CN214607075U - Gear ring output stepless speed change transmission system with double clutches for splitting and converging - Google Patents

Abstract

The utility model discloses a ring gear output infinitely variable transmission system that double clutch divides to converge, include: the output shaft of the motor is coupled with a Z1 driving gear; the generator shaft penetrates through the output shaft of the motor and then is connected with the output shaft of the sun wheel and the sun wheel; the output shaft of the engine penetrates through the shaft of the generator and then is connected with the planet carrier shaft; the gear ring connecting shaft is simultaneously connected with the planet gear row gear ring, the Z3 driving gear and the C2 clutch driving disc, and the engine output shaft penetrates through the gear ring connecting shaft and then is connected with the C2 clutch driven disc; the power output shaft is coupled with a driven disc of the C2 clutch; the power confluence shaft is coupled with a Z2 driven gear; the input shaft of the gearbox is simultaneously coupled with the power confluence shaft and a driven disc of the C1 clutch; and the C1 clutch driving disc is coupled with the Z4 driven gear; wherein the Z1 driving gear is engaged with the Z2 driven gear, and the Z3 driving gear is engaged with the Z4 driven gear. Therefore, the planet row is divided into two power routes, and multiple functions of electromechanical power division and confluence and under a stepless speed change mode are successfully realized.

Description

Gear ring output stepless speed change transmission system with double clutches for splitting and converging

Technical Field

The utility model relates to a high horsepower tractor and non-road vehicle's infinitely variable transmission system, especially relate to a ring gear output infinitely variable transmission system that double clutch divides confluence.

Background

The existing non-road transmission system is divided into a manual gear shifting system according to a gear shifting mode; a stepped power uninterrupted automatic gear shifting system; a continuously variable CVT (continuously variable transmission) shift system.

1. Manual gear shifting system:

the gear shifting system consists of a manual gear shifting rod, a gear shifting shaft and a shifting fork; when the system is used for gear shifting, the main clutch needs to be separated, the power of an input shaft of the gearbox is cut off, the gear selecting and shifting processes are manually operated, and the system needs to stop and shift gears during operation.

2. The uninterrupted power automatic gear shifting system comprises:

the gear shifting process of the vehicle is carried out under the condition that the power from an engine to a gearbox is not interrupted; the wet-type multi-plate clutch is mostly adopted as a gear shifting executing mechanism, when gears need to be changed, two clutches for gear shifting are sequentially separated and combined according to the change of control oil pressure under the condition of incompletely cutting off power, and the running gear shifting under the condition of uninterrupted power is completed.

3. Hydro-mechanical continuously variable transmission shift system (HMCVT):

the transmission system consists of a hydraulic plunger variable pump/motor/multi-row planetary mechanism/wet clutch and a brake, and has the main advantages that: the power of the engine is divided into two power routes through the planet row; the torque and the rotating speed of the transmission system can be automatically and continuously changed according to the requirements of the speed and the traction of the vehicle by the power dividing and converging principles.

The prior art non-road transmission systems have the following characteristics:

1. the manual gear shifting transmission system is adopted:

the advantages are that: simple structure, easy manufacture, maintenance and low cost.

The disadvantages are as follows:

(1) the tractor adopting the manual gear shifting transmission system needs frequent stopping and gear shifting so as to meet the requirements of traction force and speed of farm tool operation, and has the advantages of high working strength, low working efficiency and unstable quality.

(2) The engine rotation speed changes along with the speed of the whole vehicle, so that the automatic gear shifting cannot be realized, the engine cannot work in a stable and economical rotation speed range, and the engine has high oil consumption, poor emission and large vibration abrasion.

2. Power uninterrupted automatic shifting drive train:

the advantages are that: realize not stopping to shift in the vehicle load traveles, improved tractor operating efficiency and control the travelling comfort.

The disadvantages are as follows:

(1) the engine can not stably run in a smaller rotating speed range, and indexes such as oil consumption, emission, vibration abrasion and the like of the engine are poorer although the gear shifting without stopping is realized.

(2) The transmission system needs a large number of clutches and proportional valves, and as the wear of the clutches increases, the gear shifting control law changes along with the changes of the wear of the clutches, the temperature of the use environment and the cleanliness of oil liquid; the stability of the shift quality is poor.

(3) The traditional power gear shifting gearbox realizes super creep gear (ultra-low speed), and needs a complex reduction gear train; it is difficult to achieve a creep speed of 0.2-0.4 Km/h.

(4) The key technology of the system is mastered by foreign companies and mainly depends on import, and the transmission system has high price and high maintenance cost.

3. Hydro-mechanical continuously variable transmission (HMCVT):

the advantages are that: the engine has high working efficiency and good control comfort, the output of the engine is decoupled with the load and the speed of the vehicle, and the engine stably runs in a low-oil consumption and low-emission region.

The disadvantages are as follows:

(1) the mechanical speed-changing system consisting of 4-6 gears is a speed-changing mechanism consisting of a plurality of rows of planetary mechanisms and a plurality of wet clutches or brakes, and has a complex structure and high cost.

(2) The hydraulic power shunt system composed of the hydraulic precision matching parts has high requirements on use cleanliness and maintenance cleanliness, and high use and maintenance cost.

(3) Since the technology of these systems is basically mastered by foreign companies, products are mainly imported, and the cost is high.

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 ring gear output infinitely variable transmission system that double clutch divides to converge, it can overcome the shortcoming that prior art exists very effectively.

