• 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 relates to a hybrid hydromechanical transmission device with multiple power distribution modes. The transmission device comprises an input shaft (1), a splitting mechanism (2), a mechanical transmission assembly (3), a hydraulic transmission assembly (4) and an output shaft (5), wherein the input shaft (1) via the splitting mechanism (2) with the mechanical Transmission assembly (3) and the hydraulic transmission assembly (4) connected in parallel, wherein the mechanical transmission assembly (3) and the hydraulic transmission assembly (4) are simultaneously connected to the output shaft (5), wherein by switching a combination between Gear change elements will realize three operating states, namely a purely hydraulic transmission, a hydromechanical hybrid transmission and a purely mechanical transmission. Advantageous Effect: In the present invention, there are multiple gears to choose from, and thus, depending on complicated operating conditions, multiple power distribution modes can be provided to fully utilize the transmission performance in mechanical transmission and the stepless speed change in hydraulic transmission, which contributes to increasing operating efficiency, driving dynamics and the economy of the vehicle. By using a one-way clutch in the mechanical speed changer, in addition to enabling engine braking, equal use of the individual speed change elements can be achieved to prolong service life.
    公开号:CH716823B1
    申请号:CH00271/21
    申请日:2019-10-23
    公开日:2021-12-30
    发明作者:Zhu Zhen；Tian Xiang；Cai Yingfeng；Chen Long；Xia Changgao；Han Jiangyi；Sun Xiaodong；Shi Dehua；Wang Feng；Yuan Chaochun
    申请人:Univ Jiangsu；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    The present invention relates to a transmission device and more particularly provides a hydro-mechanical hybrid transmission device with multiple power distribution modes and an associated control method.
    STATE OF THE ART
    When starting an engineering equipment or operating while moving, a gear device needs to be able to provide a gear ratio to achieve a large torque and a low speed, while when shifting, the gear device needs to be able to provide a gear ratio to Achieve a low torque and provide a high speed. Therefore, the complexity of the operating states of the technical equipment leads to higher demands on its transmission devices than in the case of transmission devices of conventional vehicles and thus to a more complicated structure. In the case of transmission devices for technical equipment, higher demands are placed on the transmission ratio and the torque at the same time. Transmission devices exert a significant influence on the fuel efficiency of technical equipment. Since the engine is operated in an economical operating state as far as possible via the transmission device, a contribution is made to increasing fuel efficiency. However, a conventional transmission device of an engineering equipment consists of a hydraulic torque converter and a gearbox, which are commonly referred to as a torque converter and gearbox system. The hydraulic torque converter serves to create a non-rigid connection between the engine and the gearbox and to transmit the speed and torque of the engine to the gearbox. Finally, the gear ratio of the technical equipment is changed by a gear change of the gearbox, which is a conventional mechanical transmission mode and cannot meet the gear ratio requirements in complicated operating conditions.
    In existing technical equipment, hydraulic transmission systems are available in which a hydraulic pump is driven by a motor and thus a hydraulic motor is driven to realize a movement. However, in such hydraulic transmission systems, hydraulic oil is used as a transmission medium, and high-pressure oil is generated during power transmission, which places high demands on the tightness between elements. Higher demands on the pressure resistance of the hydraulic elements lead to higher costs for the elements. Furthermore, the transmission efficiency is not high compared to mechanical transmission systems.
    DISCLOSURE OF THE INVENTION
    Object of the Invention: It is an object of the present invention to provide a hybrid hydromechanical transmission device with multiple power distribution modes and a control method thereof to solve the above problems. In the present invention, depending on complicated operating conditions, multiple power distribution modes can be provided to fully utilize the high-efficiency transmission performance in mechanical transmission and the stepless speed change in hydraulic transmission, which is useful for increasing the operational efficiency, driving dynamics and vehicle economy.
    Technical Solution: A hydromechanical hybrid transmission device with multiple power split modes includes an input shaft, a splitting mechanism, a mechanical transmission assembly, a hydraulic transmission assembly, and an output shaft.wherein the input shaft is connected via the splitting mechanism to the mechanical gear assembly and the hydraulic gear assembly connected in parallel, wherein the mechanical gear assembly and the hydraulic gear assembly are concurrently connected to the output shaft, the mechanical gear assembly having a front planetary gear assembly and a rear planetary gear assembly, connected in series includeswherein the front planetary gear assembly includes a first clutch, a second clutch, a third clutch, a front planetary gear ring gear, a front planetary gear carrier, a front planetary gear sun gear, and a first one-way clutch, the first clutch being between the splitting mechanism and the front planetary gear set ring gear, the second clutch and the third clutch being connected in parallel and connected to the front planetary gear set sun gear, respectively, the first one-way clutch being arranged between the third clutch and the front planetary gear set sun gear, the output shaft being connected to the front planetary gear set -planet carrier connected,wherein the rear planetary gear assembly includes a fourth clutch, a rear planetary gear set sun gear, a rear planetary gear set planet carrier, a rear planetary gear set ring gear, a first brake, a second brake, and a second one-way clutch, the fourth clutch being between the splitting mechanism and the rear planetary gear set sun gear, the first brake being connected to the rear planetary gear set sun gear, the rear planetary gear set planet carrier being connected to the front planetary gear set idle gear and also being connected to the second brake and the second one-way clutch connected in parallel , and wherein the rear planetary gear set is connected to the output shaft.
    The hydraulic transmission assembly includes a hydraulic transmission input clutch, a hydraulic transmission input gear pair, a hydraulic pump, a hydraulic oil pipe, a hydraulic motor, a hydraulic transmission output gear pair, and a hydraulic transmission output clutch, the hydraulic pump being connected via the hydraulic transmission input gear pair is connected to the branching mechanism, wherein the hydraulic transmission input clutch is arranged between the hydraulic transmission input gear pair and the hydraulic pump, the hydraulic pump is connected to the hydraulic motor via the hydraulic oil pipe, the hydraulic motor is connected to the output shaft via the hydraulic transmission output gear pair, wherein the hydraulic transmission output clutch is disposed between the hydraulic motor and the hydraulic transmission output gear pair.
    The splitting mechanism includes a splitting brake, a splitting mechanism sun gear, a splitting mechanism planet carrier and a splitting mechanism ring gear, wherein the input shaft is connected to the splitting mechanism ring gear, wherein the splitting mechanism sun gear is connected to the hydraulic transmission assembly, wherein at the Splitting mechanism sun gear, the splitting brake is arranged, and wherein the splitting mechanism planetary carrier is connected to the mechanical transmission assembly.
    By switching a combination between the brakes and the clutches, three types of transmissions, namely a purely hydraulic transmission, a hydromechanical hybrid transmission and a purely mechanical transmission, are realized, with the concrete transmission types being listed as follows: Pure hydraulic transmission: The first brake , the hydraulic transmission input clutch, the hydraulic transmission output clutch and the fourth clutch are closed while the other transmissions and brakes are open, the split mechanism planetary carrier being braked by the fourth clutch and the first brake being closed, with power by the hydraulic transmission input clutch and the hydraulic transmission output clutch being closed, via the input shaft, the branching mechanism ring gear, the branching mechanism sun gear, the hydraulic transmission input gear pair and the input clutch, the hydraulic pump to operate eibt, the hydraulic pump converts mechanical power into high-pressure oil, and through the hydraulic pipe drives the hydraulic motor to operate, mechanical power output by the hydraulic motor is transmitted to the output shaft through the hydraulic transmission output clutch and the hydraulic transmission output gear pair, Rein mechanical transmission: the branching brake is closed, while the hydraulic transmission input clutch, the hydraulic transmission output clutch, the second brake and the fourth clutch are open, through a combination between other clutches and brakes, switching between gears with different gear ratios in the pure mechanical transmission mode is realized with no power input to the hydraulic transmission assembly in which the branching brake is closed and the hydraulic transmission input clutch and the hydraulic transmission output clutch are open e is input and power is transmitted to the mechanical transmission assembly through the input shaft, the splitting mechanism ring gear and the splitting mechanism planetary carrier, and is output from the output shaft through the mechanical transmission assembly after adjusting the speed ratio, Hybrid Hydromechanical Transmissions: The hydraulic transmission input clutch and the hydraulic transmission Output clutch are closed while the branching brake, the third clutch, the first one-way clutch and the second one-way clutch are open, whereby through a combination between other clutches and brakes a shift between gears with different gear ratios in the hydromechanical hybrid transmission mode is realized, with power through the input shaft and the branching-mechanism ring gear is transferred to the branching-mechanism planetary carrier and branched at the branching-mechanism planetary carrier and then z U of the mechanical transmission assembly or the splitting mechanism sun gear flows, the splitting mechanism sun gear is connected to the hydraulic transmission assembly, finally the power on the output shaft converges and is output.
