Multi-mode clutch-switching-free electro-hydraulic coupling type stepless speed change device

Abstract

The invention discloses a multi-mode clutch-switching-free electro-hydraulic coupling type stepless speed change device which comprises a power source transmission line coupling unit, an engine transmission line coupling unit, an engine transmission line coupling unit and an engine transmission line coupling unit. The output end transmission line coupling unit comprises a hydraulic stepless transmission line and a mechanical-electric-hydraulic composite transmission middle line arranged at the bottom of the hydraulic stepless transmission line; mode switching of the engine transmission route, the hydraulic stepless transmission route and the mechanical-electric-hydraulic composite transmission intermediate route is achieved through a synchronizer. The multi-mode clutch-free double-gear synchronizer has the beneficial effects that through the multi-mode clutch-free switching electric drive and hydrostatic transmission coupling design, synchronizer double-gear switching is achieved, the electromechanical-hydraulic integration level is simplified, and the control difficulty is lowered. Multiple transmission modes and gear combinations are set, the adaptability of the transmission is improved, the situation that input shunting and output shunting of the same planet row coexist in a specific mode can be formed, and working points of an engine and a motor generator can be changed so as to improve the dynamic property under different driving working conditions and operation working conditions.

Description

Technical Field

[0001] The invention relates to the technical field of automobile transmission, in particular to a multi-mode clutch-free electro-hydraulic coupling type continuously variable transmission device. Background Art

[0002] With the development of my country's economy and the progress of the vehicle industry, heavy-duty high-horsepower vehicles such as transport vehicles, engineering vehicles, agricultural vehicles and military vehicles are still facing problems such as poor adaptability to complex working conditions, insufficient power and poor economy. The transmission devices currently used in high-horsepower vehicles on the market are difficult to solve the above problems due to their own characteristics, reliability, and carrying capacity. The hybrid system can effectively improve the power, economy and passability of the vehicle, thereby improving the endurance and work efficiency of heavy-duty high-horsepower vehicles and reducing emissions.

[0003] Currently, heavy-duty, high-horsepower vehicles generally use transmission devices such as power shift transmission (PST), hydrostatic transmission (HST), binary logic transmission (BLT) and hydraulic mechanical continuously variable split transmission (HMCVT) or the layout of "hybrid power technology + stepped automatic transmission".

[0004] Among them, PST can achieve high-horsepower transmission and power shifting because most of the shifting elements are wet clutches, but one gear needs to be equipped with a wet clutch, resulting in high overall cost and inability to achieve stepless speed change; HST can achieve high-horsepower stepless speed change, but the hydraulic transmission efficiency is poor; although the classic HMCVT takes into account transmission efficiency and high-horsepower transmission to a certain extent, due to its large number of actuators and high degree of electromechanical and hydraulic integration, its control logic and structure are relatively complex, and the improvement of transmission efficiency is limited; hybrid technology has the advantages of low emissions, reduced fuel consumption, and reduced noise, but in order to meet the high-horsepower working conditions, a large-volume and high-power electric motor is required. The above-mentioned transmissions and speed change schemes have their own advantages and disadvantages, but in addition, there are problems such as excessive output load, reduced reliability of single-axis transmission, and uneven load distribution common to high-horsepower heavy vehicles. This patent intends to solve the above problems through the scheme of mechanical-electrical-hydraulic integration and the concept of hybrid. Summary of the invention

[0005] The purpose of this section is to summarize some aspects of embodiments of the present invention and briefly introduce some preferred embodiments. Some simplifications or omissions may be made in this section and the specification abstract and the invention title of this application to avoid blurring the purpose of this section, the specification abstract and the invention title, and such simplifications or omissions cannot be used to limit the scope of the present invention.

[0006] In view of the above problems or problems existing in the prior art, the present invention is proposed.

[0007] Therefore, the purpose of the present invention is to provide a multi-mode clutchless switching electro-hydraulic coupled continuously variable transmission device and method thereof, which can utilize the characteristic of one synchronizer to achieve the switching of two gears, minimize the integration of electromechanical and hydraulic systems, the complexity of the system structure, and the control difficulty of the control system.

[0008] To solve the above technical problems, the present invention provides the following technical solutions: a multi-mode clutchless switching electro-hydraulic coupled continuously variable transmission device, which includes a power source transmission route coupling unit, including an engine transmission route;

[0009] The output end transmission line coupling unit includes a hydraulic stepless transmission line and a mechanical-electrical-hydraulic composite transmission intermediate line arranged at the bottom of the hydraulic stepless transmission line;

[0010] The engine transmission route, the hydraulic continuously variable transmission route and the intermediate route of the mechanical-electrical-hydraulic composite transmission realize mode switching through the synchronizer.

