Multi-mode clutch-free electric drive stepless speed change device capable of fusing hydraulic transmission

Abstract

The invention belongs to the technical field of hybrid power, and discloses a multi-mode clutch-free electric drive stepless speed change device capable of fusing hydraulic transmission, which comprises an engine serving as a main power output module, the engine is in transmission connection with the input end of the transmission mechanism, and different power states can be output through adjustment in the power transmission process. The mode switching mechanism comprises a plurality of synchronizers arranged on the transmission mechanisms, and a power transmission line between the transmission mechanisms can be adjusted through switching of the synchronizers; and the middle power mechanism is arranged on the transmission mechanism and is used for supplementing power in different driving modes. The device is compact in structure and convenient to use, the power stability is improved through the arrangement of multiple power sources, and danger caused by power interruption is avoided; and meanwhile, different power modes can be switched according to the requirements of the use environment, so that the power output of the vehicle can be adjusted according to the use requirements, the power output is matched with the requirements, the power waste is reduced, and the economical efficiency is improved.

Description

Technical Field

[0001] The present invention belongs to the technical field of hybrid power, and in particular relates to a multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission. Background Art

[0002] For heavy vehicles such as engineering vehicles, agricultural vehicles, military vehicles, and transport vehicles, pure electric vehicles are difficult to implement and are difficult to meet the operating conditions, safety, reliability, and other issues. Hybrid vehicles can well take into account the energy conservation and emission reduction needs of the above heavy vehicles and the power supply needs of operating conditions. At present, the common hybrid technologies on the market are series hybrid, parallel hybrid, and hybrid. Compared with series hybrid and parallel hybrid, hybrid has more energy-saving potential and different transmission modes to meet various working conditions.

[0003] A series hybrid is an extended-range hybrid. Since the engine only maintains an optimal speed range to generate electricity and does not directly participate in the driving of the vehicle, it has excellent fuel economy and is easy to replenish energy. However, since the engine does not directly drive the vehicle, the series hybrid is not ideal for high-speed scenarios, power performance when the battery is low, and the maximum power that can be output during operation. In addition, the series hybrid has a higher demand for large batteries and charging requirements than parallel and series-parallel hybrids. In addition, since the energy of the series hybrid will be lost through the engine, generator, and electric motor, in some cases it is more efficient for the internal combustion engine to directly drive the wheels. Parallel hybrid vehicles achieve motor-driven operation at low speeds by coupling the power between the engine and the electric motor. When the power requirement is low, the internal combustion engine is operated in the optimal operating range through the gear position, and the generator is used to generate electricity. When the power requirement is high, the internal combustion engine is kept in the most economical operating range, and the motor output torque is continuously increased to meet the demand. However, due to the demand for the engine operating range, parallel hybrid vehicles often require the gearbox to change gears, and in some working conditions such as high power output, the engine will work in a less economical range, so the overall energy-saving efficiency is not high. Hybrid hybrid vehicles combine the advantages of series hybrid and parallel hybrid vehicles, and can have a variety of different driving modes. However, due to its complex layout, switching between different modes often requires the use of components such as wet clutches, making the overall electromechanical and hydraulic integration complex, difficult to manufacture, and difficult to control.

[0004] Therefore, the present application designs a multi-mode clutchless electrically driven continuously variable transmission device that can integrate hydraulic transmission to solve the above-mentioned technical problems. Summary of the invention

[0005] In order to solve the above technical problems, the present invention proposes a multi-mode clutchless electrically driven continuously variable transmission device that can integrate hydraulic transmission.

[0006] To achieve the above object, the present invention provides an electrically driven continuously variable transmission device, comprising:

[0007] The engine, as the main power output module;

[0008] A transmission mechanism, wherein the engine is in transmission connection with an input end of the transmission mechanism, an output end of the transmission mechanism drives the vehicle to travel, and the transmission mechanism can switch power states by adjusting the output of different power states during the power transmission process;

[0009] A mode switching mechanism, comprising a plurality of synchronizers, wherein the plurality of synchronizers are arranged on the transmission mechanism for power transmission, and the switching of the plurality of synchronizers can adjust the power transmission route between the transmission mechanisms;

[0010] A mid-mounted power mechanism is arranged on the transmission mechanism and is used for power supplementation in different driving modes.

[0011] Preferably, the transmission mechanism includes a seventh shaft that is transmission-connected to the engine, the seventh shaft is transmission-connected to the fourth shaft and the ninth shaft, the fourth shaft is transmission-connected to the front axle, the ninth shaft is transmission-connected to the rear axle, and several synchronizers are used to control the transmission of power to the fourth shaft and the ninth shaft.

[0012] Preferably, the plurality of synchronizers include a first synchronizer, a second synchronizer, a third synchronizer, a fourth synchronizer and a fifth synchronizer, the first synchronizer being arranged on the second shaft which is transmission-connected to the fourth shaft, and when the first synchronizer is respectively combined for transmission to both sides, the second shaft is respectively transmission-connected to the fourth shaft of the transmission mechanism.

[0013] Preferably, the second synchronizer is arranged on the first shaft of the transmission mechanism, and when the second synchronizer is combined for transmission to both sides, the first shaft is respectively connected with the second shaft and the third shaft of the transmission mechanism.

[0014] Preferably, the third synchronizer is arranged on the seventh shaft of the transmission mechanism, and when the third synchronizer is combined for transmission to both sides, the seventh shaft is respectively connected to the fifth shaft and the sixth shaft of the transmission mechanism.