    The purely mechanical transmission mode includes a gear-I mechanical transmission, a gear-II mechanical transmission, a gear-III mechanical transmission and a gear-IV mechanical transmission, with the concrete realization method being as follows: gear-I mechanical transmission: The first brake, first clutch, and second clutch are open while the third clutch, first one-way clutch, and second one-way clutch are closed, with power from the split-mechanism planetary carrier being sequentially transmitted through the third clutch, first one-way clutch, front Planetary gear set sun gear and the front planetary gear set planet carrier is transmitted to the output shaft, gear-II mechanical transmission: the first brake, the first clutch, the second clutch and the second one-way clutch are open, while the third clutch and the first one-way clutch are closed, where power from the branching mechanism planet carrier flows through the third clutch, the first one-way clutch and the front planetary gearset sun gear to the front planetary gearset planetary carrier in sequence, with power at the front planetary gearset planetary carrier being split to the output shaft and the front planetary gearset ring gear, respectively, where the power of the front planetary gear set ring gear is transmitted to the rear planetary gear set planet carrier and rear planetary gear set ring gear in turn, respectively, and finally converge on the output shaft, Gear-III mechanical transmission: The first brake, the second clutch and the second one-way clutch are opened while the first clutch, the third one-way clutch and the first one-way clutch are closed, with power from the splitting mechanism planet carrier being input to the first clutch and split, respectively to the front planetary gear set ring gear and the front planetary gear set sun gear, on en m front planetary gear set-planet carrier converges and finally is output from the output shaft, Gear-IV mechanical transmission: The second clutch, the third clutch, the first one-way clutch and the second one-way clutch are open, while the first clutch and the first brake are closed, where power from the split mechanism planetary carrier is transmitted and output to the output shaft through the first clutch, the front planetary gear set ring gear, the rear planetary gear set planetary carrier and the rear planetary gear set ring gear in sequence,
    The hydro-mechanical hybrid transmission mode includes a hybrid transmission I gear, a hybrid transmission II gear, a hybrid transmission III gear and a hybrid transmission IV gear, with the concrete realization method being as follows: Hybrid transmission gear I: Die first brake, first clutch and fourth clutch are open while the second brake and second clutch are closed whereby power is split through the splitting-mechanism ring gear to the splitting-mechanism planetary carrier with a portion of the power being split out of the splitting-mechanism planetary carrier via the splitting mechanism sun gear flows to the hydraulic transmission assembly, while the other part of the power from the splitting mechanism planetary carrier flows through the second clutch, the front planetary gear set sun gear and the front planetary gear set planetary carrier in sequence, and finally converges on the output shaft and exits In gear-II of the hybrid transmission, the second brake, first clutch, and fourth one-way clutch are open while the first brake and second clutch are closed, with power being split through the splitting-mechanism ring gear on the splitting-mechanism planetary carrier, where a portion of the power from the splitting mechanism planetary carrier flows through the splitting mechanism sun gear to the hydraulic transmission assembly, while the other portion of the power from the splitting mechanism planetary carrier flows sequentially through the second clutch and the front planetary gear set sun gear to the front planetary gear set planetary carrier flows, with the power at the front planetary gear set planetary carrier being split to the output shaft and the front planetary gear set ring gear, respectively, with the power of the front planetary gear set ring gear being sequentially distributed to the rear planetary gear set planetary carrier and the rear planetary gear, respectively The three branched parts of the power finally converge on the output shaft, gear III of the hybrid transmission: the first brake, the second brake and the fourth clutch are open, while the first clutch and the second clutch are closed, wherein power is split via the splitting-mechanism ring gear to the splitting-mechanism planetary carrier, with part of the power flowing from the splitting-mechanism planetary carrier via the splitting-mechanism sun gear to the hydraulic transmission assembly, while the other part of the power flowing out of the splitting-mechanism planetary carrier into the second Clutch is entered and branched, flows respectively to the front planetary gear set and the front planetary gear set sun gear and converges on the front planetary gear set planet carrier, the power from the mechanical transmission assembly and the hydraulic transmission assembly on the Output shaft converges and is output, gear IV of the hybrid transmission: The first brake, the first clutch and the second clutch are open, while the second brake and the fourth clutch are closed, with power being split through the splitting mechanism ring gear on the splitting mechanism planetary carrier wherein part of the power from the splitting mechanism planetary carrier flows through the splitting mechanism sun gear to the hydraulic transmission assembly, while the other part of the power from the splitting mechanism planetary carrier flows through the fourth clutch, the rear planetary gear set sun gear and the rear in turn The planetary gear ring gear flows to the output shaft, with the power from the mechanical gear assembly and the hydraulic gear assembly converging and being output on the output shaft.
    Table 1 Relationships between transmission gears and gear change elements
    [0011]
    During a gear change in the hydromechanical hybrid transmission mode, the change from gear I of the hybrid transmission to gear II of the hybrid transmission involves two gear change elements, the change from gear II of the hybrid transmission to gear III of the hybrid transmission involves two gear change elements, the Change from gear III of the hybrid transmission to gear IV of the hybrid transmission four gear change elements, change from gear I of the hybrid transmission to gear III of the hybrid transmission two gear change elements, change from gear I of the hybrid transmission to gear IV of the hybrid transmission two gear change elements and the change from gear II of the hybrid transmission to gear IV of the hybrid transmission four gear change elements,in the case of a gear change affecting two or fewer gear change elements, an optimization solution can result from no more than three trials, in the case of a gear change affecting three or four gear change elements and in which there is no interaction, an evaluation is carried out using an orthogonal field, in a gear change involving four gear change elements, four columns of an orthogonal array are fully utilized, whereas in a gear change involving three gear change elements, any three columns of an orthogonal array are selected,wherein the change, the rate of change and the square differential of the angular velocity of the output shaft and the time are set as evaluation indicators, and "early", "timely" and "delayed" switching are selected as three stages to perform orthogonal evaluation with interaction, wherein trial data is obtained through trials, then using an analysis of variance table to determine the sum of squares of the deviation and degrees of freedom of the factors and errors and compare it to a critical value to determine the significance of the factors and errors, thereby providing a preferred solution for the obtained individual evaluation indicators and based on a weighting coefficient, an optimization solution is determined, and based on the obtained in different operating states shift sequence data of the gear change mechanism, the shift sequence of the individual groups of shift change elements grupp controlled.
    Specifically, the gear change control method in the hybrid hydromechanical transmission mode includes the following steps:1) Selecting the change α, the rate of change β and the square differential γ of the angular velocity of the output shaft and the time t of gear change as evaluation indicators, where α, β and γ are respectively a zero-order, first-order and second-order differential of speed and together form spatio-temporal evaluation indicators with time t,where the change in angular velocity of the output shaft is defined as:
    where α is the change in angular velocity of the output shaft, ωo is the steady state angular velocity of the output shaft and ωomn is the minimum angular velocity of the output shaft,where the rate of change of angular velocity of the output shaft is defined as:
    where β is the rate of change of the angular velocity of the output shaft, where the torque of the output shaft is:
    where To is the torque of the output shaft and Jo is the rotational inertia of the output shaft,where the square differential of the angular velocity of the output shaft is defined as follows:
    where γ is the squared differential of the angular velocity of the output shaft, where jerk is the longitudinal rate of change of acceleration of a vehicle,
    where j is the jerk, rd is the radius of the tire, ig is the gear ratio of the gearbox and i0 is the gear ratio of the drive axle,2) Create an orthogonal array L9(3<4>) according to Table 2, where "1", "2" and "3" are three levels, representing "premature", "timely" and "timely", respectively "Delayed" shifting of the gear change element concerned, "a", "b", "c" and "d" by four factors, each representing non-interacting gear change elements, at n by the total number of trials, where n = 9, where is the sum of the test results related to the ith level of the factor (i ∈ (1,2,3) and F ∈ (a,b,c,d)),
    Table 2 Orthogonal field of the switching sequence of the elements in the hybrid hydromechanical transmission mode
    1 2 3 4 1 1 1 1 1 2 1 2 2 2 3 1 3 3 3 4 2 1 2 3 5 2 2 3 1 6 2 3 1 2 7 3 1 3 2 8 3 2 1 3 9 3 3 2 1 where the expression of each symbol is as follows:
    [0015] Range: the ranking of the individual factors, a preferred solution for the individual evaluation indicators and finally an optimal solution based on the weighting coefficient being determined on the basis of the range data,
    Determining the optimal solution: where ξ stands for comprehensive assessment indicator, ξk for individual assessment indicator, ξk min/ξk max for upper/lower limit of the individual assessment indicator and λk for weighting coefficients,3) Prepare table header of orthogonal array, set testing scheme and perform 9 tests to get the test results,4) calculating the range based on the test results, determining the ranking of the factors, obtaining a preferred solution of the individual evaluation indicators ξk and determining an optimization solution based on the weighting coefficient λk,where the optimization solution of the hybrid hydromechanical gears is determined by the following formula: where ξ stands for comprehensive assessment indicator, ξk for individual assessment indicator, ξk min/ξk max for upper/lower limit of individual assessment indicator and λk for weighting coefficients,5) If the optimization solution still cannot meet the requirements, the time of "Advance" and "Delay" can be increased or decreased, alternatively different time of "Advance" and "Delay" can be selected until the requirement is fulfilled.