In order to achieve the above object, the utility model provides a ring gear output infinitely variable transmission system that double clutch divides to converge, include: the output shaft of the motor is coupled with a Z1 driving gear; the generator shaft penetrates through the output shaft of the motor and then is connected with the output shaft of the sun wheel and the sun wheel; the output shaft of the engine penetrates through the shaft of the generator and then is connected with the planet carrier shaft; the gear ring connecting shaft is simultaneously connected with the planet gear row gear ring, the Z3 driving gear and the C2 clutch driving disc, and the engine output shaft penetrates through the gear ring connecting shaft and then is connected with the C2 clutch driven disc; the power output shaft is coupled with a driven disc of the C2 clutch; the power confluence shaft is coupled with a Z2 driven gear; the input shaft of the gearbox is simultaneously coupled with the power confluence shaft and a driven disc of the C1 clutch; and the C1 clutch driving disc is coupled with the Z4 driven gear; wherein the Z1 driving gear is engaged with the Z2 driven gear, and the Z3 driving gear is engaged with the Z4 driven gear.

In a preferred embodiment, the double clutch split-flow ring gear output continuously variable transmission system further comprises: the engine flywheel is connected with the engine output shaft; the generator rotor is coaxially connected with a generator shaft; the motor rotor is coaxially connected with the motor output shaft; the output shaft of the gearbox obtains different rotating speeds and torques from the input shaft of the gearbox through different gear gears of a gear set of the gearbox; and the central transmission driving shaft obtains power through the output shaft of the gearbox to drive the wheels.

In a preferred embodiment, the double clutch split ring gear output continuously variable transmission system further comprises an electric power split mode and a mechanical power split mode; the power transfer route of the electric power split mode includes: the power of the engine is transmitted to a generator rotor for power generation through an engine flywheel, an engine output shaft, a planet carrier shaft, a planet row gear ring, a sun gear output shaft and a generator shaft, and the electric power of the generator rotor is rectified, inverted, dragged and regulated through a motor rotor and then transmitted to a power converging shaft through the motor output shaft, a Z1 driving gear and a Z2 driven gear; and the mechanical power split mode power delivery route includes: the power of the engine is transmitted to the power confluence shaft through an engine flywheel, an engine output shaft planet carrier shaft, a planet row gear ring, a gear ring connecting shaft, a Z3 driving gear, a Z4 driven gear, a C1 clutch driving disc and a C1 clutch driven disc; the electric power split in the electric power split mode and the mechanical power split in the mechanical power split mode are converged into converging electric power on a power converging shaft, the converging electric power is output to a transmission output shaft through different gear gears of a transmission gear set, and then the wheels are driven through a central transmission driving shaft; wherein the C2 clutch driving disk is disengaged from the C2 clutch driven disk and the C1 clutch driving disk is engaged with the C1 clutch driven disk in the states of the electric power split mode and the mechanical power split mode.

In a preferred embodiment, the dual clutch split-flow ring gear output continuously variable transmission system further comprises an all-electric power transmission mode, in which the C1 clutch driving disk is separated from the C1 clutch driven disk to enable the Z4 driven gear to be in an idling state, and the C2 clutch driving disk is combined with the C2 clutch driven disk to enable the engine flywheel, the engine output shaft, the generator rotor, the generator shaft, the sun output shaft, the planet row ring gear, the planet carrier shaft, the sun gear, the Z3 driving gear, the ring gear coupling shaft, the C2 clutch driving disk, the C2 clutch driven disk and the power output shaft to be integrated and to be in the same rotation speed state.

In a preferred embodiment, the power transfer route for the all-electric power transfer mode comprises: the full power of an engine flywheel is transmitted to a generator rotor through an engine output shaft, a planet carrier shaft, a C2 clutch driving disc, a C2 clutch driven disc, a gear ring coupling shaft, a planet row gear ring, a sun gear output shaft and a generator shaft and converted into electric power, the electric power of the generator rotor is transmitted to a motor rotor through rectification inversion and converted into motor power, the motor power of the motor rotor is transmitted to a power converging shaft through the motor output shaft, a Z1 driving gear and a Z2 driven gear, the power of the power converging shaft is output to a gearbox output shaft through different gear gears of a gearbox gear set and then drives wheels through a central transmission driving shaft, and therefore the full electric power transmission mode is achieved.

In a preferred embodiment, the electric power split mode power transfer route includes a first electric power transfer route and a second electric power transfer route; the first electric power transfer route includes: the motor power of the motor rotor drives wheels through a motor output shaft, a Z1 driving gear Z2 driven gear, a power confluence shaft, a gearbox output shaft and a central transmission driving shaft; and the second electric power transfer route includes: the motor power of the rotor of the motor is transmitted to the gear ring connecting shaft through an output shaft of the motor, a Z1 driving gear Z2 driven gear, a power converging shaft, a Z4 driven gear, a C1 clutch driving disc, a C1 clutch driven disc and a Z3 driving gear.

