, outer inner rotor output shaft 8, C1 clutch driven disk 10, C2 clutch driven disk 12, Z1 driving gear 13 and Z2 driven gear 14. An MG1 motor inner rotor 3 is connected with a flywheel 2 of the engine 1 into a whole; the MG1 motor outer rotor 4 is arranged outside the MG1 motor inner rotor 3; the MG2 motor rotor 7 and the MG2 motor stator 6 are concentrically arranged behind the MG1 motor outer rotor 4; the transmission input hollow shaft 9 is used for mounting a transmission driving gear set 23 and is positioned behind the MG2 motor rotor 7 and the MG2 motor stator 6; the outer inner rotor output shaft 8 is simultaneously in splined connection with the MG1 motor outer rotor 4, the MG2 motor rotor 7 and the C1/C2 double-clutch input driving disc 11 and penetrates through the transmission input hollow shaft 9; the C1 clutch driven disc 10 is fixedly connected with the transmission input hollow shaft 9; the driving gear 13 of the Z1 is fixedly connected with the driven disc 12 of the C2 clutch; the Z2 driven gear 14 is splined to the transmission output shaft 20, and the transmission output shaft 20 is used to mount the transmission driven gearset 22.

In this embodiment, the utility model discloses a birotor series connection motor power split segmented infinitely variable transmission system can realize following multiple function mode:

cruise stepless speed change power output functional mode in the forward running mode:

in the embodiment, the power of the output power of the engine 1 is divided by a double-rotor motor consisting of an inner rotor 3 of a motor MG1 and an outer rotor 4 of a motor MG 1. The power of the engine 1 is divided into two parts by the motor inner rotor 3 of the MG1 and the motor outer rotor 4 of the MG1, and one part of mechanical power is directly output to the C1/C2 double-clutch input driving disk 11 through the motor outer rotor 4 of the MG1 and the output shaft 8 of the outer inner rotor under the interaction of air gap magnetic fields formed by the motor inner rotor 3 of the MG1 and the motor outer rotor 4 of the MG 1. Meanwhile, the MG1 motor inner rotor 3 and the MG1 motor outer rotor 4 generate electric power by mutual rotation speed difference and air-gap magnetic field torque, the electric power is converted into mechanical power of the motor MG2 through a mechanical electric power flow transmission line (see fig. 3), the mechanical power is output to the outer inner rotor output shaft 8 through the MG2 motor rotor 7, the mechanical power output by the MG1 motor outer rotor 4 is converged and output to the C1/C2 dual-clutch input driving disk 11, and the C1/C2 dual-clutch input driving disk 11 is combined with the C1 clutch driven disk 10 to transmit power to the transmission input hollow shaft 9. Different electric power and mechanical power ratios are generated through the change of the difference of the rotating speeds of the rotor 3 in the MG1 motor and the rotor 4 in the MG1 motor; the mechanical power and the electric power are converged on the outer inner rotor output shaft 8, the stepless speed change function of the vehicle is realized, and the speed and the torque required by the load change of the vehicle are met. Because of the existence of mechanical power of the MG1 motor inner rotor 3 and the MG1 motor outer rotor 4 of the double-rotor motor, the transmission efficiency of the stepless speed change mode is greatly higher than that of a motor series hybrid structure, and the motor has small size and simple structure under the condition of transmitting the same power.

The continuously variable power transmission route is as follows:

mechanical power route: engine 1 → MG1 motor inner rotor 3 → via air gap field → MG1 motor outer rotor 4 → outer inner rotor output shaft 8 → C1/C2 clutch input driving disk 11 → C1 clutch driven disk 10 → transmission input hollow shaft 9.

Electric power route: the speed difference between the engine 1 → the motor inner rotor 3 of MG1 and the motor outer rotor 4 of MG1 produces electric power → electric power conversion (see fig. 3) → MG2 motor stator 6 → MG2 motor rotor 7 → outer inner rotor output shaft 8 → C1/C2 clutch input drive disk 11 → C1 clutch driven disk 10 → transmission input hollow shaft 9.

The transmission input hollow shaft 9 converges the mechanical power and the electrical power, passing through the transmission drive gear set 23 → the transmission driven gear set 22 → the transmission output shaft 20 → the central drive gear shaft 17 → the central driven gear and differential 16 → the wheels.

Under the running mode of a Continuously Variable Transmission (CVT), decoupling of vehicle speed and traction force with the rotating speed and torque of the engine 1 is achieved, working stability of the engine 1 is greatly improved, and oil consumption and emission are reduced.

