• 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 hydromechanical multimode hybrid transmission device in which a gear, a hydraulic and a metal belt transmission are integrated. It comprises an input assembly (1), an output assembly (3), a metal belt gear mechanism (4), a planetary gear assembly, a hydraulic gear mechanism (6), a clutch assembly and a brake assembly, the input assembly (1) being connected to the metal belt gear mechanism (4), the planetary gear assembly and the hydraulic gear mechanism (6) being selectively connectable, the metal belt gear mechanism (4) and the hydraulic gear mechanism (6) each being selectively connectable to the planetary gear assembly, the planetary gear assembly being connected to the output assembly (3), the clutch assembly being the input assembly (1) with the metal belt transmission mechanism (4) and the metal belt transmission mechanism (4) and the hydraulic transmission mechanism (6) respectively connected to the planetary gear assembly, selectively controlling the closure of the clutch assembly and the brake assembly and adjusting a displacement ratio of the hydraulic lic gear mechanism (6) and a gear ratio of the metal belt gear mechanism (4) enables a continuously variable gear ratio between the input assembly (1) and the output assembly (3). The present invention allows shifting between multiple modes including hydraulic transmission, gear transmission, metal belt transmission, gear-metal belt hybrid transmission, hydraulic gear hybrid transmission, and hydraulic metal belt hybrid transmission modes.
    公开号:CH716930B1
    申请号:CH00355/21
    申请日:2020-02-10
    公开日:2022-01-31
    发明作者:Zhu Zhen；Sun Xiaodong；Cai Yingfeng；Chen Long；Tian Xiang；Xia Changgao；Wang Jiajia；Zeng Falin；Yuan Chaochun；Shi Dehua
    申请人:Univ Jiangsu；
    IPC主号:
    专利说明:

    TECHNICAL AREA
    The present invention relates to the field of variable speed transmissions, in particular a hydromechanical multimode hybrid transmission device in which a gear, a hydraulic and a metal belt transmission are integrated.
    STATE OF THE ART
    Variable-speed transmissions are divided according to transmission types into continuously variable transmissions and multi-stage transmissions and into single-stream transmissions and hybrid transmissions according to transmission paths. As a rule, a gear transmission is a stepped transmission and a metal belt transmission and a hydraulic transmission are each a continuously variable transmission. The three gear types belong to single-flow gears. With a gear transmission, power interruption can occur, but high transmission efficiency is achieved. With a hydraulic transmission, high torque can be provided without power interruption, but with low efficiency. A high transmission efficiency is achieved with a metal belt transmission, but the transmission ratio range is limited. With a hybrid transmission, the disadvantages of single-flow transmissions can be overcome and the advantages can be used, which ensures good application prospects. With hydraulic-gear hybrid transmission consisting of hydraulic gear and gear gear, and hydraulic-metal-belt hybrid transmission consisting of hydraulic gear and metal-belt gear, high-efficiency stepless speed control can be achieved in the respective set ranges, while at a Gear-metal-belt hybrid transmission, which consists of a gear transmission and a metal-belt transmission, allows adjustment with high accuracy and wide adjustment range within a unified range.
    The prior art includes only designs of single-flow transmissions and hybrid transmissions or designs of hydromechanical hybrid transmission devices that integrate two types of single-flow transmissions with a hybrid transmission, and can meet the requirements for the design of transmission devices with multiple operating modes, in particular multiple hybrid operating modes do not fully meet various working conditions.
    CONTENT OF THE PRESENT INVENTION
    In view of the disadvantages in the prior art, the present invention has for its object to provide a hydromechanical multimode hybrid transmission device in which a gear, a hydraulic and a metal belt transmission are integrated, wherein by switching a clutch assembly and a brake assembly Switching between multiple modes including a hydraulic transmission mode, a gear transmission mode, a metal belt transmission mode, a gear-metal belt hybrid transmission mode, a hydraulic gear hybrid transmission mode, and a hydraulic metal belt hybrid transmission mode is enabled.
    According to the present invention, the object is achieved by the following technical means: A hydromechanical multimode hybrid transmission device in which a gear, a hydraulic and a metal belt transmission are integrated, comprises an input assembly, an output assembly, a metal belt transmission mechanism, a planetary gear assembly, a hydraulic transmission mechanism, a clutch assembly and a brake assembly, wherein the input assembly is connected to the metal belt transmission mechanism, the planetary gear assembly and the hydraulic transmission mechanism, respectively, wherein the metal belt transmission mechanism and the hydraulic transmission mechanism are respectively connected to the planetary gear assembly, wherein the planetary gear assembly is connected to the output assembly, the clutch assembly the input assembly with the metal belt gear mechanism and the planetary gear assembly, respectively, and the metal belt gear mechanism and the hydraulic gear mechanisms smus respectively connects to the planetary gear assembly, with the clutch assembly and the brake assembly providing a continuous gear ratio between the input assembly and the output assembly.
