• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention provides a continuously variable transmission system with a hybrid multimode shifting available, comprising an input element, an output element, a clutch arrangement, a brake, (9-6) a hydraulic transmission arrangement (4) and a planetary gear arrangement, wherein the input element with the hydraulic transmission assembly (4) and the output element is connected to the planetary gear assembly, and wherein the clutch assembly connects the input element and the hydraulic transmission assembly (4) with the planetary gear assembly, and wherein the brake (9-6) and the clutch assembly are continuously forward or provide reverse gear ratio between the input element and the output element. In the present invention, the hydraulic mechanical transmission is preferably switched to the mechanical transmission by a linear or non-linear increase in the displacement ratio of the hydraulic transmission arrangement (4). As a result, the dual drive source with the prime mover and the electric motor as the driving force and the compound transmission with the hydraulic transmission (4), the mechanical transmission and the hydraulic mechanical transmission as the transmission method can be controlled in an integrated manner, while a suitable energy management strategy using a statistical method based on the test data is offered.
    公开号:CH715790A2
    申请号:CH01666/19
    申请日:2019-01-24
    公开日:2020-07-31
    发明作者:Zhu Zhen；Feng Cai Ying；Chen Long；Gao Xia Chang；yi han Jiang；Hua Shi De；Wang Feng；Chun Yuan Chao；Feng Pan Chao；Xu Xing
    申请人:Univ Jiangsu；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to the field of continuously variable transmission devices, particularly to a continuously variable transmission system with hybrid multi-mode switching.
    STATE OF THE ART
    In a hydraulic transmission, flexible operation is realized by converting the form of energy, but the transmission efficiency is relatively low; the gear ratio of the mechanical transmission generally changes in steps and the transmission efficiency is relatively high. The hydraulic mechanical transmission combines the advantages of hydraulic transmission and mechanical transmission and has the advantages of continuously variable speed change, high transmission efficiency and high transmission power and represents an ideal transmission form for heavy vehicles. The hydraulic mechanical transmission is divided into two categories - input division and Initial division - divided, each having advantages and disadvantages; and a mechanical-hydraulic compound transmission system that integrates the hydraulic transmission, the mechanical transmission and the hydraulic-mechanical transmission can be suitable for various operating states and represents a future development direction of the transmission system.
    CONTENT OF THE PRESENT INVENTION
    With regard to the shortcomings of the prior art, the present invention provides a continuously variable transmission system with a hybrid multimode switching available, in which a hydraulic transmission by switching the clutch and the brake and adjusting the displacement ratio of the hydraulic system hydraulic mechanical transmission and a mechanical transmission are integrated in one piece.
    In order to achieve the above technical goal, the present invention employs the following technical solution:<tb> <SEP> a continuously variable transmission system with a hybrid multimode switching, comprising an input element, an output element, a clutch arrangement, a brake, a hydraulic transmission arrangement and a planetary gear arrangement, wherein the input element with the hydraulic transmission arrangement and the output element with the planetary gear arrangement is connected, and wherein the clutch assembly connects the input member and the hydraulic gear assembly, respectively, with the planetary gear assembly, and wherein the brake and the clutch assembly provide a continuously forward or reverse gear ratio between the input member and the output member.
    By adjusting the displacement ratio of the hydraulic transmission assembly and selective control of the connection of the clutch assembly and the brake, the following forward or backward moving transmission modes are preferably offered between the input element and the output element: a hydraulic transmission, a mechanical transmission, a hydraulic mechanical transmission and a hydraulic reversing transmission.
    Preferably, by setting the displacement ratio of the hydraulic transmission arrangement, switching of the forward transmission modes between the input element and the output element is realized.
    Preferably, the switching of the forward transmission modes between the input element and the output element takes place in particular as follows: that by a linear increase in the displacement ratio of the hydraulic transmission arrangement, the hydraulic transmission is switched to the hydraulic mechanical transmission; wherein the hydraulic mechanical transmission is switched to the mechanical transmission based on the hydraulic mechanical transmission by a linear or non-linear increase in the displacement ratio of the hydraulic transmission arrangement.
    Preferably, the planetary gear assembly comprises a planetary gear dividing mechanism and a planetary gear collecting mechanism; wherein the clutch assembly comprises a first clutch, a second clutch and a third clutch; and wherein a ring gear of the planetary gear dividing mechanism is connected to a sun gear of the planetary gear collecting mechanism; and wherein the first clutch is used to selectively connect the ring gear of the planetary gear division mechanism with a planet holder of the planetary gear division mechanism to realize a common rotation; and wherein the second clutch is used to selectively connect the sun gear of the planetary gear collecting mechanism to a planet holder of the planetary gear collecting mechanism to realize a common rotation; and wherein the third clutch is used to selectively connect the hydraulic transmission assembly to the planetary gear collecting mechanism to realize common rotation; and wherein by adjusting the displacement ratio of the hydraulic transmission assembly and selectively controlling the connection of the first clutch, second clutch and third clutch, an advancing hydraulic mechanical transmission is provided between the input member and the output member.
