WO2016082776A1 - Electric continuously variable transmission (ecvt) and vehicle comprising same - Google Patents

Abstract

An electric continuously variable transmission (eCVT) and vehicle comprising same, comprising: an electric motor (2); a first clutch (C0) connected to an external portion; a planetary gear set (5) disposed between the electric motor (2) and the first clutch (C0); and comprising a sun gear (5.1), a planet carrier (5.3) and a gear ring (5.5); a second clutch (C1) disposed between the first clutch (C0) and the gear ring (5.5); a third clutch (C2) disposed between the first clutch (C0) and the sun gear (5.1); a brake (B1) fixedly connected to a housing of the eCVT, used to lock or release the gear ring (5.5) and a gear-shifting executor (A1), the gear-shifting executor (A1) being fixedly connected to the sun gear (5.1), and capable of being disconnected or connected to the electric motor (2) to output power from the electric motor (2) or input power to the electric motor (2).

Description

Electric continuously variable transmission and vehicle including the same Technical field

The present invention relates to an electric continuously variable transmission for a vehicle. Moreover, the invention also relates to a vehicle comprising the electric continuously variable transmission.

Background technique

Typically, a hybrid transmission has a single electric motor and a single planetary gear set that is capable of achieving a continuously variable ratio for the engine, which is also referred to as an electric continuously variable transmission (eCVT). . The electric continuously variable transmission has various driving modes such as a pure engine driving mode, a pure electric motor driving mode, and the like.

The Toyota Hybrid System (THS) is known as a representative of hybrid systems and is widely used in the field of hybrid power. Figure 1 shows the structure of the power system of the THS.

As shown in Figure 1, the THS is a highly efficient hybrid system with a planetary gear set and two electric motors, one of which is an electric motor and the other is called a generator. In the THS, the engine is coupled to the planet carrier, the generator is coupled to the sun gear, and the motor is coupled to the ring gear, and the THS outputs power from the ring gear to the wheel.

Figure 2 shows the working principle of the THS separation system. With the speed adjustment of the two electric motors, the engine can always work in the most efficient area.

However, the structure of the THS determines that the engine must be started at high speeds (vehicle speeds above 100kph). If the engine does not start, the generator connected to the sun gear will exceed the designed speed, so THS cannot achieve high-speed pure electric drive. Therefore, for plugging in For hybrid vehicles and extended-range electric vehicles, THS cannot meet the requirements of high-speed pure electric drive, as shown in Figure 3.

Further, THS uses two electric motors, a generator connected to the sun gear and an electric motor connected to the ring gear. The total power of the two electric motors exceeds 100kw, and in the case of a single electric motor, an electric motor of only 20kw can be used. The same vehicle performance under electric drive can be achieved. It is apparent that THS produces additional costs from electric motors and power electronics compared to a single electric motor.

Further, in the general sense, the energy efficiency of the direct mechanical energy path (fuel → engine → wheel) is always higher than the energy efficiency of the other path (fuel → engine → generator → electric motor drive → wheel). However, in most cases, THS always contains a certain proportion of the next path, which reduces system efficiency, see Figure 4.

Summary of the invention

It is an object of the present invention to provide an efficient hybrid system architecture that is capable of operating an engine and an electric motor in an efficient region under different operating conditions and that can be used from full mixing to plug-in mixing until extended programming The vehicle is powered by electric vehicles.

The above object is achieved by an electric continuously variable transmission for a vehicle according to the present invention and a vehicle including the electric continuously variable transmission according to the present invention.

According to the present invention, there is provided an electric continuously variable transmission including: an electric motor; a first clutch connected to the outside; a planetary gear set, the planetary gear set being disposed between the electric motor and the first clutch And including a sun gear, a carrier and a ring gear; a second clutch disposed between the first clutch and the ring gear; a third clutch, the third clutch being disposed at the Between a clutch and the sun gear; a brake fixedly coupled to a housing of the electric continuously variable transmission for locking or releasing the ring gear, and a shift actuator, the shift actuator Fixedly coupled to the sun gear and disconnectably coupled to the electric motor to be electrically The motor outputs power or inputs power to the electric motor.