    When changing gears in the purely mechanical transmission mode, the change from gear I mechanical transmission to gear II mechanical transmission involves a gear change element, the change from gear II mechanical transmission to gear III mechanical transmission involves a gear change element, changing from gear III mechanical gearbox to gear IV mechanical gearbox three gear change elements, changing from gear I mechanical gearbox to gear III mechanical gearbox two gear change elements, changing from gear I mechanical gearbox to gear - IV mechanical transmission five gear change elements and the change from gear II mechanical transmission to gear IV mechanical transmission four gear change elements, whereby in the case of a gear change that affects two or fewer gear change elements, an optimization solution can result from no more than three tests, wherein in a gear change involving three gear change elements ft and in which there is an interaction between two gear change elements thereof, in a gear change involving five gear change elements and in which there is an interaction between three gear change elements thereof and in a gear change involving four gear change elements and in which there is an interaction between two gear change elements thereof, an evaluation is carried out using an orthogonal field and a corresponding list is selected for the evaluation,wherein the change, the rate of change and the square differential of the angular velocity of the output shaft and the time are set as evaluation indicators, and "early", "timely" and "delayed" switching are selected as three stages to perform orthogonal evaluation without interaction, wherein test data are obtained through tests, wherein a range is calculated on the basis of the test data, the ranking of the factors is determined and a preferred solution is obtained for the individual evaluation indicators, an optimization solution is determined on the basis of the weighting coefficient, and paired matrix programs are produced on the basis of the optimization solution in different operating states are created, based on which the shifting between gears is controlled.
    Specifically, the gear change control method in the purely mechanical transmission mode comprises the following steps:1) Selecting the change α, the rate of change β and the square differential γ of the angular velocity of the output shaft and the time t as evaluation indicators, where α, β and γ are respectively a zero-order, first-order and second-order differential of the rotational speed and together with the Time t form spatio-temporal evaluation indicators, where the change in angular velocity of the output shaft is defined as follows: where α is the change in angular velocity of the output shaft, ωo is the angular velocity of the output shaft in the steady state and ωo min is the minimum angular velocity of the output shaft,where the rate of change of angular velocity of the output shaft is defined as:
    where β is the rate of change of the angular velocity of the output shaft, and the torque of the output shaft is determined by the following formula: where To is the torque of the output shaft and Jo is the rotational inertia of the output shaft,where the square differential of the angular velocity of the output shaft is defined as follows: where γ is the square differential of the angular velocity of the output shaft, where jerk is the rate of change of longitudinal acceleration of a vehicle and is determined by the following formula, where j is the jerk, rd is the radius of the tire, ig is the gear ratio of the gearbox and i0 is the gear ratio of the drive axle,2) creating an orthogonal field L27(3<13>) according to Table 3, where "1", "2" and "3" respectively for an "early", "timely" and "delayed" shift of the gear change element concerned, "a" and "b" represent non-interacting gear change elements, respectively, and "c", "d" and "e" represent interacting gear change elements, respectively,where n stands for the total number of trials, where n = 27, where for the sum of trial results related to the ith level of the factor (i ∈ (1,2,3) and F ∈ (e, c, e× c1, e×c2, d, e×d1, e×d2, c×d1, a, b, c×d2)) stands,
    Table 3 Orthogonal field of the switching sequence of the elements in the mechanical transmission mode
    [0019] where the expression of the individual symbols is as follows:
    3) constructing the table header of the orthogonal array according to Table 4, determining the trial scheme, performing 27 trials to obtain the trial results xi(i=1,...,27) and calculating the statistical values involved,4) Using an analysis of variance table, determine the sum of squares of the deviation and degrees of freedom of the factors and errors, determine the F-value and compare it with a critical value to determine the significance of the factors and errors,
    Table 4 Analysis of variance table for the switching sequence of the elements in the mechanical transmission mode
    where the total sum of squares Qrder deviation, the sum of squares QFder deviation of the individual factors and the sum of squares Qder deviation of the errors are respectively:
    QF= UF- P where the total degree of freedom is fr= 26, the degree of freedom of the individual factors is fF= 2 and the degree of freedom of the errors is fe= 4,where the mean sum of squares of the deviation of the factors and the errors is:
    F value: where the analysis of variance table for the switching sequence of the elements in the mechanical transmission mode can be found in Table 1: where the variance comes mainly from three sources: (1) "a", "b", "c" , “d” and “e”, (2) “e×c” (comprising two parts, namely e×c1 and e×c2), “e×d” (comprising two parts, namely e×d1 and e×d2 ) and "c×d" (comprising two parts, namely c×d1 and c×d2), (3) error e*, where, based on the sum of squares of the deviation, the degrees of freedom and the average sum of squares of the deviation of each determined factor and error of the sources of variance the value FF is compared to the value Fα(fF,fe), the factor having a significant influence if FF > Fα(fF,fe), and not significant otherwise, a significant factor being chosen and the The priority ranking of the individual factors is analyzed intuitively and the optimal gear change solution is determined, with the optimization solution of the mechanical gears based on de r is determined by the following formula: where ζ stands for comprehensive evaluation indicator, ζk for individual evaluation indicator, ζk min/ζk max for upper/lower limit of the individual evaluation indicator and µk for weighting coefficients, Beneficial effect: 1. In the present invention, switching between a hydraulic transmission, a hydromechanical hybrid transmission and a mechanical transmission is possible. Multiple gears can be selected for each transmission mode, and thus multiple power distribution modes can be provided depending on complicated operating conditions to fully utilize the transmission performance of mechanical transmission and the stepless speed change of hydraulic transmission, which contributes to increasing the operation efficiency, driving dynamics and economy of the vehicle Vehicle is appropriate. 2. By using a one-way clutch in the mechanical speed changer, in addition to enabling engine braking, uniform use of each speed change element can be achieved to prolong service life. ; PRESENTATION OF THE INVENTION; [0022] Figure 1 is a schematic representation of the structure of the present invention, Figure 2 is a schematic representation of the power flow in a purely hydraulic transmission in the present invention, Figure 3 is a schematic representation of the power flow in gear I mechanical transmission in the present invention, Figure 4 is a schematic representation of the power flow in the gear-II mechanical transmission in the present invention, Figure 5 is a schematic representation of the power flow in the gear-III mechanical transmission in the present invention, Figure 6 is a schematic representation of the power flow in the Gear-IV mechanical transmission in the present invention, Figure 7 is a schematic representation of power flow at Gear-I of the hybrid transmission in the present invention, Figure 8 is a schematic representation of power flow at Gear-II of the hybrid transmission in the present invention, Figu Fig. 9 is a schematic diagram showing the power flow at the III gear of the hybrid transmission in the present invention, Fig. 10 is a diagram showing the power flow at the IV gear of the hybrid transmission in the present invention described in more detail with reference to the attached figures. ; [0024] As can be seen from Figure 1, a hydromechanical hybrid transmission device with multiple power distribution modes comprises an input shaft 1, a splitting mechanism 2, a mechanical transmission assembly 3, a hydraulic transmission assembly 4 and an output shaft 5. The input shaft 1 is connected via the splitting mechanism 2 to the mechanical transmission assembly 3 and the hydraulic transmission assembly 4, which are connected in parallel. The mechanical transmission assembly 3 and the hydraulic transmission assembly 4 are connected to the output shaft 5 at the same time. The mechanical transmission assembly 3 includes a front planetary gear assembly 31 and a rear planetary gear assembly 32 connected in series. The front planetary gear assembly 31 includes a first clutch 311, a second clutch 312, a third clutch 313, a front planetary gear ring gear 314, a front planetary gear carrier 315, a front planetary gear sun gear 316, and a first one-way clutch 317. The first clutch 311 is located between the splitting mechanism 2 and the front planetary gear ring gear 314. The second clutch 312 and the third clutch 313 are connected in parallel and connected to the front planetary gear sun gear 316, respectively. Between the third clutch 313 and the front planetary gear set sun gear 316, the first one-way clutch 317 is arranged. The output shaft 5 is connected to the front planetary gear set planetary