WO2020147141A1 - 一种混合动力多模式切换的无级变速传动系统 - Google Patents

一种混合动力多模式切换的无级变速传动系统 Download PDF

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Publication number
WO2020147141A1
WO2020147141A1 PCT/CN2019/072880 CN2019072880W WO2020147141A1 WO 2020147141 A1 WO2020147141 A1 WO 2020147141A1 CN 2019072880 W CN2019072880 W CN 2019072880W WO 2020147141 A1 WO2020147141 A1 WO 2020147141A1
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Prior art keywords
transmission
clutch
hydraulic
assembly
planetary gear
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PCT/CN2019/072880
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English (en)
French (fr)
Inventor
朱镇
蔡英凤
陈龙
夏长高
韩江义
施德华
王峰
袁朝春
盘朝奉
徐兴
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Jiangsu University
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Jiangsu University
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Priority to CH01666/19A priority Critical patent/CH715790B1/de
Priority to GB1919476.0A priority patent/GB2583556B/en
Priority to DE112019000063.2T priority patent/DE112019000063T5/de
Priority to US16/627,690 priority patent/US11543009B2/en
Publication of WO2020147141A1 publication Critical patent/WO2020147141A1/zh
Anticipated expiration legal-status Critical
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/10—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing at both ends of intermediate shafts
    • F16H2037/101—Power-split transmissions with one differential at each end of a continuously variable transmission, i.e. CVT
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to the field of continuously variable transmission devices, in particular to a continuously variable transmission system with hybrid power multi-mode switching.
  • Hydraulic transmission realizes flexible operation through the conversion of energy form, but the transmission efficiency is relatively low; the transmission ratio of mechanical transmission generally changes in stages, and the transmission efficiency is relatively high.
  • Hydro-mechanical transmission combines the advantages of hydraulic transmission and mechanical transmission. It has the advantages of continuously variable transmission, high transmission efficiency and large transmission power. It is an ideal transmission form for heavy vehicles. Hydro-mechanical transmission is divided into two types: input shunt and output shunt, each with its own advantages and disadvantages; and the mechanical-hydraulic composite transmission system integrating hydraulic transmission, mechanical transmission and hydro-mechanical transmission can be applied to different working conditions, which is the future development direction of transmission system .
  • the present invention provides a hybrid multi-mode switching continuously variable transmission system, which can switch the clutch, brake and adjust the displacement ratio of the hydraulic system to make hydraulic transmission, hydraulic mechanical transmission and mechanical transmission Transmission is integrated.
  • the present invention achieves the above technical objects through the following technical means.
  • a continuously variable transmission system with hybrid power multi-mode switching comprising an input member, an output member, a clutch assembly, a brake, a hydraulic transmission assembly and a planetary gear assembly, the input member is connected with the hydraulic transmission assembly, and the output
  • the components are connected to the planetary gear assembly, the clutch assembly respectively connects the input member and the hydraulic transmission assembly to the planetary gear assembly, and the brake and the clutch assembly provide continuous forward or backward movement between the input member and the output member The transmission ratio.
  • the forward or backward transmission modes provided between the input member and the output member include: hydraulic transmission, mechanical transmission, and hydromechanical transmission And hydraulic reverse transmission.
  • the switching between the forward transmission mode between the input member and the output member specifically includes:
  • the displacement ratio of the hydraulic transmission assembly increases linearly or non-linearly, so that the hydraulic mechanical transmission is converted to mechanical transmission.
  • the planetary gear assembly includes a planetary gear splitting mechanism and a planetary gear converging mechanism;
  • the clutch assembly includes a first clutch, a second clutch and a third clutch; the ring gear of the planetary gear splitting mechanism and a planetary gear converging mechanism The sun gear connection;
  • the first clutch is used to selectively connect the ring gear of the planetary gear splitting mechanism to the planet carrier of the planetary gear splitting mechanism for common rotation;
  • the second clutch is used to selectively connect the planetary gear splitting mechanism The sun gear is connected to the planet carrier of the planetary gear converging mechanism for common rotation;
  • the third clutch is used to selectively connect the hydraulic transmission assembly to the planetary gear converging mechanism for common rotation; by adjusting the hydraulic transmission assembly
  • the displacement ratio and the selective control of the engagement of the first clutch, the second clutch and the third clutch provide a forward hydromechanical transmission between the input member and the output member.
  • the forward mechanical transmission between the input member and the output member is provided.
  • the clutch assembly further includes a fourth clutch, the fourth clutch is used to selectively connect the hydraulic transmission assembly to the output member for common rotation; the brake is used to selectively connect the planetary gear
  • the ring gear of the splitter mechanism is connected to the fixed part; by adjusting the displacement ratio of the hydraulic transmission assembly and controlling the engagement of the fourth clutch and the brake, the forward or backward hydraulic transmission between the input member and the output member is provided.
  • first clutch and the third clutch are engaged, and the second clutch and the third clutch are engaged, respectively, to provide different hydromechanical transmission modes for forward movement between the input member and the output member.
  • the power source of the input member includes an engine power source and an electric motor power source; the engine power source is generated by the engine; the electric motor power source is composed of a power battery and an electric motor; the engine power source and the electric motor power source form a hybrid
  • the power source is connected to the input member through the coupling device.