The function mode of the segmented stepless speed change gear shifting is as follows:

the speed range of the off-road vehicle is 0-100km/h, a dead axle gearbox with 4-6 gears is arranged according to different requirements of vehicle power, the motor MG1/MG2 is ensured to work in a high-efficiency area in the full-speed range of the vehicle, and the total efficiency of a transmission system is improved.

In the gear shifting mode: the method comprises the steps that a Vehicle Control Unit (VCU) sends a gear shifting signal, an engine 1 drives an MG1 motor inner rotor 3 and an MG1 motor outer rotor 4 of a double-rotor motor to operate, the MG1 motor outer rotor 4 directly outputs partial mechanical power of the engine 1 to an outer inner rotor output shaft 8, and the product of the rotation speed difference of the MG1 motor inner rotor 3 and the MG1 motor outer rotor 4 and the torque of the engine 1 generates generating power; the MG2 motor rotor 7 receives input power from a battery, and transmits the power through the outer and inner rotor output shafts 8 → the C1/C2 clutch input driving disk 11 → the C2 clutch driven disk 12 is engaged → the Z1 driving gear 13 → the Z2 driven gear 14 → the central driving gear shaft 17 → the central driven gear and differential 16 → wheels. At the moment, the C1 clutch 10 is loosened, power is not input into the hollow shaft 9 through the gearbox, and the gear shifting actuating mechanism carries out gear-disengaging, neutral and gear-engaging processes, so that gear shifting under the power uninterrupted mode is realized. At the time of gear shifting, the C1 clutch driven plate 10 gradually loosens pressing force, the C2 clutch driven plate 12 gradually increases pressing force, and gear shifting power is not interrupted. During gear shifting, the motor MG2 receives the output power of the battery, and the total vehicle power is equal to the power of the engine 1 plus the output power of the battery. All gear shifting procedures are the same. Due to the characteristic that the double-rotor motor MG1 is decoupled with the rotating speed and the torque of the engine 1, the clutch at the output end of the engine 1 can be eliminated in the transmission system.

Power recovery mode:

under the working conditions of vehicle running deceleration, long downhill and idling, the motor MG2 is switched into a power generation mode, and vehicle braking power and idling power are recovered and stored in the storage battery. The oil saving effect of the whole vehicle under the non-road condition reaches 10 to 25 percent.

The crawling function mode comprises the following steps:

when a low walking speed is needed, the rotating speed of the motor rotor 7 of the MG2 is controlled by adjusting the voltage and the frequency of the motor of the MG2, and further the input rotating speed of the hollow shaft 9 of the gearbox is controlled, and finally the running speed of the vehicle is controlled to be in a stable state close to 0.1 km/h. In this 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 functional mode:

under the reverse gear mode, the motor controller inputs reverse voltage to control the MG2 motor rotor 7 to rotate reversely, at the moment, the MG1 motor outer rotor 4 moves reversely, and is under the power generation mode; the electric power of the motor of the MG1 is output to the motor MG2 to move reversely after passing through the electric power conversion module (see fig. 3).

In a Continuously Variable Transmission (CVT) reverse mode, the power transmission route: battery/generator MG1 → MG2 electric machine rotor 7 reverse rotation → outer inner rotor output shaft 8 → C1/C2 clutch input driving disk 11 → C2 clutch driven disk 12 → Z1 driving gear 13 → Z2 driven gear 14 → center driving gear shaft 17 → center driven gear and differential 16 → wheel.

When high speed reverse is required, the clutch driven disk 10 can be engaged by the C1 → the transmission input hollow shaft 9 → the transmission drive gear set 23 → the transmission driven gear set 22 → the transmission output shaft 20 → the central drive gear shaft 17 → the central driven gear and differential 16 → the wheels.

Starting power-assisted functional mode:

when the off-road vehicle is started under heavy load, the vehicle is in a hybrid power state in a short period, mechanical power (penetrating power) split by the rotor 3 in the MG1 motor and the rotor 4 in the MG1 motor is output to the output shaft 8 of the outer inner rotor; the battery outputs power to the motor stator 6 of the MG2 and the motor rotor 7 of the MG2 of the motor MG2, and the output power of the motor is between the rated power and the peak power state according to the opening degree of the accelerator. When starting, the total power of the vehicle can reach 1.5-1.8 times of the rated power of the engine 1, so that the requirement on the low-speed starting capability of the engine 1 is greatly reduced, and the acceleration starting distance of the whole vehicle is reduced.

The power generation function mode comprises the following steps:

the scheme is provided with a high-power generator MG1/MG2, and the electric power with specified voltage and frequency is output outwards through a standardized output interface to provide electric power for the working machine, thereby enlarging the working range of a vehicle provided with the transmission system.