    It is further provided that the planetary gear arrangement comprises a front planetary gear mechanism and a rear planetary gear mechanism, a ring gear of the front planetary gear mechanism being connected to an output end of the input assembly, a sun gear of the front planetary gear mechanism being connected to a ring gear of the rear planetary gear mechanism, and a planetary carrier of the rear planetary gear mechanism is connected to the output assembly, and wherein a ring gear of the rear planetary gear mechanism is connected to an output end of the metal belt gear mechanism.
    It is further contemplated that by adjusting the displacement ratio of the hydraulic transmission mechanism and the gear ratio of the metal belt transmission mechanism, and selectively controlling the closure of the clutch assembly and the brake assembly between the input assembly and the output assembly, one of hydraulic transmission mode H, gear transmission mode G, and metal belt transmission mode V, or a combination two of the transmission modes is provided.
    It is further contemplated that the clutch assembly includes a first clutch C1 and a fifth clutch C5, the first clutch C1 serving to selectively connect an output end of the hydraulic transmission mechanism to a sun gear of the rear planetary gear mechanism for co-rotation, the fifth clutch C5 serving to selectively connect a ring gear of the rear planetary gear mechanism to a planet carrier of the rear planetary gear mechanism for co-rotation, wherein the brake assembly serves to selectively connect the ring gear of the rear planetary gear mechanism to a fastener, by adjusting the displacement ratio of a hydraulic transmission system and by controlling the closure of the first clutch C1, the fifth clutch C5 and the brake assembly, hydraulic transmission mode H is provided between the input assembly and the output assembly.
    It is further provided that the clutch assembly further comprises a fourth clutch C4 serving to selectively connect a planetary carrier of the front planetary gear mechanism to the planetary carrier of the rear planetary gear mechanism to achieve co-rotation, wherein by controlling the closure of the fourth clutch C4, the fifth Clutch C5 and the brake assembly providing a gear transmission mode G between the input assembly and the output assembly.
    It is further contemplated that the clutch assembly includes a second clutch C2 and a third clutch C3, the second clutch C2 serving to selectively connect an input end of the metal belt gear mechanism to the ring gear of the front planetary gear mechanism for co-rotation, the third clutch C3 serving to selectively connect the output end of the metal belt transmission mechanism to the sun gear of the rear planetary gear mechanism for co-rotation, providing a metal belt transmission mode V between the input assembly and the output assembly by adjusting the gear ratio of the metal belt transmission mechanism and controlling the closure of the second clutch C2 and the third clutch C3.
    It is further provided that a hydraulic-gear hybrid transmission mode HG is provided between the input assembly and the output assembly by adjusting the displacement ratio of the hydraulic transmission system and by controlling the closure of the first clutch C1, the fourth clutch C4 and the fifth clutch C5.providing a gear metal belt hybrid transmission mode GV between the input assembly and the output assembly by adjusting the gear ratio of the metal belt transmission mechanism and controlling the closure of the second clutch C2 and the fourth clutch C4,providing a hydraulic metal belt hybrid transmission mode HV between the input assembly and the output assembly by adjusting the displacement ratio of the hydraulic transmission system and the gear ratio of the metal belt transmission mechanism and by controlling the closure of the first clutch C1, the second clutch C2 and the fifth clutch C5.
    It is further envisioned that by adjusting the displacement ratio of the hydraulic transmission mechanism and selectively controlling the closure of the clutch assembly and the brake assembly, switching between the transmission modes "hydraulic transmission mode H → gear transmission mode G → hydraulic-gear hybrid transmission mode HG" to achieve stepless speed control is achieved will.
    It is further provided that by adjusting the gear ratio of the metal belt transmission mechanism and by selectively controlling the closure of the clutch assembly and the brake assembly, switching between the transmission modes "gear transmission mode G → metal belt transmission mode V → hybrid gear-metal belt transmission mode GV" is achieved to achieve stepless speed control will.
    It is further provided that by adjusting the displacement ratio of the hydraulic transmission mechanism and the gear ratio of the metal belt transmission mechanism and by selectively controlling the closure of the clutch assembly and the brake assembly, switching between the transmission modes "hydraulic transmission mode H → metal belt transmission mode V → hydraulic metal belt hybrid transmission mode HV" to Achieving a stepless speed control is achieved.
    The present invention is advantageously characterized in that in the hydromechanical multimode hybrid transmission device according to the invention, in which a gear, a hydraulic and a metal belt transmission are integrated, by switching a clutch assembly and a brake assembly, switching between several modes including one Hydraulic transmission mode, a gear transmission mode, a metal belt transmission mode, a gear metal belt hybrid transmission mode, a hydraulic gear hybrid transmission mode and a hydraulic metal belt hybrid transmission mode is enabled, so that the multimode hydromechanical hybrid transmission device can meet the operating requirements in multiple operating states and the energy management goal. By means of a mode changeover between the hydraulic transmission mode, the gear transmission mode and the hydraulic-gear hybrid transmission mode, the requirement of the operating states for stepless speed control is met. The requirements for non-linear, stepless speed control with a large setting range and high accuracy are met by means of mode switching between the gear transmission, the metal belt transmission and the gear-metal belt hybrid transmission. By means of a mode switching among the hydraulic transmission mode, the metal belt transmission mode and the hydraulic metal belt hybrid transmission mode, the requirement for high-efficiency continuously variable speed control with multiple selections within a range is satisfied.