In a preferred embodiment, the double-clutch split-flow ring gear output continuously variable transmission system further comprises a mechanical power external output mode and an electric power external output mode; the power transmission route of the mechanical power external output mode comprises: the full power of the engine flywheel outputs mechanical power to external equipment through an engine output shaft and a power output shaft, and at the moment, a driving disc of a C2 clutch is separated from a driven disc of a C2 clutch; the power transmission route of the electric power external output mode includes: the full power of the engine flywheel is transmitted to a generator rotor through an engine output shaft, a planet carrier shaft, a C2 clutch driving disc, a C2 clutch driven disc, a gear ring connecting shaft, a planet row gear ring, a sun gear output shaft and a generator shaft and converted into electric power to be supplied to external equipment for electricity, at the moment, the C1 clutch driving disc is separated from the C1 clutch driven disc, so that a Z4 driven gear is in an idle state, and meanwhile, the C2 clutch driving disc is combined with the C2 clutch driven disc, so that the engine flywheel, the engine output shaft, the generator rotor, the generator shaft, the sun gear output shaft, the planet row gear ring, the planet carrier shaft, the sun gear, the Z3 driving gear, the gear ring connecting shaft, the C2 clutch driving disc, the C2 clutch driven disc and the power output shaft are connected into a whole and are in the same rotating speed state.

In order to achieve the above object, the utility model also provides another kind of ring gear output infinitely variable transmission system that double clutch divides to converge, include: the output shaft of the motor is coupled with a Z1 driving gear; the generator shaft penetrates through the output shaft of the motor and then is connected with the output shaft of the sun wheel and the sun wheel; the output shaft of the engine penetrates through the shaft of the generator and then is connected with the planet carrier shaft; the gear ring connecting shaft is simultaneously connected with the planet gear row gear ring, the C1 clutch driven disc and the C2 clutch driving disc, and the engine output shaft passes through the gear ring connecting shaft to be connected with the C2 clutch driven disc; the power output shaft is coupled with a driven disc of the C2 clutch; the power confluence shaft is simultaneously coupled with the Z2 driven gear; the input shaft of the gearbox is simultaneously coupled with the power confluence shaft and the Z4 driven gear; the driving disc of the C1 clutch is linked with the Z3 driving gear; the engine flywheel is connected with the engine output shaft; the generator rotor is coaxially connected with a generator shaft; the motor rotor is coaxially connected with the motor output shaft; the output shaft of the gearbox obtains different rotating speeds and torques from the input shaft of the gearbox through different gear gears of a gear set of the gearbox; the central transmission driving shaft obtains power through a gearbox output shaft to drive wheels; wherein the Z1 driving gear is engaged with the Z2 driven gear, and the Z3 driving gear is engaged with the Z4 driven gear.

Compared with the prior art, the utility model discloses a double clutch divides ring gear output infinitely variable transmission system who converges has following beneficial effect: 1. the function of running the vehicle in two CVT modes is realized through the sequential action of the two clutches C1/C2; the rotating speed and the torque of the engine are decoupled with the traction force and the speed of the vehicle, so that the engine can be kept to stably run in an ideal design interval with low oil consumption and low emission under the condition of meeting the power demand of the vehicle, and the aims of saving oil of the whole vehicle and reducing emission are fulfilled. 2. In the power splitting and converging CVT mode, the power of an engine is split into two power routes through independent actions of a planet row and two motors, one power route is a mechanical power route, the other power route is a mechanical-electric-power route, and the CVT function of a transmission system is realized through the power splitting and converging principle. In the mode, the mechanical power of the partial engine is directly transmitted to the vehicle transmission system, so that the transmission efficiency is higher than that in the full-electric mode by more than 10-15%, and the full-electric mode is suitable for the operation requirement of full power and high horsepower. In the mode, the power transmission route is shortened, the number of speed change parts such as gears and shafts of the transmission system is greatly reduced, the axial space of the transmission system is saved, and the efficiency of the transmission route is improved. 3. In the double-motor serial CVT mode, the power of the engine is completely converted into electric power, the CVT function is directly realized by the characteristics of the motor, and the double-motor serial CVT is suitable for low-speed and high-speed transportation operation under partial power; because CVT modes under different working conditions are adopted, the scheme can realize the CVT speed regulation function of the high-horsepower tractor by using a high-speed low-power motor (1/3-1/2 of the power of an engine), thereby greatly reducing the cost of a transmission system, saving the design space and improving the reliability. 4. The power splitting and converging device adopts a mode of double motors and differential planetary mechanisms, is different from a plunger pump/motor transmission system of a hydraulic power splitting scheme (HMCVT), and has the following motor performances: the response speed is 2-3 times faster than that of a hydraulic pump system, the speed control accuracy is superior to that of a hydraulic pump/motor system, and the average efficiency is superior to that of a hydraulic system by nearly 15%. The use and maintenance cost is as follows: the motor is simple and reliable to maintain, no running pollution is generated, the requirements on the cleanliness of the hydraulic pump and the motor are extremely high, and the maintenance cost is very high. Cost and purchase: the same power cost of the permanent magnet synchronous motor is about one third of that of a hydraulic pump/motor, and the permanent magnet synchronous motor is still in continuous descending; domestic manufacturers have fully mastered the development and production technology of motors. 5. According to the scheme, two-gear CVT gears and a simple two-gear fixed-shaft gear box are adopted, the operation CVT is selected when the vehicle is stopped during operation, and the operation speed coverage of 0-25 kilometers is realized; when in transportation, a high-speed CVT is selected to cover the range of the transportation speed of 0-50 kilometers. Different from a traditional hydraulic pressure (HMCVT) multi-row planetary mechanism and a wet clutch or a brake which must be adopted, the manufacturing and assembling difficulty is greatly reduced, the number of parts under the same gear is greatly reduced, and the manufacturing cost is reduced; the design reliability of the product is improved, and the use and maintenance cost of the product is reduced. According to the scheme, the double motors adopt an alternating current-direct current-alternating current rectification inversion system, an energy storage battery is theoretically not needed, electric energy generated by the generators is directly transmitted to the motors to be output, and due to the fact that the batteries and a management system are reduced, the scheme greatly reduces system cost and improves system reliability. 7. The scheme does not need to arrange a reverse gear in the gearbox, can realize the designed reverse speed of 0-Vmax km/h by means of the reverse rotation of the motor, and meets various operation requirements of the tractor. 8. The scheme mainly comprises key parts, technologies and products such as a high-power permanent magnet synchronous motor, a motor controller, a wet-type multi-plate clutch, a power battery and the like, wherein domestic manufacturers completely master and produce the products on a large scale, and a local purchasing channel is wide. Due to the high reliability and low cost of the motor and the controller, the manufacturing, using and maintaining cost of the transmission system is far lower than that of the HMCVT transmission system consisting of the hydraulic components. 9. The scheme is provided with the high-power generator, and the electric power with specified voltage and frequency is output outwards through the standardized output interface, so that electric energy is provided for the working machine needing the electric power, the emergency rescue work is performed, and the working range of the whole machine is expanded.