[0011] As a preferred solution of the multi-mode clutchless switching electro-hydraulic coupled continuously variable transmission device of the present invention, wherein: the power source transmission route coupling unit also includes a first planetary gear, a fourth shaft, an electric generator fixedly connected to the fourth shaft, a second synchronizer fixedly connected to the fourth shaft, a first gear pair of the second synchronizer connected to one end of the first planetary gear, a second shaft, and a second gear pair of the second synchronizer;

[0012] The engine transmission line includes a first shaft, an engine fixedly connected to the first shaft, a first synchronizer fixedly connected to the first shaft, a first gear pair of the first synchronizer, and a second gear pair of the first synchronizer.

[0013] As a preferred solution of the multi-mode clutchless switching electro-hydraulic coupled continuously variable transmission device of the present invention, wherein: the output end transmission line coupling unit also includes a second planetary gear and an output shaft;

[0014] The hydraulic continuously variable transmission route includes a variable pump fixedly connected to the second shaft, a fixed displacement motor fixedly connected to the third shaft, a third synchronizer fixedly connected to the third shaft, a first gear pair of the third synchronizer, a second gear pair of the third synchronizer, a fifth synchronizer fixedly connected to the third shaft, a first gear pair of the fifth synchronizer, and a second gear pair of the fifth synchronizer.

[0015] As a preferred solution of the multi-mode clutchless switching electro-hydraulic coupled continuously variable transmission device of the present invention, wherein: the intermediate route of the mechanical-electrical-hydraulic composite transmission includes a fourth synchronizer, a sixth synchronizer fixedly connected to the fourth shaft, a first gear pair of the fourth synchronizer, a second gear pair of the fourth synchronizer, a thirteenth gear pair, a first gear pair of the sixth synchronizer, a second gear pair of the sixth synchronizer, and a fourteenth gear pair.

[0016] As a preferred solution of the multi-mode clutchless electro-hydraulic coupled continuously variable transmission device of the present invention, wherein: the first planetary row is a single-stage planetary row with three planetary gears, and the first planetary row includes a first planetary row sun gear, a first planetary row ring gear, and a first planetary row planet carrier;

[0017] The second planetary row is a single-stage planetary row with three planetary gears, and the second planetary row includes a second planetary row ring gear, a second planetary row planet carrier, and a second planetary row sun gear.

[0018] As a preferred solution of the multi-mode clutchless switching electro-hydraulic coupled continuously variable transmission device of the present invention, wherein: the first planetary row sun gear is connected to the right end of the first synchronizer with the second gear pair of the first synchronizer, the first planetary row ring gear is connected to the right end of the second synchronizer with the first gear pair of the second synchronizer, and the first planetary row planet carrier is fixed to the second shaft; the second planetary row ring gear and the sixth synchronizer are respectively connected with the second gear pair of the sixth synchronizer and the first gear pair of the sixth synchronizer, the second planetary row planet carrier is fixed to the output shaft, and the second planetary row sun gear and the fifth synchronizer are respectively connected with the first gear pair of the fifth synchronizer and the second gear pair of the fifth synchronizer.

[0019] As a preferred solution of the multi-mode clutchless electro-hydraulic coupled continuously variable transmission device of the present invention, wherein: the first synchronizer is fixedly connected to the first shaft, when the first synchronizer is engaged to the left, the first shaft and the second shaft are transmitted through the first gear pair of the first synchronizer, when the first synchronizer is engaged to the right, the first shaft and the second shaft are transmitted through the second gear pair of the first synchronizer;

[0020] The second synchronizer is fixedly connected to the fourth shaft. When the second synchronizer is coupled to the left, the fourth shaft and the first planetary gear ring are transmitted through the first gear pair of the second synchronizer. When the second synchronizer is coupled to the right, the fourth shaft and the second shaft are transmitted through the second gear pair of the second synchronizer.

[0021] As a preferred solution of the multi-mode clutchless electro-hydraulic coupled continuously variable transmission device of the present invention, wherein: the third synchronizer is fixedly connected to the third shaft, when the third synchronizer is engaged to the left, the third shaft and the output shaft are transmitted through the first gear pair of the third synchronizer, when the third synchronizer is engaged to the right, the third shaft and the output shaft are transmitted through the second gear pair of the third synchronizer;

[0022] The fourth synchronizer is fixedly connected to the fourth shaft. When the fourth synchronizer is engaged to the left, the fourth shaft and the output shaft are driven through the first gear pair of the fourth synchronizer. When the fourth synchronizer is engaged to the right, the fourth shaft and the output shaft are driven through the second gear pair and the thirteenth gear pair of the fourth synchronizer.

[0023] The fifth synchronizer is fixedly connected to the third shaft. When the fifth synchronizer is engaged to the left, the third shaft and the second planetary gear sun gear are driven through the first gear pair of the fifth synchronizer. When the fifth synchronizer is engaged to the right, the third shaft and the second planetary gear sun gear are driven through the second gear pair of the fifth synchronizer.