    Preferably, by adjusting the displacement ratio of the hydraulic transmission assembly and selectively controlling the connection of the first clutch and the second clutch, a forward moving mechanical transmission is provided between the input element and the output element.
    Preferably, the clutch assembly further comprises a fourth clutch which is used to selectively connect the hydraulic transmission assembly to the output member to realize a common rotation; wherein the brake is used to selectively connect the ring gear of the planetary gear division mechanism to a fixed member; and wherein by adjusting the displacement ratio of the hydraulic transmission assembly and controlling the connection of the fourth clutch and the brake, a forward or backward moving hydraulic transmission is provided between the input member and the output member.
    Preferably, the first clutch and the third clutch and the second clutch and the third clutch are connected to each other, whereby a hydraulic mechanical transmission mode with a respective different feed is offered between the input element and the output element.
    Preferably, the drive source of the input member includes an engine drive source and an electric motor drive source; wherein the engine drive source is generated by an engine; while the electric motor drive source is constituted by a drive battery and an electric motor; and wherein the engine drive source and the electric motor drive source form a hybrid drive source that is connected to the input member through a coupling device.
    By controlling the connection between a dual drive source with a different hybrid ratio and a compound transmission, a continuously variable transmission system with hybrid multimode switching is preferably formed.
    The present invention has the following advantages:<tb> 1. <SEP> In the continuously variable transmission system with hybrid multi-mode switching according to the present invention, by controlling four clutches, a brake and the displacement ratio of the hydraulic system, switching between a mechanical gear position, two hydraulic gear positions and two hydraulic mechanical gear positions can be realized, whereby a stepless speed change is realized in the reverse and forward gears at low gear position.<tb> 2. <SEP> In the continuously variable transmission system with hybrid multi-mode switching according to the present invention, the driving force can be output through the transmission mechanism to drive another device.<tb> 3. <SEP> The continuously variable transmission system with hybrid multi-mode switching according to the present invention has a compact structure, easy operation, a relatively small number of transmission gears, and high transmission efficiency.<tb> 4. <SEP> In the continuously variable transmission system with hybrid multi-mode switching according to the present invention, the hydraulic mechanical transmission is based on the hydraulic mechanical transmission by a linear or non-linear increase in the displacement ratio of the hydraulic transmission arrangement to the mechanical transmission .<tb> 5. <SEP> In the continuously variable transmission system with hybrid multi-mode switching according to the present invention, energy recovery, provision of sufficient driving force, and other functions can be achieved.<tb> 6. <SEP> In the continuously variable transmission system with hybrid multi-mode switching according to the present invention, when the gear position is switched by means of a dynamic torque control method, real-time compensation for the torque of the engine is implemented by the torque of the electric motor which is conducive to improving the gear shifting quality and driving comfort of a vehicle. At the output of the driving force, the transmission power and the response speed are increased, and the dual-source driving force and the compound transmission are connected to each other to achieve the function of reducing the cycle power and increasing the transmission efficiency.<tb> 7. <SEP> In the continuously variable transmission system with hybrid multi-mode switching according to the present invention, the efficient ranges of the input pitch and the output pitch correspond to the forward direction, respectively, with the efficient range of the input pitch being in the low-speed route and the efficient area of the output division is located in the high speed track. The variable displacement pump of the input division is dragged all the time by an input shaft, the speed does not have a large range; the pump and the motor of the output division can rotate bidirectionally, and an oil refill pump should often be arranged in addition.
    BRIEF DESCRIPTION OF THE DRAWING
    [0015]<tb> <SEP> FIG. 1 shows a schematic representation of a continuously variable transmission system with a hybrid multi-mode switchover according to the present invention.<tb> <SEP> FIG. 2 shows a schematic representation of the input of the drive force according to the present invention.<tb> <SEP> FIG. 3 shows a feature diagram of a continuously variable transmission system with a hybrid multi-mode shift according to the present invention.