carrier 315 . The rear planetary gear assembly 32 includes a fourth clutch 321, a rear planetary gear set sun gear 322, a rear planetary gear set planet carrier 323, a rear planetary gear set ring gear 324, a first brake 325, a second brake 326, and a second one-way clutch 327. The fourth clutch 321 is located between the splitting mechanism 2 and the rear planetary gear sun gear 322 . The first brake 325 is connected to the rear planetary gear sun gear 322 . The rear planetary gear carrier 323 is connected to the front planetary ring gear 314 and also connected to the second brake 326 and the second one-way clutch 327 connected in parallel. The rear planetary gear ring gear 324 is connected to the output shaft 5 . The hydraulic transmission assembly 4 includes a hydraulic transmission input clutch 41, a hydraulic transmission input gear pair 42, a hydraulic pump 43, a hydraulic oil pipe 44, a hydraulic motor 45, a hydraulic transmission output gear pair 46, and a hydraulic transmission output clutch 47 Hydraulic pump 43 is connected to splitting mechanism 2 via hydraulic transmission input gear pair 42 . The hydraulic transmission input clutch 41 is arranged between the hydraulic transmission input gear pair 42 and the hydraulic pump 43 . The hydraulic pump 43 is connected to the hydraulic motor 45 via the hydraulic oil pipe 44 . The hydraulic motor 45 is connected to the output shaft 5 via the hydraulic transmission output gear pair 46 . The hydraulic transmission output clutch 47 is arranged between the hydraulic motor 45 and the hydraulic transmission output gear pair 46 . The splitting mechanism 2 includes a splitting brake 21, a splitting mechanism sun gear 22, a splitting mechanism planetary carrier 23 and a splitting mechanism ring gear 24. The input shaft 1 is connected to the splitting mechanism ring gear 24. The split mechanism sun gear 22 is connected to the hydraulic transmission assembly 4 . On the split mechanism sun gear 22, the split brake 21 is arranged. The split mechanism planetary carrier 23 is connected to the mechanical transmission assembly 3 . As can be seen from FIG. 1, three types of transmission, namely a purely hydraulic transmission, a hydromechanical hybrid transmission and a purely mechanical transmission, are realized by switching a combination between the brakes and the clutches, with the specific transmission types being listed as follows are: As can be seen from Figure 2, in the case of a purely hydraulic transmission, the first brake 325, the hydraulic transmission input clutch 41, the hydraulic transmission output clutch 47 and the fourth clutch 321 are closed, while the other transmissions and brakes are open. With the fourth clutch 321 and the first brake 325 closed, the split-mechanism planetary carrier 23 is braked. With the hydraulic transmission input clutch 41 and the hydraulic transmission output clutch 47 closed, power via the input shaft 1, the splitting mechanism ring gear 24, the splitting mechanism sun gear 22, the hydraulic transmission input gear pair 42 and the input clutch 41 drives the hydraulic pump 43 operation on. The hydraulic pump 43 converts mechanical power into high-pressure oil and drives the hydraulic motor 45 to operate via the hydraulic pipe 44 . Mechanical power output by the hydraulic motor 45 is transmitted to the output shaft 5 via the hydraulic transmission output clutch 47 and the hydraulic transmission output gear pair 46. As can be seen from Figures 3, 4, 5 and 6, is in the case of a purely mechanical transmission, the branching brake 21 is closed, while the hydraulic transmission input clutch 41, the hydraulic transmission output clutch 47, the second brake 326 and the fourth clutch 321 are opened. Through a combination between other clutches and brakes, shifting between gears with different gear ratios is realized in the purely mechanical transmission mode. With the branching brake 21 closed and the hydraulic transmission input clutch 41 and the hydraulic transmission output clutch 47 open, no power is input to the hydraulic transmission assembly 4 and power is transmitted through the input shaft 1, the splitting mechanism ring gear 24 and the splitting mechanism planetary carrier 23 is transmitted to the mechanical gear assembly 3 and output from the output shaft 5 through the mechanical gear assembly 3 after setting the speed ratio. ; [0031] As can be seen from Figure 7, 8, 9 and 10, in the case of a hydromechanical hybrid transmission, the hydraulic transmission input clutch 41 and the hydraulic transmission output clutch 47 are closed, while the branching brake 21, the third clutch 313, the first one-way clutch 317 and the second one-way clutch 327 are opened. Through a combination between other clutches and brakes, shifting between gears with different gear ratios is realized in the hybrid hydromechanical transmission mode. Power is transmitted through the input shaft 1 and the splitting-mechanism ring gear 24 to the splitting-mechanism planetary carrier 23 and splits at the splitting-mechanism planetary carrier 23, and then flows to the mechanical transmission assembly 3 and the splitting-mechanism sun gear 22, respectively. The splitting-mechanism sun gear 22 is connected to the hydraulic transmission assembly 4. Finally, the power converges on the output shaft 5 and is output. ;[0032] The purely mechanical transmission mode comprises a gear I mechanical transmission, a gear II mechanical transmission, a gear III mechanical transmission and a gear IV mechanical transmission, with the specific implementation method being as follows: As can be seen from Figure 3 results, in the gear-I mechanical transmission, the first brake 325, the first clutch 311 and the second clutch 312 are opened, while the third clutch 313, the first one-way clutch 317 and the second one-way clutch 327 are closed. Power is transmitted from the splitting mechanism planetary carrier 23 to the output shaft 5 via the third clutch 313, the first one-way clutch 317, the front planetary gear set sun gear 316 and the front planetary gear set planetary carrier 315 in sequence As can be seen, in the gear-II mechanical transmission, the first brake 325, the first clutch 311, the second clutch 312 and the second one-way clutch 327 are opened, while the third clutch 313 and the first one-way clutch 317 are closed. Power flows from the splitting mechanism planetary carrier 23 through the third clutch 313, the first one-way clutch 317 and the front planetary gear set sun gear 316 in sequence to the front planetary gear set planetary carrier 315. The power at the front planetary gear set planetary carrier 315 is applied to the output shaft, respectively 5 or the front planetary gear ring gear 314 branches. The power of the front planetary gear set ring gear 314 is transmitted to the rear planetary gear set planetary carrier 323 and the rear planetary gear set ring gear 324 in turn, respectively, and finally converges on the output shaft 5 . ;[0034] As can be seen from Figure 5, in the gear III mechanical transmission the first brake 325, the second clutch 312 and the second one-way clutch 327 are open, while the first clutch 311, the third one-way clutch 313 and the first one-way clutch 317 are closed. Power is inputted from the splitting mechanism planetary carrier 23 into the first clutch 311 and split, flows to the front planetary gear set ring gear 314 and the front planetary gear set sun gear 316, respectively, converges on the front planetary gear set planetary carrier 315 and finally becomes out of the output shaft 5 spent. ; [0035] As can be seen from Figure 6, in the gear IV mechanical transmission, the second clutch 312, the third clutch 313, the first one-way clutch 317 and the second one-way clutch 327 are open, while the first clutch 311 and the first brake 325 are closed. Power is transmitted and output from the split mechanism planetary carrier 23 to the output shaft 5 via the first clutch 311, the front planetary gear set ring gear 314, the rear planetary gear set planetary carrier 323 and the rear planetary gear set ring gear 324 in order. ;[0036] The hydromechanical hybrid transmission mode comprises a hybrid transmission gear I, a hybrid transmission gear II, a hybrid transmission gear III and a hybrid transmission gear IV, wherein the specific implementation method is as follows: As can be seen from FIG , in the gear-I of the hybrid transmission, the first brake 325, the first clutch 311 and the fourth clutch 321 are opened, while the second brake 326 and the second clutch 312 are closed. Power is split via the splitting mechanism ring gear 24 on the splitting mechanism planetary carrier 23 . Part of the power flows from the splitting mechanism planetary carrier 23 via the splitting mechanism sun gear 22 to the hydraulic transmission assembly 4, while the other part of the power from the splitting mechanism planetary carrier 23 is sequentially through the second clutch 312, the front planetary gear set sun gear 316 and the front planetary gear set planetary carrier 315 flows and finally converges on the output shaft 5 and is output.; As can be seen from Figure 8, the second brake 326, the first clutch 311 and the fourth one-way clutch 321 opened while the first brake 325 and the second clutch 312 are closed. Power is split via the splitting mechanism ring gear 24 on the splitting mechanism planetary carrier 23 . Part of the power flows from the splitting mechanism planetary carrier 23 via the splitting mechanism sun gear 22 to the hydraulic transmission assembly 4, while the other part of the power from the splitting mechanism planetary carrier 23 flows through the second clutch 312 and the front planetary gear set sun gear 316 in sequence flows to the front planetary gear set planet carrier 315 . The power at the front planetary gear set planet carrier 315 is branched to the output shaft 5 and the front planetary gear set ring gear 314 in each case. The power of the front planetary gear set ring gear 314 is transferred to the rear planetary gear set planet