[0024] The sixth synchronizer is fixedly connected to the fourth shaft. When the sixth synchronizer is coupled to the left, the fourth shaft and the second planetary gear ring are transmitted through the first gear pair of the sixth synchronizer. When the sixth synchronizer is coupled to the right, the fourth shaft and the second planetary gear ring are transmitted through the second gear pair of the sixth synchronizer and the fourteenth gear pair.

[0025] As a preferred solution of the multi-mode clutchless electro-hydraulic coupled continuously variable transmission device of the present invention, twenty-four working modes are realized by different combinations of the working states of the engine and the electric generator and the connection states of the six synchronizers.

[0026] As a preferred solution of the multi-mode clutchless switching electro-hydraulic coupled continuously variable transmission device of the present invention, the gear shift strategy of the transmission switches the gears by the left and right combination and separation of the first synchronizer, the second synchronizer, the third synchronizer, the fourth synchronizer, the fifth synchronizer and the sixth synchronizer; within each gear, the transmission ratio of the transmission is adjusted by changing the gear position within the gear and adjusting the displacement ratio of the variable pump.

[0027] Beneficial effects of the present invention: The present invention realizes the double-gear switching function of the synchronizer by adopting the structural design of multi-mode clutchless switching electric drive and hydrostatic transmission coupling, simplifies the integration of electromechanical fluid, and reduces the complexity of the system structure and the difficulty of control. By setting the pure mechanical gear driven by the motor and the electric generator, the pure mechanical gear driven by the motor alone, the HST transmission mode, the HMCVT transmission mode and a variety of speed torque coupling modes, each sub-class mode has at least two switchable gears, which greatly improves the adaptability of the working mode of the transmission. In the HST mode series, the traditional HST function is realized by configuring the auxiliary gearbox, the electric HST mode significantly improves the transmission efficiency and economy, the hybrid HST mode enhances the power and can realize the power generation function, and the torque coupling design of modes four to six further expands the torque output range. In the HMCVT mode series, the engine drives the variable pump and the electric generator dual power flow scheme innovatively, which improves the output power; the electric HMCVT mode achieves the goals of low emissions, high efficiency and long cruising range; the hybrid HMCVT mode solves the charging demand when the power is insufficient. In addition, the present invention realizes the input and output dual flow splitting of the planetary gearbox in a specific mode, optimizes the working point of the engine and the electric generator, and improves the power and economy of the whole vehicle; by reasonably distributing the load of each transmission shaft, the system reliability and fatigue life are improved, and a lightweight design is achieved at the same time. The power-uninterrupted shifting and dual power source design between each level of mode ensure the transmission reliability in harsh environments; the configuration of the three modes of pure electric, power generation and hybrid effectively improves the fuel economy and emission performance of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0029] Figure 1 It is a schematic diagram of the overall structure of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0030] Figure 2 This is a schematic diagram from another perspective showing the overall structure of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0031] Figure 3 The diagram is a transmission diagram of mode 1 to mode 3 of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0032] Figure 4 The diagram is a transmission diagram of mode 4 to mode 6 of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0033] Figure 5 The diagram is a transmission diagram of mode seven to mode nine of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0034] Figure 6 The diagram is a transmission diagram of mode 10 to mode 12 of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0035] Figure 7 The present invention is a schematic diagram of transmission of mode thirteen to mode fifteen of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0036] Figure 8 The diagram is a schematic diagram of the mode 16 transmission of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0037] Fig. 9 The diagram of the transmission of mode 17 of the electro-hydraulic coupled continuously variable transmission with multi-mode clutchless switching is shown.

[0038] Fig.10 The diagram is a schematic diagram of the mode eighteen transmission of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0039] Fig.11 The diagram of the nineteenth mode transmission of the electro-hydraulic coupled continuously variable transmission with multi-mode clutchless switching is shown.

[0040] Fig.12 The schematic diagram of the mode 20 transmission of the electro-hydraulic coupled continuously variable transmission with multi-mode clutchless switching is shown.

[0041] Fig.13 The diagram is a schematic diagram of the mode 21 transmission of the electro-hydraulic coupled continuously variable transmission with multi-mode clutchless switching.

[0042] Fig.14 The diagram is a mode twenty-two transmission diagram of a multi-mode clutchless electro-hydraulic coupled continuously variable transmission.

[0043] Fig.15 The diagram of the mode 23 transmission of the electro-hydraulic coupled continuously variable transmission with multi-mode clutchless switching is shown.

[0044] Fig.16 The diagram is a schematic diagram of the mode 24 transmission of the electro-hydraulic coupled continuously variable transmission with multi-mode clutchless switching. DETAILED DESCRIPTION

[0045] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are described in detail below in conjunction with the accompanying drawings.