Thus, in the present invention, a high-speed electric drive of more than 100 kph is realized by a combination of an electric motor and a plurality of clutches, thereby satisfying the requirements of a plug-in hybrid vehicle and an extended-range electric vehicle. In the present invention, planetary gear sets, clutches, and brakes are used to achieve shift power transfer for both engine drive and electric motor drive, thereby achieving a powerless interrupt shift of the hybrid vehicle. Further, with the electric continuously variable transmission of the present invention, it is possible to realize all engine starting using clutch control without an external starter. For engine starting during stationary starting or driving, the engine can be easily started by the clutch without the need for an external starter. Further, in the transmission, parallel driving of the engine and the electric motor and load point shift of the engine are also easily realized.

Preferably, the electric continuously variable transmission comprises a single electric motor.

In the present invention, only a single electric motor is used, thereby reducing the system cost, and a high-speed electric drive of more than 100 kph is realized by a single electric motor, thereby meeting the requirements of the plug-in hybrid vehicle and the extended-range electric vehicle. Moreover, the present invention preferably uses a single planetary gear set to further reduce system cost.

Preferably, the shift actuator is a single two-sided jaw clutch, one side of the two-sided jaw clutch being engageable with the housing of the electric continuously variable transmission, and the other side being capable of being electrically Motor is engaged.

In the present invention, a single two-sided jaw clutch is used. Thereby, the control of the electric motor is simplified. Since the jaw clutch can disconnect the motor, the vehicle accessories such as air conditioners, steering, etc. can be driven by the electric motor without affecting the operation of the vehicle itself under any vehicle operating conditions.

Preferably, the electric continuously variable transmission has two pure electric drive gear positions, and in order to realize the first gear position among the two pure electric drive gear positions, the first clutch, the first a second clutch and the third clutch are disengaged, the brake is engaged and the shift actuator is coupled to the electric motor, and in order to achieve a second gear of the two purely electric drive gears, The first clutch is disengaged, the second clutch is engaged with the third clutch, the brake is disengaged and the shift actuator is coupled to the electric motor.

In the present invention, the driving of the vehicle is realized only by the electric motor, and the electric motor can be rotated forward or reversed to advance or retreat the vehicle.

Preferably, the electric continuously variable transmission has three pure engine drive gear positions, and in order to achieve the first gear position among the three pure engine drive gear positions, the first clutch is engaged, and the second clutch is disengaged Open, the third clutch is engaged, the brake is engaged and the shift actuator is in an intermediate position, in order to achieve a second gear of the three pure engine drive gears, the first clutch and the a second clutch engaged, the third clutch disengaged, the brake disengaged and the shift actuator engaged to a housing of the electric continuously variable transmission, and in order to achieve the three pure engine drive gears In the third gear position, the first clutch, the second clutch and the third clutch are engaged, the brake is disengaged and the shift actuator is in an intermediate position.

In the present invention, pure engine starting and driving of the vehicle is achieved only by the cooperation of the engine and the clutch element. This is especially advantageous when the battery has a very low state of charge or a battery component fails. Further, when the pure engine is driven, the electric motor can be completely disconnected from the system, thereby reducing the total inertial mass.

Preferably, the electric continuously variable transmission has an electric continuously variable shifting mode, and in order to realize the electric continuously variable shifting mode, the first clutch and the second clutch are engaged and the third clutch is disengaged, The brake is disengaged and the shift actuator is coupled to the electric motor.

In the electric continuously variable shift mode, the engine is better able to perform load point shifting, thereby allowing the engine to operate in an optimal or most efficient region.

Preferably, the electric continuously variable transmission has two hybrid drive gear positions, and in order to achieve the first gear position of the two hybrid drive gear positions, the first clutch is engaged and the second clutch is disengaged, The third clutch is engaged, the brake is engaged and the shift actuator is engaged to the electric motor, and to achieve a second of the two hybrid drive gears, the first clutch, The second clutch and the third clutch are both engaged, the brake is disengaged and the shift actuator is coupled to the electric motor.

Preferably, the electric continuously variable transmission has a parking power generation mode, and in order to implement the parking power generation mode, the first clutch is engaged, the second clutch is disengaged, the third clutch is engaged, and the brake is disengaged And the shift actuator is coupled to the electric motor.

Preferably, the electric continuously variable transmission has a parking mode, and in order to implement the parking mode, the first clutch, the second clutch and the third clutch are disengaged, the brake is engaged and The shift actuator is coupled to the housing of the electric continuously variable transmission.

According to the present invention, there is also provided a vehicle comprising a primary power source and an electric continuously variable transmission, the electric continuously variable transmission being disposed between the primary power source and a wheel, wherein the electric stepless The transmission is the electric continuously variable transmission described.

