A power uninterrupted continuously variable hybrid transmission

Abstract

The application provides a power uninterrupted continuously variable hybrid transmission, and relates to the technical field of automobile transmission.The scheme is that the continuously variable hybrid transmission comprises a transmission body, a first gear shifting device, a second gear shifting device, a third gear shifting device and a fourth gear shifting device are sequentially arranged from the input end to the output end of the central shaft, the second gear shifting device is arranged between the tenth transmission gear and the eleventh transmission gear of the first hollow shaft, the third gear shifting device is arranged between the fifth transmission gear and the sixth transmission gear of the second hollow shaft, the fourth gear shifting device is arranged at the left end of the front planet carrier, the rear planet carrier is connected with the second hollow shaft and the central shaft through bearings and splines respectively, and the front planet carrier is connected with the second hollow shaft through a bearing.The application has the effects that the gear shifting frequency is reduced, the output power is uninterrupted during the whole vehicle gear shifting process, the continuously variable transmission function is achieved, the gear shifting jerk is eliminated, and the comfort, economy and safety of the whole vehicle are improved.

Description

Technical Field

[0001] This invention relates to the field of automotive transmission technology, and more particularly to a continuously variable transmission (CVT) with uninterrupted power. Background Technology

[0002] A car transmission is a mechanism used to change the speed and torque from the engine. It can change the transmission ratio between the output shaft and the input shaft in a fixed or progressively increasing manner; it is also called a gearbox. A transmission consists of a gear shifting mechanism, a control mechanism, and a power output mechanism. Most transmission mechanisms use ordinary gear drives, while some use planetary gear drives. Because the engine's speed and torque range is narrow, a transmission is essential to meet the demands of high vehicle speeds and fluctuating load conditions.

[0003] Heavy-duty trucks, as a crucial branch of commercial vehicles, operate in harsh environments with frequent uphill and downhill driving. However, existing conventional transmissions suffer from power interruption during gear shifts, posing a risk of rollback during uphill shifts and significantly jeopardizing driving safety. Furthermore, in harsh conditions such as construction sites, there is a desire to increase the first gear ratio to enhance power, while on better highways, higher vehicle speeds are desired to improve operational efficiency. This necessitates a wide gear ratio range in the transmission. Traditional transmissions can only expand this range by increasing the number of gears, which, while not significantly improving fuel economy, increases cost and quality.

[0004] Therefore, given that traditional transmissions can only increase the number of gears to broaden the transmission's speed ratio range, developing a continuously variable transmission (CVT) with uninterrupted power is an urgent problem to be solved. Summary of the Invention

[0005] The purpose of this invention is to address the problem that traditional transmissions can only increase the number of gears to broaden the transmission speed ratio range, and to propose and design a continuously variable transmission (CVT) with uninterrupted power.

[0006] The technical solution adopted by this invention to solve the above-mentioned technical problems is: a continuously variable transmission (CVT) with uninterrupted power, comprising a transmission body, a drive motor and a generator mounted on the transmission body, a first input shaft, a second input shaft and a third input shaft disposed in the transmission body, the first input shaft being connected to the engine, the second input shaft being connected to the drive motor, and the third input shaft being connected to the generator, a central shaft being connected to the first input shaft, and a first hollow shaft, a second hollow shaft and a third hollow shaft being fitted onto the central shaft, the central shaft, the third hollow shaft and the second hollow shaft being coaxially arranged from the inside to the outside, and the output of the transmission body... A front planetary carrier and a rear planetary carrier are provided on one side of the central shaft. The front planetary carrier and the rear planetary carrier share a gear ring. From the input end to the output end of the central shaft, a first shifting device, a second shifting device, a third shifting device, and a fourth shifting device are arranged in sequence. The second shifting device is located between the tenth and eleventh transmission gears of the first hollow shaft. The third shifting device is located between the fifth and sixth transmission gears of the second hollow shaft. The fourth shifting device is located at the left end of the front planetary carrier. The rear planetary carrier is connected to the second hollow shaft and the central shaft respectively through bearings and splines. The front planetary carrier is connected to the second hollow shaft through bearings. By setting a third and a fourth shifting device on the second hollow shaft and the front planetary carrier respectively, the drive motor power output has four forward gears and a reverse gear. The second shifting device on the first hollow shaft enables the generator or engine power output to have two forward gears and a reverse gear, thus enabling the transmission to have two input power sources. During the shifting process, the third and fourth shifting devices on the drive motor end and the second shifting device on the generator end shift gears alternately to ensure continuous power output from the output shaft. Through the speed regulation of the generator and the setting of the rear planetary carrier, the transmission has a continuously variable transmission function.