[0046] In the following description, many specific details are set forth to facilitate a full understanding of the present invention, but the present invention may also be implemented in other ways different from those described herein, and those skilled in the art may make similar generalizations without violating the connotation of the present invention. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0047] Secondly, the term "one embodiment" or "embodiment" as used herein refers to a specific feature, structure, or characteristic that may be included in at least one implementation of the present invention. The term "in one embodiment" that appears in different places in this specification does not necessarily refer to the same embodiment, nor does it refer to a separate or selective embodiment that is mutually exclusive with other embodiments.

[0048] Example 1

[0049] Reference Figures 1 to 16 , which is the first embodiment of the present invention, and provides a multi-mode clutchless electro-hydraulic coupled continuously variable transmission device, which includes a power source transmission route coupling unit 100, in which an engine transmission route 101 is provided for providing engine power input; an output end transmission route coupling unit 200, which includes a hydraulic continuously variable transmission route 201 and a mechanical-electrical-hydraulic composite transmission intermediate route 202 located at the bottom thereof, and realizes mode conversion between different transmission routes by switching of synchronizers to form multiple transmission modes.

[0050] Specifically, the power source transmission line coupling unit 100 includes an engine transmission line 101;

[0051] The output end transmission route coupling unit 200 includes a hydraulic continuously variable transmission route 201 and a mechanical-electrical-hydraulic composite transmission intermediate route 202 disposed at the bottom of the hydraulic continuously variable transmission route 201;

[0052] The engine transmission route 101, the hydraulic continuously variable transmission route 201 and the mechanical-electrical-hydraulic composite transmission intermediate route 202 realize mode switching through synchronizers.

[0053] Further, the power source transmission line coupling unit 100 also includes a first planetary gear, a fourth shaft 103, an electric generator 104 fixedly connected to the fourth shaft 103, a second synchronizer 105 fixedly connected to the fourth shaft 103, a second synchronizer first gear pair 106 connected to one end of the first planetary gear, a second shaft 107, and a second synchronizer second gear pair 108;

[0054] The engine transmission line 101 includes a first shaft 101a, an engine 101b fixedly connected to the first shaft 101a, a first synchronizer 101c fixedly connected to the first shaft 101a, a first synchronizer first gear pair 101d, and a first synchronizer second gear pair 101e.

[0055] Furthermore, the output end transmission line coupling unit 200 further includes a second planetary gear and an output shaft 204;

[0056] The hydraulic continuously variable transmission route 201 includes a variable pump 201a fixedly connected to the second shaft 107, a fixed displacement motor 201c fixedly connected to the third shaft 201b, a third synchronizer 201d fixedly connected to the third shaft 201b, a third synchronizer first gear pair 201e, a third synchronizer second gear pair 201f, a fifth synchronizer 201g fixedly connected to the third shaft 201b, a fifth synchronizer first gear pair 201h, and a fifth synchronizer second gear pair 201i.

[0057] Furthermore, the intermediate route 202 of the electro-mechanical-hydraulic composite transmission includes a fourth synchronizer 202a, a sixth synchronizer 202c fixedly connected to the fourth shaft 103, a fourth synchronizer first gear pair 202d, a fourth synchronizer second gear pair 202e, a thirteenth gear pair 202f, a sixth synchronizer first gear pair 202g, a sixth synchronizer second gear pair 202h, and a fourteenth gear pair 202i.

[0058] Furthermore, the first planet row is a single-stage planet row with three planetary gears, and the first planet row includes a first planet row sun gear 102a, a first planet row ring gear 102b, and a first planet row planet carrier 102c;

[0059] The second planetary row is a single-stage planetary row with three planetary gears, and the second planetary row includes a second planetary row ring gear 203a, a second planetary row planet carrier 203b, and a second planetary row sun gear 203c.

[0060] Furthermore, the first planetary row sun gear 102a is connected to the right end of the first synchronizer 101c by the first synchronizer second gear pair 101e, the first planetary row ring gear 102b is connected to the right end of the second synchronizer 105 by the second synchronizer first gear pair 106, and the first planetary row carrier 102c is fixed to the second shaft 107; the second planetary row ring gear 203a and the sixth synchronizer 202c are respectively connected by the sixth synchronizer second gear pair 202h and the sixth synchronizer first gear pair 202g, the second planetary row carrier 203b is fixed to the output shaft 204, and the second planetary row sun gear 203c and the fifth synchronizer 201g are respectively connected by the fifth synchronizer first gear pair 201h and the fifth synchronizer second gear pair 201i.

[0061] Further, the first synchronizer 101c is fixed to the first shaft 101a. When the first synchronizer 101c is coupled to the left, the first shaft 101a and the second shaft 107 are transmitted through the first synchronizer first gear pair 101d. When the first synchronizer 101c is coupled to the right, the first shaft 101a and the second shaft 107 are transmitted through the first synchronizer second gear pair 101e.