DRAWINGS

These and other objects and advantages of the present invention will be more fully understood from

1 is a view showing a hybrid structure of the prior art;

Figure 2 is a diagram showing the operation of the force component system of the hybrid structure shown in Figure 1;

Figure 3 is a diagram showing speed distribution of the hybrid structure shown in Figure 1 in a high speed pure electric mode;

4 is a view showing an energy path in the hybrid structure shown in FIG. 1;

Figure 5 is a schematic view showing a hybrid structure in accordance with the present invention;

6 to 6-1 show the flow of power in the eCVT when the engine is in the first gear and the torque and speed at the sun gear, the carrier and the ring gear of the planetary gear set;

Figures 7 to 7-1 show the flow of power in the eCVT at engine II and the torque and speed at the sun gear, planet carrier and ring gear of the planetary gear set;

Figures 8 to 8-1 show the flow of power in the eCVT at engine III and the torque and speed at the sun gear, planet carrier and ring gear of the planetary gear set;

9 to 9-1 show the flow of power in the eCVT when the electric motor is in the first gear and the torque and rotational speed at the sun gear, the carrier and the ring gear of the planetary gear set;

10 to 10-1 illustrate the flow of power in the eCVT when the electric motor is in the II gear and the torque and rotational speed at the sun gear, the carrier and the ring gear of the planetary gear set;

Figures 11 to 11-2 show the flow of power in the eCVT when the I-drive is mixed and the torque and speed at the sun gear, planet carrier and ring gear of the planetary gear set;

Figures 12 through 12-2 illustrate the flow of power in the eCVT when the hybrid drive is in the II gear and the torque and speed at the sun gear, planet carrier and ring gear of the planetary gear set;

Figures 13 to 13-2 show the flow of power in the eCVT in the eCVT mode and the torque and speed at the sun gear, planet carrier and ring gear of the planetary gear set;

Figure 14 shows the flow of power in the eCVT when parking power generation;

Figure 15 shows the situation when the vehicle is in neutral; and

Figure 16 shows the situation at the time of parking.

Detailed ways

An embodiment of an electric continuously variable transmission according to the present invention will hereinafter be described in detail with reference to the accompanying drawings. In the description of the drawings, the same or corresponding parts are denoted by the same numerals and symbols, and the repeated description will be omitted.

Figure 5 is a diagram showing a hybrid structure in accordance with the present invention. As shown in FIG. 5, the hybrid structure of the present invention includes a main power source and an electric continuously variable transmission 4, that is, an eCVT. The main power source may be, for example, an internal combustion engine 3, and the number of cylinders of the engine is not limited, and may be, for example, 3 Cylinder, 4 or more cylinders. The eCVT is disposed between the engine and the wheels (not shown) and is connected to the engine 3 on the input side and to the wheels on the output side. The eCVT includes a single electric motor 2, a single planetary gear set 5, three clutches, a first clutch C0, a second clutch C1 and a third clutch C2, a brake B1, and a shift actuator A1 such as a dog clutch. Preferably, the eCVT may also include a differential 6. The planetary gear set 5 includes a sun gear 5.1, a planet carrier 5.3, and a ring gear 5.5. The planet carrier 5.3 is fixedly coupled to a spur gear 5.7 which in turn engages the differential 6 to transfer power to the wheels. Preferably, the spur gear 5. is formed integrally with the carrier 5.3.

The first clutch C0 is connected to the outside of the electric continuously variable transmission, for example, to the engine 3 outside the electric continuously variable transmission, and is capable of connecting the engine 3 to the ring gear 5.5 of the planetary gear set 5. That is, the first clutch C0 is disposed between the engine 3 and the ring gear 5.5, and the first clutch C0 can communicate or disconnect the power connection between the engine 3 and the ring gear 5.5.

The electric motor 2 can be coupled to the sun gear 5.1 of the planetary gear set 5, whereby the electric motor 2 can rotate integrally with the sun gear 5.1. The brake B1 is fixedly coupled to the housing of the electric continuously variable transmission. The brake B1 is capable of locking or releasing the ring gear 5.5 of the planetary gear set 5, thereby allowing locking or rotation of the ring gear 5.5.