    BRIEF DESCRIPTION OF THE DRAWING
    FIG. 1 shows a structural principle representation of a hydromechanical multimode hybrid transmission device in which a gear, a hydraulic and a metal belt transmission are integrated, according to the present invention, FIG. 2 shows a schematic representation of the power flow in hydraulic transmission mode II according to the present invention Invention, Figure 3 is a schematic representation of the power flow in gear transmission mode G according to the present invention, Figure 4 is a schematic representation of the power flow in metal belt transmission mode V according to the present invention, Figure 5 is a schematic representation of the power flow in hydraulic-gear hybrid transmission mode HG of the present invention, Figure 6 is a schematic representation of the power flow in the gear metal belt hybrid transmission mode GV according to the present invention, Figure 7 is a schematic representation of the power flow in the hydraulic metal belt hybrid d transmission mode HV according to the present invention, Figure 8 shows the relationship between the input speed and the output speed in a mode switch (F→G→HG) according to the present invention, Figure 9 shows the relationship between the input speed and the output speed in a mode switch (G→V→ GV) according to the present invention, Figure 10 shows the relationship between the input speed and the output speed in a mode switch (H→V→HV) according to the present invention.
    [0017] Standing in it1 for input assembly, 1-1 for main clutch C0, 1-2 for input shaft, 2 for front planetary gear mechanism, 2-1 for fourth clutch C4, 2-2 for intermediate shaft, 2-3 for front planetary sun gear, 2-4 for front Planetary gear carrier, 2-5 for front planetary ring gear, 2-6 for front planetary input gear pair, 3 for output assembly, 3-1 for output shaft, 3-2 for output gear pair, 4 for metal belt transmission mechanism, 4-1 for metal belt input gear pair, 4-2 for second clutch C2, 4-3 for metal belt input shaft, 4-4 for metal belt, 4-5 for metal belt output shaft, 4-6 for metal belt output gear pair, 4-7 for third clutch C3, 5 for rear planetary gear mechanism , 5-1 for rear planetary input gear pair, 5-2 for rear planetary sun gear shaft, 5-3 for rear planetary sun gear, 5-4 for rear planetary gear carrier, 5-5 for rear planetary ring gear, 5-6 for Brake assembly, 5-7 for fifth clutch C5, 6 for hydraulic transmission mechanism, 6-1 for hydraulic transmission output gear pair, 6-2 for hydraulic transmission input shaft, 6-3 for variable displacement pump, 6-4 for fixed displacement motor, 6-5 for hydraulic transmission output shaft, 6-6 for first clutch C1, 7 for power output mechanism, 7-1 for sixth clutch C6, 7-2 for front power output gear pair, 7-3 for power output shaft, 7-4 for rear power output gear pair and 7-5 for seventh clutch C7.
    DETAILED DESCRIPTION
    The present invention is described in more detail below with reference to the accompanying figures using specific exemplary embodiments, to which the scope of protection of the invention is in no way restricted.
    As can be seen from Figure 1, the hydromechanical multimode hybrid transmission device according to the invention, in which a gear, a hydraulic and a metal belt transmission are integrated, comprises an input assembly 1, a front planetary gear mechanism 2, an output assembly 3, a metal belt transmission mechanism 4, a rear planetary gear mechanism 5, a hydraulic transmission mechanism 6, a power output mechanism 7, a clutch assembly, and a brake assembly.
    The input assembly 1 includes a main clutch C01-1 and an input shaft 1-2. By closing the main clutch C01-1, power of an internal combustion engine is transmitted to a hydraulic transmission input shaft 6-2 via the input shaft 1-2.
    The front planetary gear mechanism 2 includes a fourth clutch C42-1, an intermediate shaft 2-2, a front planetary sun gear 2-3, a front planetary carrier 2-4, a front planetary ring gear 2-5 and a front Planetary input gear pair 2-6. The front planetary sun gear 2-3, the front planetary gear carrier 2-4 and the front planetary ring gear 2-5 form a planetary gear set. The front planetary ring gear 2-5 is drivingly connected to the hydraulic transmission input shaft 6-2 via the front planetary input gear pair 2-6. The fourth clutch C42-1 serves to selectively connect the front planetary gear carrier 2-4 to a rear planetary gear carrier 5-4 for co-rotation. The front planetary sun gear 2-3 is firmly connected to a rear planetary ring gear 5-5. The 2-2 intermediate shaft is an output shaft of the rear planetary gear carrier 5-4.