  • the hybrid multi-mode switching continuously variable transmission system of the present invention can control 4 clutches, 1 brake and hydraulic system displacement ratio in 1 mechanical gear, 2 hydraulic gears and 2 Switch between hydraulic and mechanical gears, and realize stepless speed change in reverse and forward gears.
  • the hybrid power multi-mode switching stepless transmission system of the present invention can output power through a power transmission mechanism to drive other devices.
  • the hybrid multi-mode switching stepless transmission system of the present invention has compact structure, convenient operation, fewer transmission gears, and high transmission efficiency.
  • the hybrid multi-mode switching continuously variable transmission system of the present invention on the basis of hydraulic mechanical transmission, increases the displacement ratio of the hydraulic transmission assembly linearly or non-linearly, so that the hydraulic mechanical transmission is converted to mechanical transmission .
  • the hybrid multi-mode switching continuously variable transmission system of the present invention can realize the functions of energy recovery and provision of sufficient power.
  • the hybrid multi-mode switching continuously variable transmission system of the present invention uses the torque dynamic control method to realize the real-time compensation of the motor torque to the engine torque when the gear is switched, which is beneficial to improve the shift quality and Improve vehicle ride comfort.
  • the transmission power is increased, the response speed is improved, and the dual-source power and the compound transmission are combined to realize the functions of reducing cycle power and improving transmission efficiency.
  • the high-efficiency areas of the input shunt and the output shunt correspond to the forward direction.
  • the high-efficiency area of the former is in the low-speed section, and the high-efficiency area of the latter is in the high-speed section.
  • the variable pump with input shunt is always driven by the input shaft, and the speed range is not large; the pump and motor with output shunt may rotate in both directions, and often a single charge pump is required.
  • Fig. 1 is a schematic diagram of the continuously variable transmission system with hybrid power multi-mode switching according to the present invention.
  • Figure 2 is a schematic diagram of the power input according to the present invention.
  • Fig. 3 is a speed regulation characteristic diagram of the continuously variable transmission system with hybrid multi-mode switching according to the present invention.
  • the hybrid multi-mode switching continuously variable transmission system of the present invention includes a main clutch 1, an input shaft 2, a forward and backward gear assembly 3, a hydraulic transmission assembly 4, a hydraulic power output mechanism 5.
  • the main clutch 1 is used to connect the power source 11 and the input shaft 2.
  • the forward and reverse gear assembly 3 includes a reverse speed increasing driving gear 3-1, a reverse speed increasing driven gear 3-2, a shift gear 3-3 with a spline sleeve, a reverse idler gear 3-4 and Reverse speed reduction driving gear 3-5; reverse speed increasing driving gear 3-1 meshes with reverse speed increasing driven gear 3-2, and the reverse speed increasing driving gear 3-1 is connected to the input shaft 2;
  • the reverse idler gear 3-4 meshes with the reverse reduction driving gear 3-5, and the reverse speed increasing driven gear 3-2 rotates together with the reverse reduction driving gear 3-5; the spline sleeve
  • the shift gear 3-3 can realize the same or opposite steering between the input shaft 2 and the planetary gear splitting mechanism 9.
  • the hydraulic transmission assembly 4 includes a variable pump input shaft 4-1, a variable pump 4-2, a hydraulic pipeline 4-3, a quantitative motor 4-4, and a quantitative motor output shaft 4-5; the planetary gear splitter mechanism 9 passes through The variable pump input shaft 4-1 is connected to the variable pump 4-2; the variable pump 4-2 is connected to the quantitative motor 4-4 through the hydraulic pipe 4-3, and is used to provide the power of the quantitative motor 4-4; 4-4 is connected to the planetary gear converging mechanism 7 through a third clutch 7-1 for common rotation; the quantitative motor 4-4 is connected to the hydraulic power output mechanism 5 through a fourth clutch 5-1 for common rotation.
  • the hydraulic power output mechanism 5 includes a fourth clutch 5-1 and a hydraulic power output mechanism gear pair 5-2; the quantitative motor output shaft 4-5 is connected to the hydraulic power output mechanism gear pair 5-2 through the fourth clutch 5-1 The output end of the gear pair 5-2 of the hydraulic power output mechanism is connected to the output shaft 6.
  • the planetary gear merging mechanism 7 includes a merging mechanism ring gear transmission gear pair 7-2, a merging mechanism ring gear 7-3, a merging mechanism sun gear 7-4, and a merging mechanism planet carrier 7-5;
  • the planetary gear splitting mechanism 9 Including the splitter mechanism planet carrier input shaft 9-1, split mechanism sun gear transmission gear pair 9-2, split mechanism planet carrier 9-3, split mechanism sun gear 9-4 and split mechanism ring gear 9-5; brake 9-6 It is used to selectively connect the gear ring 9-5 of the splitter mechanism to the fixed part;
  • the first clutch 9-7 and the second clutch 7-6 are connected by an intermediate shaft 8, and the two ends of the intermediate shaft 8 are respectively installed
  • the splitter mechanism planet carrier 9-3 is installed on the splitter mechanism planet carrier input shaft 9-1, and one end of the splitter mechanism planet carrier input shaft 9-1 can pass through the belt
  • the shift gear 3-3 of the spline sleeve is connected with the input
  • the split mechanism sun gear transmission gear pair 9-2 is used to connect the split mechanism planet carrier input shaft 9-1 to the hydraulic transmission assembly 4.