The second clutch C1 is disposed between the first clutch C0 and the ring gear 5.5 of the planetary gear set 5, and is connected to the first clutch C0 on one side and to the ring gear 5.5 on the other side, thereby being able to communicate or disconnect A power connection between the first clutch C0 and the ring gear 5.5. The third clutch C2 is arranged between the second clutch C1 and the sun gear 5.1 and is connected to the second clutch C1 on one side and to the sun gear 5.1 on the other side, whereby it can communicate or disconnect the second clutch C1 Power connection with the sun gear 5.1.

The jaw clutch acts as a synchronizer and is preferably designed as a single two-sided jaw clutch. One side of the jaw clutch can be coupled to the housing of the electric continuously variable transmission, and the other side can be coupled to a rotating member of the electric motor 2 to actuate the electric motor 2. The jaw clutches on both sides also have an intermediate position.

The engine 3 is any type of fuel-consuming engine, such as an internal combustion engine, a natural gas engine, or the like. The electric motor 2 is not limited to the inner rotor type as long as the electric motor can function as both an electric motor and a generator. For example, the electric motor 2 may be a permanent magnet synchronous motor, an asynchronous motor, or the like.

The eCVT according to the present invention is capable of implementing 11 modes of operation. The states of the first clutch C0, the second clutch C1, the brake BI, and the shift actuator A1 in various operation modes are shown in Table 1 below.

Table 1

mode	status description	C0	C1	C2	B1		A1
1	Engine I gear	X		X	X		N
2	Engine II	X	X				L
3	Engine III	X	X	X		N
4	Electric motor I gear				X		R
5	Electric motor II		X	X		R
6	Hybrid drive I file	X		X	X	R
7	Hybrid drive II	X	X	X		R
8	eCVT hybrid drive	X	X			R
9	Parking power generation	X		X		R
10	Neutral						N
11	Parking lock				X	L

*Clutches and brakes *Shift actuators

X: Engagement L: Bonded to the left

R: joined to the right

N: intermediate position

Various modes of operation of the eCVT of the present invention and its specific operations will be described in detail below with reference to the accompanying drawings.

6 to 6-1 show the flow of power in the eCVT when the engine is in the first gear and the torque and rotational speed at the sun gear 5.1, the carrier 5.3 and the ring gear 5.5 of the planetary gear set 5. Specifically, as shown in Figure 6, when using an engine In the first gear, the first clutch C0 is engaged, the second clutch C1 is disengaged, the third clutch C2 is engaged, the brake B1 is engaged and the shift actuator A1 is in the intermediate position. Thereby, the power output from the engine 3 sequentially passes through the first clutch C0, the third clutch C2, the sun gear 5.1, the carrier 5.3, the spur gear 5.7, and the differential 6 to finally reach the wheel. There is no power transfer between the electric motor 2 and the planetary gear set 5.

As shown in Figure 6-1, only when the engine 3 is running, the speed from the sun gear 5.1 to the carrier 5.3 is reduced, and since the brake B1 is engaged, the rotational speed of the ring gear 5.5 is 0; and the torque of the sun gear 5.1 is the rotation of the engine. The moment T _ice causes the torque Tr of the carrier 5.3.

Figures 7 to 7-1 show the flow of power in the eCVT during engine II and the torque and speed at the sun gear 5.1, planet carrier 5.3 and ring gear 5.5 of the planetary gear set 5. Specifically, as illustrated in FIG. 7, when the engine II gear is employed, the first clutch C0 and the second clutch C1 are engaged, the third clutch C2 is disengaged, the brake B1 is disengaged, and the shift actuator A1 is engaged to the left and engaged to the electric motor. The housing of the continuously variable transmission. Thereby, the power output from the engine 3 sequentially passes through the first clutch C0 and the second clutch C1, the ring gear 5.5, the carrier 5.3, the spur gear 5.7, and the differential 6 to finally reach the wheel. There is no power transfer between the electric motor 2 and the planetary gear set 5.

As shown in Figure 7-1, only the engine 3 is running, the speed from the ring gear 5.5 to the carrier 5.3 is reduced, and since the shift actuator A1 is engaged to the housing of the electric continuously variable transmission, the speed of the sun gear 5.1 is 0; And the torque of the ring gear 5.5, that is, the torque T _{ice of the} engine, causes the torque T _{r of the} carrier 5.3.