[0062] The second synchronizer 105 is fixedly connected to the fourth shaft 103. When the second synchronizer 105 is coupled to the left, the fourth shaft 103 and the first planetary gear ring 102b are transmitted through the second synchronizer first gear pair 106. When the second synchronizer 105 is coupled to the right, the fourth shaft 103 and the second shaft 107 are transmitted through the second synchronizer second gear pair 108.

[0063] Further, the third synchronizer 201d is fixedly connected to the third shaft 201b. When the third synchronizer 201d is coupled to the left, the third shaft 201b and the output shaft 204 are transmitted through the third synchronizer first gear pair 201e. When the third synchronizer 201d is coupled to the right, the third shaft 201b and the output shaft 204 are transmitted through the third synchronizer second gear pair 201f.

[0064] The fourth synchronizer 202a is fixed to the fourth shaft 103. When the fourth synchronizer 202a is coupled to the left, the fourth shaft 103 and the output shaft 204 are transmitted through the fourth synchronizer first gear pair 202d. When the fourth synchronizer 202a is coupled to the right, the fourth shaft 103 and the output shaft 204 are transmitted through the fourth synchronizer second gear pair 202e and the thirteenth gear pair 202f.

[0065] The fifth synchronizer 201g is fixedly connected to the third shaft 201b. When the fifth synchronizer 201g is coupled to the left, the third shaft 201b and the second planetary gear 203c are driven through the first gear pair 201h of the fifth synchronizer. When the fifth synchronizer 201g is coupled to the right, the third shaft 201b and the second planetary gear 203c are driven through the second gear pair 201i of the fifth synchronizer.

[0066] The sixth synchronizer 202c is fixedly connected to the fourth shaft 103. When the sixth synchronizer 202c is coupled to the left, the fourth shaft 103 and the second planetary gear ring 203a are transmitted through the sixth synchronizer first gear pair 202g. When the sixth synchronizer 202c is coupled to the right, the fourth shaft 103 and the second planetary gear ring 203a are transmitted through the sixth synchronizer second gear pair 202h and the fourteenth gear pair 202i.

[0067] Furthermore, twenty-four working modes are realized through different combinations of the working states of the engine 101b and the motor generator 104 and the engagement states of the six synchronizers.

[0068] It should be noted that when the engine 101b is working, the electric generator 104 is not working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d is on the left or right, the fourth synchronizer 202a is not working, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode one.

[0069] When the engine 101b is not working, the electric generator 104 is working, the first synchronizer 101c is not working, the second synchronizer 105 is on the right, the third synchronizer 201d is on the left or right, the fourth synchronizer 202a is not working, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode two.

[0070] When the engine 101b is working, the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a is not working, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode three.

[0071] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode four.

[0072] When the engine 101b is not working, the electric generator 104 is working, the first synchronizer 101c is not working, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode five.

[0073] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode six.

[0074] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d is not working, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode seven.

[0075] When the engine 101b is not working, the electric generator 104 is working, the first synchronizer 101c is not working, the second synchronizer 105 is on the right, the third synchronizer 201d is not working, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode eight.

[0076] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d is not working, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode nine.

[0077] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode ten.

[0078] When the engine 101b is not working and the electric generator 104 is working, the first synchronizer 101c is not working, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode eleven.

[0079] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, and the automatic transmission is in mode twelve.

[0080] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d is not working, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode thirteen.

[0081] When the engine 101b is not working and the electric generator 104 is working, the first synchronizer 101c is not working, the second synchronizer 105 is on the right, the third synchronizer 201d is not working, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode fourteen.

[0082] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d is not working, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode fifteen.

[0083] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode sixteen.

[0084] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a is not working, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode seventeen.

[0085] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d is on the left or the right, the fourth synchronizer 202a is on the left or the right, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode eighteen.

[0086] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d is not working, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode nineteen.

[0087] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode 20.

[0088] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d is not working, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right, the automatic transmission is in mode 21.

[0089] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d is on the left or the right, the fourth synchronizer 202a is on the left or the right, the fifth synchronizer 201g is on the left or the right, and the sixth synchronizer 202c is on the left or the right, and the automatic transmission is in mode 22.

[0090] When the engine 101b is working and the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d is not working, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode twenty-three.

[0091] When the engine 101b is not working, the electric generator 104 is working, the first synchronizer 101c is not working, the second synchronizer 105 is not working, the third synchronizer 201d is not working, the fourth synchronizer 202a can be either left or right, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working, the automatic transmission is in mode twenty-four.

[0092] Furthermore, the gear shifting strategy of the transmission switches gears by engaging and disengaging the left and right synchronizers 101c, 105, 201d, 202a, 201g and 202c; within each gear, the transmission ratio is adjusted by changing the gear position within the gear and adjusting the displacement ratio of the variable pump 201a.