  • the planetary carrier input shaft 9-1 of the splitter mechanism is connected to the planetary carrier 9-3 of the splitter mechanism.
  • the high-efficiency areas of input shunt and output shunt both correspond to the forward direction.
  • the high-efficiency area of the former is in the low-speed section, and the high-efficiency area of the latter is in the high-speed section.
  • the variable pump with input shunt is always driven by the input shaft, and the speed range is not large; the pump and motor with output shunt may rotate in both directions, and often a single charge pump is required.
  • the power transmission mechanism 10 includes a power transmission mechanism gear pair 10-1 and a power output shaft 10-2.
  • the power transmission mechanism gear pair 10-1 is used to connect the power output shaft 10-2 and the input shaft 2.
  • the fourth clutch 5-1 and brake 9-6 When the fourth clutch 5-1 and brake 9-6 are engaged, it is a hydraulic transmission mode, denoted as F1(H).
  • the power transmitted to the planetary carrier input shaft 9-1 of the splitter mechanism is transmitted to the hydraulic transmission assembly 4 through the planetary carrier 9-3 of the splitter mechanism, the sun gear 9-4 of the splitter mechanism and the sun gear 9-2 of the splitter mechanism.
  • the variable pump input shaft 4-1 drives the variable pump 4-2, the fluid passes through the hydraulic pipe 4-3, and drives the fixed motor 4-4 to rotate, and the mechanical energy is output from the fixed motor output shaft 4-5, and then the power is passed through the hydraulic power output mechanism Gear pair, output from the output shaft 6.
  • the shift gear 3-3 with spline sleeve engages the idler reverse gear 3-4, which is the reverse gear of the vehicle, denoted as R(H).
  • the second clutch 7-6 and the third clutch 7-1 When the second clutch 7-6 and the third clutch 7-1 are engaged, it is a hydro-mechanical transmission mode, that is, the input shunt is denoted as F2 (HM).
  • the planetary gear converging mechanism 7 is firmly connected as a whole, and the power transmitted to the planetary carrier input shaft 9-1 of the splitter mechanism is divided into two paths by the planetary carrier 9-3 of the splitter mechanism, one way is through the splitter mechanism sun gear 9-4 and the splitter mechanism.
  • the sun gear transmission gear pair 9-2 of the mechanism after being transmitted to the hydraulic transmission assembly 4, is directly transmitted to the planetary gear through the ring gear transmission gear pair 7-2 of the confluence mechanism, and the ring gear 9-5 and the intermediate shaft 8 of the splitter mechanism.
  • the power of the mechanism 7 converges and is output from the output shaft 6.
  • the output split is denoted as F3 (HM).
  • the planetary gear splitter mechanism 9 is firmly connected as a whole, and a part of the power transmitted to the splitter mechanism planet carrier input shaft 9-1 is transmitted to the hydraulic transmission assembly 4 through the splitter mechanism planet carrier input shaft 9-1, and then passes through the confluence mechanism teeth.
  • the ring transmission gear pair 7-2 is transmitted to the confluence gear ring 7-3, and the power directly transmitted to the confluence mechanism sun gear 7-4 through the planetary gear splitting mechanism 9 and the intermediate shaft 8 is converged to the confluence mechanism planet carrier 7-5, Output from output shaft 6.
  • the power transmitted to the planetary carrier input shaft 9-1 of the splitter mechanism is output from the output shaft 6 via the planetary gear splitter mechanism 9, the intermediate shaft 8, and the planetary gear converging mechanism 7.
  • Table 1 Schematic diagram of the main components of the variable speed transmission
  • S represents a shift gear with spline sleeve
  • C 1 represents the first clutch 9-7
  • C 2 represents the second clutch 7-6
  • C 3 represents the third clutch 7-1
  • C 4 represents the fourth clutch Clutch 5-1
  • B represents brake 9-6.
  • the displacement ratio of the hydraulic transmission assembly 4 is linearly increased, so that the hydraulic transmission is converted into a hydraulic mechanical transmission
  • the displacement ratio of hydraulic transmission assembly 4 is increased linearly or non-linearly, so that the hydraulic mechanical transmission is converted to mechanical transmission.
  • variable pump 4-2 is a one-way variable pump and the fixed motor 4-4 is a one-way fixed motor
  • the reverse gear can also be composed of only the two-way variable pump and the fixed motor Composed of the volume speed control loop to achieve.
  • the displacement range of the unidirectional variable pump is [0, V max ]
  • the range of the displacement of the bidirectional variable pump is [-V max , V max ]
  • the displacement of the bidirectional variable pump can be realized by taking a negative value.
  • Reverse gear, reverse gear is only realized by hydraulic transmission.
  • the power source 11 includes an engine 11-1, a coupling device 11-2, a motor 11-3, and a power battery 11-4; the motor power composed of the power battery 11-4 and the motor 11-3 can be used
  • the power source is engaged with the power source of the engine 11-1, and provides power to the variable speed transmission system through the coupling device 11-2.
  • a composite transmission system is formed.
  • the power can be reasonably distributed through the optimization algorithm to realize the auxiliary start of the electric motor, reduce the impact of shifting and Improve uphill dynamics and other functions.