Drawings

FIG. 1 is a schematic structural arrangement of a continuously variable transmission system according to an embodiment of the present invention;

fig. 2 is a schematic diagram of a transmission system according to another embodiment of the present invention.

Description of the main reference numerals:

1-engine flywheel; 2-an engine output shaft; 3-a generator rotor; 4-a generator shaft; 5-a motor rotor; 6-motor output shaft; 7-Z2 driven gear; 8-Z1 drive gear; 9-sun gear output shaft; 10-planet row gear ring; 11-a planet carrier shaft; 12-a sun gear; 13-Z3 drive gear; 14-a ring gear coupling shaft; 15-C2 clutch driving plate; 16-C2 clutch driven plate; 17-a power take-off shaft; 18-central drive shaft; 19-a gearbox output shaft; 20-Z4 driven gear; 21-C1 clutch driving plate; 22-C1 clutch driven plate; 23-a power sink shaft; 28-gearbox input shaft.

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, a dual clutch split-and-confluence ring gear output continuously variable transmission system according to a preferred embodiment of the present invention includes: the motor output shaft 6 is coupled to the Z1 drive gear 8. The generator shaft 4 passes through the motor output shaft 6 and is coupled to the sun gear output shaft 9 and the sun gear 12. The engine output shaft 2 is coupled to the carrier shaft 11 after passing through the generator shaft 4. The ring gear coupling shaft 14 is coupled with the planet row ring gear 10, the Z3 driving gear 13 and the C2 clutch driving disk 15 at the same time, and the engine output shaft 2 passes through the ring gear coupling shaft 14 and then is coupled with the C2 clutch driven disk 16. The power take-off shaft 17 is coupled to the C2 clutch driven disc 16. The power confluence shaft 23 is coupled with the Z2 driven gear 7. The transmission input shaft 28 is coupled to both the power bus shaft 23 and the C1 clutch disk 22. The C1 clutch driving plate 21 is coupled with the Z4 driven gear 20. Wherein the Z1 driving gear 8 meshes with the Z2 driven gear 7, and the Z3 driving gear 13 meshes with the Z4 driven gear 20.

In some embodiments, the dual clutch split ring gear output continuously variable transmission system further comprises: the engine flywheel 1 is coupled to an engine output shaft 2. The generator rotor 3 is coupled coaxially with the generator shaft 4. The motor rotor 5 is coupled coaxially with the motor output shaft 6. The gearbox output shaft 19 receives different rotational speeds and torques from the gearbox input shaft 28 via different gear gears of the gearbox gearset. And the central drive shaft 18 takes power to drive the wheels through the gearbox output shaft 19.

In some embodiments, the present invention provides a dual clutch split-flow ring gear output stepless speed change transmission system, which uses a differential planetary mechanism composed of an engine output shaft 2, a planet row ring gear 10, a planet carrier shaft 11 and a sun gear 12 as a split-flow device of engine power.

The mechanical power of the engine is distributed in controlled proportions via the engine output shaft 2, the planet carrier shaft 11 to the planet row ring gear 10 and the sun gear 12. The generator rotor 3 obtains a part of mechanical power through the sun gear 12, the sun gear output shaft and the generator shaft to generate electricity and then converts the electricity into electric power. Another part of the mechanical power is distributed to the planet row ring gear 10. The generator rotor 3 supplies electric power in accordance with the control demand to the motor rotor 5. The motor rotor 5 outputs motor power to the Z1 drive gear 8 via the motor output shaft 6 as required by the control. The motor power is converged to the power bus shaft 23 through the Z1 driving gear 8 and the Z2 driven gear 7. The rest of the mechanical power of the engine is converged to the power sink shaft 23 through the planet carrier 10, the ring gear coupling shaft 14, the Z3 driving gear 13, the Z4 driven gear 20, the C1 clutch driving disk 21 and the C1 clutch driven disk 22. In this case, the power bus shaft 23 serves as an input shaft of the transmission power.