[0015] Preferably, the fourth synchronizer is arranged on the thirteenth shaft of the transmission mechanism, and when the fourth synchronizer is combined for transmission to both sides respectively, the thirteenth shaft is respectively transmission-connected with the ninth shaft.

[0016] Preferably, the fifth synchronizer is arranged on the tenth shaft of the transmission mechanism, and when the fifth synchronizer is combined for transmission to both sides, the tenth shaft is respectively transmission-connected with the ninth shaft and the planetary gear mechanism of the transmission mechanism.

[0017] Preferably, the mid-mounted power mechanism includes a first electric generator and a third electric generator, the output end of the first electric generator is transmission-connected to the input end of the first shaft, and the output end of the third electric generator is transmission-connected to the thirteenth shaft.

[0018] Preferably, the mid-mounted power mechanism includes a second electric generator, one output end of the second electric generator is transmission-connected to the tenth shaft, and the other output end of the second electric generator is transmission-connected to the seventh shaft via the eighth shaft of the transmission mechanism.

[0019] Preferably, the mid-mounted power mechanism includes a pump motor, an output end of the pump motor is transmission-connected to the tenth shaft, and the other end of the pump motor is transmission-connected to the seventh shaft via the eighth shaft of the transmission mechanism.

[0020] Compared with the prior art, the present invention has the following advantages and technical effects: the present invention discloses a multi-mode clutchless electric drive continuously variable transmission device that can integrate hydraulic transmission, with an engine and a mid-mounted power mechanism as power sources, and through the setting of multiple power sources, the system has sufficient power to meet the power requirements of high-power and high-horsepower heavy vehicles, and has sufficient backup power, so that the heavy vehicles with the system are not prone to parking due to power interruption, and power retention is achieved, and the load fluctuation problem during the driving process of heavy-duty and high-horsepower vehicles is overcome, and the power requirements of driving conditions such as acceleration, climbing and maintaining a uniform speed during the driving process of heavy-duty and high-horsepower vehicles are further met. For special vehicles, the power requirements of operating conditions are adapted at the same time, and the safety of heavy-duty vehicles is improved. At the same time, the device can conveniently control the transmission of power through the setting of a transmission mechanism and a mode switching mechanism, so that the system has several modes such as front drive, rear drive, and four-wheel drive, and in the full mode, the problem of power interruption is avoided by supplementing and maintaining power, thereby improving the safety of the vehicle; in addition, on the basis of ensuring power, the system generates excess power through different power coupling methods and a mid-mounted power mechanism, and has good economy.

[0021] The present invention has a compact structure and is easy to use. It improves the stability of power by setting up multiple power sources and avoids the danger caused by power interruption. At the same time, different power modes can be switched according to the needs of the use environment, so that the power output of the vehicle can be adjusted according to the use needs, so that the power output is adapted to the needs, reducing power waste and improving economy. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The drawings constituting a part of the present application are used to provide a further understanding of the present application. The illustrative embodiments and descriptions of the present application are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0023] Figure 1 It is a schematic diagram of a multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to the present invention;

[0024] Figure 2 It is the power flow diagram of the engine of the present invention;

[0025] Figure 3 This is a power flow diagram of the first electric generator of the present invention;

[0026] Figure 4 This is a power flow diagram of a second electric generator of the present invention;

[0027] Figure 5 This is a power flow diagram of a third electric generator of the present invention;

[0028] Figure 6 is a schematic diagram of Embodiment 1 of the present invention;

[0029] Figure 7 is a schematic diagram of a second embodiment of the present invention;

[0030] In the figure: 1, front axle; 2, fourth shaft; 3, first gear pair; 4, second gear pair; 5, first synchronizer; 6, second shaft; 7, third gear pair; 8, second synchronizer; 9, first shaft; 10, first motor generator; 11, third shaft; 12, seventh gear pair; 13, sixth shaft; 14, ninth gear pair; 15, second motor generator; 16, tenth gear pair; 17, ninth shaft; 18, twelfth gear pair; 19, rear axle; 20, thirteenth gear pair; 21, planetary gear mechanism sun gear; 22, eleventh shaft; 23 , the fifth synchronizer; 24, the fourteenth gear pair; 25, the twelfth shaft; 26, the fifteenth gear pair; 27, the planetary gear mechanism planetary carrier; 28, the planetary gear mechanism ring gear; 29, the eleventh gear pair; 30, the tenth shaft; 31, the thirteenth shaft; 32, the fourth synchronizer; 33, the third electric generator; 34, the eighth shaft; 35, the seventh shaft; 36, the third synchronizer; 37, the eighth gear pair; 38, the fifth gear pair; 39, the engine; 40, the fifth shaft; 41, the fourth gear pair; 42, the sixth gear pair; 43, the pump motor. DETAILED DESCRIPTION

[0031] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0032] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0033] Embodiment 1

[0034] Reference Figure 1-Figure 6 As shown, this embodiment provides a multi-mode clutchless electric drive continuously variable transmission device that can integrate hydraulic transmission, including:

[0035] Engine 39, as the main power output module;

[0036] The transmission mechanism, the engine 39 is in transmission connection with the input end of the transmission mechanism, the output end of the transmission mechanism drives the vehicle to travel, and the transmission mechanism can switch the power state by adjusting the output of different power states during the power transmission process;

[0037] A mode switching mechanism, comprising a plurality of synchronizers, the plurality of synchronizers being arranged on the transmission mechanism for power transmission, and the switching of the plurality of synchronizers can adjust the power transmission route between the transmission mechanisms;

[0038] The mid-mounted power mechanism is arranged on the transmission mechanism and is used to supplement power in different driving modes.