  • the engine 11-1 runs in the low efficiency area.
  • the electric motor 11-3 is driven separately at this time.
  • the engine 11-1 runs in the high efficiency zone.
  • the engine 11-1 is driven alone. If the output torque of the engine 11-1 is surplus and the electric power source has a charging demand, the electric motor 11-1 can be used to The power battery 11-4 is charged to realize energy recovery.
  • the electric motor power source and the engine 11-1 power source are required to form a dual power source to drive simultaneously.
  • a dynamic coordinated control algorithm is adopted to realize the real-time compensation of the motor torque to the engine torque and improve the shifting quality.
  • the transmission power is increased, the response speed is improved, and the dual-source power and the compound transmission are combined to realize the function of improving the shift quality and reducing the cycle power.
  • the mode switching in the steady-state energy management algorithm is used for identification, and the target torque of the engine 11-1 and the motor 11-3 are coordinated and controlled.
  • Gear shifting involves not only engine 11-1 and electric motor 11-3, but also clutch components and brakes.
  • Hybrid system optimization control is used to solve the problem of shift quality optimization; stepless speed regulation in the gears , Can be adjusted by adaptive theory with feedback function.
  • the engine has low operating efficiency at low speeds and small loads, and high operating efficiency at medium to high loads.
  • the motor not only has the characteristics of low speed and large torque, but also can be accurately and quickly controlled.
  • the torque dynamic control method is used to realize the real-time compensation of the motor torque to the engine torque, and the synthetic torque fluctuation of the engine and the motor is controlled within a certain range, which is beneficial to improve the stability and comfort of the vehicle.
  • the power provided by the power source 11 in addition to meeting the power required by the walking device, can also be output via the power output shaft 10-2 to drive other mechanisms to achieve dual power sources and the entire power transmission
  • the performance of the system is optimized and matched.
  • the walking device consumes more energy, and the power transmission mechanism 10 may not output or output less power.
  • the dual power source composed of the power source and the electric motor power source can use all its power for the walking system, and the speed can reach the theoretical maximum at this time.