The rotation speed of the ring gear coupling shaft 14 is continuously changed in accordance with the accelerator opening degree of the driver and the change in the external load of the vehicle. Under the condition that the opening degree of an accelerator is unchanged, when the load of the whole vehicle is reduced, the torque requirement of the gear ring connecting shaft 14 is reduced, the rotating speed is increased, meanwhile, the rotating speed of the engine flywheel 1 is also moderately increased, the rotating speed of the planet row gear ring 10 connected with the generator shaft 4 is reduced, the generated power is reduced, the required torque is reduced due to the speed increase of the whole vehicle, and the electric power requirement is reduced at the same time, so that the power requirement of the motor rotor 5 is reduced in the vehicle speed increasing stage and is matched with the generating capacity of the generator rotor 3. When the load of the whole vehicle is increased, the rotating speed of the gear ring connecting shaft 14 is reduced, the rotating speed of the engine flywheel 1 is reduced, the torque is increased, the controller regulates and controls the distribution proportion of the output electromechanical power of the engine, and the rotating speed of the generator rotor 3 is increased and the generating capacity is increased at the moment determined by the characteristics of the planet row.

The rotation speed of the motor rotor 5 is reduced and the torque is increased. The motor rotor 5 provides torque to be increased to the power junction shaft 23 through the motor output shaft 6, the Z1 driving gear 8 and the Z2 driven gear 7, and the power junction shaft is balanced with the load of the whole vehicle, so that the CVT function of continuous speed change and torque change of the gearbox output shaft 19 is realized.

In some embodiments, the dual clutch split ring output continuously variable transmission system can achieve an electric power split mode as well as a mechanical power split mode. The power transfer route of the electric power split mode includes: the power of the engine is transmitted to the generator rotor 3 through the engine flywheel 1, the engine output shaft 2, the planet carrier shaft 11, the planet row gear ring 10, the sun gear 12, the sun gear output shaft 9 and the generator shaft 4 to generate electricity, the electric power of the generator rotor 3 is rectified, inverted, dragged and regulated through the motor rotor 5, and then is transmitted to the power converging shaft 23 through the motor output shaft 6, the Z1 driving gear 8 and the Z2 driven gear 7. And the power transfer route of the mechanical power splitting mode includes: the power of the engine is transmitted to the power confluence shaft 23 through an engine flywheel 1, an engine output shaft 2, a planet carrier shaft 11, a planet row gear ring 10, a gear ring connecting shaft 14, a Z3 driving gear 13, a Z4 driven gear 20, a C1 clutch driving disc 21 and a C1 clutch driven disc 22. The electric power split in the electric power split mode and the mechanical power split in the mechanical power split mode are converged into converging electric power on the power converging shaft 23, the converging electric power is output to the transmission output shaft 19 through different gear gears passing through the transmission gear set, and then the converging electric power drives wheels through the central transmission driving shaft 18. Wherein the C2 clutch driving disk 15 is disengaged from the C2 clutch driven disk 16 and the C1 clutch driving disk 21 is engaged with the C1 clutch driven disk 22 in the states of the electric power split mode and the mechanical power split mode.

The utility model discloses a double clutch divides ring gear output infinitely variable transmission system who converges passes through the reposition of redundant personnel of engine power in planet row department, converges at 23 departments of power confluence axle, accomplishes the speed and the moment of torsion change that the vehicle needs, has realized continuous infinitely variable CVT function.

In some embodiments, the dual clutch split ring gear output continuously variable transmission system can also realize an all-electric power transmission mode, in which the C1 clutch driving disk 21 and the C1 clutch driven disk 22 are separated to enable the Z4 driven gear 20 to be in an idle state, and the C2 clutch driving disk 15 and the C2 clutch driven disk 16 are combined to enable the engine flywheel 1, the engine output shaft 2, the generator rotor 3, the generator shaft 4, the sun gear output shaft 9, the planet row ring gear 10, the planet carrier shaft 11, the sun gear 12, the Z3 driving gear 13, the ring gear coupling shaft 14, the C2 clutch driving disk 15, the C2 clutch driven disk 16 and the power output shaft 17 to be coupled together and in the same rotation speed state. The generator rotor 3 is now the only source of power input to the drive train.

In some embodiments, the power transfer route for the all-electric power transfer mode includes: the full power of the engine flywheel 1 is transmitted to the generator rotor 3 through the engine output shaft 2, the planet carrier shaft 11, the C2 clutch driving disc 15, the C2 clutch driven disc 16, the gear ring connecting shaft 14, the planet row gear ring 10, the sun gear 12, the sun gear output shaft 9 and the generator shaft 4 to be converted into electric power, the electric power of the generator rotor 3 is transmitted to the motor rotor 5 to be converted into motor power after rectification and inversion, the motor power of the motor rotor 5 is transmitted to the power sink shaft 23 through the motor output shaft 6, the Z1 driving gear 8 and the Z2 driven gear 7, the power of the power sink shaft 23 is output to the gearbox output shaft 19 through different gear gears of the gearbox gear set, and then the wheels are driven through the central transmission driving shaft 18, so that the full electric power transmission mode is realized.

Mechanical power of the engine flywheel 1 in a full electric power transmission mode is completely converted into electric power, the power is transmitted in a motor series mode, and the advantages of low speed and high speed constant power of the motor are fully utilized. The low-speed and high-speed modes of the tractor are not main full-power traction operation areas, the power for walking is generally 1/3-1/2 of rated power, and the normal requirement of the tractor can be met by theoretically reaching half of the rated power of an engine by adopting a series mode motor. If the full power is required for a short period, the peak power characteristic (generally one time of rated power) of the motor can meet the requirement of the tractor.