    List of reference symbols
    1 main clutch 2 input shaft 3 forward and reverse gear assembly 3-1 reverse accelerator drive gear 3-2 reverse accelerator gear 3-3 shift gear with a serration sleeve 3-4 reverse idle gear 3-5 reverse gear reduction drive gear 4 hydraulic gear assembly 4-1 input shaft of the variable displacement pump 4-2 variable displacement pump 4-3 hydraulic line 4-4 quantitative motor 4-5 output shaft of the quantitative motor 5 hydraulic output mechanism 5-1 fourth clutch 5-2 gear pair of the hydraulic output mechanism 6 output shaft 7 planetary gear collecting mechanism 7-1 third clutch 7-2 ring gear -Pair of gears of the collecting mechanism 7-3 Ring gear of the collecting mechanism 7-4 Sun gear of the collecting mechanism 7-5 Planetary holder of the collecting mechanism 7-6 Second clutch 8 Intermediate shaft 9 Planetary gear dividing mechanism 9-1 Input shaft of the planetary holder of the dividing mechanism 9-2 Sun gear pair of the part dividing mechanism 9-3 planetary holder of dividing mechanism 9-4 sun gear of dividing mechanism 9-5 ring gear of dividing mechanism 9-6 brake 9-7 first clutch 10 driving force transmission mechanism 10-1 pair of gears of driving force transmission mechanism 10-2 drive output shaft 11 drive source 11-1 engine 11-2 coupling device 11-3 electric motor 11-4 drive battery
    DETAILED DESCRIPTION
    In connection with figures and detailed embodiments, the present invention is explained in more detail below, but the scope of the present invention is not limited thereto.
    As shown in Figure 1, the continuously variable transmission system with a hybrid multimode switching according to the present invention comprises a main clutch 1, an input shaft 2, a forward and reverse gear assembly 3, a hydraulic transmission assembly 4, a hydraulic output mechanism 5, a Output shaft 6, a planetary gear collecting mechanism 7, an intermediate shaft 8, a planetary gear dividing mechanism 9, a driving force transmission mechanism 10, and a driving source 11. The main clutch 1 is used to establish a connection between the driving source 11 and the input shaft 2.
    The forward and reverse gear assembly 3 includes a reverse accelerator drive gear 3-1, a reverse accelerator gear 3-2, a splined gear shift gear 3-3, a reverse idler gear 3-4 and a reverse reduction drive gear 3-5 ; the reverse accelerator drive gear 3-1 meshes with the reverse accelerator gear 3-2, and the reverse accelerator drive gear 3-1 is connected to the input shaft 2; and wherein the reverse idle gear 3-4 meshes with the reverse reduction drive gear 3-5, and wherein the reverse accelerator gear 3-2 and the reverse reduction drive gear 3-5 rotate in unison; and wherein the switching gear with a serration sleeve 3-3 can realize the same or opposite direction of rotation of the input shaft 2 and the planetary gear dividing mechanism 9.
    The hydraulic transmission assembly 4 comprises an input shaft of the variable displacement pump 4-1, a variable displacement pump 4-2, a hydraulic line 4-3, a quantitative motor 4-4 and an output shaft of the quantitative motor 4-5; the planetary gear dividing mechanism 9 being connected to the variable displacement pump 4-2 through the input shaft of the variable displacement pump 4-1; and wherein the variable displacement pump 4-2 is connected to the quantitative motor 4-4 through a hydraulic line 4-3 to supply the quantitative motor 4-4 with the driving force; and wherein the quantitative motor 4-4 is connected to the planetary gear collecting mechanism 7 through a third clutch 7-1 to realize common rotation; and wherein the quantitative motor 4-4 is connected to the hydraulic output mechanism 5 through a fourth clutch 5-1 to realize common rotation.
    The hydraulic output mechanism 5 comprises a fourth clutch 5-1 and a gear pair of the hydraulic output mechanism 5-2; wherein the output shaft of the quantitative motor 4-5 is connected to the gear pair of the hydraulic output mechanism 5-2 through the fourth clutch 5-1; and an output end of the gear pair of the hydraulic output mechanism 5-2 is connected to the output shaft 6.