[0007] Furthermore, the transmission body includes a first housing, a second housing, a third housing, a fourth housing, a first intermediate shaft, a second intermediate shaft, a power take-off shaft, and an output shaft. The first housing, second housing, third housing, and fourth housing are arranged sequentially from left to right and connected by flange bolts. A front cover and a rear cover are respectively provided on the left side of the first housing and the right side of the fourth housing, forming a closed cavity for the transmission. The second shifting device is located in the second housing. The central shaft is connected to the first housing and the output shaft via bearings. The first intermediate shaft is provided with a second transmission gear, a third transmission gear, and a fourth transmission gear sequentially from left to right. The second transmission gear meshes with the first transmission gear located on the second input shaft. The third and fourth transmission gears mesh with the fifth and sixth transmission gears located on the second hollow shaft, respectively. The second intermediate shaft is provided with an eighth transmission gear and a ninth transmission gear sequentially from left to right. The eighth transmission gear meshes with the seventh transmission gear located on the third input shaft and the tenth transmission gear located on the first hollow shaft. The ninth transmission gear meshes with the eleventh transmission gear located on the first hollow shaft, realizing the power transmission process.

[0008] Furthermore, the fifth and sixth transmission gears are connected to the second hollow shaft via needle roller bearings, and the tenth and eleventh transmission gears are connected to the first hollow shaft via needle roller bearings. The fifth, sixth, tenth, and eleventh transmission gears are all equipped with external splines for gear shifting. The second and third transmission gears are connected to the first intermediate shaft via flat keys, and the eighth transmission gear is connected to the second intermediate shaft via flat keys. The rear end of the first intermediate shaft is connected to the power take-off shaft via splines.

[0009] Furthermore, the first and fourth shifting devices adopt a synchronous ring structure, while the second and third shifting devices do not have a synchronous ring and use motor speed regulation during shifting.

[0010] Furthermore, the front end of the second housing has a protruding portion, which is connected to the sliding sleeve of the first shifting device via a spline.

[0011] Furthermore, external splines are provided at both the left and right ends of the output shaft, which are connected to the gear ring and the output flange respectively. The left end of the output shaft has a recessed hole for mounting a bearing to support the rotational movement of the central shaft.

[0012] Furthermore, the fourth transmission gear is fixed to the first intermediate shaft, the ninth transmission gear is fixed to the second intermediate shaft, the first transmission gear is fixed to the second input shaft, and the seventh transmission gear is fixed to the third input shaft. The transmission ratios of the third and sixth transmission gears are different from those of the third and fifth transmission gears, and the transmission ratios of the tenth and eighth transmission gears are different from those of the ninth and eleventh transmission gears.

[0013] Furthermore, the gear parameters at both ends of the gear ring are different, and the outer side of the gear ring has a stepped shaft structure.

[0014] Furthermore, the right end of the first hollow shaft, the right end of the second intermediate shaft, and the left end of the second hollow shaft are supported on the partition by bearings, and the partition is installed on the second housing by bolts.

[0015] Furthermore, oil seals are provided on the left end of the central shaft, the left end of the second input shaft, the left end of the third input shaft, and the output shaft.

[0016] Furthermore, the first input shaft and the central shaft are connected by a spline.

[0017] Furthermore, the rear end of the third hollow shaft has a raised structure and a copper washer is installed on the raised structure, with the rear end of the copper washer contacting the rear planetary carrier.