As shown in fig. 2, fig. 2 is a schematic structural view of an automatic transmission system according to another embodiment of the present invention. FIG. 2 is a dual clutch front-end configuration, the power transfer and control modes of which are identical to those of the clutch rear-end arrangement of FIG. 1; the front-mounted scheme of the clutch is simple in arrangement and is suitable for vehicles with independent structures of a gearbox and a rear axle; the rear-mounted scheme of the clutch has the advantages of reducing the vehicle wheel base and is suitable for the integrated structural design 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 paths of an automatic transmission system according to an embodiment of the present invention. The power of the engine is divided by the double-rotor motor MG1 to generate mechanical power with a certain proportion, and the mechanical power is directly transmitted to the speed-changing transmission system; the surplus engine power passes through the generator MG1 → AC/DC rectification → DC/AC inversion → the motor MG2 → the gearbox → wheels; when the battery charge state is less than the prescribed value, the motor MG1 charges the battery with electric power through the electric power transmission route. In a starting acceleration mode, the motor MG1 outputs mechanical power to the gearbox, the motor MG2 outputs mechanical power, and the two power outputs power to the gearbox through the C1 clutch driven disc 10; during gear shifting, the motor MG1 outputs penetrating power, the motor MG2 outputs mechanical power, and the uninterrupted power of the gear shifting power is output to the central driving gear shaft 17 through the C2 clutch driven disc 12; the power of the whole vehicle is equal to the power of the engine and the power provided by the battery.

To sum up, the utility model discloses a birotor series connection motor power split segmented infinitely variable transmission system has following advantage:

1. through the interaction of the two motors of the double-rotor motor MG1 and the motor MG2, the power splitting and converging of the engine and the storage battery are completed, and the continuous stepless Change (CVT) of the transmission ratio of the gearbox is realized. When the traction force and the speed of the vehicle are changed, the engine can stably run in a design interval with low oil consumption and low emission. The transmission ratio changes in response faster than a hydraulic continuously variable transmission system.

2. This scheme adopts the same shell structure of birotor motor sharing, and the bi-motor adopts the flat wire motor, sharing cooling oil duct, and the cable space integrates the degree height, and axle/radial dimension reduces 30% than equal power circle line motor. The high-efficiency working range of the motor is wide and high, the efficiency of the working range is 89-96%, and the efficiency of the high-efficiency working range of the pump and the motor of the hydraulic stepless speed change system is 83-92%.

3. This scheme utilization bi-motor structure has adopted dead axle gear gearbox to combine with the route of independently shifting gears, and incessant power of shifting gears does not pass through the gearbox train, has realized the automatic gearshift of all gears. Different from a hydraulic stepless speed change system, a large number of wet clutches, brakes and planet row structures are adopted, so that the manufacturing and assembling difficulty, the number of parts and the manufacturing cost are greatly reduced. The design reliability of the product is improved, and the use and maintenance cost of the product is reduced.

4. The scheme utilizes the power splitting principle of the double-rotor motor, realizes the direct output of partial mechanical power, and improves the efficiency by more than 5 percent compared with a series hybrid power system on average. The starting acceleration adopts a hybrid power mode, a hydraulic stepless speed change transmission system has no extra power of a storage battery, and an engine with larger displacement is required to be configured to achieve the same acceleration starting capability; this hybrid mode is well suited for vehicle applications with frequent start-up acceleration/deceleration, such as: loader, military off-road vehicle.

5. The scheme utilizes the power generation mode of the motor MG2 to recover and store the power of the vehicle in the working conditions of deceleration, braking, long slope descending and idling to the storage battery.

6. The scheme realizes the ultra-low speed crawling function of less than 100m/h by utilizing the low-speed and high-torque characteristic of the motor MG2 and the fixed-shaft gearbox, and is used for special operation of non-road vehicles. A multi-stage complex reduction gear mechanism is required to be additionally arranged for realizing ultra-low speed crawling gears in the traditional transmission system.

7. The scheme relies on the reverse rotation of the MG2 motor rotor to quickly realize the designed reverse speed of 0-Vmax km/h, and the design vehicle can quickly back up to run under the condition that the non-road vehicle can not turn, for example: the loader carries out emergency treatment and the military vehicle rapidly backs up to drive away from the danger area; conventional drivetrains do not have the capability of fast reverse.