    The planetary gear collecting mechanism 7 comprises a ring gear pair of the collecting mechanism 7-2, a ring gear of the collecting mechanism 7-3, a sun gear of the collecting mechanism 7-4 and a planetary holder of the collecting mechanism 7-5; the planetary gear dividing mechanism 9 comprises an input shaft of the planetary holder of the dividing mechanism 9-1, a sun gear pair of the dividing mechanism 9-2, a planetary holder of the dividing mechanism 9-3, a sun gear of the dividing mechanism 9-4, and a ring gear of the dividing mechanism 9-5; and wherein the brake 9-6 is used to selectively connect the ring gear of the dividing mechanism 9-5 to a fixed member; and wherein the first clutch 9-7 and the second clutch 7-6 are connected to each other by the intermediate shaft 8, and a ring gear of the dividing mechanism 9-5 and a sun gear of the collecting mechanism 7-4 are installed at both ends of the intermediate shaft 8, respectively ; and wherein a planetary holder of the dividing mechanism 9-3 is installed on the input shaft of the planetary holder of the dividing mechanism 9-1, and one end of the input shaft of the planetary holder of the dividing mechanism 9-1 is connected to the input shaft 2 through a gear with a serration sleeve 3-3 , and wherein the first clutch 9-7 is used to selectively connect the input shaft of the planetary holder of the dividing mechanism 9-1 to the intermediate shaft 8 to realize a common rotation; Since a ring gear of the dividing mechanism 9-5 is further installed on the intermediate shaft 8, it can also be considered that the first clutch 9-7 is used to selectively connect the input shaft of the planetary holder of the dividing mechanism 9-1 with the ring gear of the dividing mechanism 9 -5 to connect to realize a common rotation; and wherein the second clutch 7-6 is used to selectively connect the intermediate shaft 8 to the planetary holder of the collecting mechanism 7-5 to realize a common rotation. The sun gear-gear wheel pair of the dividing mechanism 9-2 is used to connect the input shaft of the planetary holder of the dividing mechanism 9-1 to the hydraulic transmission arrangement 4. The input shaft of the planetary holder of the dividing mechanism 9-1 is connected to the planetary holder of the dividing mechanism 9-3. The efficient areas of the input pitch and the output pitch correspond to the forward direction, with the efficient area of the input pitch being in the low-speed route and the efficient region of the output pitch being in the high-speed route , the speed does not have a large range; the pump and the motor of the output division can rotate bidirectionally, and an oil refill pump should often be arranged in addition.
    The driving force transmission mechanism 10 includes a pair of gears of the driving force transmission mechanism 10-1 and a drive output shaft 10-2. The pair of gears of the driving force transmission mechanism 10-1 are used to establish a connection between the driving output shaft 10-2 and the input shaft 2.
    When the shift gear with a serration sleeve 3-3 is connected to the input shaft of the planetary holder of the dividing mechanism 9-1, it is a forward gear position of a vehicle, the driving force through the input shaft 2 being transmitted directly to the input shaft of the planetary holder of the dividing mechanism 9 -1 is transmitted; when the shift gear is connected to the reverse idle gear 3-4 with a serration sleeve 3-3, it is a reverse position of a vehicle, the driving force through the reverse accelerator drive gear 3-1, the reverse accelerator gear 3-2, the Reverse reduction drive gear 3-5 and the reverse idle gear 3-4 is transmitted to the input shaft of the planetary holder of the dividing mechanism 9-1.
    As shown in Figure 3, by setting the displacement ratio of the hydraulic transmission arrangement 4 and a selective control of the connection of the first clutch 9-7, the second clutch 7-6, the third clutch 7-1, the fifth clutch 5 -1 and the brake 9-6, a forward gear mode - a hydraulic transmission, a mechanical transmission and a hydraulic mechanical transmission - is offered between the input element and the output element.
    As shown in Table 1, it is explained below with the forward gear position of a vehicle:
    When the fourth clutch 5-1 and the brake 9-6 are connected, there is a hydraulic transmission and it is recorded as F1 (H). After the drive force transmitted to the input shaft of the planetary holder of the dividing mechanism 9-1 has been transmitted to the hydraulic gear assembly 4 through the planetary holder of the dividing mechanism 9-3, the sun gear of the dividing mechanism 9-4 and the sun gear-gear pair of the dividing mechanism 9-2, the Variable displacement pump 4-2 driven by the input shaft of the variable displacement pump 4-1, the fluid through the hydraulic line 4-3 driving the quantitative motor 4-4 to rotate to output the mechanical energy through the output shaft of the quantitative motor 4-5, then the driving force is output through the output shaft 6 via the gear pair of the hydraulic output mechanism. At this time, if the shift gear is connected to the reverse idle transmission 3-4 with a spline sleeve 3-3, it is the reverse position of a vehicle and it is recorded as R (H).
    When the second clutch 7-6 and the third clutch 7-1 are connected, there is a hydraulic mechanical transmission, namely an input division, and it is recorded as F2 (HM). Now the planetary gear collecting mechanism 7 is integrally firmly connected, and the driving force transmitted to the input shaft of the planetary holder of the dividing mechanism 9-1 is divided into two parts by the planetary holder of the dividing mechanism 9-3 after one part by the sun gear of the dividing mechanism 9-4 and the Sun gear-gear pair of the dividing mechanism 9-2 has been transmitted to the hydraulic gear assembly 4, it is collected by the ring-gear-gear pair of the collecting mechanism 7-2 with the driving force transmitted through the ring gear of the dividing mechanism 9-5 and the intermediate shaft 8 directly to the planetary gear collecting mechanism 7 and then output through the output shaft 6.