[0018] As can be seen from the above technical solutions, the present invention has the following advantages: This solution provides a continuously variable transmission (CVT) with uninterrupted power output, reducing shift frequency and ensuring continuous power delivery during gear changes. It also features CVT functionality without shift shock, improving overall vehicle comfort, fuel economy, and safety. It can be widely applied in the heavy-duty truck sector, especially for heavy-duty trucks operating under complex conditions and frequent uphill / downhill shifting. The transmission has two power sources to ensure uninterrupted power during gear changes; the shifting device uses either a drive motor or a generator for speed regulation during shifts, reducing shift time. While enhancing vehicle power, it also reduces operating costs by improving fuel efficiency. The CVT system reduces shift frequency and power interruptions, improving overall vehicle comfort; and by widening the system's speed ratio range, it improves overall vehicle operating efficiency. It has broad application prospects and good practicality. Attached Figure Description

[0019] To more clearly illustrate the technical solution of the present invention, the accompanying drawings used in the description will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a structural schematic diagram of a specific embodiment of the present invention.

[0021] In the diagram, 1. First input shaft, 2. Central shaft, 3. Front cover, 4. First housing, 5. Drive motor, 6. Second input shaft, 7. Second housing, 8. Second transmission gear, 9. First transmission gear, 10. Third housing, 11. Third transmission gear, 12. First intermediate shaft, 13. Power take-off shaft, 14. Fourth shifting device, 15. Torque transmission plate, 16. Front planetary carrier, 17. Front planetary carrier, 18. Gear ring, 19. Rear planetary carrier, 20. Rear planetary carrier, 21. Copper gasket, 22. Rear cover plate, 23. Output shaft, 24. Output flange, 25. 26. Fourth housing; 27. Third hollow shaft; 28. Second hollow shaft; 29. ​​Sixth transmission gear; 30. Third shifting device; 31. Fifth transmission gear; 32. Partition plate; 33. First hollow shaft; 34. Eleventh transmission gear; 35. Ninth transmission gear; 36. Tenth transmission gear; 37. Second intermediate shaft; 38. Eighth transmission gear; 39. Seventh transmission gear; 40. Third input shaft; 41. Generator; 42. Second shifting device; 43. First shifting device; 44. Fourth transmission gear; 45. Front sun gear; 46. Rear sun gear. Detailed Implementation

[0022] To make the objectives, features, and advantages of this invention more apparent and understandable, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings of the specific embodiments. Obviously, the embodiments described below are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this patent, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this patent.

[0023] like Figure 1As shown, this invention discloses a continuously variable transmission (CVT) dual-motor hybrid system for heavy-duty trucks, mainly comprising a first housing 4, a second housing 7, a third housing 10, a fourth housing 25, a first input shaft 1, a second input shaft 6, a third input shaft 39, a central shaft 2, a first hollow shaft 32, a second hollow shaft 27, a third hollow shaft 26, a first intermediate shaft 12, a second intermediate shaft 36, a front planetary carrier 16, and a rear planetary carrier 19. The drive motor 5 is connected to the second input shaft 6. The first transmission gear 9 mounted on the second input shaft 6 meshes with the second transmission gear 8 mounted on the first intermediate shaft 12. The first intermediate shaft 12 is equipped with the second transmission gear 8, the third transmission gear 11, and the fourth transmission gear 43 from left to right. The third transmission gear 11 and the fourth transmission gear 43 mesh with the fifth transmission gear 30 and the sixth transmission gear 28 mounted on the second hollow shaft 27, respectively. A third shifting device 29 is provided between the fifth transmission gear 30 and the sixth transmission gear 28. The second hollow shaft 27 is equipped with the fifth transmission gear 30, the third shifting device 29, the sixth transmission gear 28, and the front sun gear 44 from left to right. The generator 40 is connected to the third input shaft 39. The seventh transmission gear 38 on the third input shaft 39 meshes sequentially with the eighth transmission gear 37 mounted on the second intermediate shaft 36 and the tenth transmission gear 35 mounted on the first hollow shaft 32. The second intermediate shaft 36 has the eighth transmission gear 37 and the ninth transmission gear 34 mounted from left to right. The first hollow shaft 32 has the tenth transmission gear 35, the second shifting device 41, and the eleventh transmission gear 33 mounted from left to right. The first hollow shaft 32 is connected to the third hollow shaft 26 via a spline. The rear sun gear 45 is mounted at the rear end of the third hollow shaft 26. The left end of the first input shaft 1 is connected to the engine, and the right end is connected to the central shaft 2 via a spline. The rear end of the central shaft 2 is connected to the rear planetary carrier 20 via a spline. The front planetary carrier 16 and the rear planetary carrier 19 share a gear ring 18, which meshes with the front planetary gears of the front planetary carrier 16 and the rear planetary gears of the rear planetary carrier 19, respectively. A fourth shifting device 14 is installed on the left end of the front planetary carrier 17. When the fourth shifting device 14 is in low gear, the front planetary carrier 17 is connected to the torque transmission plate 15, which is connected to the fourth housing 25. Also when the fourth shifting device 14 is in low gear, the front planetary carrier 17 is connected to the front sun gear 44. The front planetary carrier 17 and the rear planetary carrier 20 are each equipped with several front and rear planetary gears. A first shifting device 42 is installed on the left end of the second housing 7. The inner side of the first shifting device 42 is connected to the central shaft 2 and the first hollow shaft 32, respectively, to fix the central shaft 2 or the first hollow shaft 32 and adjust the transmission's operating mode.