[0039] The invention discloses a multi-mode clutchless electric drive continuously variable transmission device that can integrate hydraulic transmission, with an engine 39 and a mid-mounted power mechanism as power sources, and through the setting of multiple power sources, the system has sufficient power and sufficient backup power, so that the heavy-duty vehicle with the system is not prone to parking due to power interruption, which improves the efficiency of transportation and the safety of heavy-duty vehicles. At the same time, the device can conveniently control the transmission of power through the setting of a transmission mechanism and a mode switching mechanism, so that the system has several modes such as front drive, rear drive, and four-wheel drive, and in the full mode, the problem of power interruption is avoided by supplementing and maintaining power, and the safety of the vehicle is improved; in addition, on the basis of ensuring power, the system generates redundant power through different power coupling modes and a mid-mounted power mechanism, and has good economy. The invention has a compact structure and is easy to use. The setting of multiple power sources improves the stability of power and avoids the danger caused by power interruption; at the same time, different power modes can be switched according to the needs of the use environment, so that the power output of the vehicle can be adjusted according to the use needs, so that the power output and the needs are adapted, the power waste is reduced, and the economy is improved.

[0040] Furthermore, the economy of this embodiment is reflected in the fact that when working, the engine, electric motor, and pump motor are in the optimal working range, reducing unnecessary waste; at the same time, the residual power can also be used to generate electricity and charge the battery on the vehicle, further reducing power waste and improving the vehicle's endurance. At the same time, the engine is in the most suitable working condition and uses hybrid power as the power, which improves the emission characteristics of the device and reduces pollution to the environment.

[0041] Furthermore, this embodiment can use a single-power mode to drive the vehicle, and the vehicle can be driven by the engine 39 as a power, and the engine 39 can also be stopped to drive the vehicle purely by electricity from the mid-mounted power mechanism.

[0042] In a further optimized solution, the transmission mechanism includes a seventh shaft 35 that is transmission-connected with the engine 39, the seventh shaft 35 is transmission-connected with the fourth shaft 2 and the ninth shaft 17, the fourth shaft 2 is transmission-connected with the front axle 1, the ninth shaft 17 is transmission-connected with the rear axle 19, and a number of synchronizers are used to control the transmission of power to the fourth shaft 2 and the ninth shaft 17. The transmission mechanism includes a number of transmission shafts, which are mutually transmission-connected and separated to achieve the adjustment of the power flow direction; the output end of the engine 39 is transmission-connected with the seventh shaft 35, thereby providing the main power for the entire system, the seventh shaft 35 is transmission-connected with the sixth shaft 13 and the ninth shaft 17 respectively, the seventh shaft 35 is outputted through the sixth shaft 13 and the front axle 1 to provide the vehicle with front driving force, and the seventh shaft 35 is outputted through the ninth shaft 17 and the rear axle 19 to provide the vehicle with rear driving force, thereby achieving the switching of the vehicle power.

[0043] Further optimized solution, the plurality of synchronizers include a first synchronizer 5, a second synchronizer 8, a third synchronizer 36, a fourth synchronizer 32 and a fifth synchronizer 23, the first synchronizer 5 is arranged on the second shaft 6 which is connected to the fourth shaft 2 in transmission, and when the first synchronizer 5 is respectively combined to transmit to both sides, the second shaft 6 is respectively connected to the fourth shaft 2 of the transmission mechanism in transmission; the second synchronizer 8 is arranged on the first shaft 9 of the transmission mechanism, and when the second synchronizer 8 is respectively combined to transmit to both sides, the first shaft 9 is respectively connected to the second shaft 6 and the third shaft 11 of the transmission mechanism in transmission; the third synchronizer 36 is arranged On the seventh shaft 35 of the transmission mechanism, when the third synchronizer 36 is combined for transmission to both sides, the seventh shaft 35 is respectively connected to the fifth shaft 40 and the sixth shaft 13 of the transmission mechanism; the fourth synchronizer 32 is arranged on the thirteenth shaft 31 of the transmission mechanism, when the fourth synchronizer 32 is combined for transmission to both sides, the thirteenth shaft 31 is respectively connected to the ninth shaft 17; the fifth synchronizer 23 is arranged on the tenth shaft 30 of the transmission mechanism, when the fifth synchronizer 23 is combined for transmission to both sides, the tenth shaft 30 is respectively connected to the ninth shaft 17 and the planetary gear mechanism of the transmission mechanism. The first synchronizer 5, the second synchronizer 8, the third synchronizer 36, the fourth synchronizer 32 and the fifth synchronizer 23 are all arranged on the transmission mechanism, and are all independently arranged without mutual influence. They are used to control the transmission of power on the transmission mechanism, and thus can control different driving modes; the first synchronizer 5 is arranged on the second shaft 6, and is used to control the power transmission on the second shaft 6; when the first synchronizer 5 is combined to the left, the power of the second shaft 6 is transmitted through the first gear pair 3 and the fourth shaft 2, and the power of the second shaft 6 can be transmitted to the fourth shaft 2, thereby providing power for the output of the front axle 1; and when the first synchronizer 5 is combined to the right, the power of the second shaft 6 is transmitted through the second gear pair 4 and the fourth shaft 2, thereby providing power for the output of the front axle 1; the second synchronizer 8 is arranged on the first shaft 9, and when the second synchronizer 8 is combined to the left, the first shaft 9 and the second shaft 6 are transmitted through the third gear pair 7, and when the second synchronizer 8 is combined to the right, The first shaft 9 and the third shaft 11 are transmitted through the sixth gear pair 42; the third synchronizer 36 is arranged on the seventh shaft 35. When the third synchronizer 36 is combined to the left, the seventh shaft 35 and the fifth shaft 40 are transmitted through the fifth gear pair 38. When the third synchronizer 36 is combined to the right, the seventh shaft 35 and the sixth shaft 13 are transmitted through the eighth gear pair 37; the fourth synchronizer 32 is arranged on the thirteenth shaft 31. When the fourth synchronizer 32 is combined to the left, the thirteenth shaft 31 and the ninth shaft 17 are transmitted through the tenth gear pair 16. When the fourth synchronizer 32 is combined to the right, the thirteenth shaft 31 and the ninth shaft 17 are transmitted through the eleventh gear pair 29; the fifth synchronizer 23 is arranged on the tenth shaft 30. When the fifth synchronizer 23 is combined to the left, the tenth shaft 30 and the ninth shaft 17 are transmitted through the twelfth gear pair 18. When the fifth synchronizer 23 is combined to the right, the tenth shaft 30 is connected to the input end of the planetary gear mechanism.