carrier 323 and the rear planetary gear set ring gear 324, respectively, in sequence. The three branched parts of the power finally converge on the output shaft 5. As can be seen from FIG. 9, in gear III of the hybrid transmission the first brake 325, the second brake 326 and the fourth clutch 321 are open, while the first clutch 311 and the second clutch 312 are closed. Power is split via the splitting mechanism cavity 24 on the splitting mechanism planet carrier 23 . Part of the power flows from the splitting mechanism planetary carrier 23 to the hydraulic transmission assembly 4 via the splitting mechanism sun gear 22, while the other part of the power from the splitting mechanism planetary carrier 23 is input to the second clutch 312 and split, respectively to the front planetary gear sets -Ring gear 314 or the front planetary gear set sun gear 316 flows and converges on the front planetary gear set planet carrier 315. The power from the mechanical transmission assembly 3 and the hydraulic transmission assembly 4 converges on the output shaft 5 and is output. As can be seen from FIG. 10, in gear IV of the hybrid transmission the first brake 325, the first clutch 311 and the second clutch 312 are open, while the second brake 326 and the fourth clutch 321 are closed. Power is split via the splitting mechanism ring gear 24 on the splitting mechanism planetary carrier 23 . Part of the power flows from the splitting mechanism planetary carrier 23 via the splitting mechanism sun gear 22 to the hydraulic transmission assembly 4, while the other part of the power from the splitting mechanism planetary carrier 23 is sequentially through the fourth clutch 321, the rear planetary gear set sun gear 322 and the rear planetary gear set planetary carrier ring gear 324 flows to the output shaft 5 . The power from the mechanical transmission assembly 3 and the hydraulic transmission assembly 4 converges on the output shaft 5 and is output. [0040] During a gear change in the hydromechanical hybrid transmission mode, the change from gear I of the hybrid transmission to gear II of the hybrid transmission involves two gear change elements, the change from gear II of the hybrid transmission to gear III of the hybrid transmission involves two gear change elements, the change from gear III of the hybrid transmission to gear IV of the hybrid transmission four gear change elements, the change from gear I of the hybrid transmission to gear III of the hybrid transmission two gear change elements, the change from gear I of the hybrid transmission to the gear -IV of the hybrid transmission has two gear change elements and the change from gear II of the hybrid transmission to gear IV of the hybrid transmission has four gear change elements. [0041] In a gear change involving two or fewer gear change elements, an optimization solution can result from no more than three trials. In the case of a gear change that affects three or four gear change elements and in which there is no interaction, an evaluation is carried out using an orthogonal field. In a gear change involving four gear change elements, four columns of an orthogonal array are fully utilized. On the other hand, for a gear change involving three gear change elements, any three columns of an orthogonal array are selected. ;[0042] The change, the rate of change, and the square differential of the angular velocity of the output shaft, and time are set as evaluation indicators, and "premature", "timely" and "delayed" switching are selected as three stages to perform orthogonal evaluation with perform interaction. Experimental data is obtained through trials, and then using an analysis of variance table, the sum of squares of the deviation and degrees of freedom of the factors and errors are determined and compared to a critical value to determine the significance of the factors and errors, thus providing a preferred solution for each Evaluation indicators are obtained and an optimization solution is determined using a weighting coefficient. The switching sequence of the individual groups of switching elements is controlled in groups on the basis of the switching sequence data of the gear change mechanism obtained in different operating states. ;[0043] Concretely, the control method of gear change in the hydromechanical hybrid transmission mode includes the following steps: 1) Selecting the change α, the change rate β and the quadratic differential γ of the angular velocity of the output shaft and the time t as evaluation indicators, where α, β and γ respectively are a zero-order, first-order and second-order differential of speed and together with time t form spatio-temporal evaluation indicators, where the change in angular velocity of the output shaft is defined as follows: where α for the change in angular velocity of the output shaft, ωo for the angular velocity of the output shaft in the steady state and ωo nin represents the minimum angular velocity of the output shaft, the rate of change of the angular velocity of the output shaft being defined as follows: ;where β represents the rate of change of the angular velocity of the output shaft, the torque being the output gshaft is: To= β Jo where To is the torque of the output shaft and Jo is the rotational inertia of the output shaft, where the quadratic differential of the angular velocity of the output shaft is: ;where γ is the quadratic differential of the angular velocity of the output shaft, where the Jerk is the longitudinal rate of change of acceleration of a vehicle, ;where j is jerk, rd is the radius of the tire, ig is the gear ratio of the transmission, and i0 is the gear ratio of the drive axle, 2) Create an orthogonal array L9(3<4> ) according to Table 2, where "1", "2" and "3" are three stages, each representing an "early", "timely" and "delayed" shift of the gear change element concerned, "a ', 'b', 'c' and 'd' by four factors, each representing non-interacting gear change elements, where n is the total number of trials, where n = 9, where n is the sum of the test results in relation to the ith stage of the factor (i ∈ (1,2,3) and F ∈ (a, b, c, d)) is, ; [0044] For example, when changing gear from the gear II of the hybrid transmission to the gear IV of the hybrid transmission, the following steps are carried out: determining the brake B2, the brake B3, the clutch C3 and the clutch C5 as four factors, the switching sequences of the four gear change elements the four factors that determine the gear change quality of the Influencing transmission system.; Selecting an “early”, “timely” and “delayed” shifting of the gear change elements as three stages, with the time of “advancement” and “retardation” being selected depending on the situation and can be the same or different from each other. In the present example, a time of "advance" and "delay" of 0.3 s is chosen. ;Table 2 Orthogonal field of switching sequence of the elements in the hydromechanical hybrid transmission mode; 1 2 3 4 1 1 1 1 1 2 1 2 2 2 3 1 3 3 3 4 2 1 2 3 5 2 2 3 1 6 2 3 1 2 7 3 1 3 2 8 3 2 1 3 9 3 3 2 1 where the expression of each symbol is as follows: ; [0047] Range: using the range data to determine the ranking of the individual factors, a preferred solution for the individual assessment indicators and finally an optimal solution using the weighting coefficient, ; [0048] determining the optimal solution: where ξ for comprehensive assessment indicator, ξk for individual assessment indicator , ξk min/ ξk max stands for upper/lower limit of the individual evaluation indicator and λk for weighting coefficients, 3) constructing the table header of the orthogonal array, specifying the sampling scheme and performing 9 samplings to get the sampling results, 4) calculating the range based on the sampling results , determining the ranking of the factors, obtaining a preferred solution of each evaluation indicator ξk, and determining an optimization solution using the weighting coefficient λk, wherein the optimization solution of the hybrid hydromechanical gears is determined using the following formula: ;wobe i ξ stands for comprehensive evaluation indicator, ξk for single evaluation indicator, ξk min/ ξk max for upper/lower limit of single evaluation indicator and λk for weighting coefficient, 5) If the optimization solution still cannot meet the requirements, the time of "advancing" and "delaying ' can be increased or decreased, alternatively different times of 'advance' and 'delay' can be selected until the requirement is met. ;[0049] The shift sequence data of the gear change mechanism obtained in different operating states are input to a gear change controller, and thus by controlling the shift sequence of each group of gear change devices, a good gear change quality is ensured during the shift between all gears in one and the same transmission mode. Analogous to this, a gear change takes place from gear III of the hybrid transmission to gear IV of the hybrid transmission, with the four factors and the three stages alone having to be changed accordingly. [0051] During a gear change in the purely mechanical transmission mode, the change from gear I mechanical transmission to gear II mechanical transmission relates to a gear change element, and the change from gear II mechanical transmission to gear III mechanical transmission relates to a gear change element , the change from the gear III mechanical transmission to the gear IV mechanical transmission three gear change elements, the change from the gear I mechanical transmission to the gear III mechanical transmission two gear change elements, the change from the gear I mechanical transmission to the Gear-IV mechanical transmission five gear change elements and the change from gear II mechanical transmission to gear IV mechanical transmission four gear change elements. In the case of a gear change involving two or fewer gear change elements, an optimization solution can result from no more than three trials. In a gear change involving three gear change elements and in which there is an interaction between two of the