The utility model discloses a variable speed CVT structure of double clutch structure has realized that tractor full power is high-efficient when lasting the operation, has reduced size, the cost of bi-motor by a wide margin. The function requirement of the mechanical gearbox is greatly simplified, the mechanical gearbox can be designed into a fixed shaft type two-gear gearbox instead of a gearbox with 16/32/64 gears, and the system efficiency is 10-15% higher than that of a full electric mode because most of mechanical power in a power splitting structure is directly output to a transmission system.

The tractor has wide operation speed, the output speed range of full-power operation is from 0.2 to 20km/h, and the field and road transportation speed range is from 20 to 50 km/h. The full power output and walking are met within the range of 0.2-20km/h, and very complex design requirements are provided for a transmission system of a large-horsepower tractor with over 200 horsepower. Meanwhile, if the system adopts the double-motor power splitting and converging CVT to change the speed in the full speed range, the angular power of the double motors is 5-6 times of the rated power, the motors need low-speed large torque and high-speed small torque, the size and the cost of the motors and the controller are greatly improved, and the speed change system surrounding the motors is very complex.

The utility model discloses a infinitely variable system has designed two clutches C1, C2 and has installed in the position of difference, and the purpose is that the realization vehicle crawls under speed and the high-speed transportation speed mode, realizes the direct CVT system of establishing ties of motor, and the design manufacturing complexity of mechanical transmission has been simplified by a wide margin to this structure. The power of the motor for the power splitting and converging system is greatly reduced, the cost of the transmission system is greatly reduced, and the reliability is improved. The system automatically switches according to the control law or the requirement of a driver.

In some embodiments, the power transfer route of the electric power split mode of the present invention may include a first electric power transfer route and a second electric power transfer route. The first electric power transfer route includes: the motor power of the motor rotor 5 drives the wheels through the motor output shaft 6, the Z1 driving gear 8, the Z2 driven gear 7, the power confluence shaft 23, the gearbox output shaft 19 and the central transmission driving shaft 18. And the second electric power transfer route includes: the motor power of the motor rotor 5 is transmitted to the ring gear coupling shaft 14 through the motor output shaft 6, the Z1 driving gear 8, the Z2 driven gear 7, the power converging shaft 23, the Z4 driven gear 20, the C1 clutch driving disk 21, the C1 clutch driven disk 22 and the Z3 driving gear 13. The power of the second electrical power transfer path is ultimately transferred to the ring gear coupling shaft 14 for the purpose of accommodating a situation in which a gearset of the gearbox is in direct transfer relationship with the ring gear coupling shaft 14.

In a preferred embodiment, the double-clutch split-flow ring gear output continuously variable transmission system further comprises a mechanical power external output mode and an electric power external output mode; mechanical power external output mode, the power transmission route of which comprises: the full power of the engine flywheel 1 is delivered to the external device via the engine output shaft 2 and the power output shaft 17, at which time the C2 clutch driving plate 15 and the C2 clutch driven plate 16 are disengaged. The power transmission route of the electric power external output mode includes: the total power of the engine flywheel 1 is transmitted to the generator rotor 3 through the engine output shaft 2, the carrier shaft 11, the C2 clutch driving disk 15, the C2 clutch driven disk 16, the ring gear coupling shaft 14, the planet row ring gear 10, the sun gear 12, the sun gear output shaft 9 and the generator shaft 4 to be converted into electric power to be supplied to external equipment for electricity, at this time, the C1 clutch driving disk 21 is separated from the C1 clutch driven disk 22 to make the Z4 driven gear 20 in an idling state, and the C2 clutch driving disk 15 is combined with the C2 clutch driven disk 16 to integrally couple the engine flywheel 1, the engine output shaft 2, the generator rotor 3, the generator shaft 4, the sun gear output shaft 9, the planet row ring gear 10, the carrier shaft 11, the sun gear 12, the Z3 driving gear 13, the ring gear coupling shaft 14, the C2 clutch driving disk 15, the C2 clutch driven disk 16 and the power output shaft 17, and are in the same rotating speed state.

Referring to fig. 1 in addition to fig. 2, to achieve the above object, the present invention further provides another dual clutch split-and-confluence ring gear output continuously variable transmission system. The embodiment of fig. 2 differs from the embodiment of fig. 1 in that the C1 clutch formed by the driving disk 21 of the C1 clutch and the driven disk 22 of the C1 clutch of fig. 1 is changed from being originally mounted on the transmission input shaft 28 to being mounted on the ring gear coupling shaft 14, and the rest of the structure is the same as that of fig. 1 and will not be described again.

To sum up, the utility model discloses a ring gear output infinitely variable transmission system that double clutch divides to converge has following beneficial effect:

1. the function of running the vehicle in two CVT modes is realized through the sequential action of the two clutches C1/C2; the rotating speed and the torque of the engine are decoupled with the traction force and the speed of the vehicle, so that the engine can be kept to stably run in an ideal design interval with low oil consumption and low emission under the condition of meeting the power demand of the vehicle, and the aims of saving oil of the whole vehicle and reducing emission are fulfilled.

2. In the power splitting and converging CVT mode, the power of an engine is split into two power routes through independent actions of a planet row and two motors, one power route is a mechanical power route, the other power route is a mechanical-electric-power route, and the CVT function of a transmission system is realized through the power splitting and converging principle. In the mode, the mechanical power of the partial engine is directly transmitted to the vehicle transmission system, so that the transmission efficiency is higher than that in the full-electric mode by more than 10-15%, and the full-electric mode is suitable for the operation requirement of full power and high horsepower. In the mode, the power transmission route is shortened, the number of speed change parts such as gears and shafts of the transmission system is greatly reduced, the axial space of the transmission system is saved, and the efficiency of the transmission route is improved.