    When the first clutch 9-7 and the third clutch 7-1 are connected, there is a hydraulic mechanical transmission, namely an output pitch, and it is recorded as F3 (HM). Now the planetary gear dividing mechanism 9 is firmly connected in one piece, after a part of the driving force which is transmitted to the input shaft of the planetary holder of the dividing mechanism 9-1 has been transmitted through the input shaft of the planetary holder of the dividing mechanism 9-1 to the hydraulic gear arrangement 4, it becomes through the ring gear pair of the collecting mechanism 7-2 is transmitted to the ring gear of the collecting mechanism 7-3, and together with the driving force directly transmitted to the sun gear of the collecting mechanism 7-4 through the planetary gear dividing mechanism 9 and the intermediate shaft 8, it is collected to the planetary holder of the collecting mechanism 7-5 and then collected by the output shaft 6 issued.
    When the first clutch 9-7 and the second clutch 7-6 are connected, there is a mechanical transmission and it is recorded as F4 (M). The driving force transmitted to the input shaft of the planetary holder of the dividing mechanism 9-1 is output through the planetary gear dividing mechanism 9, the intermediate shaft 8, and the planetary gear collecting mechanism 7 through the output shaft 6.
    Table 1 Schematic representation of the operation of the main components of the transmission
    [0031]<tb> F1 (H) hydraulic gear <SEP> forward gear <SEP> disconnected <SEP> disconnected <SEP> disconnected <SEP> connected <SEP> connected<tb> F2 (HM) Hydraulic mechanical gear (input division) <SEP> disconnected <SEP> connected <SEP> connected <SEP> disconnected <SEP> disconnected<tb> F3 (HM) Hydraulic mechanical gear (output division) <SEP> connected <SEP> disconnected <SEP> connected <SEP> disconnected <SEP> disconnected<tb> F4 (M) Mechanical gear <SEP> connected <SEP> connected <SEP> disconnected <SEP> disconnected <SEP> disconnected<tb> R (H) hydraulic gear <SEP> reverse gear <SEP> separated <SEP> separated <SEP> separated <SEP> connected <SEP> connected
    In Table 1, S stands for the shift gear with a serration sleeve, C1 for the first clutch 9-7, C2 for the second clutch 7-6, C3 for the third clutch 7-1, C4 for the fourth clutch 5-1 and B for the brake 9-6.
    As shown in FIG. 3, by setting the displacement ratio of the hydraulic transmission arrangement 4, the forward transmission modes are switched between the input element and the output element. In particular as follows:<tb> <SEP> The hydraulic transmission is switched to the hydraulic mechanical transmission by a linear increase in the displacement ratio of the hydraulic transmission arrangement 4;<tb> <SEP> Based on the hydraulic mechanical transmission, the hydraulic mechanical transmission is switched to the mechanical transmission by a linear or non-linear increase in the displacement ratio of the hydraulic transmission arrangement 4.
    When the variable displacement pump 4-2 is a unidirectional variable displacement pump and the quantitative motor 4-4 is a unidirectional quantitative motor, a forward and reverse gear assembly 3 should be installed to realize a hydraulic transmission of the reverse gear; however, the reverse gear can also be implemented by a volumetric speed control loop formed by a bidirectional variable displacement pump and a quantitative motor. If the displacement of the unidirectional variable displacement pump has a range of [0, Vmax], the displacement of the bidirectional variable displacement pump has a range of [-Vmax, Vmax], a reverse gear position can be realized if the displacement of the bidirectional variable displacement pump is set to a negative value the reverse gear position is only realized by the hydraulic transmission.
    As shown in Figure 2, the drive source 11 comprises an engine 11-1, a coupling device 11-2, an electric motor 11-3 and a drive battery 11-4; using an electric motor drive source formed by the drive battery 11-4 and the electric motor 11-3 connected to the drive source of the engine 11-1 to supply the transmission system with the driving force through the coupling device 11-2. By controlling the mixed drive force with different hybrid ratios and a connection between the input element and the output element with a continuously moving forward or backward transmission method, a compound transmission system is formed, as a result of which the power can be appropriately distributed with an optimization algorithm in order to support start of the electric motor, a reduction of the shift shock and an improvement in the slope dynamics and other functions.
    In the starting phase, the vehicle speed is relatively low and the engine 11-1 is running in a low efficiency region; In order to increase the transmission efficiency, the electric motor 11-3 now performs a separate drive. After the vehicle speed reached a certain value, the engine 11-1 runs in a high efficiency area, in the stage the engine 11-1 now performs a separate drive; when the output torque of the engine 11-1 remains and the electric motor drive source has a need for charging, the drive battery 11-4 can be charged by the electric motor 11-3 to realize energy recovery. When the driver urgently needs acceleration or a vehicle is climbing, the entire vehicle needs more torque; In order to provide a sufficient driving force, the electric motor driving source and the driving source of the engine 11-1 should form a dual driving source to perform simultaneous driving.