    The rear planetary gear mechanism 5 includes a rear planetary input gear pair 5-1, a rear planetary sun gear shaft 5-2, a rear planetary sun gear 5-3, a rear planetary carrier 5-4, a rear planetary ring gear 5 -5, a brake assembly 5-6 and a fifth clutch C55-7. The rear planetary sun gear 5-3, the rear planetary gear carrier 5-4 and the rear planetary ring gear 5-5 form a planetary gear set. The rear planetary ring gear 5-5 is connected to a metal belt output shaft 4-5 via the rear planetary input gear pair 5-1. The fifth clutch C55-7 serves to selectively connect the rear ring gear 5-5 to the rear ring gear 5-4 for co-rotation. The brake assembly 5-6 serves to selectively lock the rear ring gear 5-5 to a fastener. The rear planetary gear carrier 5-4 is connected to an output shaft 3-1 via an output gear pair 3-2. The rear planetary sun gear 5-3 is fixed to the rear planetary sun gear shaft 5-2.
    The metal belt transmission mechanism 4 includes a metal belt input gear pair 4-1, a second clutch C24-2, a metal belt input shaft 4-3, a metal belt 4-4, a metal belt output shaft 4-5, a metal belt output gear pair 4- 6 and a third clutch C34-7. The metal belt output shaft 4-5 is connected to the rear planetary ring gear 5-5 via the rear planetary input gear pair 5-1. The second clutch C24-2 serves to selectively connect the metal belt input shaft 4-3 to the front planetary ring gear 2-5 via the metal belt input gear pair 4-1 for co-rotation. The third clutch C34-7 serves to selectively connect the metal belt output shaft 4-5 to the rear planetary sun gear shaft 5-2 via the metal belt output gear pair 4-6 for co-rotation. The metal belt input shaft 4-3 is drivingly connected to the metal belt output shaft 4-5 via the metal belt 4-4.
    The hydraulic transmission mechanism 6 includes a hydraulic transmission output gear pair 6-1, a hydraulic transmission input shaft 6-2, a variable displacement pump 6-3, a fixed displacement motor 6-4, a hydraulic transmission output shaft 6-5, and a first clutch C16-6. The hydraulic transmission input shaft 6-2 is connected to the variable displacement pump 6-3. The constant motor 6-4 is connected to the hydraulic transmission output shaft 6-5. The variable displacement pump 6-3 is used to drive the constant motor 6-4. The first clutch C16-6 serves to selectively connect the hydraulic transmission output shaft 6-5 to the rear planetary sun gear shaft 5-2 via the hydraulic transmission output gear pair 6-1 for co-rotation.
    The power output mechanism 7 includes a sixth clutch C67-1, a front power output gear pair 7-2, a power output shaft 7-3, a rear power output gear pair 7-4, and a seventh clutch C77-5. The sixth clutch C67-1 serves to selectively connect the hydraulic transmission input shaft 6-2 to the power output shaft 7-3 via the front power output gear pair 7-2 for co-rotation. The seventh clutch C77-5 serves to selectively connect the hydraulic transmission input shaft 6-5 to the power output shaft 7-3 via the rear power output gear pair 7-4 for co-rotation. The sixth clutch C67-1 and the seventh clutch C77-5 are not closed at the same time.
    By adjusting the displacement ratio of the hydraulic transmission mechanism 6 and the gear ratio of the metal belt transmission mechanism 4 and selectively controlling the closure of the clutch assembly and the brake assembly, one of the transmission modes of hydraulic transmission mode H, gear transmission mode G and metal belt transmission mode V, or a combination, is established between the input assembly 1 and the output assembly 3 two of the transmission modes provided. The closed elements for the individual transmission modes can be found in Table 1. The specific description is as follows: As can be seen from FIG power of a motor transmitted through the input shaft 1-2 drives the variable displacement pump 6-3 to operate via the hydraulic transmission input shaft 6-2, and thus rotates the fixed displacement motor 6-4. Since the rear planetary ring gear 5-5 is braked by the brake assembly 5-6, the power output by the constant motor 6-4 is applied to the intermediate shaft 2 through the rear planetary sun gear 5-3 and the rear planetary planetary carrier 5-4 -2 and then output from the output shaft 3-1 via the output gear pair 3-2.
    As can be seen from Figure 3, the main clutch Co 1-1, the fourth clutch C42-1, the fifth clutch C55-7 and the brake assembly 5-6 are closed in the gear transmission mode G, so that from the input shaft 1-2 engine power transmitted via the front planetary input gear pair 2-6 drives the front planetary ring gear 2-5. Since the rear planetary ring gear 5-5 is braked by the brake assembly 5-6 and thus the front planetary sun gear 2-3 is braked, the power output through the front planetary gear carrier 2-4 is output via the output gear pair 3-2 from the Output shaft 3-1 output.