3. In the double-motor serial CVT mode, the power of the engine is completely converted into electric power, the CVT function is directly realized by the characteristics of the motor, and the double-motor serial CVT is suitable for low-speed and high-speed transportation operation under partial power; because CVT modes under different working conditions are adopted, the scheme can realize the CVT speed regulation function of the high-horsepower tractor by using a high-speed low-power motor (1/3-1/2 of the power of an engine), thereby greatly reducing the cost of a transmission system, saving the design space and improving the reliability.

4. The power splitting and converging device adopts a mode of double motors and differential planetary mechanisms, is different from a plunger pump/motor transmission system of a hydraulic power splitting scheme (HMCVT), and has the following motor performances: the response speed is 2-3 times faster than that of a hydraulic pump system, the speed control accuracy is superior to that of a hydraulic pump/motor system, and the average efficiency is superior to that of a hydraulic system by nearly 15%. The use and maintenance cost is as follows: the motor is simple and reliable to maintain, no running pollution is generated, the requirements on the cleanliness of the hydraulic pump and the motor are extremely high, and the maintenance cost is very high. Cost and purchase: the same power cost of the permanent magnet synchronous motor is about one third of that of a hydraulic pump/motor, and the permanent magnet synchronous motor is still in continuous descending; domestic manufacturers have fully mastered the development and production technology of motors.

5. According to the scheme, two-gear CVT gears and a simple two-gear fixed-shaft gear box are adopted, the operation CVT is selected when the vehicle is stopped during operation, and the operation speed coverage of 0-25 kilometers is realized; when in transportation, a high-speed CVT is selected to cover the range of the transportation speed of 0-50 kilometers. Different from a traditional hydraulic pressure (HMCVT) multi-row planetary mechanism and a wet clutch or a brake which must be adopted, the manufacturing and assembling difficulty is greatly reduced, the number of parts under the same gear is greatly reduced, and the manufacturing cost is reduced; the design reliability of the product is improved, and the use and maintenance cost of the product is reduced.

6. The double motors adopt an AC-DC-AC rectification inversion system, theoretically, an energy storage battery is not needed, electric energy generated by the generators is directly transmitted to the motors to be output, and due to the fact that the batteries and a management system are reduced, system cost is greatly reduced, and system reliability is improved.

7. The scheme does not need to arrange a reverse gear in the gearbox, can realize the designed reverse speed of 0-Vmax km/h by means of the reverse rotation of the motor, and meets various operation requirements of the tractor.

8. The scheme mainly comprises key parts, technologies and products such as a high-power permanent magnet synchronous motor, a motor controller, a wet-type multi-plate clutch, a power battery and the like, wherein domestic manufacturers completely master and produce the products on a large scale, and a local purchasing channel is wide. Due to the high reliability and low cost of the motor and the controller, the manufacturing, using and maintaining cost of the transmission system is far lower than that of the HMCVT transmission system consisting of the hydraulic components.

9. The scheme is provided with the high-power generator, and the electric power with specified voltage and frequency is output outwards through the standardized output interface, so that electric energy is provided for the working machine needing the electric power, the emergency rescue work is performed, and the working range of the whole machine 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 (8)

1. A double-clutch split-and-confluence gear ring output continuously variable transmission system is characterized by comprising:

a motor output shaft coupled to the Z1 drive gear;

the generator shaft penetrates through the output shaft of the motor and then is connected with the output shaft of the sun wheel and the sun wheel;

the engine output shaft penetrates through the generator shaft and is coupled with the planet carrier shaft;

the gear ring connecting shaft is simultaneously connected with the planet row gear ring, the Z3 driving gear and the C2 clutch driving disc, and the engine output shaft penetrates through the gear ring connecting shaft and then is connected with the C2 clutch driven disc;

a power take-off shaft coupled to the C2 clutch driven disc;

a power sink shaft coupled with the Z2 driven gear;

a transmission input shaft coupled to both the power sink shaft and the C1 clutch driven plate; and

a C1 clutch driving disk coupled with the Z4 driven gear;

wherein the Z1 driving gear and the Z2 driven gear are in mesh, the Z3 driving gear and the Z4 driven gear are in mesh.

2. The dual clutch split ring gear output continuously variable transmission system as set forth in claim 1, further comprising:

an engine flywheel coupled to the engine output shaft;

a generator rotor coupled coaxially with the generator shaft;

a motor rotor coupled coaxially with the motor output shaft;

the gearbox output shaft obtains different rotating speeds and torques from the gearbox input shaft through different gear gears of a gearbox gear set; and

and the central transmission driving shaft acquires power through the gearbox output shaft to drive wheels.