  • the dual power source can use part of its power for the walking system and part for external work.
  • the cycle power and transmission efficiency of the hydromechanical transmission system are closely related to the configuration of the system. Under the premise of determining the gear transmission ratio and the planetary gear characteristic parameters, the cycle power and transmission efficiency are related to the displacement ratio and the shunt mode, and are controlled by the whole vehicle
  • the electronic control unit, the transmission control unit, and the battery management system are coordinated to control the electronic control unit, the transmission control unit, and the battery management system.
  • the dual power sources can output all its power to the power output shaft 10-2, and the working power is the maximum at this time.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Structure Of Transmissions (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)

Abstract

一种混合动力多模式切换的无级变速传动系统，包括输入构件（2）、输出构件（6）、离合器组件、制动器（9-6）、液压传动总成（4）和行星齿轮总成，所述输入构件（2）与液压传动总成（4）连接，所述输出构件（6）与行星齿轮总成连接，所述离合器组件分别将所述输入构件（2）和液压传动总成（4）连接到行星齿轮总成，所述制动器（9-6）和所述离合器组件提供输入构件（2）与输出构件（6）之间连续前进或后退的传动比。通过液压传动总成（4）的排量比线性增大或者非线性增大，使液压机械传动转换为机械传动。该系统以发动机（11-1）和电动机（11-3）为动力的双动力源，与以液压传动、机械传动和液压机械传动为传动方式的复合传动进行集成控制，使用基于试验数据的统计方法，提供相适应的能量管理策略。

Description

一种混合动力多模式切换的无级变速传动系统 技术领域
本发明涉及无级变速传动装置领域，特别涉及一种混合动力多模式切换的无级变速传动系统。
背景技术
液压传动通过能量形式的转换实现柔性作业，但传动效率相对较低；机械传动的传动比一般是有级变化，传动效率相对较高。液压机械传动综合了液压传动和机械传动的优点，具有无级变速、传动效率高和传递功率大等优点，是重型车辆理想的传动形式。液压机械传动分为输入分流和输出分流两类，各有利弊；而集液压传动、机械传动和液压机械传动为一体的机液复合传动系统能适用于不同工况，是以后传动系统发展的方向。
发明内容
针对现有技术中存在的不足，本发明提供了一种混合动力多模式切换的无级变速传动系统，可通过切换离合器、制动器和调节液压系统排量比，使液压传动、液压机械传动和机械传动为一体。
本发明是通过以下技术手段实现上述技术目的的。
一种混合动力多模式切换的无级变速传动系统，包括输入构件、输出构件、离合器组件、制动器、液压传动总成和行星齿轮总成，所述输入构件与液压传动总成连接，所述输出构件与行星齿轮总成连接，所述离合器组件分别将所述输入构件和液压传动总成连接到行星齿轮总成，所述制动器和所述离合器组件提供输入构件与输出构件之间连续前进或后退的传动比。
进一步，通过调节液压传动总成的排量比和选择性控制所述离合器组件和制动器的接合，提供输入构件与输出构件之间前进或后退的传动方式包括：液压传动、机械传动、液压机械传动和液压反向传动。
进一步，通过调节液压传动总成的排量比，实现输入构件与输出构件之间的前进传动方式之间的切换。
进一步，所述输入构件与输出构件之间前进的传动方式之间切换具体为：
通过液压传动总成的排量比线性增大，使液压传动转换为液压机械传动；
在液压机械传动基础上，通过液压传动总成的排量比线性增大或者非线性增大，使液压机械传动转换为机械传动。
进一步，所述行星齿轮总成包括行星齿轮分流机构和行星齿轮汇流机构；所述离合器组 件包括第一离合器、第二离合器和第三离合器；所述行星齿轮分流机构的齿圈与行星齿轮汇流机构的太阳轮连接；
所述第一离合器用于选择性的将所述行星齿轮分流机构的齿圈连接到行星齿轮分流机构的行星架以共同旋转；所述第二离合器用于选择性的将所述行星齿轮汇流机构的太阳轮连接到行星齿轮汇流机构的行星架以共同旋转；所述第三离合器用于选择性的将所述液压传动总成连接到行星齿轮汇流机构以共同旋转；通过调节液压传动总成的排量比和选择性控制所述第一离合器、第二离合器和第三离合器的接合，提供输入构件与输出构件之间前进的液压机械传动。