    When shifting the gear position, a dynamic coordinated control algorithm is used to reduce the shift shock in order to realize real-time compensation for the torque of the engine carried out by the torque of the electric motor, whereby the shift quality is improved. At the output of the driving force, the transmission power and the response speed are increased, and the dual source driving force and the compound transmission are connected to each other to achieve the function of improving the shift quality and reducing the cycle performance.
    The mode switching in the stationary energy management algorithm is used for recognition in order to control the target torque of the engine 11-1 and the electric motor 11-3 in a coordinated manner. The gear shift affects not only the engine 11-1 and the electric motor 11-3, but also the clutch arrangement and the brake, with a multi-state shift, and with the problem of improving the shift quality being solved by means of an optimized control of the mixing system; for the stepless speed control in the gear position, an adjustment can be made using an adaptive theory with a feedback function. At a low speed and a small load, the engine has a low operating efficiency, while at a medium and high load, the operating efficiency is relatively high; the electric motor not only has the features of low speed and high torque, but it can also realize precise high speed control. In gear shifting, a dynamic torque control method realizes real-time compensation for the engine torque by the torque of the electric motor, whereby the fluctuation of the synthetic torque of the engine and the electric motor is controlled within a certain range, which is conducive to improvement the stability and comfort of the vehicle.
    According to the control strategy set by the energy management system, the drive force offered by the drive source 11 can be output through the drive output shaft 10-2 in addition to the drive force required by a walking device in order to drive other mechanisms, thereby optimizing and tuning between the dual Drive source and the entire transmission system.
    With the large construction or agricultural machinery as an example, when a vehicle is in the uphill initial stage, the walking device has a higher power consumption, and the driving force transmission mechanism 10 can either output no driving force or output less driving force.
    When the vehicle is in a gear position of the mechanical transmission, the dual drive source formed by the drive source and the electric motor drive source can use all the driving force for the walking system, now the speed can reach the theoretical maximum value.
    When the vehicle is in a gear position of the hydraulic mechanical transmission, the dual drive source can use part of the driving force for a walking system while another part can be used for external work.
    The cycle performance and the transmission efficiency of the hydraulic mechanical transmission system closely depend on the shape of the system, under the conditions of the fixed gear ratio of the gear and the fixed characteristic parameters of the planetary gear, the cycle performance and the transmission efficiency depend on the displacement ratio and the division mode, By controlling the entire vehicle, the electronic control unit, the control unit of the transmission and the battery management system are controlled in a coordinated manner, as a result of which the energy of the system is optimized.
    When the vehicle is stationary, the dual drive source can output the drive force all to the drive output shaft 10-2, now there is a maximum operating power.
    When the drive output shaft 10-2 is braked, the energy can be stored in the drive battery 11-4 by the coupling device 11-2 and the electric motor 11-3.
    The above-described embodiments are preferred embodiments of the present invention, but the present invention is not limited to the above embodiments. All obvious improvements, substitutions, or variations made by those skilled in the art without departing from the essence of the present invention are to be considered to be covered by the scope of the present invention.
    权利要求:
    Claims (10)
    [1]
    1. Continuously variable transmission system with a hybrid multimode switching, characterized in that it has an input element, an output element, a clutch arrangement, a brake, a hydraulic transmission arrangement (4) and a planetary gear arrangement, the input element with the hydraulic transmission arrangement (4) and the output element is connected to the planetary gear assembly, and wherein the clutch assembly each connects the input element and the hydraulic gear assembly (4) with the planetary gear assembly, and wherein the brake and the clutch assembly provide a continuously forward or backward moving gear ratio between the input element and the output element.
    [2]
    2. Continuously variable transmission system with a hybrid multi-mode switching according to claim 1, characterized in that the following forward or backward-moving transmission modes between the input element and by adjusting the displacement ratio of the hydraulic transmission arrangement and selective control of the connection of the clutch arrangement and the brake the output element are offered: a hydraulic transmission, a mechanical transmission, a hydraulic mechanical transmission and a hydraulic reversing transmission.
    [3]
    3. Continuously variable transmission system with hybrid multimode switching according to claim 2, characterized in that switching of the forward transmission modes between the input element and the output element is realized by setting the displacement ratio of the hydraulic transmission arrangement (4).
    [4]
    4. Continuously variable transmission system with hybrid multi-mode switching according to claim 3, characterized in that the switching of the forward transmission modes between the input element and the output element is in particular as follows:that by a linear increase in the displacement ratio of the hydraulic transmission arrangement (4), the hydraulic transmission is switched to the hydraulic mechanical transmission;that the hydraulic mechanical transmission is based on the hydraulic mechanical transmission by a linear or non-linear increase in the displacement ratio of the hydraulic transmission arrangement (4) is switched to the mechanical transmission.