Figures 8 through 8-1 illustrate the flow of power in the eCVT at engine III and the torque and speed at the sun gear 5.1, planet carrier 5.3 and ring gear 5.5 of the planetary gear set 5. Specifically, as illustrated in FIG. 8, when the engine III gear is employed, the first clutch C0, the second clutch C1, and the third clutch C2 are engaged, the brake B1 is disengaged, and the shift actuator A1 is in the intermediate position. Thereby, the power output by the engine 3 passes through the first clutch C0 and the second clutch C1, the ring gear 5.5, the carrier 5.3, the spur gear 5.7, and the differential 6 in the end. The wheels are reached, and on the other hand, the wheels are finally reached via the first clutch C0 and the third clutch C2, the sun gear 5.1, the carrier 5.3, the spur gear 5.7, and the differential 6. That is, the power output from the engine 3 branches after passing through the first clutch C0. The power in the above two energy paths meets at the planet carrier 5.3, and finally reaches the wheel via the spur gear 5.7 and the differential 6. There is no power transfer between the electric motor 2 and the planetary gear set 5.

As illustrated, only three engine power output, the sun gear 5.1, the same carrier and the ring gear 5.5 5.3 8-1 rotational speed; and only the engine torque T _ice 3 causes the carrier torque T _r of 5.3.

9 to 9-1 show the flow of power in the eCVT when the electric motor is in the first gear and the torque and rotational speed at the sun gear 5.1, the carrier 5.3 and the ring gear 5.5 of the planetary gear set 5. Specifically, as illustrated in FIG. 9, when the electric motor first speed is employed, the first clutch C0, the second clutch C1, and the third clutch C2 are all disengaged, the brake B1 is engaged, and the shift actuator A1 is engaged to the right and engaged to the electric motor. Motor 2. Thereby, the power output from the electric motor 2 sequentially passes through the shift actuator A1, the sun gear 5.1, the carrier 5.3, the spur gear 5.7, and the differential 6 to finally reach the wheel. There is no power transfer between the engine 3 and the planetary gear set 5. Further, when the vehicle is regeneratively braked, the power reaches the electric motor 2 from the wheels in reverse order.

As shown in Fig. 9-1, when only the electric motor 2 outputs power, the rotation speed from the sun gear 5.1 to the carrier 5.3 is lowered, and since the brake B1 is engaged, the rotation speed of the ring gear 5.5 is 0; and the torque of the sun gear 5.1 is electric the torque T of the motor 2 torque T _em led _{R & lt} carrier 5.3.

10 to 10-1 show the flow of power in the eCVT when the electric motor is in the II gear and the torque and rotational speed at the sun gear 5.1, the carrier 5.3 and the ring gear 5.5 of the planetary gear set 5. Specifically, as illustrated in FIG. 10, when the electric motor II gear is employed, the first clutch C0 is disengaged, the second clutch C1 and the third clutch C2 are engaged, the brake B1 is disengaged, and the shift actuator A1 is engaged to the right. Electric motor 2. Thereby, the power output by the electric motor 2 passes through the shift actuator A1, the sun gear 5.1, the carrier 5.3, the spur gear 5.7 and the differential 6 to the wheel, and finally passes through the shift actuator A1. ,Sun gear 5.1. The third clutch C2, the second clutch C1, the ring gear 5.5, the carrier 5.3, the spur gear 5.7, and the differential 6 eventually reach the wheel. That is, the power output from the electric motor 2 branches after passing through the sun gear 5.1. The power in the above two energy paths merges with the planet carrier 5.3, and finally reaches the wheel via the spur gear 5.7 and the differential 6. There is no power transfer between the engine 3 and the planetary gear set 5. Further, when the vehicle is regeneratively braked, the power reaches the electric motor 2 from the wheels in reverse order.

Shown in Figure 10-1, only the electric motor 2 to output power; 5.1 sun gear, a ring gear and the same 5.3 5.5 the carrier speed; and the electric motor torque T _em 2 is led to the carrier torque T _r of 5.3.

11 to 11-2 show the flow of power in the eCVT when the I-speed is mixed and the torque and rotational speed at the sun gear 5.1, the carrier 5.3, and the ring gear 5.5 of the planetary gear set 5. The hybrid drive I gear can adopt two specific modes, namely, a parallel drive mode and a power generation mode. Specifically, as shown in FIG. 11, when the hybrid drive I gear is employed, the first clutch C0 is engaged, the second clutch C1 is disengaged, the third clutch C2 is engaged, the brake B1 is engaged, and the shift actuator A1 is engaged to the right. Electric motor 2. Wherein, when the parallel drive mode is employed, both the engine 3 and the electric motor 2 output power, and the power output from the engine 3 and the power output from the electric motor 2 are coupled at the planetary gear set 5, and then pass through the spur gear 5.7 and the differential 6 Finally, the wheels are reached, and wherein, when the power generation mode is employed, the engine 3 outputs power and the electric motor 2 is driven.