[0024] Engine power is transmitted to the rear planetary carrier 20 via the first input shaft 1 and the central shaft 2. The generator 40 selects the appropriate gear through the second shifting device 41 and then connects to the rear sun gear 45 via gear meshing. The engine and generator 40 transmit power to the rear planetary carrier 20 and the rear sun gear 45, and then to the ring gear 18.

[0025] The drive motor 5 transmits power sequentially to the second input shaft 6, the first transmission gear 9, the second transmission gear 8, the first intermediate shaft 12, the second hollow shaft 27, the front sun gear 44, and the ring gear 18, according to the gear selection of the third shift device 29 and the fourth shift device 14. The power of the drive motor 5 and the power of the engine or generator 40 are coupled and output to the output shaft 23 and the flange 24 through the ring gear 18.

[0026] When the third shifting device 29 and the fourth shifting device 14 at the drive motor 5 shift gears, the power of the engine or generator 40 is transmitted to the rear planetary carrier 20 or the rear sun gear 45 through gear meshing, and then to the ring gear 18, ensuring that the output shaft 23 has power to continuously output and ensuring that the output power is not interrupted during the shifting process of the third shifting device 29 and the fourth shifting device 14.

[0027] When the second shifting device 41 at the generator 40 shifts gears, the power of the drive motor 5 is transmitted to the front sun gear 44 through gear meshing, and then to the gear ring 18, ensuring that the output shaft 23 has continuous power output and ensuring that the output shaft 23 has power output during the shifting process of the second shifting device 41.

[0028] The engine is connected to the rear planetary carrier 20 via the central shaft 2, and the generator 40 is connected to the rear sun gear 45 via gear meshing. The gear ring 18 outputs power. When the engine is at a constant speed, by adjusting the speed of the generator 40, the gear ring 18 can have different output speeds, thereby affecting the vehicle speed and enabling the transmission to have a continuously variable transmission function.

[0029] The first intermediate shaft 12 is connected to the power take-off unit via the power take-off shaft 13, supporting power take-off during driving and driving the power take-off unit with the drive motor when parked.

[0030] The terms “upper,” “lower,” “outer,” “inner,” etc. (if present) in the specification, claims, and accompanying drawings of this invention are used to distinguish relative positional relationships and are not necessarily qualitative. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover non-exclusive inclusion.