    [5]
    5. Continuously variable transmission system with a hybrid multi-mode switching according to claim 2, characterized in that the planetary gear arrangement comprises a planetary gear dividing mechanism (9) and a planetary gear collecting mechanism (7); wherein the clutch arrangement comprises a first clutch (9-7), a second clutch (7-6) and a third clutch (7-1); and wherein a ring gear of the planetary gear dividing mechanism (9) is connected to a sun gear of the planetary gear collecting mechanism (7);and wherein the first clutch (9-7) is used to selectively connect the ring gear of the planetary gear division mechanism (9) to a planet holder of the planetary gear division mechanism (9) to realize a common rotation; and wherein the second clutch (7-6) is used to selectively connect the sun gear of the planetary gear collecting mechanism (7) to a planet holder of the planetary gear collecting mechanism (7) to realize a common rotation; and wherein the third clutch (7-1) is used to selectively connect the hydraulic transmission assembly (4) to the planetary gear collecting mechanism (7) to realize a common rotation; and wherein by adjusting the displacement ratio of the hydraulic transmission assembly (4) and selectively controlling the connection of the first clutch (9-7), second clutch (7-6) and the third clutch (7-1) a forward moving hydraulic mechanical Gear is offered between the input element and the output element.
    [6]
    6. Continuously variable transmission system with hybrid multimode switching according to claim 5, characterized in that by setting the displacement ratio of the hydraulic transmission arrangement (4) and selective control of the connection of the first clutch (9-7) and the second clutch (7 -6) a forward moving mechanical transmission is provided between the input element and the output element.
    [7]
    7. Continuously variable transmission system with a hybrid multimode switching according to claim 5, characterized in that the clutch arrangement further comprises a fourth clutch (5-1) which is used to selectively connect the hydraulic transmission arrangement (4) to the output element, to realize a common rotation; wherein the brake (9-6) is used to selectively connect the ring gear of the planetary gear division mechanism (9) to a fixed member; and wherein by adjusting the displacement ratio of the hydraulic transmission assembly (4) and controlling the connection of the fourth clutch (5-1) and the brake (9-6) a forward or backward moving hydraulic transmission is provided between the input element and the output element .
    [8]
    8. Continuously variable transmission system with a hybrid multimode switching according to claim 5, characterized in that the first clutch (9-7) and the third clutch (7-1) and the second clutch (7-6) and the third clutch ( 7-1) are connected to each other, whereby a hydraulic mechanical transmission mode with a respective different feed is offered between the input element and the output element.
    [9]
    9. A continuously variable transmission system with hybrid multi-mode switching according to any one of claims 1-8, characterized in that the drive source of the input member comprises an engine drive source and an electric motor drive source; wherein the engine drive source is generated by an engine (11-1); while the electric motor drive source is constituted by a drive battery (11-4) and an electric motor (11-3); and wherein the engine drive source and the electric motor drive source form a hybrid drive source connected to the input member through a coupling device (11-2).
    [10]
    10. Continuously variable transmission system with hybrid multimode switching according to claim 9, characterized in that a continuously variable transmission system with hybrid multi-mode switching is formed by controlling the connection between a dual drive source with different hybrid ratios and a compound transmission.