[0044] Furthermore, the planetary gear mechanism of this embodiment includes a planetary gear mechanism sun gear 21, a planetary gear mechanism planet carrier 27 and a planetary gear mechanism ring gear 28; the planetary gear mechanism sun gear is transmission connected to the eleventh shaft 22, the planetary gear mechanism planet carrier 27 is transmission connected to the ninth shaft 17 through the thirteenth gear pair 20, and the planetary gear mechanism ring gear 28 is transmission connected to the right end of the fifth synchronizer 23.

[0045] Furthermore, the planetary gear mechanism of this embodiment is a single-stage planetary gear set with three planetary gears.

[0046] According to a further optimization scheme, the mid-mounted power mechanism includes a first electric generator 10 and a third electric generator 33 , wherein the output end of the first electric generator 10 is transmission-connected to the input end of the first shaft 9 , and the output end of the third electric generator 33 is transmission-connected to the thirteenth shaft 31 . The first electric generator 10 and the second electric generator 15 are both connected to the transmission mechanism in a transmission manner. The first electric generator 10 is connected to the end of the first shaft 9 in a transmission manner. The third electric generator 33 is connected to the end of the thirteenth shaft 31 in a transmission manner. They can be used as a power supplement for the engine 39, can supplement the power of the engine 39, can provide different power outputs, so that the power output is adapted to the driving cycle, and there is no need to constantly provide excessive power, and can ensure that the vehicle has sufficient power for driving, thereby avoiding power waste while ensuring sufficient power and reducing power costs; at the same time, the first electric motor and the second electric generator 15 can be used as backup power when the engine 39 fails, to achieve power maintenance during driving, avoid the danger of power loss during vehicle driving, and improve the safety of vehicle driving; and the first electric generator 10 and the second electric generator 15, in addition to providing power supplement and maintenance, can also play the role of generating excess power, generate excess power for power generation, reduce power loss, and recover power for power generation to supplement the storage capacity of the vehicle battery, which is convenient for subsequent use.

[0047] In a further optimized solution, the mid-mounted power mechanism includes a second motor generator 15, one output end of the second motor generator 15 is transmission-connected to the tenth shaft 30, and the other output end of the second motor generator 15 is transmission-connected to the seventh shaft 35 through the eighth shaft 34 of the transmission mechanism. The second motor generator 15 has two output ends, and its two output ends are respectively transmission-connected to the ends of the eighth shaft 34 and the tenth shaft 30, which can provide power supplement and position function to the eighth shaft 34 and the tenth shaft 30 respectively, and can also recover the residual power of the eighth shaft 34 and the tenth shaft 30 to generate excess power for power generation.

[0048] Further, the appendix of this embodiment Figure 3 -Attached Figure 5They are the power flows of the first motor generator 10, the second motor generator 15 and the third motor generator 33 respectively. When the power flow of the engine 39 passes through or reaches a certain motor generator, it means that the power of the engine 39 can charge the motor generator through this route; when the power flows of two or more power sources directly converge, it means that the above power sources are torque coupled transmission. When the power flow of one power source passes through the planetary gear mechanism, the power source cannot be directly transmitted at this time. At this time, the power flows of two or more power sources are required to flow to the planetary gear mechanism ring gear 28 and the planetary gear mechanism sun gear 21 of the planetary gear mechanism respectively, and the power is output on the planetary gear mechanism planet carrier 27 in the form of speed coupling; when the power of a power source is bifurcated, it means that the power source can divide the power into the above routes, but when the power flow of the engine 39 and the first motor generator 10 drives the front axle 1, this power will not be divided to drive the rear axle 19, and vice versa, that is, only when the power flows to the same drive axle, the power will be diverted.