[0093] It should be noted that the shift control logic is shown in Table 1:

[0094] Table 1 Schematic diagram of shift control logic

[0095]

[0096]

[0097]

[0098] Among them, E represents the engine, M represents the electric generator, dIndicates the direction of motor rotation, ε indicates displacement ratio, D indicates driving direction, PG indicates whether to generate electricity, S1 indicates the first synchronizer, S2 indicates the second synchronizer, S3 indicates the third synchronizer, S4 indicates the fourth synchronizer, S5 indicates the fifth synchronizer, and S6 indicates the sixth synchronizer; ● indicates that the engine is running, the electric generator is running, and the synchronizer can be engaged to the left or right at this time; + indicates that the motor direction is positive, the displacement ratio is positive, and the driving direction is forward; - indicates that the motor direction is reverse, the displacement ratio is negative, and the driving direction is reverse; ○ indicates that this mode can generate electricity; ← indicates that the synchronizer is engaged to the left at this time; → indicates that the synchronizer is engaged to the right at this time; ╳ indicates that the engine is not working, the electric generator is not working, this mode cannot generate electricity, this mode cannot achieve reverse gear, and the synchronizer is centered, that is, it does not work.

[0099] The specific working principle is:

[0100] Major model 1:

[0101] In this mode, the power of the first transmission route, i.e., the engine transmission route 101, is transmitted to the variable pump 201a, and then transmitted to the third transmission route, i.e., the hydraulic stepless transmission route 201, by the quantitative motor 201c, and finally transmitted to the output shaft 204 by the third synchronizer 201d. In this mode, the engine 101b works, the electric generator 104 does not work, the first synchronizer 101c is on the left, the second synchronizer 105 does not work, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a does not work, the fifth synchronizer 201g does not work, and the sixth synchronizer 202c does not work. The output speed formula of this mode is as follows:

[0102]

[0103] Where n out Indicates the output shaft speed, n e represents the engine speed, ε represents the displacement ratio of the variable pump, i 11 represents the transmission ratio of the first gear pair of the first synchronizer, i3 represents the transmission ratio of the first gear pair of the third synchronizer i 31 Or the third synchronizer second gear ratio i 32 .

[0104] This major mode has two minor modes; forward and reverse as well as minor mode switching can be achieved by adjusting the positive and negative values ​​of ε; shifting the third synchronizer 201d can achieve gear switching within the minor mode.

[0105] Major model 2:

[0106] This mode is the second transmission route, i.e., the middle route 202 of the mechanical-electrical-hydraulic compound transmission, in which the power is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the quantitative motor 201c, and finally transmitted to the output shaft 204 by the third synchronizer 201d. In this mode, the engine 101b does not work, the electric generator 104 works, the first synchronizer 101c does not work, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a does not work, the fifth synchronizer 201g does not work, and the sixth synchronizer 202c does not work. The output speed formula of this mode is as follows:

[0107]

[0108] Where n m represents the motor generator speed, i 22 Indicates the transmission ratio of the second gear pair of the second synchronizer.

[0109] This large category mode has four small category modes; you can adjust n m The positive and negative values ​​of ε can realize forward and reverse as well as switching of sub-category modes; turning the third synchronizer 201d can realize gear switching within the sub-category mode.

[0110] Major model three:

[0111] In this mode, the power torque of the first transmission route is coupled with the second transmission route and then transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c, and finally transmitted to the output shaft 204 by the third synchronizer 201d. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a does not work, the fifth synchronizer 201g does not work, and the sixth synchronizer 202c does not work. The output speed formula of this mode is as follows:

[0112]

[0113] At this time n m With n e There is a fixed relationship between them:

[0114]

[0115] This major mode has two minor modes; at this time, the rotation speed of the electric generator 104 is positive; forward and reverse as well as switching of minor modes are achieved by adjusting the positive and negative value of ε; shifting the third synchronizer 201d can achieve gear switching within the minor mode.

[0116] Major model 4:

[0117] In this mode, the power of the first transmission route is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c, and finally outputted by the torque coupling of the second transmission route and the third transmission route. In this mode, the engine 101b is working, the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working. The output speed formula of this mode is as follows:

[0118] or

[0119] In the formula, i 41 represents the transmission ratio of the first gear pair of the fourth synchronizer, i 42 represents the transmission ratio of the second gear pair of the fourth synchronizer, i d1 Indicates the transmission ratio of the thirteenth gear pair.

[0120] This large category mode has four small categories; you can adjust n m , ε and turning the fourth synchronizer 202a to achieve forward and reverse and sub-category mode switching; turning the third synchronizer 201d can achieve gear switching within the sub-category mode.

[0121] Major model five:

[0122] In this mode, the power of the second transmission route is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c, and finally the second transmission route and the third transmission route are coupled to each other. In this mode, the engine 101b does not work, the electric generator 104 works, the first synchronizer 101c does not work, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g does not work, and the sixth synchronizer 202c does not work. The output speed formula of this mode is as follows:

[0123] or

[0124] This large category mode has four small categories; you can adjust n m , ε and turning the fourth synchronizer 202a to achieve forward and reverse and sub-category mode switching; turning the third synchronizer 201d can achieve gear switching within the sub-category mode.