As shown in Figure 11-1, when the parallel drive mode is adopted, the rotation speed from the sun gear 5.1 to the carrier 5.3 is lowered, and since the brake B1 is engaged, the rotation speed of the ring gear 5.5 is 0; and the torque of the sun gear 5.1 is the electric motor. 2 T _em torque and the engine torque that is torque T _ice ring 5.5 co-led the torque T _r carrier 5.3.

When the power generation mode is employed, a part of the power outputted by the engine 3 passes through the first clutch C0 and the third clutch C2, the sun gear 5.1, the carrier 5.3, the spur gear 5.7, and the differential 6 to finally reach the wheel, and the other part of the power The first clutch C0 and the third clutch C2, the sun gear 5.1, and the shift actuator A1 are finally passed to the electric motor 2. As shown in Fig. 11-2, the rotation speed from the sun gear 5.1 to the carrier 5.3 is lowered, and since the brake B1 is engaged, the rotation speed of the ring gear 5.5 is 0; and the engine torque, that is, the torque T _ice of the sun gear 5.1, causes the electric motor. Both the power generation torque T _{em-gen of 2} and the torque T _{r of the} carrier 5.3.

Figures 12 through 12-2 show the flow of power in the eCVT when hybrid drive II is engaged and the torque and speed at the sun gear 5.1, planet carrier 5.3 and ring gear 5.5 of the planetary gear set 5. The hybrid drive II mode can employ a parallel drive mode and a power generation mode. Specifically, as shown in FIG. 12, when the hybrid drive II gear is employed, the first clutch C0, the second clutch C1, and the third clutch C2 are engaged, the brake B1 is disengaged, and the shift actuator A1 is engaged to the right by the engagement Motor 2. Wherein, when the parallel drive mode is employed, the power output from the engine 3 and the power output from the electric motor 2 are coupled at the planetary gear set 5, and then finally reach the wheel via the spur gear 5.7 and the differential 6 and wherein, when the power generation mode is employed At the time, the engine 3 outputs power and the electric motor 2 is driven.

As shown in Fig. 12-1, when the parallel drive is used, since the brake B1 is disengaged, the sun gear 5.1, the carrier 5.3 and the ring gear 5.5 rotate at the same speed; and the torque T _{ice of the} engine and the torque T _{em of the} electric motor 2 Together, the torque T _{r of} the planet carrier 5.3 is caused.

In the power generation mode, a part of the power outputted by the engine 3 passes through the first clutch C0 and the third clutch C2 to reach the sun gear 5.1, thereby directly driving the carrier 5.3 on the one hand and driving the electric motor through the shift actuator A1 on the other hand. Motor 2. Another part of the power output by the engine 3 passes through the first clutch C0 and the second clutch C1 to reach the ring gear 5.5 to also drive the carrier 5.3. The power coupled at the planet carrier 5.3 finally reaches the wheel via the spur gear 5.7 and the differential 6. As shown in Fig. 12-2, since the brake B1 is disengaged, the sun gear 5.1, the carrier 5.3 and the ring gear 5.5 rotate at the same speed; and the torque T _ice of the engine causes the electric power generating torque T _em-gen and the planet of the electric motor 2 both torque T _r of frame 5.3.

13 to 13-2 show the flow of power in the eCVT when the hybrid driving eCVT mode and the torque and rotation at the sun gear 5.1, the carrier 5.3, and the ring gear 5.5 of the planetary gear set 5. speed. The hybrid drive eCVT mode can adopt the parallel drive mode and the load point transfer mode. Specifically, as shown in FIG. 13, when the hybrid drive eCVT mode is employed, the first clutch C0 and the second clutch C1 are engaged and the third clutch C2 is disengaged, the brake B1 is disengaged, and the shift actuator A1 is engaged to the right. Electric motor 2. Here, when the parallel drive mode is employed, the power output from the engine 3 and the power output from the electric motor 2 are coupled at the planetary gear set 5, and then finally reach the wheels via the spur gear 5.7 and the differential 6.