[0049] Furthermore, when the power flows to the rear axle 19, there are two directions of flow, which depend on the parameter configuration of the planetary gear mechanism, wherein the rotational speed relationship among the planetary gear mechanism sun gear 21, the planetary gear mechanism planet carrier 27, and the planetary gear mechanism ring gear 28 is:

[0050] n s +n r ×k=(1+k)×n c

[0051] Where n s is the speed of the sun gear 21 of the planetary gear mechanism, n r is the speed of the planetary gear ring 28, n c is the rotation speed of the planetary carrier 27 of the planetary gear mechanism, and k is the characteristic parameter of the planetary gear mechanism, namely, the ratio of the number of teeth of the ring gear to that of the center gear.

[0052] The rotation speed of the planetary gear mechanism planet carrier 27 and the planetary gear mechanism sun gear 21 have the following relationship:

[0053]

[0054] In the formula, i 10 The transmission ratio of the tenth gear pair 16 is i 11 The transmission ratio of the eleventh gear pair 29 is i 13 The thirteenth gear pair has a transmission ratio of 20, i 14 The transmission ratio of the fourteenth gear pair 24 is i 15 It is the transmission ratio of the fifteenth gear to 26.

[0055] Combining the two equations, we get:

[0056]

[0057] make When α<0, the power flow direction is clockwise, at which time the rear drive part of the vehicle can only travel in reverse gear, and the third electric generator 33 can generate electricity; when α>0, the power flow direction is counterclockwise, at which time the rear drive part of the vehicle travels in the forward direction, and the third electric generator 33 can generate electricity.

[0058] Furthermore, the second shaft 6 and the fifth shaft 40 are meshed and driven via the fourth gear pair 41 to achieve power transmission.

[0059] Furthermore, the third shaft 11 and the sixth shaft 13 are meshed and driven via the seventh gear pair 12 to achieve power transmission.

[0060] Furthermore, the sixth shaft 13 and the eighth shaft 34 are meshed and driven via the ninth gear pair 14 to achieve power transmission.

[0061] Furthermore, the twelfth shaft 25 is arranged between the fourteenth gear pair 24 and the fifteenth gear pair 26 for power transmission.

[0062] The shift control logic of the multi-mode clutchless electric drive continuously variable transmission device that can integrate hydraulic transmission in this embodiment is shown in Table 1:

[0063] Table 1 Shift control logic

[0064]

[0065]

[0066]

[0067]

[0068]

[0069]

[0070]

[0071]

[0072] In the above table, E represents the engine 39, M1 represents the first electric generator 10, M2 represents the second electric generator 15, M3 represents the third electric generator 33, S1 represents the first synchronizer 5, S2 represents the second synchronizer 8, S3 represents the third synchronizer 36, S4 represents the fourth synchronizer 32, and S5 represents the fifth synchronizer 23; ● represents that the engine 39 is running and the electric generator is running as a motor, ○ represents that the electric generator is running as a generator, X represents that the engine 39 and the electric generator are not running, left represents that the synchronizer is engaged to the left, right represents that the synchronizer is engaged to the right, middle represents that the synchronizer is in the middle position, ■ represents that the mode can achieve reverse gear by reversing the motor, and □ represents that the mode is not suitable for reverse gear.

[0073] The specific operation of the power uninterrupted switching mode in this embodiment is as follows:

[0074] 1. Switching of single power source working mode:

[0075] 1.1 Switching between the same driving modes with a single power source

[0076] Switching between the same driving modes with a single power source can be transitioned by supplementing the power of an idle power source to avoid power interruption. For example, when the engine 39 switches from the front drive mode, that is, mode 4 switches to mode 5, the power of the first motor generator 10, the second motor generator 15, and the third motor generator 33 can be used to drive the rear axle 19 for transition.

[0077] 1.2 Switching between different driving modes with a single power source

[0078] Switching between different driving modes with a single power source can be transitioned by supplementing the power of an idle power source to avoid power interruption. For example, when the engine 39 switches from the front drive mode to the rear drive mode, that is, mode 4 switches to mode 14, the power of the first motor generator 10 can be used to drive the front axle 1 for transition.

[0079] 1.3 Switching between different single power sources in the same driving mode

[0080] Switching between different single power sources in the same driving mode can be transitioned by supplementing the power of the idle power source to avoid power interruption. For example, in the front drive mode, the engine 39 is switched to the first motor generator 10, that is, the mode 4 is switched to the mode 8. At this time, the power of the second motor generator 15 and the third motor generator 33 can be used to drive the rear axle 19 for transition.

[0081] 1.4 Switching between different single power sources in different driving modes

[0082] The switching between different single power sources in different driving modes can be used as a transition by supplementing the power of the idle power source to avoid power interruption. For example, when switching from the engine 39 front drive to the first motor generator 10 rear drive, that is, switching from mode 4 to mode 85, the power of the second motor generator 15 and the third motor generator 33 can be used to drive the rear axle 19 for transition.

[0083] 2. Switching between two power source working modes:

[0084] 2.1 Switching between two power sources and the same driving mode

[0085] Switching between the same two power sources and the same driving mode can be done by supplementing the idle power source as a transition to avoid power interruption. For example, when switching from mode 10 to mode 11 in the front drive mode, the power of the second motor generator 15 and the third motor generator 33 can be used to drive the rear axle 19 for transition.