进一步，通过调节液压传动总成的排量比和选择性控制所述第一离合器和第二离合器的接合，提供输入构件与输出构件之间前进的机械传动。
进一步，所述离合器组件还包括第四离合器，所述第四离合器用于选择性的将所述液压传动总成连接到输出构件以共同旋转；所述制动器用于选择性的将所述行星齿轮分流机构的齿圈连接到固定件；通过调节液压传动总成的排量比和控制所述第四离合器和制动器的接合，提供输入构件与输出构件之间前进或后退的液压传动。
进一步，接合所述第一离合器和第三离合器、接合所述第二离合器和第三离合器，分别提供输入构件与输出构件之间前进各自相异的液压机械传动方式。
进一步，所述输入构件的动力源包括发动机动力源和电动机动力源；所述发动机动力源通过发动机产生；所述电动机动力源由动力电池与电动机组成；所述发动机动力源和电动机动力源形成混合动力源通过耦合装置连接输入构件。
进一步，通过控制不同动力混合比的双动力源与复合传动相接合，组成混合动力-多模式切换无级变速传动系统。
本发明的有益效果在于：
1.本发明所述的混合动力多模式切换的无级变速传动系统，通过控制4个离合器、1个制动器和液压系统排量比可在1个机械档位，2个液压档位和2个液压机械档位间进行切换，在倒档和前进挡中低档位实现无级变速。
2.本发明所述的混合动力多模式切换的无级变速传动系统，可将动力通过动力传动机构输出，以驱动其它装置。
3.本发明所述的混合动力多模式切换的无级变速传动系统，结构紧凑、操作方便，传动齿轮数目较少，传动效率高。
4.本发明所述的混合动力多模式切换的无级变速传动系统，在液压机械传动基础上，通过液压传动总成的排量比线性或者非线性增大，使液压机械传动转换为机械传动。
5.本发明所述的混合动力多模式切换的无级变速传动系统，可实现能量回收和提供足够动力等功能。
6.本发明所述的混合动力多模式切换的无级变速传动系统，在档位切换时，利用转矩动态控制方法实现电动机转矩对发动机转矩的实时补偿，有利于改善换挡品质和提高车辆平顺性。在动力输出时，增加传递功率，提高响应速度，将双源动力和复合传动相接合，实现减少循环功率和提高传动效率的功能。
7.本发明所述的混合动力多模式切换的无级变速传动系统，输入分流和输出分流的高效区都对应于前进方向，前者的高效区在低速段，后者的高效区在高速段。输入分流的变量泵始终由输入轴拖动，转速范围不大；输出分流的泵和马达可能双向旋转，往往要单设补油泵。
附图说明
图1为本发明所述的混合动力多模式切换的无级变速传动系统原理图。
图2为本发明所述的动力输入原理图。
图3为本发明所述的混合动力多模式切换的无级变速传动系统调速特性图。
图中：
1-主离合器；2-输入轴；3-前进后退档总成；3-1-倒档增速主动齿轮；3-2-倒档增速从动齿轮；3-3-带花键套的换挡齿轮；3-4-倒档惰轮；3-5-倒档减速主动齿轮；4-液压传动总成；4-1-变量泵输入轴；4-2-变量泵；4-3-液压管道；4-4-定量马达；4-5-定量马达输出轴；5-液压动力输出机构；5-1-第四离合器；5-2-液压动力输出机构齿轮副；6-输出轴；7-行星齿轮汇流机构；7-1第三离合器；7-2-汇流机构齿圈传动齿轮副；7-3-汇流机构齿圈；7-4-汇流机构太阳轮；7-5-汇流机构行星架；7-6-第二离合器；8-中间轴；9-行星齿轮分流机构；9-1-分流机构行星架输入轴；9-2-分流机构太阳轮传动齿轮副；9-3-分流机构行星架；9-4-分流机构太阳轮；9-5-分流机构齿圈；9-6-制动器；9-7-第一离合器；10-动力传动机构；10-1-动力传动机构齿轮副；10-2-动力输出轴；11-动力源；11-1-发动机；11-2-耦合装置；11-3-电动机；11-4-动力电池。
具体实施方式
下面接合附图以及具体实施例对本发明作进一步的说明，但本发明的保护范围并不限于此。
如图1所示，本发明所述的混合动力多模式切换的无级变速传动系统包括主离合器1、输入轴2、前进后退档总成3、液压传动总成4、液压动力输出机构5、输出轴6、行星齿轮汇流机构7、中间轴8、行星齿轮分流机构9、动力传动机构10和动力源11。所述主离合器1用于连接动力源11与输入轴2。
所述前进后退档总成3包括倒档增速主动齿轮3-1、倒档增速从动齿轮3-2、带花键套的换挡齿轮3-3、倒档惰轮3-4和倒档减速主动齿轮3-5；倒档增速主动齿轮3-1与倒档增速从动齿轮3-2啮合，所述倒档增速主动齿轮3-1与输入轴2连接；所述倒档惰轮3-4和倒档减速主动齿轮3-5啮合，所述倒档增速从动齿轮3-2与倒档减速主动齿轮3-5一体共同旋转；所述带花键套的换挡齿轮3-3可以实现输入轴2与行星齿轮分流机构9之间的相同或相反转向。
所述液压传动总成4包括变量泵输入轴4-1、变量泵4-2、液压管道4-3、定量马达4-4和定量马达输出轴4-5；所述行星齿轮分流机构9通过变量泵输入轴4-1与变量泵4-2连接；所述变量泵4-2通过液压管道4-3与定量马达4-4连接，用于提供定量马达4-4动力；所述定量马达4-4通过第三离合器7-1与所述行星齿轮汇流机构7连接以共同旋转；所述定量马达4-4通过第四离合器5-1与所述液压动力输出机构5连接以共同旋转。
所述液压动力输出机构5包括第四离合器5-1和液压动力输出机构齿轮副5-2；定量马达输出轴4-5通过第四离合器5-1与液压动力输出机构齿轮副5-2连接；所述液压动力输出机构齿轮副5-2输出端与输出轴6连接。