8. All parts, motors, motor controllers, power batteries and other technologies and products of the scheme are perfected in domestic purchasing channels; the design cost and the future cost reduction space are huge. The hydraulic pump/motor, the wet clutch, the electro-hydraulic proportional valve and other key technologies for the hydraulic stepless transmission system basically depend on import, and are low in matching efficiency and small in price reduction space.

9. The scheme is provided with the high-power generator MG1/MG2, and the electric power with specified voltage and frequency is output outwards through the standardized output interface, so that the electric power is provided for the working machine tool needing the electric power, and the working range of the vehicle equipped with the scheme is expanded.

The foregoing descriptions of specific exemplary embodiments of the present invention have been presented for purposes of illustration and description. It is not intended to limit the invention to the precise form disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiments were chosen and described in order to explain certain principles of the invention and its practical application to enable one skilled in the art to make and use various exemplary embodiments of the invention and various alternatives and modifications as are suited to the particular use contemplated. It is intended that the scope of the invention be defined by the claims and their equivalents.

Claims

1. A dual rotor series motor power split segmented continuously variable transmission system comprising:

an MG1 motor inner rotor, which is connected with the flywheel of the engine as a whole;

the MG1 outer rotor of the motor is arranged outside the MG1 inner rotor of the motor in a surrounding way;

an MG2 motor rotor and an MG2 motor stator concentrically disposed aft of said MG1 motor outer rotor;

a transmission input hollow shaft for mounting a transmission drive gear set and located behind the MG2 motor rotor and the MG2 motor stator;

the C1/C2 double clutch input driving plate;

an outer inner rotor output shaft splined to the MG1 motor outer rotor, the MG2 motor rotor, and the C1/C2 dual clutch input drive disc simultaneously and passing through the transmission input hollow shaft;

the C1 clutch driven disc is fixedly connected with the transmission input hollow shaft;

the Z1 driving gear is fixedly connected with a C2 clutch driven disc; and

and the Z2 driven gear is in splined connection with a gearbox output shaft, and the gearbox output shaft is used for installing a gearbox driven gear set.

2. The dual rotor series motor power split segmented continuously variable transmission system of claim 1, wherein said flywheel rotates said MG1 motor inner rotor, said MG1 motor inner rotor rotates said MG1 motor outer rotor through air gap magnetic field interaction, said MG1 motor outer rotor forms a mechanical power output path through said outer inner rotor output shaft and said C1/C2 dual clutch input drive disk.

3. The dual rotor series motor power split segmented continuously variable transmission system of claim 2 wherein the electrical power output route is formed by the speed difference between the MG1 motor inner rotor and the MG1 motor outer rotor and the air gap magnetic field interaction, the electrical power is transmitted to the MG2 motor stator and the MG2 motor rotor, the MG2 motor rotor generates mechanical energy, the mechanical energy is transmitted to the driving disk through the outer inner rotor output shaft and the C1/C2 double clutch, and the mechanical power of the mechanical power output route is converged at the transmission input hollow shaft.

4. The dual rotor series motor power split segmented continuously variable transmission system of claim 1 further comprising a dual motor common housing disposed rearward of said flywheel, said dual motor common housing for housing said MG1 motor inner rotor, said MG1 motor outer rotor, said MG2 motor stator and said MG2 motor rotor.

5. The dual rotor series motor power split segmented continuously variable transmission system of claim 4 further comprising a transmission housing disposed rearward of said dual motor common housing, said transmission housing configured to house said transmission input hollow shaft, said transmission drive gear set, said transmission output shaft, said transmission driven gear set, said shift synchronizer, said C1/C2 dual clutch input drive disk, said C1 clutch driven disk, said C2 clutch driven disk, said Z1 drive gear, and said Z2 driven gear.

6. The dual rotor series motor power-split segmented continuously variable transmission system of claim 5, wherein said C1/C2 dual clutch input driving disk, said C1 clutch driven disk, said C2 clutch driven disk, said Z1 driving gear and said Z2 driven gear are disposed at a rear end within said transmission housing.

7. The dual rotor series motor power-split segmented continuously variable transmission system of claim 5, wherein said C1/C2 dual clutch input driving disk, said C1 clutch driven disk, said C2 clutch driven disk, said Z1 driving gear and said Z2 driven gear are disposed at a front end within said transmission housing.

8. The dual rotor series motor power split segmented continuously variable transmission system of claim 1 further comprising:

a central drive gear shaft connected to the transmission output shaft;

the central driven gear and the differential are in meshed connection with the central driving gear shaft through gears;

the rear axle housing is used for accommodating the central driving gear shaft, the central driven gear and the differential; and

and the power output shaft is coaxially connected with the output shaft of the outer inner rotor and used for outputting power outwards.