[0086] 2.2 Switching between different driving modes of the same two power sources

[0087] The switching between different driving modes of the same two power sources can be transitioned by supplementing the power of the idle power source to avoid power interruption. For example, switching from the engine 39 and the first motor generator 10 to the engine 39 and the first motor generator 10 to the rear drive, that is, switching from mode 10 to mode 26, at this time, the power of the second motor generator 15 and the third motor generator 33 can be used to drive the rear axle 19 for transition.

[0088] 2.3 Switching between two different power sources in the same driving mode

[0089] The switching of two different power sources in the same driving mode can be transitioned by delaying the shutdown of the power source to avoid power interruption. For example, switching from the engine 39 front drive and the second motor generator 15 rear drive to the first motor generator 10 front drive and the third motor generator 33 rear drive, that is, switching from mode 110 to mode 194, at this time, the engine 39 power can be delayed to shut down, and then shut down after the power supply of the first motor generator 10 is completed, and the same is true for the rear axle 19.

[0090] 2.4 Switching between two different power sources in different driving modes

[0091] The switching between two different power sources in different driving modes can be transitioned by driving the power source in advance to avoid power interruption. For example, switching from the engine 39 and the first motor generator 10 to the second motor generator 15 and the third motor generator 33, that is, switching from mode 10 to mode 90, the second motor generator 15 and the third motor generator 33 can be driven in advance before the power of the engine 39 and the first motor generator 10 is disconnected.

[0092] 3. Switching of three power source working modes:

[0093] 3.1 Switching between the same three power sources and the same driving mode

[0094] The switching in the same driving mode with three power sources can be transitioned by continuously driving the power source to avoid power interruption. For example, switching from engine 39 front drive; first motor generator 10 and second motor generator 15 rear drive to first motor generator 10 front drive; engine 39 and second motor generator 15 rear drive, that is, switching from mode 122 to mode 124, at this time, the second motor generator 15 can continue to drive the rear.

[0095] 3.2 Switching between different driving modes of the same three power sources

[0096] The switching between different driving modes of the same three power sources can be transitioned by continuously driving the power source to avoid power interruption. For example, switching from the engine 39, the first motor generator 10, and the second motor generator 15 to the engine 39 to the front drive; the first motor generator 10 and the second motor generator 15 to the rear drive, that is, switching from mode 55 to mode 122, at which time the first motor generator 10 and the second motor generator 15 can continue to drive the rear.

[0097] 3.3 Switching between three different power sources in the same driving mode

[0098] The switching of different three power sources in the same driving mode can be transitioned by continuous driving of the power source to avoid power interruption. For example, switching from engine 39 front drive; first motor generator 10 and second motor generator 15 rear drive to first motor front drive; second motor generator 15 and third motor generator 33 rear drive, that is, switching from mode 122 to mode 198, at this time, the second motor generator 15 can continue to drive the rear.

[0099] 3.4 Switching between three power sources in different driving modes

[0100] The switching of different three power sources in different driving modes can be transitioned by continuous driving of the power source to avoid power interruption. For example, switching from the engine 39, the first motor generator 10, and the second motor generator 15 to the first motor to drive the front, and the second motor generator 15 and the third motor generator 33 to drive the rear, that is, switching from mode 55 to mode 198, at this time, the second motor generator 15 can continue to drive the rear.

[0101] 4. Switching of four power source working modes

[0102] 4.1 Switching in the same drive mode

[0103] The switching of the four power sources in the same driving mode can be transitioned by continuously driving the power source to avoid power interruption. For example, the engine 39 and the first motor generator 10 drive forward; the second motor generator 15 and the third motor generator 33 drive backward to the engine 39 drive forward; the first motor generator 10, the second motor generator 15 and the third motor generator 33 drive backward, that is, switching from mode 182 to mode 162, at which time the second motor generator 15 and the third motor generator 33 can continue to drive backward.

[0104] 4.2 Switching between different driving modes

[0105] The switching of the four power sources in different driving modes can be transitioned by continuously driving the power source to avoid power interruption. For example, the engine 39, the first motor generator 10, the second motor generator 15, and the third motor generator 33 are switched from rear-drive to the engine 39 and the first motor generator 10 are switched from front-drive; the second motor generator 15 and the third motor generator 33 are switched from rear-drive, that is, switching from mode 80 to mode 182, at which time the second motor generator 15 and the third motor generator 33 can continue to drive from rear.

[0106] 5. Add switching of power source working mode

[0107] 5.1 Switching from a single power source to two power sources

[0108] When switching from a single power source to two power sources, the idle power source can be supplemented and the power source can be continuously driven as a transition to avoid power interruption. For example, when switching from the engine 39 front drive to the first motor generator 10 rear drive, that is, switching from mode 4 to mode 85, the power of the second motor generator 15 and the third motor generator 33 can be used to drive the rear axle 19 for transition.

[0109] 5.2 Switching from single power source to three power sources

[0110] When switching from a single power source to three power sources, the idle power source can be supplemented and the power source can be delayed shut down as a transition to avoid power interruption. For example, the engine 39 can be switched from front drive to the first motor generator 10, the second motor generator 15, and the third motor generator 33, that is, the mode 4 is switched to the mode 95. At this time, the engine 39 can be delayed shut down to drive the front axle 1 for transition.

[0111] 5.3 Switching from a single power source to four power sources

[0112] Switching from a single power source to four power sources can be done by delaying the switching of the power source and continuously driving the power source as a transition to avoid power interruption. For example, switching from the front drive of the engine 39 to the rear drive of the engine 39, the first motor generator 10, the second motor generator 15, and the third motor generator 33, that is, switching from mode 4 to mode 80, at this time, the front axle 1 can be driven by delaying the shutdown of the engine 39 power for transition, and the driving route of the engine 39 can be changed after the power of the first motor generator 10, the second motor generator 15, and the third motor generator 33 is stable.