[0125] Major model six:

[0126] In this mode, the power torque of the first transmission route is coupled with the second transmission route and then transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c, and finally outputted by the torque coupling of the second transmission route and the third transmission route. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a can be on the left or the right, the fifth synchronizer 201g does not work, and the sixth synchronizer 202c does not work. The output speed formula of this mode is as follows:

[0127] or

[0128] At this time n m With n e There is a fixed relationship between them:

[0129]

[0130] This major mode has two minor modes; at this time, forward and reverse as well as switching of minor modes can be achieved by adjusting the positive and negative values ​​of ε and turning the fourth synchronizer 202a; switching of gears within the minor mode can be achieved by turning the third synchronizer 201d.

[0131] Major model seven:

[0132] In this mode, the power of the first transmission route is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c, and finally outputted after the speed coupling of the second transmission route and the third transmission route. In this mode, the engine 101b is working, the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d is not working, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0133] n out =n c2

[0134]

[0135] or

[0136] Where n c2 Indicates the speed of the second planetary gear carrier, n s2 Indicates the speed of the second planetary gear sun gear, n r2 Indicates the speed of the second planetary gear ring, i5 indicates that the transmission ratio at this time is the transmission ratio i of the first gear pair of the fifth synchronizer 51Or the fifth synchronizer second gear ratio i 52 ,i 61 represents the transmission ratio of the first gear pair of the sixth synchronizer, i 42 represents the transmission ratio of the second gear pair of the sixth synchronizer, i d2 Indicates the low fourteen gear ratio. Where n c2 、n s2 、n r2 The planetary gear transmission characteristics have the following relationship:

[0137] n s2 +k2×n r2 =(1+k2)×n c2

[0138] Where k2 is the characteristic parameter of the second planetary gear (i.e. the ratio of the number of teeth of the ring gear to that of the center gear).

[0139] This large category mode has four small categories; you can adjust n m , ε and turning the sixth synchronizer 202c to achieve forward and reverse and sub-category mode switching; turning the fifth synchronizer 201g can achieve gear switching within the sub-category mode.

[0140] Major model eight:

[0141] In this mode, the power of the second transmission route is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c, and finally outputted after the speed coupling of the second transmission route and the third transmission route. In this mode, the engine 101b does not work, the electric generator 104 works, the first synchronizer 101c does not work, the second synchronizer 105 is on the right, the third synchronizer 201d does not work, the fourth synchronizer 202a does not work, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0142] n out =n c2

[0143]

[0144] or

[0145] This large category mode has four small categories; you can adjust n m , ε and turning the sixth synchronizer 202c to achieve forward and reverse and sub-category mode switching; turning the fifth synchronizer 201g can achieve gear switching within the sub-category mode.

[0146] Major model nine:

[0147] In this mode, the power torque of the first transmission route is coupled with the second transmission route and then transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c, and finally outputted by the speed coupling of the second transmission route and the third transmission route. In this mode, the engine 101b is working, the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d is not working, the fourth synchronizer 202a is not working, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right. The output speed formula of this mode is as follows:

[0148] n out =n c2

[0149]

[0150] or

[0151] This major mode has two minor modes; at this time, the speed of the electric generator is positive; forward and reverse as well as switching of minor modes are achieved by turning the sixth synchronizer 202c; and gear switching within the minor mode can be achieved by turning the fifth synchronizer 201g.

[0152] Major model ten:

[0153] In this mode, the power of the first transmission route is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c. At this time, the power of the output shaft 204 includes the torque coupling part transmitted by the third synchronizer 201d and the speed coupling part between the second transmission route and the third transmission route. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the left, the second synchronizer 105 does not work, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a does not work, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0154]

[0155] or

[0156] This large category mode has four small category modes; you can adjust n m , ε and turning the sixth synchronizer 202c to achieve forward and reverse and sub-category mode switching; turning the third synchronizer 201d and the fifth synchronizer 201g can achieve gear switching within the sub-category mode.

[0157] Major model 11:

[0158] In this mode, the power of the second transmission route is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c. At this time, the power of the output shaft 204 includes the torque coupling part transmitted by the third synchronizer 201d and the speed coupling part between the second transmission route and the third transmission route. In this mode, the engine 101b does not work, the electric generator 104 works, the first synchronizer 101c does not work, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a does not work, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0159]

[0160] or

[0161] This large category mode has four small category modes; you can adjust n m , ε and turning the sixth synchronizer 202c to achieve forward and reverse and sub-category mode switching; turning the third synchronizer 201d and the fifth synchronizer 201g can achieve gear switching within the sub-category mode.