gear change elements, in a gear change involving five gear change elements and in which there is an interaction between three of the gear change elements and in a gear change involving four gear change elements and in which one If there is interaction between two of the gear change elements, an evaluation is carried out using an orthogonal field and a corresponding list is selected for the evaluation. ;[0052] The change, rate of change and square differential of the angular velocity of the output shaft and time are set as evaluation indicators, and "early", "timely" and "delayed" switching are selected as three stages to make an orthogonal evaluation to perform without interaction. Testing data is obtained through testing. A range is calculated from the trial data, the ranking of the factors is determined, and a preferred solution for each assessment indicator is obtained. An optimization solution is determined on the basis of the weighting coefficient. Based on the optimization solution at different operating conditions, paired matrix programs are created, which are used to control the shifting between gears. ;[0053] Concretely, the control method of gear change in the purely mechanical transmission mode includes the following steps: 1) Selecting the change α, the change rate β and the quadratic differential γ of the angular velocity of the output shaft and the time t as evaluation indicators, where α, β and γ are respectively a zero-order, first-order and second-order differential of the speed and together with the time t form spatio-temporal evaluation indicators, the change α in the angular velocity of the output shaft where the change in the angular velocity of the output shaft is defined as: where α for the change is the output shaft angular velocity, ωo is the steady state output shaft angular velocity and ωo min is the minimum output shaft angular velocity, where the rate of change of the output shaft angular velocity is defined as: where β is the rate of change of the angular velocity of the output shaft, where the torque of the output shaft is determined by the formula (3): To= β Jo where To is the torque of the output shaft and Jo is the rotational inertia of the output shaft, where the quadratic differential of the angular velocity of the output shaft is defined as follows: ; where γ is the squared differential of the angular velocity of the output shaft, jerk is the rate of change of longitudinal acceleration of a vehicle and is determined by formula (5), where j is the jerk, rd is the radius of the tire , ig is the gear ratio of the gearbox and i0 is the gear ratio of the drive axle, 2) create an orthogonal array L27(3<13>) according to Table 3, where "1", "2" and "3" respectively represent a "premature", a "timely" and a "delayed" shift of the affected gear change element, "a" and "b" respectively for gear change elements without interaction and "c", “d” and “e” each stand for interacting gear change elements; For example, in a gear change from gear I mechanical transmission to gear IV mechanical transmission, the following steps are performed: Determine brake B2, clutch C4 , the C6 clutch, the F1 one-way clutch and the F2 one-way clutch as five factors, and the switching sequences of the five gear change elements represent the five factors affecting the gear change quality of the transmission system. Of the five factors, there is no interaction between brake B2 and clutch C4, while there is interaction between clutch C6, one-way clutch F1 and one-way clutch F2.; Selecting one “premature”, one “timely” and one "Delayed" shifting of the gear change elements as three stages, where the time of "advancement" and "delay" are selected depending on the case and may be equal to or different from each other. In the present example, many elements are affected and there is also an interaction, which is why a time of "Advance" and "Delay" of 0.5 s is chosen. ;Table 3 Orthogonal field of the switching sequence of the elements in the mechanical transmission mode;[0056] where n stands for the total number of trials, where n = 27, where for the sum of the trial results with respect to the i-th level of the factor (i ∈ (1,2,3) and F ∈ (e, c, e×c1, e×c2, d, e×d1, e×d2, c×d1, a, b, c×d2)), where the Expression of each symbol is as follows: ;3) Prepare the table header of the orthogonal array according to Table 3, determine the scheme of trial, perform 27 trials to obtain the trial results xi(i=1,...,27), and calculate of the statistical values involved, 4) finding the sum of squares of the deviation and degrees of freedom of the factors and errors using an analysis of variance table, determining the F-value and comparing it with a critical value to determine the significance of the factors and errors, ;Table 4 Analysis of variance table for the switching sequence of the elements in the mechanical transmission mode;[0057] where the total sum of squares QTof the deviation, the sum of squares QFof the deviation of the individual factors and the sum of squares Qof the deviation of the errors are respectively: QT= W - P = ΣQF+ Qe QF= UF- P where the total degrees of freedom at ƒT= 26 , the degree of freedom of each factor is ƒF= 2 and the degree of freedom of the errors is ƒe= 4, where the mean sum of squares of the deviation of the factors and the errors is: ; F value: where the analysis of variance table for the switching sequence of the elements in the mechanical transmission mode is given in Table 1: where the variance comes mainly from three sources: (1) “a”, “b”, “c ”, “d” and “e”, (2) “e×c” (comprising two parts, namely e×c1 and e×c2), “e×d” (comprising two parts, namely e×d1 and e× d2) and "c×d" (comprising two parts, namely c×d1 and c×d2), (3) error e*, where, based on the sum of squares of the deviation, the degrees of freedom and the average sum of squares of the deviation of each determined factor and Error of the sources of variance comparing the value FF with the value Fα(fF,fe), the factor having a significant influence if FF > Fα(fF,fe), and not significant otherwise, a significant factor being selected and the priority order of the individual factors is analyzed intuitively and the optimal gear change solution is determined, the optimization solution of the mechanical gears being based on d he following formula is determined:
    where ζ stands for comprehensive assessment indicator, ζk for individual assessment indicator, ζk min/ ζk max for upper/lower limit of the individual assessment indicator and µk for weighting coefficients,
    The shift sequence data of the gear change mechanism obtained in various operating states is input to a gear change controller, and thus by controlling the shift sequence of each group of gear change devices, good gear change quality is ensured during shifting between all gears in the same transmission mode.
    The shift from the gear-III mechanical transmission to the gear-IV mechanical transmission involves three gear change elements, with two of the elements, namely the third clutch 313 and the first one-way clutch 317, interacting. Accordingly, an evaluation can be carried out using the orthogonal field L9(3<4>), in which case only the column of the fourth factor is to be replaced by an interaction column.
    The shift from the gear-II mechanical transmission to the gear-IV mechanical transmission involves four gear change elements, with two of the elements, namely the third clutch 313 and the first one-way clutch 317, interacting. Accordingly, an evaluation can be carried out using the orthogonal field L27(3<13>), the associated redundant column being left free.
    权利要求:
    Claims (6)
    [1]
    A hydromechanical hybrid transmission device with multiple power split modes, comprising an input shaft (1), a splitting mechanism (2), a mechanical transmission assembly (3), a hydraulic transmission assembly (4) and an output shaft (5), the input shaft (1) via the splitting mechanism (2) connected to the mechanical gear assembly (3) and the hydraulic gear assembly (4), the mechanical gear assembly and the hydraulic gear assembly being connected in parallel, the mechanical gear assembly (3) and the hydraulic gear assembly (4) being connected to the output shaft at the same time (5) connected, the mechanical transmission assembly (3) comprising a front planetary gear assembly (31) and a rear planetary gear assembly (32), the front planetary gear assembly and the rear planetary gear assembly being connected in series,wherein the front planetary gear assembly (31) includes a first clutch (311), a second clutch (312), a third clutch (313), a front planetary gear ring gear (314), a front planetary gear carrier (315), a front planetary gear sun gear (316) and a first one-way clutch (317), the first clutch (311) being between the splitting mechanism (2) and the front planetary gear set ring gear (314), the second clutch (312) and the third clutch ( 313) are connected in parallel and connected to the front planetary gear set sun gear (316), respectively, with the first one-way clutch (317) being arranged between the third clutch (313) and the front planetary gear set sun gear (316), the output shaft (5) is connected to the front planetary gear set planet carrier (315),wherein the rear planetary gear assembly (32) includes a fourth clutch (321), a rear planetary gear sun gear (322), a rear planetary gear carrier (323), a rear planetary gear ring gear (324), a first brake (325), a second brake (326) and a second one-way clutch (327), the fourth clutch (321) being located between the splitting mechanism (2) and the rear planetary gear set sun gear (322), the first brake (325) being connected to the rear planetary gear set sun gear (322), the rear planetary gear set planet carrier (323) being connected to the front planetary gear set ring gear (314) and also being connected to the second brake (326) and the second one-way clutch (327), the the second brake and the second one-way clutch are connected in parallel and the rear planetary ring gear (324) is connected to the output shaft (5).