    类似技术:
    公开号 | 公开日 | 专利标题
    DE112019000063T5|2020-10-01|Infinitely variable transmission system with hybrid multi-mode switching
    DE102004043017B4|2014-10-16|Control system of a hydromechanical transmission
    EP0302188A1|1989-02-08|Continuously variable hydromechanical power transmission
    DE102015208160A1|2016-03-31|Transmission control method
    DE112004000874B4|2008-04-30|transmission
    EP2207985B1|2011-11-16|Transmission device having a variator
    DE102006004223A1|2006-08-10|Method and means for switching a hydromechanical transmission
    EP0189420A1|1986-08-06|Drive unit, especially for local traffic vehicles
    EP1604853A2|2005-12-14|Drive unit for working vehicle, especially for floor conveyor
    DE102004034401A1|2005-02-17|Control system for a hybrid vehicle
    EP2764280A1|2014-08-13|Torque-splitting transmission
    DE2904572A1|1980-08-14|Vehicle drive with differential output gearbox - has two sun-wheels of different dia. meshing with double planetary pinions on carrier strip
    DE102004046177A1|2005-05-25|Vehicle control system
    DE3815780A1|1988-12-01|Hydrostatic-mechanical power-shift transmission with a continuous effect
    WO2010066059A2|2010-06-17|Hybrid-capable starting and driving transmission
    DE102004001929A1|2005-08-04|Hydrostatic-mechanical power split transmission
    DE102009001603A1|2010-09-23|Device for a vehicle drive train
    DE102008001613A1|2009-11-12|Continuously variable transmission, with two power paths, has a hydrostatic unit for the first path and a mechanical unit for the second path
    DE102012211531A1|2014-01-09|Gearbox with switchable variator
    DE102009015553A1|2010-02-04|Injection train with a damper directly attached to the engine output and method of mounting the same
    DE19621200A1|1997-11-27|Continuously variable transmission
    DE102009001602A1|2010-09-23|Device for a vehicle drive train with a transmission device
    DE102017222596B4|2019-07-04|Continuously power split transmission
    DE3838767C2|1990-04-12|
    DE102015218670A1|2017-03-30|Infinitely power-split transmission with a planetary gear set and with at least three driving ranges
    同族专利:
    公开号 | 公开日
    DE112019000063T5|2020-10-01|
    US20210331575A1|2021-10-28|
    GB2583556A|2020-11-04|
    CN109723789A|2019-05-07|
    CN109723789B|2021-07-20|
    WO2020147141A1|2020-07-23|
    CH715790B1|2021-08-31|
    GB201919476D0|2020-02-12|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    EP1180078A1|1999-05-25|2002-02-20|Markus Liebherr|Power branching transmission|
    US7822524B2|2003-12-26|2010-10-26|Toyota Jidosha Kabushiki Kaisha|Vehicular drive system|
    JP2006083877A|2004-09-14|2006-03-30|Toyota Motor Corp|Drive device for vehicle|
    DE102007037107A1|2006-08-16|2008-02-21|Robert Bosch Gmbh|Drive system controlling method for vehicle i.e. commercial vehicle, involves changing driving range of vehicle to another range by decoupling power branch output from transmission section output, where speed of section inputs is reduced|
    CN102139626A|2011-02-28|2011-08-03|中国汽车技术研究中心|Hybrid powder system for vehicle|
    JP6135419B2|2013-09-13|2017-05-31|トヨタ自動車株式会社|Power transmission device for hybrid vehicle|
    US9488263B2|2014-08-15|2016-11-08|Caterpillar Inc.|Modular arrangement for hydromechanical transmission|
    JP6396841B2|2015-04-21|2018-09-26|株式会社クボタ|Transmission device provided in the tractor|
    CN107044514A|2017-03-17|2017-08-15|南京泓凯动力系统科技有限公司|A kind of hybrid variable-speed transmission device|CN110822053A|2019-10-08|2020-02-21|江苏大学|Multi-power distribution mode mechanical-hydraulic composite transmission device and control method|
    GB2596367A|2019-10-08|2021-12-29|Univ Jiangsu|Mechanical Hydraulic Compound Transmission Apparatus Having Multiple Power Distribution Modes and Control Method|
    CN110953318B|2019-11-06|2021-06-22|江苏大学|Mechanical hydraulic composite transmission device and control method|
    CN111237424B|2020-01-08|2021-07-20|江苏大学|Multi-mode hybrid-compound transmission power transmission device|
    CN111207198B|2020-01-20|2021-06-18|江苏大学|Multi-mode mechanical-hydraulic composite transmission device integrating gear, hydraulic pressure and metal belt|
    GB2598005A|2020-01-20|2022-02-16|Univ Jiangsu|Gear-hydraulic-metal belt integrated multi-mode mechanical-hydraulic composite transmission device|
    CN111350799A|2020-02-15|2020-06-30|江苏大学|Multi-pump driving single-motor mechanical-hydraulic compound transmission device and control method thereof|
    CN111734809A|2020-02-19|2020-10-02|江苏大学|Hydraulic mechanical transmission device with double-clutch speed change and control method thereof|
    CN111946794B|2020-07-20|2021-08-03|江苏大学|Power split type mechanical-hydraulic compound transmission system with automatic adjusting function|
    CN111946793B|2020-07-20|2021-08-03|江苏大学|Mechanical-hydraulic compound transmission device with energy management mechanism|
    CN112128336B|2020-08-03|2021-10-12|江苏大学|Multi-mode continuously variable transmission with coupled rotating speed and torque|
    法律状态:
    2020-09-15| PFUS| Merger|Owner name: JIANGSU UNIVERSITY, CN Free format text: FORMER OWNER: JIANGSU UNIVERSITY, CN |
    优先权:
    申请号 | 申请日 | 专利标题
    CN201910041132.1A|CN109723789B|2019-01-16|2019-01-16|Hybrid multimode switching stepless speed change transmission system|
    PCT/CN2019/072880|WO2020147141A1|2019-01-16|2019-01-24|Continuously variable transmission system achieving multi-mode switching of hybrid power|
    [返回顶部]