[0113] 5.4 Switching from two power sources to three power sources

[0114] The switching from two power sources to three power sources can be done by supplementing the power of the idle power source and continuously driving the power source as a transition to avoid power interruption. For example, the front drive is switched from the engine 39 and the first motor generator 10 to the rear drive of the engine 39, the first motor generator 10 and the second motor generator 15, that is, the mode 10 is switched to the mode 55. At this time, the power of the third motor generator 33 can be used to drive the rear axle 19 for transition.

[0115] 5.5 Switching from two power sources to four power sources

[0116] Switching from two power sources to four power sources can be done by delayed switching of the power sources and continuous driving of the power sources as a transition to avoid power interruption. For example, switching from the engine 39 and the first motor generator 10 to the engine 39, the first motor generator 10, the second motor generator 15, and the third motor generator 33 to the rear drive, that is, switching from mode 10 to mode 80, at this time, the engine 39 power can be delayed to turn off to drive the front axle 1 for transition, and after the power of the second motor generator 15 and the third motor generator 33 is stable, the driving route of the engine 39 and the first motor generator 10 can be changed.

[0117] 5.6 Switching from three power sources to four power sources

[0118] The switch from three power sources to four power sources can be made as a transition by delaying the switching of the power sources and continuously driving the power sources to avoid power interruption. For example, the switch from the engine 39, the first motor generator 10, and the second motor generator 15 to the engine 39, the first motor generator 10 to the front drive, the second motor generator 15, and the third motor generator 33 to the rear drive, that is, the switch from mode 55 to mode 182, at this time, the engine 39 power can be delayed to shut down to drive the rear axle 19 for transition, and after the power of the second motor generator 15 and the third motor generator 33 is stable, the driving route of the engine 39 and the first motor generator 10 can be changed.

[0119] 5. Reduce the switching of power source working modes

[0120] The switching of the power source working mode can be transitioned by supplementing the idle power source, delaying the power source shutdown and continuously driving the power source to avoid power interruption. For example, switching from the engine 39, the first motor generator 10 front drive, the second motor generator 15, and the third motor generator 33 rear drive to the engine 39 front drive, that is, switching from mode 182 to mode 4, at this time, the front axle 1 can be driven by delaying the power shutdown of the engine 39 for transition.

[0121] Working principle:

[0122] Since there are too many modes in this article, the working principle of this embodiment can be understood by combining the shift control logic table and the table notes, so this embodiment only briefly describes its working principle by taking some modes as examples.

[0123] Parking power generation: When the engine 39 is running, the first motor generator 10 is running as a generator, the second motor generator 15 is not running, the third motor generator 33 is not running, the first synchronizer 5 is in the middle position, the second synchronizer 8 is engaged to the left, the third synchronizer 36 is engaged to the left, the fourth synchronizer 32 is in the middle position, and the fifth synchronizer 23 is in the middle position, the vehicle operates in mode one.

[0124] Front-wheel drive mode: When the engine 39 is running, the first motor generator 10 is running as a generator, the second motor generator 15 is not running, the third motor generator 33 is not running, the first synchronizer 5 is engaged to the right, the second synchronizer 8 is engaged to the left, the third synchronizer 36 is engaged to the left, the fourth synchronizer 32 is in the middle position, and the fifth synchronizer 23 is in the middle position, the vehicle operates in mode seven.

[0125] Rear-wheel drive mode: When the engine 39 is not running, the first motor generator 10 operates as a motor, the second motor generator 15 operates as a motor, the third motor generator 33 operates as a motor, the first synchronizer 5 is in the middle position, the second synchronizer 8 is engaged to the right, the third synchronizer 36 is in the middle position, the fourth synchronizer 32 is engaged to the right, and the fifth synchronizer 23 is engaged to the right, the vehicle operates in mode ninety-nine.

[0126] Four-wheel drive mode: When the engine 39 is not running, the first motor generator 10 operates as a motor, the second motor generator 15 operates as a motor, the third motor generator 33 operates as a motor, the first synchronizer 5 is engaged to the right, the second synchronizer 8 is engaged to the left, the third synchronizer 36 is in the middle position, the fourth synchronizer 32 is engaged to the right, and the fifth synchronizer 23 is engaged to the right, the vehicle operates in mode 207.

[0127] This embodiment uses a synchronizer instead of a clutch as a component for changing the mode, thus avoiding the integration of electromechanical and hydraulic systems and simplifying the manufacturing process. Moreover, one synchronizer can realize the switching between two modes, thus greatly reducing the number of mode switching components.

[0128] This embodiment can be separated from the left side of the second electric generator 15 to form two independent hybrid power solutions, and the layout of the front and rear axles 19 can be adjusted according to different usage conditions to meet the needs of different operating conditions of different heavy vehicles.

[0129] The three mid-mounted power mechanisms selected in this embodiment are all electric generators, which can realize a large number of different modes, and the reasonable use of the generators to recycle energy during the vehicle driving process can improve the overall fuel economy of the vehicle and reduce emissions. In addition, the motor can be prevented from overheating during the switching of different power sources to improve the reliability of the system.