所述行星齿轮汇流机构7包括汇流机构齿圈传动齿轮副7-2、汇流机构齿圈7-3、汇流机构太阳轮7-4和汇流机构行星架7-5；所述行星齿轮分流机构9包括分流机构行星架输入轴9-1、分流机构太阳轮传动齿轮副9-2、分流机构行星架9-3、分流机构太阳轮9-4和分流机构齿圈9-5；制动器9-6用于选择性的将所述分流机构齿圈9-5连接到固定件；第一离合器9-7与第二离合器7-6之间通过中间轴8连接，所述中间轴8两端分别安装分流机构齿圈9-5和汇流机构太阳轮7-4；所述分流机构行星架输入轴9-1上安装分流机构行星架9-3，分流机构行星架输入轴9-1一端可通过带花键套的换挡齿轮3-3与输入轴2连接，所述第一离合器9-7用于选择性的将所述分流机构行星架输入轴9-1连接到中间轴8以共同旋转；由于中间轴8上还安装分流机构齿圈9-5，因此也可以认为所述第一离合器9-7用于选择性的将所述分流机构行星架输入轴9-1连接到分流机构齿圈9-5以共同旋转；所述第二离合器7-6用于选择性的将所述中间轴8连接到汇流机构行星架7-5以共同旋转。所述分流机构太阳轮传动齿轮副9-2用于将分流机构行星架输入轴9-1连接到所述液压传动总成4。所述分流机构行星架输入轴9-1与分流机构行星架9-3连接。输入分流和输出分流的高效区都对应于前进方向，前者的高效区在低速段，后者的高效区在高速段。输入分流的变量泵始终由输入轴拖动，转速范围不大；输出分流的泵和马达可能双向旋转，往往要单设补油泵。
所述动力传动机构10包括动力传动机构齿轮副10-1和动力输出轴10-2。所述动力传动机构齿轮副10-1用于连接动力输出轴10-2与输入轴2。
当带花键套的换挡齿轮3-3接合分流机构行星架输入轴9-1时，为车辆前进档位，动力 经输入轴2直接传递到分流机构行星架输入轴9-1；当带花键套的换挡齿轮3-3接合倒档惰轮3-4时，为车辆后退档位，动力经倒档增速主动齿轮3-1、倒档增速从动齿轮3-2、倒档减速主动齿轮3-5和倒档惰轮3-4传递到分流机构行星架输入轴9-1。
如图3所示，通过调节液压传动总成4的排量比和选择性控制所述第一离合器9-7、第二离合器7-6、第三离合器7-1、第四离合器5-1和制动器9-6的接合，用于提供输入构件与输出构件之间前进的传动方式：液压传动、机械传动和液压机械传动。
如表1所示，以下以车辆前进档位为例进行说明：
当接合第四离合器5-1和制动器9-6时，为液压传动方式，记为F1(H)。传递到分流机构行星架输入轴9-1的动力经分流机构行星架9-3、分流机构太阳轮9-4和分流机构太阳轮传动齿轮副9-2，传递到液压传动总成4后，由变量泵输入轴4-1驱动变量泵4-2，流体经液压管道4-3，带动定量马达4-4旋转，将机械能从定量马达输出轴4-5输出，继而动力经液压动力输出机构齿轮副，从输出轴6输出。如此时带花键套的换挡齿轮3-3接合倒档惰轮3-4，为车辆后退档位，记为R(H)。
当接合第二离合器7-6和第三离合7-1时，为液压机械传动方式，即输入分流记为F2(HM)。此时，行星齿轮汇流机构7固连为一体，传递到分流机构行星架输入轴9-1的动力经分流机构行星架9-3分为两路，一路经分流机构太阳轮9-4和分流机构太阳轮传动齿轮副9-2，传递到液压传动总成4后，经汇流机构齿圈传动齿轮副7-2，与经分流机构齿圈9-5和中间轴8直接传递到行星齿轮汇流机构7的动力进行汇流，从输出轴6输出。
当接合第一离合器9-7和第三离合器7-1时，为液压机械传动方式，即输出分流记为F3(HM)。此时，行星齿轮分流机构9固连为一体，传递到分流机构行星架输入轴9-1的一部分动力经分流机构行星架输入轴9-1传递到液压传动总成4后，经汇流机构齿圈传动齿轮副7-2传动到汇流机构齿圈7-3，与经行星齿轮分流机构9和中间轴8直接传递到汇流机构太阳轮7-4的动力汇流至汇流机构行星架7-5，从输出轴6输出。
当接合第一离合器9-7和第二离合器7-6时，为机械传动方式，记为F4(M)。传递到分流机构行星架输入轴9-1的动力经行星齿轮分流机构9、中间轴8、行星齿轮汇流机构7，从输出轴6输出。
表1变速传动装置主要元件工作示意图
Figure PCTCN2019072880-appb-000001
Figure PCTCN2019072880-appb-000002
表1中，S表示带花键套的换挡齿轮；C 1表示第一离合器9-7；C 2表示第二离合器7-6；C 3表示第三离合器7-1；C 4表示第四离合器5-1；B表示制动器9-6。
如图3所示，通过调节液压传动总成4的排量比，使输入构件与输出构件之间前进的传动方式之间切换。具体为：
通过液压传动总成4的排量比线性增大，使液压传动转换为液压机械传动；
在液压机械传动基础上，通过液压传动总成4的排量比线性或者非线性增大，使液压机械传动转换为机械传动。
当变量泵4-2为单向变量泵、定量马达4-4为单向定量马达，需要安装前进后退档总成3实现倒档液压传动；但是倒挡也可仅由双向变量泵和定量马达组成的容积调速回路来实现。若单向变量泵排量的范围为[0，V max]，那么双向变量泵排量的范围为[-V max，V max]，只需将双向变量泵排量取负值，即可实现倒档位，倒档位仅由液压传动来实现。
如图2所述，动力源11包括发动机11-1、耦合装置11-2、电动机11-3和动力电池11-4；可采用所述动力电池11-4和电动机11-3组成的电动机动力源，与发动机11-1动力源相接合，通过耦合装置11-2为变速传动系统提供动力。通过控制不同动力混合比的混合动力与输入构件与输出构件之间连续前进或后退的传动方式相接合，组成复合传动系统，可通过优化算法合理分配功率，实现电动机辅助起步、减少换挡冲击和提高上坡动力性等功能。
起步阶段，由于车速较低，发动机11-1运行在低效率区，为提高传动效率，此时电动机11-3单独驱动。车速达到一定值后，发动机11-1运行在高效率区，此阶段发动机11-1单独驱动，若发动机11-1输出转矩有盈余且电动机动力源有充电需求，可通过电动机11-3向动力电池11-4充电，实现能量回收。当驾驶员需急加速或车辆爬坡时，整车需求转矩较大，为提供足够动力，需电动机动力源和发动机11-1动力源组成双动力源同时驱动。
在挡位切换时，为减少换挡冲击，采用动态协调控制算法实现电动机转矩对发动机转矩的实时补偿，提高换挡品质。在动力输出时，增加传递功率，提高响应速度，将双源动力和复合传动相接合，实现提高换挡品质和减少循环功率的功能。