    As can be seen from Figure 4, the main clutch Co 1-1, the second clutch C24-2 and the third clutch C34-7 are closed in the metal belt transmission mode V, with power now being transmitted through the input shaft 1-2 of the engine the front planetary gear input gear pair 2-6 and the metal belt input gear pair 4-1 is transmitted to the metal belt input shaft 4-3 and drives the metal belt 4-4. The metal belt 4-4 changes its gear ratio by changing the radius of its driving and driven pulleys and the power transmitted thereby is divided into two parts by the metal belt output shaft 4-5: One part is fed through the rear planetary input gear pair 5-1 transmitted to the rear planetary ring gear 5-5, while the other part is transmitted to the rear planetary sun gear 5-3 via the metal belt output gear pair 4-6 and the rear planetary sun gear shaft 5-2. The power transmitted to the rear planetary ring gear 5-5 and the power transmitted to the rear planetary sun gear 5-3 converge on the rear planetary gear carrier 5-4 and are transmitted through the intermediate shaft 2-2 and the output gear pair 3-2 output from the output shaft 3-1. As can be seen from Figure 5, the main clutch Co 1-1, the first clutch C16-6, the fourth clutch C42-1 and the fifth clutch C55-1 are closed in the hydraulic gear hybrid transmission mode HG, which is now through the Input shaft 1-2 transmitted power of the engine is transmitted to the front planetary gear input gear pair 2-6 and divided into two parts: one part reaches up to the front planetary ring gear 2-5, while the other part via the hydraulic transmission input shaft 6- 2 drives the variable displacement pump 6-3 and thus causes the constant motor 6-4 to rotate. The power output by the constant motor 6-4 is again divided into two parts after passing through the rear planetary sun gear 5-3: One part passes through the rear planetary ring gear 5-5 and the front planetary sun gear 2-3 and then runs along the power that the front planetary ring gear 2-5 achieves together on the front planetary gear carrier 2-4. The converged power is output from the output shaft 3-1 via the intermediate shaft 2-2 and the output gear pair 3-2. As can be seen from Figure 6, in the gear metal belt hybrid transmission mode GV, the main clutch Co 1-1, the second clutch C24-2 and the fourth clutch C42-1 are closed, with the power now being transmitted through the input shaft 1-2 Motor is transmitted to the front planetary gear input gear pair 2-6 and divided into two parts: One part drives the metal belt 4-4 via the metal belt input gear pair 4-1 and the metal belt input shaft 4-3. The metal belt 4-4 changes its gear ratio by changing the radius of its driving and driven pulleys. Power is transmitted to the front planetary sun gear 2-3 through the metal belt output shaft 4-5, rear planetary input gear pair 5-1 and rear planetary ring gear 5-5. The other part of the power is transmitted directly to the front planetary ring gear 2-5. The power transmitted to the front planetary sun gear 2-3 and the power transmitted to the front planetary ring gear 2-5 converge on the front planetary gear carrier 2-4 and are transmitted through the intermediate shaft 2-2 and the output gear pair 3-2 output from the output shaft 3-1.
    As can be seen from Figure 7, the main clutch C01-1, the first clutch C16-6, the second clutch C24-2 and the fifth clutch C55-7 are closed in the hydraulic metal belt hybrid transmission mode HV, which is now through the input shaft 1-2 transmitted power of the engine is transmitted to the front planetary gear input gear pair 2-6 and divided into two parts: one part drives the metal belt 4-4 via the metal belt input gear pair 4-1 and the metal belt input shaft 4-3 on. The metal belt 4-4 changes its gear ratio by changing the radius of its driving and driven pulleys. The power is transmitted to the rear planetary ring gear 5-5 through the metal belt output shaft 4-5 and the rear planetary input gear pair 5-1. The other part drives the variable displacement pump 6-3 via the hydraulic transmission input shaft 6-2 and thus rotates the constant motor 6-4. The power output by the constant motor 6-4 is transmitted to the rear planetary sun gear 5-3 via the hydraulic transmission output gear pair 6-1 and the rear planetary sun gear shaft 5-2. The power transmitted to the rear planetary ring gear 5-5 and the power transmitted to the rear planetary sun gear 5-3 converge on the rear planetary gear carrier 5-4 and are transmitted through the intermediate shaft 2-2 and the output gear pair 3-2 output from the output shaft 3-1.
    [0030]
    Wherein indicates that the mechanism for executing the mode change is activated, no(H) for output speed in hydraulic transmission mode H, no<>(G) for output speed in gear transmission mode G, no(V) for output speed in metal belt transmission mode V , no(GV) for output speed in the gear metal belt transmission mode GV, no(HG) for output speed in the hydraulic gear transmission mode HG, no(HV) for output speed in the hydraulic metal belt transmission mode HV, ne for engine speed, k1 for Front planetary gear mechanism planetary characteristic, k2 for rear planetary gear mechanism planetary characteristic, e for hydraulic gear mechanism displacement ratios, iv for metal belt gear mechanism gear ratio, i1 for front planetary gear input gear pair gear ratio, i2 for hydraulic gear output gear pair gear ratio, i3 for metal belt input gear pair gear ratio s, i4 for rear planetary input gear pair gear ratio, i5 for metal belt output gear pair gear ratio and i6 for output gear pair gear ratio.