[0031] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A continuously variable transmission (CVT) with uninterrupted power, comprising a transmission body, a drive motor and a generator mounted on the transmission body, a first input shaft, a second input shaft and a third input shaft disposed within the transmission body, the first input shaft being connected to an engine, the second input shaft being connected to the drive motor, the third input shaft being connected to the generator, and a central shaft being connected to the first input shaft, characterized in that, A first hollow shaft, a second hollow shaft, and a third hollow shaft are mounted on the central shaft. The central shaft, the third hollow shaft, and the second hollow shaft are arranged coaxially from the inside out. A front planetary carrier and a rear planetary carrier are provided on one side of the output end of the transmission body. The front planetary carrier and the rear planetary carrier share a gear ring. A first shifting device, a second shifting device, a third shifting device, and a fourth shifting device are arranged sequentially from the input end to the output end of the central shaft. The second shifting device is located between the tenth and eleventh transmission gears of the first hollow shaft. The third shifting device is located between the fifth and sixth transmission gears of the second hollow shaft. The fourth shifting device is located at the left end of the front planetary carrier. The rear planetary carrier is connected to the second hollow shaft and the central shaft respectively through bearings and splines. The front planetary carrier is connected to the second hollow shaft through bearings. The first intermediate shaft is provided with a second transmission gear, a third transmission gear, and a fourth transmission gear from left to right. The second transmission gear meshes with the first transmission gear on the second input shaft. The third and fourth transmission gears mesh with the fifth and sixth transmission gears on the second hollow shaft, respectively. The second intermediate shaft is provided with an eighth transmission gear and a ninth transmission gear from left to right. The eighth transmission gear meshes with the seventh transmission gear on the third input shaft and the tenth transmission gear on the first hollow shaft. The ninth transmission gear meshes with the eleventh transmission gear on the first hollow shaft. The fifth and sixth transmission gears are connected to the second hollow shaft via needle roller bearings, and the tenth and eleventh transmission gears are connected to the first hollow shaft via needle roller bearings. The first hollow shaft is connected to the third hollow shaft via a spline, and the rear sun gear is installed at the rear end of the third hollow shaft.

2. The continuously variable transmission with uninterrupted power as described in claim 1, characterized in that, The transmission body includes a first housing, a second housing, a third housing, a fourth housing, a first intermediate shaft, a second intermediate shaft, a power take-off shaft, and an output shaft. The first housing, the second housing, the third housing, and the fourth housing are arranged sequentially from left to right and connected by flange bolts. A front cover and a rear cover are respectively provided on the left side of the first housing and the right side of the fourth housing. The second shifting device is located in the second housing. The central shaft is connected to the first housing and the output shaft through bearings.

3. The continuously variable transmission with uninterrupted power as described in claim 2, characterized in that, The fifth, sixth, tenth, and eleventh transmission gears are all equipped with external splines for gear shifting; the second and third transmission gears are connected to the first intermediate shaft via a flat key, the eighth transmission gear is connected to the second intermediate shaft via a flat key, and the rear end of the first intermediate shaft is connected to the power take-off shaft via a spline.

4. The continuously variable transmission with uninterrupted power as described in claim 2, characterized in that, The first and fourth shifting devices adopt a synchronous ring structure, while the second and third shifting devices do not have a synchronous ring.

5. The continuously variable transmission with uninterrupted power as described in claim 2, characterized in that, The front end of the second housing has a protruding portion and is connected to the sliding sleeve of the first shifting device via a spline.

6. The continuously variable transmission with uninterrupted power as described in claim 3, characterized in that, The fourth transmission gear is fixed to the first intermediate shaft, the ninth transmission gear is fixed to the second intermediate shaft, the first transmission gear is fixed to the second input shaft, the seventh transmission gear is fixed to the third input shaft, the transmission ratio of the third and sixth transmission gears is different from that of the third and fifth transmission gears, and the transmission ratio of the tenth and eighth transmission gears is different from that of the ninth and eleventh transmission gears.

7. The continuously variable transmission (CVT) with uninterrupted power delivery as described in any one of claims 1-6, characterized in that, The gears at both ends of the gear ring have different parameters, and the outer side of the gear ring has a stepped shaft structure.

8. The continuously variable transmission with uninterrupted power as described in claim 2, characterized in that, A partition is installed on the second housing. The right end of the first hollow shaft, the right end of the second intermediate shaft, and the left end of the second hollow shaft are supported on the partition by bearings. The partition is connected to the second housing by bolts.

9. The continuously variable transmission with uninterrupted power as described in claim 2, characterized in that, Oil seals are provided on the left end of the central shaft, the left end of the second input shaft, the left end of the third input shaft, and the output shaft.

10. The continuously variable transmission with uninterrupted power as described in claim 1, characterized in that, The rear end of the third hollow shaft has a raised structure and a copper washer is installed on the raised structure. The rear end of the copper washer contacts the rear planetary carrier.

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