[0130] The switching between all modes included in this embodiment is power non-mid-stage switching, and this embodiment can use some basic modes for transition when switching modes, in order to make full use of the quality of the whole vehicle, and the power coupling of this embodiment includes speed coupling, torque coupling and torque-then-speed coupling modes, which can improve the power and economy of the vehicle under different working conditions.

[0131] Embodiment 2

[0132] Reference Figure 7 and Figure 5As shown, the difference between this embodiment and the first embodiment is that the central power mechanism includes a pump motor 43, one output end of the pump motor 43 is transmission-connected to the tenth shaft 30, and the other end of the pump motor 43 is transmission-connected to the seventh shaft 35 through the eighth shaft 34 of the transmission mechanism. In this embodiment, the second motor generator 15 is replaced by a pump motor 43, and the pump motor 43 includes a variable pump and a fixed motor, and each output end of the chain is transmission-connected to the eighth shaft 34 and the tenth shaft 30 respectively; in this mode, all modes of the second motor generator 15 working as a generator are invalid; however, the pump motor 43 composed of a variable pump and a fixed motor has a higher efficiency in power transmission and supplementation, and the integration of the variable pump can form a mechanical-electrical-hydraulic composite transmission configuration, which is more flexible and convenient to adjust.

[0133] In the description of the present invention, it should be understood that the terms "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside" and "outside" etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present invention.

[0134] The embodiments described above are only descriptions of the preferred modes of the present invention, and are not intended to limit the scope of the present invention. Without departing from the design spirit of the present invention, various modifications and improvements made to the technical solutions of the present invention by ordinary technicians in this field should all fall within the protection scope determined by the claims of the present invention.

Claims

1. A multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission, characterized in that: include: An engine (39), serving as a main power output module; A transmission mechanism, wherein the engine (39) is in transmission connection with an input end of the transmission mechanism, an output end of the transmission mechanism drives the vehicle to travel, and the transmission mechanism can switch power states by adjusting the output of different power states during the power transmission process; A mode switching mechanism, comprising a plurality of synchronizers, wherein the plurality of synchronizers are arranged on the transmission mechanism for power transmission, and the switching of the plurality of synchronizers can adjust the power transmission route between the transmission mechanisms; A mid-mounted power mechanism is arranged on the transmission mechanism and is used for power supplementation in different driving modes.

2. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 1, characterized in that: The transmission mechanism comprises a seventh shaft (35) which is transmission-connected to the engine (39); the seventh shaft (35) is transmission-connected to the fourth shaft (2) and the ninth shaft (17); the fourth shaft (2) is transmission-connected to the front axle (1); the ninth shaft (17) is transmission-connected to the rear axle (19); and a plurality of synchronizers are used to control the transmission of power to the fourth shaft (2) and the ninth shaft (17).

3. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 2 is characterized in that: The plurality of synchronizers include a first synchronizer (5), a second synchronizer (8), a third synchronizer (36), a fourth synchronizer (32) and a fifth synchronizer (23); the first synchronizer (5) is arranged on the second shaft (6) which is transmission-connected to the fourth shaft (2); when the first synchronizer (5) is respectively coupled to the transmission on both sides, the second shaft (6) is respectively transmission-connected to the fourth shaft (2) of the transmission mechanism.

4. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 3 is characterized in that: The second synchronizer (8) is arranged on the first shaft (9) of the transmission mechanism. When the second synchronizer (8) is coupled to transmit to both sides, the first shaft (9) is respectively connected to the second shaft (6) and the third shaft (11) of the transmission mechanism.

5. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 4 is characterized in that: The third synchronizer (36) is arranged on the seventh shaft (35) of the transmission mechanism. When the third synchronizer (36) is coupled to transmit to both sides, the seventh shaft (35) is respectively connected to the fifth shaft (40) and the sixth shaft (13) of the transmission mechanism.

6. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 5, characterized in that: The fourth synchronizer (32) is arranged on the thirteenth shaft (31) of the transmission mechanism. When the fourth synchronizer (32) is respectively coupled to transmit to both sides, the thirteenth shaft (31) is respectively transmission-connected with the ninth shaft (17).

7. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 6, characterized in that: The fifth synchronizer (23) is arranged on the tenth shaft (30) of the transmission mechanism. When the fifth synchronizer (23) is respectively coupled to transmit to both sides, the tenth shaft (30) is respectively connected to the ninth shaft (17) and the planetary gear mechanism of the transmission mechanism.

8. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 7, characterized in that: The mid-mounted power mechanism comprises a first electric generator (10) and a third electric generator (33), wherein the output end of the first electric generator (10) is transmission-connected to the input end of the first shaft (9), and the output end of the third electric generator (33) is transmission-connected to the thirteenth shaft (31).

9. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 8, characterized in that: The mid-mounted power mechanism comprises a second electric generator (15), one output end of the second electric generator (15) is transmission-connected to the tenth shaft (30), and the other output end of the second electric generator (15) is transmission-connected to the seventh shaft (35) via the eighth shaft (34) of the transmission mechanism.

10. The multi-mode clutchless electrically driven continuously variable transmission device capable of integrating hydraulic transmission according to claim 8, characterized in that: The central power mechanism comprises a pump motor (43), one output end of the pump motor (43) is transmission-connected to the tenth shaft (30), and the other end of the pump motor (43) is transmission-connected to the seventh shaft (35) via the eighth shaft (34) of the transmission mechanism.

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