    By adjusting the displacement ratio of the hydraulic transmission mechanism 6 and selectively controlling the closure of the clutch assembly and the brake assembly, switching between the transmission modes "hydraulic transmission mode H → gear transmission mode G → hydraulic-gear hybrid transmission mode HG" to achieve stepless speed control is achieved. When starting, mode H is used, in which the output speed increases linearly with the increase in the displacement ratio e of the hydraulic transmission mechanism. When e=-1, the hydraulic transmission mode H reaches a negative peak. When e=1, the hydraulic transmission mode H reaches a positive maximum. In this case, a shift can be made to gear transmission mode G, which has a constant gear ratio. If the condition e ∈ [no(G)=no(HG)] is met, a switchover to the hydraulic gear hybrid transmission mode HG can also take place, with the output speed now increasing linearly with the decrease in e. When e=-1, the hydraulic-gear hybrid transmission mode HG reaches a positive peak. The gear ratio iv of the metal belt transmission mechanism does not affect the gear ratio change of the transmission device during mode switching. In the case of the transmission device, stepless speed control within a set range is achieved simply by changing e.
    By adjusting the gear ratio of the metal belt transmission mechanism 4 and selectively controlling the closure of the clutch assembly and the brake assembly, switching between the transmission modes "gear transmission mode G → metal belt transmission mode V → hybrid gear-metal belt transmission mode GV" is achieved to achieve stepless speed control. In gear transmission mode G, the gear ratio is constant. From the gear transmission mode G, a switchover to the metal belt transmission mode V can take place. As iv changes from 2 to 0.5, no(V) increases non-linearly. When the gear ratio of the metal belt transmission mechanism satisfies the condition iv∈ [no(V)=no(GV)], a switch can be made from the metal belt transmission mode V to the gear-metal belt hybrid transmission mode GV. As iv changes from 2 to 0.5, no(GV) increases non-linearly. The displacement ratio e of the hydraulic transmission mechanism does not affect the change in gear ratio of the transmission device during mode switching. In the transmission device, stepless speed control within a set range is achieved just by changing i.
    By adjusting the displacement ratio of the hydraulic transmission mechanism 6 and the gear ratio of the metal belt transmission mechanism 4 and selectively controlling the closure of the clutch assembly and the brake assembly, switching between the transmission modes "hydraulic transmission mode H → metal belt transmission mode V → hydraulic-metal belt hybrid transmission mode HV" to achieve a stepless speed control achieved. When starting, mode H is used, in which the output speed increases linearly with the increase in the displacement ratio e of the hydraulic transmission mechanism. When e=1, the hydraulic transmission mode H reaches a positive maximum. If the three conditions e · iv∈ [no(H) = no(V)], e ∈ [0,1] and iv∈ [0.5,2] are met, there is a switchover from the hydraulic transmission mode H to the metal belt transmission mode V. As iv changes from 2 to 0.5, no(V) increases non-linearly. If the three conditions e · iv∈ [no(V) = no(HV)], e ∈<>[0,1] and iv∈ [0.5,2]<> are met, there is a switchover from the metal belt transmission mode V to the hydraulic metal belt hybrid transmission mode. The output value of the hydraulic metal belt hybrid transmission mode HV varies depending on the shift position, but the output speed linearly decreases with the decrease in the displacement ratio e of the hydraulic transmission mechanism.
    Example:
    Main parameters: i1=1, i2=0.36, i3=0.73, i4=i5=<>i6=1, k1=2.27 and k2=3.
    First mode switching: hydraulic gear mode H → gear gear mode G → hydraulic gear gear mode HG
    Relation of output and input speeds in hydraulic transmission mode H:
    Relation of the output and the input speed in gear transmission mode G:
    Relation of the output and the input speed in the hydraulic gear hybrid transmission mode HG:
    As can be seen from Figure 8, mode H is used when starting, in which the output speed increases linearly with the increase in the displacement ratio e of the hydraulic transmission mechanism. When e=-1, mode H reaches a negative peak of -0.694ne. When e=1, the hydraulic transmission mode H reaches a positive peak 0.694ne. In this case, a switchover to gear transmission mode G can take place, with the gear transmission now having a constant transmission ratio. As an alternative to this, a changeover to the hydraulic gear hybrid transmission mode HG can also take place, in which case the output speed now increases linearly with the decrease in e. When e=-1, the HG mode reaches a positive peak of 1,650ne. The gear ratio of the metal belt transmission mechanism does not affect the gear ratio change of the transmission device during mode switching. In the gear mechanism, stepless speed control within the range [0.1,650]ne is achieved just by changing e.