As shown in Fig. 13-1, when the parallel drive is used, since the brake B1 is disengaged, the rotation speed from the sun gear 5.1, the ring gear 5.5 to the carrier 5.3 is lowered; and the torque of the sun gear 5.1 is the torque T of the electric motor 2. _em ring gear and the engine torque that is 5.5 torque T _ice together led to a torque T _r carrier 5.3.

As shown in Fig. 13-2, when the load point transfer mode is adopted, by adjusting the torque T _{em of the} electric motor 2, the adjustment of the torque T _ice of the engine can be realized, thereby making the engine optimal or most efficient. The regional operation, that is, the load point transfer of the engine is realized. Specifically, both the engine 3 and the electric motor 2 output power; the rotation speed from the ring gear 5.5 to the carrier 5.3 is lowered; and the torque of the sun gear 5.1 is the torque T _{em of the} electric motor 2 and the engine torque, that is, the rotation of the ring gear 5.5. The moment T _ice together results in a torque T _{r of} the planet carrier 5.3.

Figure 14 shows the flow of power in the eCVT when parking power generation. Specifically, as shown in FIG. 14, when the parking power generation is employed, the first clutch C0 is engaged, the second clutch C1 is disengaged, the third clutch C2 is engaged, the brake B1 is disengaged, and the shift actuator A1 is engaged to the right by the engagement Motor 2. Thereby, the power output from the engine 3 sequentially passes through the first clutch C0, the third clutch C2, the sun gear 5.1, the shift actuator A1, and finally reaches the electric motor 2 for power generation.

In the parking power generation mode, only the torque T _ice of the engine torque causes the power generation torque T _{em-gen of} the electric motor 2 .

Figure 15 shows the situation when the vehicle is in neutral. Specifically, as shown in FIG. 15, when When the vehicle is in neutral, the first clutch C0 to the third clutch C2 are disengaged, the brake B1 and the shift actuator A1 are in the intermediate position. Thereby, no power is transmitted to the differential 6 or the wheel, so that the vehicle is in neutral.

Figure 16 shows the situation at the time of parking. Specifically, as shown in FIG. 16, when the parking is locked, the first clutch C0 to the third clutch C2 are disengaged, the brake B1 is engaged, and the shift actuator A1 is engaged to the left, that is, to the housing of the electric continuously variable transmission, Thereby, both the ring gear 5.5 and the sun gear 5.1 are locked. No power is transmitted to the differential 6, whereby the vehicle is parked and locked.

Further, the present invention provides a vehicle including the electric continuously variable transmission as described above. Thereby, the vehicle can reduce system cost and achieve high speed electric drive of more than 100 kph.

According to the present invention, the following advantages can be achieved:

1) It can realize pure engine drive and pure electric drive, pure engine drive can have 3 gear positions, and pure electric drive can have 2 gear positions;

2) It can realize high-speed electric drive higher than 100kph, which can meet the requirements of high-speed pure electric drive of plug-in hybrid vehicles and extended-range electric vehicles.

3) For both the engine drive and the electric drive, shifting power transfer, that is, shifting without power interruption, can be achieved by manipulating the planetary gears, clutches and brakes.

4) Only a single electric motor and a single planetary gear set are used, thereby reducing system cost.

5) Continuous stepless shifting in the hybrid mode can be achieved, and load point shifting can be achieved for the engine. Thereby, the engine can be kept operating in a high efficiency region.

6) In the absence of an external starter, engine starting can be achieved with clutch control. It is easy to achieve for start-up and engine starting during driving.

7) In a pure engine drive, the electric motor can be completely disconnected from the transmission, reducing the overall inertia of the system. Also, in the system, any accessory can be connected to the electric motor without affecting the operation of the engine.

It can be understood that the eCVT of the present invention is not limited to use on a vehicle, and can be applied to a vehicle such as an airplane flying in the air and a ship navigating in the water.

Specific embodiments of the present invention have been described in detail above with reference to the accompanying drawings. However, it is contemplated that various modifications and changes may be made to the present invention without departing from the spirit and scope of the invention.