3. The dual clutch split ring gear output continuously variable transmission system as set forth in claim 2, further including;

an electric power split mode, the power transfer route of which comprises: the power of the engine is transmitted to the generator rotor through the engine flywheel, the engine output shaft, the planet carrier shaft, the planet row gear ring, the sun gear output shaft and the generator shaft to generate electricity, and the electric power of the generator rotor is rectified, inverted, dragged and regulated through the motor rotor and then transmitted to the power confluence shaft through the motor output shaft, the Z1 driving gear and the Z2 driven gear; and

mechanical power split mode, the power transfer route of which comprises: the power of the engine is transmitted to the power confluence shaft through the engine flywheel, the engine output shaft, the planet carrier shaft, the planet row ring gear, the ring gear coupling shaft, the Z3 driving gear, the Z4 driven gear, the C1 clutch driving disc and the C1 clutch driven disc;

the electric power split in the electric power split mode and the mechanical power split in the mechanical power split mode are converged into converging electric power on the power converging shaft, and the converging electric power is output to the gearbox output shaft through different gear gears of a gearbox gear set and drives wheels through the central transmission driving shaft;

wherein the C2 clutch driving disk is disengaged from the C2 clutch driven disk and the C1 clutch driving disk is engaged with the C1 clutch driven disk in the states of the electric power split mode and the mechanical power split mode.

4. The dual clutch split ring gear output continuously variable transmission system as set forth in claim 2, further comprising an all-electric power transmission mode in which said C1 clutch driving disk is disengaged from said C1 clutch driven disk to idle said Z4 driven gear, while said C2 clutch driving disk is engaged with said C2 clutch driven disk to couple said engine flywheel, said engine output shaft, said generator rotor, said generator shaft, said sun output shaft, said planet carrier shaft, said sun gear, said Z3 driving gear, said ring gear coupling shaft, said C2 clutch driving disk, said C2 clutch driven disk and said power output shaft together at the same rotational speed.

5. The dual clutch split ring gear output continuously variable transmission system as set forth in claim 4 wherein said all-electric power transfer mode power transfer path includes: the full power of the engine flywheel is transferred via the engine output shaft, the carrier shaft, the C2 clutch driving disk, the C2 clutch driven disk, the ring gear coupling shaft, the planet carrier ring gear, the sun output shaft, and the generator shaft to the generator rotor for conversion to electrical power, the electric power of the generator rotor is transmitted to the motor rotor after rectification and inversion to be converted into motor power, the motor power of the motor rotor is transmitted to the power confluence shaft through the motor output shaft, the Z1 driving gear and the Z2 driven gear, the power of the power confluence shaft is output to the output shaft of the gearbox through different gear gears of a gearbox gear set, and then the wheels are driven through the central transmission driving shaft, so that the full electric power transmission mode is realized.

6. A dual clutch split ring gear output continuously variable transmission system as set forth in claim 3 wherein said electric power split mode power transfer path comprises:

a first electric power transfer route comprising: the motor power of the motor rotor drives the wheels through the motor output shaft, the Z1 drive gear, the Z2 driven gear, the power bus shaft, the gearbox output shaft and the central transmission drive shaft; and

a second electric power transfer route comprising: the motor power of the motor rotor is transmitted to the ring gear coupling shaft through the motor output shaft, the Z1 driving gear, the Z2 driven gear, the power confluence shaft, the Z4 driven gear, the C1 clutch driving disc, the C1 clutch driven disc and the Z3 driving gear.

7. The dual clutch split ring gear output continuously variable transmission system as set forth in claim 2, further comprising:

mechanical power external output mode, the power transmission route of which comprises: the full power of the engine flywheel outputs mechanical power to external equipment through the engine output shaft and the power output shaft, and the C2 clutch driving disc and the C2 clutch driven disc are separated;

an electric power external output mode, a power transfer route thereof comprising: the full power of the engine flywheel is transmitted to the generator rotor through the engine output shaft, the carrier shaft, the C2 clutch driving disk, the C2 clutch driven disk, the ring gear coupling shaft, the planetary gear ring, the sun gear output shaft, and the generator shaft to be converted into electric power to be supplied to an external device, and at this time, the C1 clutch driving disk is separated from the C1 clutch driven disk to put the Z4 driven gear in an idling state, and the C2 clutch driving disk is engaged with the C2 clutch driven disk to make the engine flywheel, the engine output shaft, the generator rotor, the generator shaft, the sun gear output shaft, the planetary gear ring, the carrier shaft, the sun gear, the Z3 driving gear, the ring gear coupling shaft, the C2 clutch driving disk, The C2 clutch driven disc and the power output shaft are connected into a whole and are in the same rotating speed state.

8. A double-clutch split-and-confluence gear ring output continuously variable transmission system is characterized by comprising:

a motor output shaft coupled to the Z1 drive gear;

the generator shaft penetrates through the output shaft of the motor and then is connected with the output shaft of the sun wheel and the sun wheel;

the engine output shaft penetrates through the generator shaft and is coupled with the planet carrier shaft;

a ring gear coupling shaft which is coupled with the planet row ring gear, the C1 clutch driven disc and the C2 clutch driving disc at the same time, and the engine output shaft is coupled with the C2 clutch driven disc through the ring gear coupling shaft;

a power take-off shaft coupled to the C2 clutch driven disc;

a power confluence shaft which is simultaneously coupled with the Z2 driven gear;

a gearbox input shaft coupled to both the power bus shaft and the Z4 driven gear;

a C1 clutch drive plate coupled to the Z3 drive gear;

an engine flywheel coupled to the engine output shaft;

a generator rotor coupled coaxially with the generator shaft;

a motor rotor coupled coaxially with the motor output shaft;

the gearbox output shaft obtains different rotating speeds and torques from the gearbox input shaft through different gear gears of a gearbox gear set; and

a central drive shaft which obtains power through the gearbox output shaft to drive wheels;

wherein the Z1 driving gear and the Z2 driven gear are in mesh, the Z3 driving gear and the Z4 driven gear are in mesh.

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