    Second mode switching: gear transmission mode G → metal belt transmission mode V → gear-metal belt transmission mode GV
    Relation of the output and the input speed in gear transmission mode G:
    Relation of the output and the input speed in the metal belt transmission mode V:
    Relation of the output and the input speed in the gear metal belt hybrid transmission mode GV:
    As can be seen from Figure 9, in the gear transmission mode G, the transmission ratio is constant. From the gear transmission mode G, a switch can be made to the metal belt transmission mode V, with the gear ratio of the metal belt transmission mechanism now being iv=1.794. As iv changes from 2 to 0.5, no(V) increases nonlinearly from 0.694ne to 2.740ne. When the gear ratio of the metal belt transmission mechanism iv=1,370, a shift can be made from the metal belt transmission mode V to the gear-metal belt hybrid transmission mode GV. As iv changes from 2 to 0.5, no(GV) increases nonlinearly from 0.904ne to 1.532ne. The displacement ratio e of the hydraulic transmission mechanism does not affect the change in gear ratio of the transmission device during mode switching. In the transmission device, stepless speed control within the range [0.694, 2.740]ne is achieved just by changing i.
    Third mode switching: hydraulic transmission mode H → metal belt transmission mode V → hydraulic metal belt transmission mode HV
    Relationship of output and input speeds in hydraulic transmission mode H:
    Relation of the output and the input speed in the metal belt transmission mode V:
    Relation of the output and the input speed in the hydraulic metal belt hybrid transmission mode HV:
    As can be seen from Figure 10, the mode H is used when starting, in which the output speed increases linearly with the increase in the displacement ratio e of the hydraulic transmission mechanism. When e=1, mode H reaches a positive peak of 0.694ne. If the three conditions e iv=1.974, e ∈<>[0, 1] and iv<>∈<>[0.5,2] are met, there is a switch from mode H to mode V. If iv changes from 2 changed to 0.5, no(V) increases nonlinearly from 0.685ne to 2.740ne.
    If the three conditions e · iv = 0.494, e <> ∈ [0.1] and iv ∈ <> [0.5,2] are met, there is a switch from the metal belt transmission mode V to the hydraulic metal belt hybrid transmission mode. The output value of the hydraulic metal belt hybrid transmission mode HV varies depending on the shift position, but the output speed linearly decreases with the decrease in the displacement ratio e of the hydraulic transmission mechanism.
    The above embodiments represent preferred embodiments of the present invention, but the present invention is in no way limited thereto. Any obvious modifications, substitutions or variants that can be made by those skilled in the art without departing from the gist of the invention as defined by the independent claims belong to the scope of the invention.
    权利要求:
    Claims (7)
    [1]
    1. Multi-mode hydromechanical hybrid transmission device in which a gear, a hydraulic and a metal belt transmission are integrated, characterized in that it comprises an input assembly (1), an output assembly (3), a metal belt transmission mechanism (4), a planetary gear assembly, a hydraulic transmission mechanism (6), a clutch assembly and a brake assembly, the input assembly (1) being selectively connectable to the metal belt gear mechanism (4), the planetary gear assembly and the hydraulic gear mechanism (6), the metal belt gear mechanism (4) and the hydraulic gear mechanism (6) each having the planetary gear assembly being selectively connectable, the planetary gear assembly being connected to the output assembly (3), the clutch assembly connecting the input assembly (1) to the metal belt gear mechanism (4) and the metal belt gear mechanism (4) and the hydraulic gear mechanism (6) to the planetary gear assembly, respectively selectively connects, wherein selectively controlling the closure of the clutch assembly and the brake assembly and adjusting a displacement ratio of the hydraulic transmission mechanism (6) and a gear ratio of the metal belt transmission mechanism (4) enables a continuously variable transmission ratio between the input assembly (1) and the output assembly (3).
    [2]
    2. Multi-mode hydromechanical hybrid transmission device according to claim 1, characterized in that the planetary gear arrangement comprises a front planetary gear mechanism (2) and a rear planetary gear mechanism (5), a ring gear of the front planetary gear mechanism (2) being connected to an output end of the input assembly (1). wherein a sun gear of the front planetary gear mechanism (2) is connected to a ring gear of the rear planetary gear mechanism (5) and a planet carrier of the rear planetary gear mechanism (5) is connected to the output assembly (3), and wherein the ring gear of the rear planetary gear mechanism (5) is connected to a output end of the metal belt transmission mechanism (4).
    [3]
    3. Multi-mode hydromechanical hybrid transmission device according to claim 2, characterized in that there is an adjustment device which is activated by adjusting the displacement ratio of the hydraulic transmission mechanism (6) and the gear ratio of the metal belt transmission mechanism (4) and by selectively controlling the closure of the clutch assembly and the brake assembly between the Input assembly (1) and the output assembly (3) sets one of the transmission modes hydraulic transmission mode H, gear transmission mode G and metal belt transmission mode V or a combination of two of these transmission modes.