    [2]
    2. Hydromechanical hybrid transmission device according to claim 1, wherein the hydraulic transmission assembly (4), a hydraulic transmission input clutch (41), a hydraulic transmission input gear pair (42), a hydraulic pump with controllable delivery capacity (43), a hydraulic oil pipe (44), a hydraulic motor (45), a hydraulic transmission output gear pair (46) and a hydraulic transmission output clutch (47), wherein the variable displacement hydraulic pump (43) is connected to the splitting mechanism (2) via the hydraulic transmission input gear pair (42). , wherein the hydraulic transmission input clutch (41) is arranged between the hydraulic transmission input gear pair (42) and the hydraulic pump with variable capacity (43), wherein the hydraulic pump with variable capacity (43) via the hydraulic oil pipe (44) with the hydraulic motor ( 45) is connected, whereby the hydraulic motor (45) via the hydraulic transmission output gear pair (46) is connected to the output shaft (5), wherein the hydraulic transmission output clutch (47) is arranged between the hydraulic motor (45) and the hydraulic transmission output gear pair (46).
    [3]
    3. Hydromechanical hybrid transmission device according to claim 1 or 2, wherein the splitting mechanism (2) comprises a splitting brake (21), a splitting mechanism sun gear (22), a splitting mechanism planet carrier (23) and a splitting mechanism ring gear (24), wherein the input shaft (1) connected to the splitting mechanism ring gear (24), wherein the splitting mechanism sun gear (22) is connected to the hydraulic transmission assembly (4), wherein the splitting brake (21) is arranged on the splitting mechanism sun gear (22), and wherein the split mechanism planetary carrier (23) is connected to the mechanical transmission assembly (3).
    [4]
    4. Hydromechanical hybrid transmission device according to claim 3, wherein the hydromechanical hybrid transmission device comprises three transmission modes, which are switched by combining and opening/closing said brakes and said clutches, namely a purely hydraulic transmission mode, a hydromechanical hybrid transmission mode and a purely mechanical transmission mode, the specific Transmission modes are listed as follows- In purely hydraulic transmission mode, the first brake (325), the hydraulic transmission input clutch (41), the hydraulic transmission output clutch (47) and the fourth clutch (321) are closed, while the other transmissions and brakes are open, with the Splitting mechanism planet carrier (23) is braked by the fourth clutch (321) and the first brake (325) being closed, whereby mechanical power is supplied via the input shaft (1), the splitting mechanism ring gear (24), the splitting mechanism sun gear (22) , the hydraulic transmission input gear pair (42) and the input clutch (41) drives the hydraulic pump with controllable delivery rate (43) for operation by the hydraulic transmission input clutch (41) and the hydraulic transmission output clutch (47) being closed,wherein the variable capacity hydraulic pump (43) converts the mechanical power into high pressure oil, and the high pressure oil (44) drives the hydraulic motor (45) to operate through the hydraulic oil pipe, mechanical power output by the hydraulic motor (45) being output through the hydraulic Transmission output clutch (47) and the hydraulic transmission output gear pair (46) is transmitted to the output shaft (5), .- In the purely mechanical transmission mode, the branching brake (21) is closed, while the hydraulic transmission input clutch (41), the hydraulic transmission output clutch (47), the second brake (326) and the fourth clutch (321) are open, with through a combination between other clutches and brakes, switching between gears with different gear ratios in the purely mechanical transmission mode is realized, wherein in the hydraulic transmission assembly (4), in which the branching brake (21) is closed and the hydraulic transmission input clutch (41) and the hydraulic transmission output clutch (47) are opened, no mechanical power is input and mechanical power is transmitted to the mechanical transmission assembly (3) through the input shaft (1), the splitting mechanism ring gear (24) and the splitting mechanism planetary carrier (23) and to an adjustment of the speed ratio by the mechanical gear drive assembly (3) is ejected from the output shaft (5),- in the hydromechanical hybrid transmission mode, the hydraulic transmission input clutch (41) and the hydraulic transmission output clutch (47) are closed, while the branching brake (21), the third clutch (313), the first one-way clutch (317) and the second one-way clutch (327 ) are opened whereby a combination between the other clutches and brakes realizes shifting between gears with different gear ratios in the hydromechanical hybrid transmission mode, whereby mechanical power is applied via the input shaft (1) and the splitting-mechanism ring gear (24) to the splitting-mechanism planetary carrier (23) and branched at the splitting mechanism planetary carrier (23) and then flows to the mechanical transmission assembly (3) and the splitting mechanism sun gear (22), respectively, the splitting mechanism sun gear (22) being connected to the hydraulic transmission assembly (4th ) is connected, with finally the mec Mechanical power converges on the output shaft (5) and is output.
    [5]
    5. The hybrid hydromechanical transmission device of claim 4, wherein the purely mechanical transmission mode includes a first mechanical transmission speed, a second mechanical transmission speed, a third mechanical transmission speed, and a fourth mechanical transmission speed implemented as follows- In the first mechanical transmission gear, the first brake (325), the first clutch (311) and the second clutch (312) are open, while the third clutch (313), the first one-way clutch (317) and the second one-way clutch (327) are closed are wherein mechanical power from the split mechanism planetary carrier (23) through the third clutch (313), the first one-way clutch (317), the front planetary gear set sun gear (316) and the front planetary gear set planetary carrier (315) to the output shaft (5) is transmitted,- In the second mechanical gear, the first brake (325), the first clutch (311), the second clutch (312) and the second one-way clutch (327) are open, while the third clutch (313) and the first one-way clutch (317) are closed are, wherein mechanical power flows from the splitting mechanism planetary carrier (23) through the third clutch (313), the first one-way clutch (317) and the front planetary gear set sun gear (316) to the front planetary gear set planetary carrier (315) in sequence, wherein the mechanical power at the front planetary gear set planetary carrier (315) is respectively split to the output shaft (5) and the front planetary gear set ring gear (314), wherein the mechanical power of the front planetary gear set ring gear (314) in turn on the rear planetary gear set planet carrier (323) and the rear planetary gear set ring gear (324) and finally converge on the output shaft (5),- In the third mechanical gear, the first brake (325), the second clutch (312) and the second one-way clutch (327) are open, while the first clutch (311), the third one-way clutch (313) and the first one-way clutch (317) are closed are, wherein mechanical power from the splitting mechanism planetary carrier (23) is input to the first clutch (311) and split, respectively flows to the front planetary gear set ring gear (314) and the front planetary gear set sun gear (316), on the front Planetary gear set-planet carrier (315) converges and is finally output from the output shaft (5),- In the fourth mechanical gear, the second clutch (312), the third clutch (313), the first one-way clutch (317) and the second one-way clutch (327) are open, while the first clutch (311) and the first brake (325) are closed wherein mechanical power from the split mechanism planetary carrier (23) is sequentially supplied through the first clutch (311), the front planetary gear set ring gear (314), the rear planetary gear set planetary carrier (326) and the rear planetary gear set ring gear (324) is transmitted to the output shaft (5) and output.