Claims (10)

1. An electric continuously variable transmission characterized by comprising:

   Electric motor (2);

   a first clutch (C0) connected to the outside of the electric continuously variable transmission;

   a planetary gear set (5) disposed between the electric motor (2) and the first clutch (C0) and including a sun gear (5.1), a planet carrier (5.3), and a ring gear ( 5.5);

   a second clutch (C1), the second clutch (C1) being disposed between the first clutch (C0) and the ring gear (5.5);

   a third clutch (C2), the third clutch (C2) being disposed between the first clutch (C0) and the sun gear (5.1);

   a brake (B1) fixedly coupled to a housing of the electric continuously variable transmission for locking or releasing the ring gear (5.5), and

   a shift actuator (A1) fixedly coupled to the sun gear (5.1) and detachably connected to the electric motor (2) to be from the electric motor (2) ) Output power or input power to the electric motor (2).
2. The electric continuously variable transmission according to claim 1, wherein

   The electric continuously variable transmission includes a single electric motor (2).
3. The electric continuously variable transmission according to claim 1, wherein

   The shift actuator (A1) is a single two-sided jaw clutch, one side of the two-sided jaw clutch being engageable with the housing of the electric continuously variable transmission, and the other side being capable of being electrically The motor (2) is engaged.
4. An electric continuously variable transmission according to any one of claims 1 to 3, wherein

   The electric continuously variable transmission has two pure electric drive gear positions, and

   In order to achieve the first gear position of the two pure electric drive gear positions, the first clutch (C0), the second clutch (C1) and the third clutch (C2) are disengaged. The brake (B1) is engaged and the shift actuator (A1) is coupled to the electric motor (2), and

   In order to achieve the second gear of the two purely electric drive gears, the first clutch (C0) is disengaged, the second clutch (C1) and the third clutch (C2) are engaged, The brake (B1) is disengaged and the shift actuator (A1) is coupled to the electric motor (2).
5. An electric continuously variable transmission according to any one of claims 1 to 3, wherein

   The electric continuously variable transmission has three pure engine drive gear positions, and

   In order to achieve the first gear of the three pure engine drive gears, the first clutch (C0) is engaged, the second clutch (C1) is disengaged, and the third clutch (C2) is engaged. Brake (B1) is engaged and the shift actuator (A1) is in an intermediate position,

   In order to achieve a second gear of the three pure engine drive gears, the first clutch (C0) and the second clutch (C1) are engaged, and the third clutch (C2) is disengaged, The brake (B1) is disengaged and the shift actuator (A1) is coupled to the housing of the electric continuously variable transmission, and

   In order to achieve a third gear position among the three pure engine drive gears, the first clutch (C0), the second clutch (C1) and the third clutch (C2) are engaged, the brake ( B1) is disengaged and the shift actuator (A1) is in the intermediate position.
6. An electric continuously variable transmission according to any one of claims 1 to 3, wherein

   The electric continuously variable transmission has an electric continuously variable transmission mode, and

   In order to achieve the electric continuously variable shifting mode, the first clutch (C0) and the second clutch (C1) are engaged and the third clutch (C2) is disengaged, the brake (B1) is disengaged and The shift actuator (A1) is coupled to the electric motor (2).
7. An electric continuously variable transmission according to any one of claims 1 to 3, wherein

   The electric continuously variable transmission has two hybrid drive positions, and

   In order to achieve the first gear of the two hybrid drive gears, the first clutch (C0) engaged, the second clutch (C1) is disengaged, the third clutch (C2) is engaged, the brake (B1) is engaged and the shift actuator (A1) is engaged to the electric motor ( 2), and

   In order to achieve the second gear of the two hybrid drive gears, the first clutch (C0), the second clutch (C1) and the third clutch (C2) are engaged, the brake ( B1) disengaged and the shift actuator (A1) is coupled to the electric motor (2).
8. An electric continuously variable transmission according to any one of claims 1 to 3, wherein

   The electric continuously variable transmission has a parking power generation mode, and

   In order to achieve the parking power generation mode, the first clutch (C0) is engaged, the second clutch (C1) is disengaged, the third clutch (C2) is engaged, the brake (B1) is disengaged and the A shift actuator (A1) is coupled to the electric motor (2).
9. An electric continuously variable transmission according to any one of claims 1 to 3, wherein

   The electric continuously variable transmission has a parking mode, and

   In order to achieve the parking mode, the first clutch (C0), the second clutch (C1) and the third clutch (C2) are disengaged, the brake (B1) is engaged and the shifting The actuator (A1) is coupled to the housing of the electric continuously variable transmission.
10. A vehicle comprising a primary power source and an electric continuously variable transmission, the electric continuously variable transmission being disposed between the primary power source and a wheel, wherein the electrically variable transmission is in the preceding claims An electric continuously variable transmission according to any of the preceding claims.

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