    [4]
    4. Hydromechanical multimode hybrid transmission device according to claim 3, characterized in that the clutch assembly comprises a first clutch C1(6-6) and a fifth clutch C5(5-7), the first clutch C1(6-6) serving to an output end of the hydraulic transmission mechanism (6) to be selectively connected to a sun gear of the rear planetary gear mechanism (5) for co-rotation, wherein the fifth clutch C5(5-7) serves to selectively connect the ring gear of the rear planetary gear mechanism (5) for co-rotation to connect the planetary carrier of the rear planetary gear mechanism (5), the brake assembly (5-6) serving to selectively connect the ring gear of the rear planetary gear mechanism (5) to a fastener, whereby by adjusting the displacement ratio of a variable displacement pump (6-3) of the hydraulic transmission mechanism (6) and by controlling the closure of the first clutch C1(6-6), the fifth clutch C5(5-7) and the brake assemblies pe (5-6) hydraulic transmission mode H is provided between the input assembly (1) and the output assembly (3).
    [5]
    5. Multimode hydromechanical hybrid transmission device according to claim 4, characterized in that the clutch assembly further comprises a fourth clutch C4(2-1) for selectively driving a planetary carrier of the front planetary gear mechanism (2) to achieve co-rotation with the planetary carrier of the rear To connect planetary gear mechanism (5), wherein by controlling the closure of the fourth clutch C4 (2-1), the fifth clutch C5 (5-7) and the brake assembly (5-6), a gear transmission mode G between the input assembly (1) and the output assembly (3) provided.
    [6]
    6. Hydromechanical multimode hybrid transmission device according to claim 5, characterized in that the clutch assembly comprises a second clutch C2(4-2) and a third clutch C3(4-7), the second clutch C2(4-2) serving to an input end of the metal belt gear mechanism (4) to be selectively connected to the ring gear of the front planetary gear mechanism (2) to achieve co-rotation, the third clutch C3(4-7) serving to connect the output end of the metal belt gear mechanism (4) which is connected to the ring gear of the rear planetary gear mechanism (5), selectively connecting to the sun gear of the rear planetary gear mechanism (5) to achieve co-rotation, by adjusting the gear ratio of the metal belt gear mechanism (4) and by controlling the closure of the second clutch C2(4-2) and the third clutch C3(4-7), a metal belt transmission mode V is set between the input assembly (1) and the output assembly (3). .
    [7]
    7. Hydromechanical multimode hybrid transmission device according to claim 6, characterized in that an adjustment device is present whicha hydraulic-gear hybrid transmission mode HG by adjusting the displacement ratio of the hydraulic transmission system (7) and by controlling the closure of the first clutch C1(6-6), the fourth clutch C4(2-1) and the fifth clutch C5(5-7). between the input assembly (1) and the output assembly (3),by adjusting the gear ratio of the metal belt transmission mechanism (4) and by controlling the closure of the second clutch C2(4-2) and the fourth clutch C4(2-1), a gear-metal belt hybrid transmission mode GV between the input assembly (1) and the output assembly ( 3) adjusts,by adjusting the displacement ratio of the hydraulic transmission system (7) and the gear ratio of the metal belt transmission mechanism (4), and by controlling the closure of the first clutch C1(6-6), the second clutch C2(4-2) and the fifth clutch C5(5-7 ) sets a hydraulic metal belt hybrid transmission mode HV between the input assembly (1) and the output assembly (3).
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    同族专利:
    公开号 | 公开日
    GB2598005A|2022-02-16|
    GB202019018D0|2021-01-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    RU2233760C1|2003-03-31|2004-08-10|Южно-Уральский государственный университет|High-speed track-laying vehicle stepless steering mechanism|
    CN101158392A|2007-06-11|2008-04-09|赵宏坚|Mechanical-hydraulic composite transmission mechanism|
    CN102537269B|2012-02-07|2013-04-17|北京理工大学|Three-section hydraulic mechanical continuous stageless transmission device|
    CN107869563A|2017-11-21|2018-04-03|河南科技大学|A kind of multistage multi-mode mechanical and hydraulic continuously variable transmission|
    CN109751381A|2019-01-16|2019-05-14|江苏大学|A kind of multifunctional stepless change gear transmission device|
    CN109723789B|2019-01-16|2021-07-20|江苏大学|Hybrid multimode switching stepless speed change transmission system|
    法律状态:
    2021-12-30| PL| Patent ceased|
    优先权:
    申请号 | 申请日 | 专利标题
    CN202010066884.6A|CN111207198B|2020-01-20|2020-01-20|Multi-mode mechanical-hydraulic composite transmission device integrating gear, hydraulic pressure and metal belt|
    PCT/CN2020/074581|WO2021147124A1|2020-01-20|2020-02-10|Gear-hydraulic-metal belt integrated multi-mode mechanical-hydraulic composite transmission device|
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