    [6]
    6. The hydro-mechanical hybrid transmission device of claim 4, wherein the hydro-mechanical hybrid transmission mode includes a first hybrid transmission gear, a second hybrid transmission gear, a third hybrid transmission gear, and a fourth hybrid transmission gear implemented as follows- In the first hybrid transmission gear, the first brake (325), the first clutch (311) and the fourth clutch (321) are open, while the second brake (326) and the second clutch (312) are closed, with mechanical power via the splitting mechanism ring gear (24) on the splitting mechanism planetary carrier (23), part of the mechanical power flowing from the splitting mechanism planetary carrier (23) via the splitting mechanism sun gear (22) to the hydraulic transmission assembly (4), while the other Part of the mechanical power from the splitting mechanism planetary carrier (23) flows through the second clutch (312), the front planetary gear set sun gear (316) and the front planetary gear set planetary carrier (315) in sequence and finally converges on the output shaft (5). and is spent- In the second hybrid transmission gear, the second brake (326), the first clutch (311) and the fourth one-way clutch (321) are open, while the first brake (325) and the second clutch (312) are closed, with mechanical power via the splitting mechanism ring gear (24) on the splitting mechanism planetary carrier (23), part of the mechanical power flowing from the splitting mechanism planetary carrier (23) via the splitting mechanism sun gear (22) to the hydraulic transmission assembly (4), while the other Part of the mechanical power from the splitting mechanism planetary carrier (23) flows through the second clutch (312) and the front planetary gear set sun gear (316) in sequence to the front planetary gear set planetary carrier (315), with the mechanical power at the front planetary gear set -Planet carrier (315) is branched to the output shaft (5) or the front planetary gear set ring gear (314), with the power of the front planetary gear set ring gear (314) is transmitted in sequence to the rear planetary gear set planet carrier (326) and the rear planetary gear set ring gear (324), with all branched parts of the mechanical power finally merging on the output shaft (5),- In the third hybrid transmission gear, the first brake (325), the second brake (326) and the fourth clutch (321) are open, while the first clutch (311) and the second clutch (312) are closed, with mechanical power via the splitting mechanism ring gear (24) on the splitting mechanism planetary carrier (23), part of the mechanical power flowing from the splitting mechanism planetary carrier (23) via the splitting mechanism sun gear (22) to the hydraulic transmission assembly (4), while the other Part of the mechanical power from the splitting mechanism planetary carrier (23) is input into the second clutch (312) and split, flows respectively to the front planetary gear set ring gear (314) and the front planetary gear set sun gear (316) and on the front planetary gear set -Planet carrier (315) converges, with the mechanical power from the mechanical gear assembly (3) and the hydraulic gear assembly (4 ) converges on the output shaft (5) and is output,- In the fourth hybrid transmission gear, the first brake (325), the first clutch (311) and the second clutch (312) are open, while the second brake (326) and the fourth clutch (321) are closed, with mechanical power via the splitting mechanism ring gear (24) on the splitting mechanism planetary carrier (23), part of the mechanical power flowing from the splitting mechanism planetary carrier (23) via the splitting mechanism sun gear (22) to the hydraulic transmission assembly (4), while the other Part of the mechanical power from the splitting mechanism planetary carrier (23) flows through the fourth clutch (321), the rear planetary gear set sun gear (322) and the rear planetary gear set ring gear (324) in sequence to the output shaft (5), the mechanical power from the mechanical transmission assembly (3) and the hydraulic transmission assembly (4) converges on the output shaft (5) and is output.
    类似技术:
    公开号 | 公开日 | 专利标题
    CH716823B1|2021-12-30|Hydromechanical hybrid transmission device with multiple power distribution modes.
    DE19631281C2|2003-01-02|Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation
    DE102007036026B4|2016-03-24|Control system for an electromechanical transmission with hydraulic circuit, associated transmission and corresponding control method
    DE102015106935A1|2015-11-26|Step automatic transmission with four planetary gear sets
    DE102013214027A1|2014-01-23|A method of eliminating torque interruption during a mode switching operation
    EP1556631A1|2005-07-27|Power-split transmission having an infinitely variable ratio
    DE102004022667B4|2017-02-23|Method for controlling a push downshift
    DE102007004592A1|2007-08-09|Control device and control method for an automatic transmission
    EP2013516B1|2009-09-16|Method for operating an automatic gearbox
    EP2710283B1|2015-07-29|Method for determining a shift sequence of a change of transmission ratio of a gear mechanism device of a vehicle drive train
    EP2524157A1|2012-11-21|Method for operating a vehicle drive train having an internal combustion engine
    DE102012222366A1|2014-06-12|Control system of hybrid vehicle, has switching sequence controller to determine actuating signals for combustion engine and actuating signals for electric machine for controlling the load circuits in gear box of hybrid vehicle
    DE102006022174A1|2007-11-15|Transmission device for distributing drive torque to two output shafts, has planetary gear sets that are provided between differential cage of differential and output of each side
    EP0840680A1|1998-05-13|Process for operating a stepless drive unit consisting of an internal combustion engine and a power branching transmission
    DE102011077090A1|2012-12-13|Method of operating vehicle drivetrain, changes transmission ratio in range of variator and performs actuation of frictional shift elements to reduce output-side reaction moments in periphery
    WO2015091317A1|2015-06-25|Five-shaft planetary gearing
    DE102016102359A1|2016-09-01|MULTI-STAGE GEARBOX
    DE102012216229A1|2014-03-13|Power train installed in drive assembly of e.g. rail vehicle, has main transmission that is switched in response to selection of respective direction of rail vehicle so as to provide no reversal or reversal of rotation respectively
    DE10238128A1|2004-03-04|Method for controlling a drive train of a vehicle
    WO2008086935A1|2008-07-24|Method for changing the rotational speed of a drive of a vehicle
    DE102012203582A1|2013-09-12|Shift control method for automated auxiliary transmission e.g. agricultural machinery transmission, involves matching of speed of input and/or output shafts by change of gear ratio for switching to single gear to upstream or downstream
    DE102018205710A1|2019-10-17|Method and control device for operating a drive train
    DE102004046074A1|2006-04-13|Motor vehicle transmission, has transmission component and variable-ratio gear unit, where transmission component power branches gear unit to counter shaft at one hand, and to main shaft on another hand
    WO2017088855A1|2017-06-01|Method for output-neutral power shifting in automatic transmissions
    WO2018098515A1|2018-06-07|Method for controlling a shifting process in a powertrain of a vehicle
    同族专利:
    公开号 | 公开日
    DE112019004691T5|2021-06-10|
    CN110822053A|2020-02-21|
    WO2021068284A1|2021-04-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US8118703B2|2006-12-01|2012-02-21|Chrysler Group Llc|Hybrid transmission having synchronizers|
    DE102007000619A1|2007-11-05|2009-05-07|Zf Friedrichshafen Ag|Hydrostatic-mechanical power split transmission for use in agricultural vehicle i.e. agricultural tractor, has switching unit selectively connecting hydraulic power sector to sun gear in summation transmission over two transmission stages|
    US8858376B2|2011-01-12|2014-10-14|Gm Global Technology Operations, Llc|Hybrid powertrain for a motor vehicle|
    CN102434647B|2011-10-13|2013-11-20|西南交通大学|Mechanical hydraulic composite continuously variable transmission of engineering vehicle with brake energy recovering function|
    CN102943859B|2012-11-23|2015-07-08|天津工程机械研究院|Hydraulic mechanical continuously variable transmission for loader|
    CN103591247B|2013-11-19|2016-03-02|北京理工大学|Geometric ratio four-part form hydraulic machinery compound continuously variable transmittion|
    CN104088926B|2014-06-27|2016-03-30|江苏大学|Single planetary row confluxes the clutch fluid pressure control system of hydraulic machinery infinitely variable transmission|
    CN104121346B|2014-07-16|2016-06-08|江苏大学|Single planetary row confluxes hydraulic machinery compound split path transmission wheel box|
    EP3168498A1|2015-11-12|2017-05-17|Dana Rexroth Transmission Systems S.r.l.|Hydromechanical power split transmission assembly|
    CN205859091U|2016-06-08|2017-01-04|南京农业大学|Mechanical hydraulic compound drive gearbox|
    CN109185417B|2018-09-27|2021-05-25|江苏大学|Quick reversing power-dividing hydraulic mechanical stepless speed changer|
    CN109296724A|2018-11-15|2019-02-01|山东海卓电液控制工程技术研究院|Double-planet five-part form hydraulic mechanical stepless gearbox|
    CN109723788B|2019-01-16|2021-05-25|江苏大学|Variable speed transmission device|
    CN109723789B|2019-01-16|2021-07-20|江苏大学|Hybrid multimode switching stepless speed change transmission system|
    CN110056634A|2019-01-24|2019-07-26|南京农业大学|Three four sections of planet row hydraulic machinery infinitely variable transmissions|CN111692300B|2020-03-25|2021-08-17|中国北方车辆研究所|Mechanical hydraulic composite transmission device suitable for heavy vehicle|
    CN111946792B|2020-07-20|2021-08-03|江苏大学|Power split and power confluence combined mechanical-hydraulic compound transmission device|
    CN112622599A|2020-12-28|2021-04-09|潍柴动力股份有限公司|Mechanical-hydraulic transmission system, mode switching control method thereof and engineering machinery|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    CN201910949522.9A|CN110822053A|2019-10-08|2019-10-08|Multi-power distribution mode mechanical-hydraulic composite transmission device and control method|
    PCT/CN2019/112636|WO2021068284A1|2019-10-08|2019-10-23|Mechanical hydraulic compound transmission apparatus having multiple power distribution modes and control method|
    [返回顶部]