采用稳态能量管理算法中的模式切换进行识别，协调控制发动机11-1和电动机11-3的目标转矩。档位切换不仅涉及到发动机11-1和电动机11-3，还涉及到离合器组件和制动器，存在多状态切换，采用混杂系统优化控制解决换挡品质优化问题；对档位内的无级调速，可通过带有反馈功能的自适应理论进行调节。发动机在低速小负荷时运行效率较低，在中高负荷 时运行效率较高；电动机不仅具有低速大转矩的特性，还可精确快速控制。在档位切换时，利用转矩动态控制方法实现电动机转矩对发动机转矩的实时补偿，将发动机和电动机的合成转矩波动控制在一定范围内，有利于提高车辆的平稳舒适性。
此外，根据能量管理系统设定的控制策略，动力源11提供的动力除满足行走装置所需动力外，还可经动力输出轴10-2输出，驱动其它机构，实现双动力源与整个动力传动系统的性能优化匹配。
以大型工程或农业机械为例：当车辆处于起步上坡阶段时，行走装置消耗能量较多，动力传动机构10可不输出或少输出动力。
当车辆处于机械传动档位时，动力源和电动机动力源组成的双动力源可将其动力全部用于行走系统，此时速度可达理论最大值。
当车辆处于液压机械传动档位时，双动力源可将其动力一部分用于行走系统，一部分用于对外做功。
液压机械传动系统的循环功率和传动效率与系统的构型密切相关，在齿轮传动比和行星齿轮特性参数确定的前提下，循环功率和传动效率与排量比和分流方式相关，通过整车控制器协调控制电子控制单元，变速器控制单元，以及电池管理系统，在不同动力输出和行走状态下，实现系统能量优化。
当车辆处于静止时，双动力源可将其动力全部输出到动力输出轴10-2，此时作业功率最大。
当动力输出轴10-2被制动时，其能量可经耦合装置11-2和电动机11-3，存储到动力电池11-4中。
所述实施例为本发明的优选的实施方式，但本发明并不限于上述实施方式，在不背离本发明的实质内容的情况下，本领域技术人员能够做出的任何显而易见的改进、替换或变型均属于本发明的保护范围。

Claims (10)

  1. 一种混合动力多模式切换的无级变速传动系统，其特征在于，包括输入构件、输出构件、离合器组件、制动器、液压传动总成(4)和行星齿轮总成，所述输入构件与液压传动总成(4)连接，所述输出构件与行星齿轮总成连接，所述离合器组件分别将所述输入构件和液压传动总成(4)连接到行星齿轮总成，所述制动器和所述离合器组件提供输入构件与输出构件之间连续前进或后退的传动比。
  2. 根据权利要求1所述的混合动力多模式切换的无级变速传动系统，其特征在于，通过调节液压传动总成(4)的排量比和选择性控制所述离合器组件和制动器的接合，提供输入构件与输出构件之间前进或后退的传动方式包括：液压传动、机械传动、液压机械传动和液压反向传动。
  3. 根据权利要求2所述的混合动力多模式切换的无级变速传动系统，其特征在于，通过调节液压传动总成(4)的排量比，实现输入构件与输出构件之间的前进传动方式之间的切换。
  4. 根据权利要求3所述的混合动力多模式切换的无级变速传动系统，其特征在于，所述输入构件与输出构件之间前进的传动方式之间切换具体为：
    通过液压传动总成(4)的排量比线性增大，使液压传动转换为液压机械传动；
    在液压机械传动基础上，通过液压传动总成(4)的排量比线性增大或者非线性增大，使液压机械传动转换为机械传动。
  5. 根据权利要求2所述的混合动力多模式切换的无级变速传动系统，其特征在于，所述行星齿轮总成包括行星齿轮分流机构(9)和行星齿轮汇流机构(7)；所述离合器组件包括第一离合器(9-7)、第二离合器(7-6)和第三离合器(7-1)；所述行星齿轮分流机构(9)的齿圈与行星齿轮汇流机构(7)的太阳轮连接；
    所述第一离合器(9-7)用于选择性的将所述行星齿轮分流机构(9)的齿圈连接到行星齿轮分流机构(9)的行星架以共同旋转；所述第二离合器(7-6)用于选择性的将所述行星齿轮汇流机构(7)的太阳轮连接到行星齿轮汇流机构(7)的行星架以共同旋转；所述第三离合器(7-1)用于选择性的将所述液压传动总成(4)连接到行星齿轮汇流机构(7)以共同旋转；通过调节液压传动总成(4)的排量比和选择性控制所述第一离合器(9-7)、第二离合器(7-6)和第三离合器(7-1)的接合，提供输入构件与输出构件之间前进的液压机械传动。
  6. 根据权利要求5所述的混合动力多模式切换的无级变速传动系统，其特征在于，通过调节液压传动总成(4)的排量比和选择性控制所述第一离合器(9-7)和第二离合器(7-6)的接合，提供输入构件与输出构件之间前进的机械传动。
  7. 根据权利要求5所述的混合动力多模式切换的无级变速传动系统，其特征在于，所述离合器组件还包括第四离合器(5-1)，所述第四离合器(5-1)用于选择性的将所述液压传动 总成(4)连接到输出构件以共同旋转；所述制动器(9-6)用于选择性的将所述行星齿轮分流机构(9)的齿圈连接到固定件；通过调节液压传动总成(4)的排量比和控制所述第四离合器(5-1)和制动器(9-6)的接合，提供输入构件与输出构件之间前进或后退的液压传动。
  8. 根据权利要求5所述的混合动力多模式切换的无级变速传动系统，其特征在于，接合所述第一离合器(9-7)和第三离合器(7-1)、接合所述第二离合器(7-6)和第三离合器(7-1)，分别提供输入构件与输出构件之间前进各自相异的液压机械传动方式。
  9. 根据权利要求1-8任一项所述的混合动力多模式切换的无级变速传动系统，其特征在于，所述输入构件的动力源包括发动机动力源和电动机动力源；所述发动机动力源通过发动机(11-1)产生；所述电动机动力源由动力电池(11-4)与电动机(11-3)组成；所述发动机动力源和电动机动力源形成混合动力源通过耦合装置(11-2)连接输入构件。
  10. 根据权利要求9所述的混合动力多模式切换的无级变速传动系统，其特征在于，通过控制不同动力混合比的双动力源与复合传动相接合，组成混合动力-多模式切换无级变速传动系统。
PCT/CN2019/072880 2019-01-16 2019-01-24 一种混合动力多模式切换的无级变速传动系统 Ceased WO2020147141A1 (zh)

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