[0162] Major model twelve:

[0163] In this mode, the power torque of the first transmission route is coupled with the second transmission route and then transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c. At this time, the power of the output shaft 204 includes the torque coupling part transmitted by the third synchronizer 201d and the speed coupling part of the second transmission route and the third transmission route. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d can be on the left or the right, the fourth synchronizer 202a does not work, the fifth synchronizer 201g can be on the left or the right, and the sixth synchronizer 202c can be on the left or the right. The output speed formula of this mode is as follows:

[0164]

[0165] or

[0166] This major mode has two minor modes; at this time, the speed of the electric generator is positive, and the forward and reverse modes and the switching of the minor modes can be achieved by adjusting the positive and negative values ​​of ε and turning the sixth synchronizer 202c; turning the third synchronizer 201d and the fifth synchronizer 201g can realize the gear switching within the minor mode.

[0167] Major model 13:

[0168] In this mode, the power of the first transmission route is transmitted to the variable pump 201a, and then transmitted to the transmission route 3 by the quantitative motor. At this time, the output shaft power includes the fourth synchronizer torque transmission coupling part and the speed coupling part of the transmission route 2 and the third transmission route. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the left, the second synchronizer 105 does not work, the third synchronizer 201d does not work, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0169] or

[0170]

[0171] or

[0172] This large category mode has four small categories; you can adjust n m , the positive and negative values ​​of ε, and the fourth synchronizer 202a and the sixth synchronizer 202c are turned to realize the switching between forward and reverse and sub-category modes; and the fifth synchronizer 201g can realize the gear switching within the sub-category mode.

[0173] Category 14:

[0174] In this mode, the power of the second transmission route is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c. At this time, the power of the output shaft 204 includes the torque coupling part transmitted by the fourth synchronizer 202a and the speed coupling part of the second transmission route and the third transmission route. In this mode, the engine 101b does not work, the electric generator 104 works, the first synchronizer 101c does not work, the second synchronizer 105 is on the right, the third synchronizer 201d does not work, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0175] or

[0176]

[0177] or

[0178] This large category mode has four small categories; you can adjust n m, the positive and negative values ​​of ε, and the fourth synchronizer 202a and the sixth synchronizer 202c are turned to realize the switching between forward and reverse and sub-category modes; and the fifth synchronizer 201g can realize the gear switching within the sub-category mode.

[0179] Major model 15:

[0180] In this mode, the power torque of the first transmission route is coupled with the second transmission route and then transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c. At this time, the power of the output shaft 204 includes the torque coupling part transmitted by the fourth synchronizer 202a and the speed coupling part of the second transmission route and the third transmission route. In this mode, the engine 101b is working, the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d is not working, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0181] or or

[0182]

[0183] or

[0184] This major mode has two minor modes; at this time, the speed of the electric generator is positive; forward and reverse as well as switching of minor modes are achieved by adjusting the positive and negative of ε and turning the fourth synchronizer 202a and the sixth synchronizer 202c; turning the fifth synchronizer 201g can achieve gear switching within the minor mode.

[0185] Major model 16:

[0186] In this mode, the power of the first transmission route is transmitted to the variable pump 201a, and then transmitted to the third transmission route by the fixed motor 201c. At this time, the power of the output shaft 204 includes the third synchronizer 201d transmission, the fourth synchronizer 202a transmission torque coupling part and the speed coupling part of the second transmission route and the third transmission route. In this mode, the engine 101b is working, the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is not working, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0187] or

[0188]

[0189] or

[0190] This large category mode has four small category modes; you can adjust n m , the positive and negative values ​​of ε, and the fourth synchronizer 202a and the sixth synchronizer 202c are used to realize the switching between forward and reverse and sub-category modes; and the third synchronizer 201d and the fifth synchronizer 201g are used to realize the switching of gears within the sub-category mode.

[0191] Major model seventeen:

[0192] In this mode, the power is transmitted to the variable pump 201a after the speed coupling of the first transmission route and the second transmission route, and then transmitted to the third transmission route by the fixed motor 201c, and finally transmitted to the output shaft 204 by the third synchronizer 201d. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a does not work, the fifth synchronizer 201g does not work, and the sixth synchronizer 202c does not work. The output speed formula of this mode is as follows:

[0193]

[0194] Where n c1 Indicates the speed of the first planetary gear carrier, n s1 Indicates the speed of the sun gear of the first planetary row, n r1 Indicates the speed of the first planetary gear ring, i 12 Indicates the transmission ratio of the first synchronizer to the second gear pair, i 21 represents the transmission ratio of the first gear pair of the second synchronizer. c1 、n s1 、n r1 The planetary gear transmission characteristics have the following relationship:

[0195] n s1 +k1×n r1 =(1+k1)×n c1

[0196] Where k1 is the characteristic parameter of the first planetary gear (i.e. the ratio of the number of teeth of the ring gear to that of the center gear).

[0197] This major mode has two minor modes; at this time, the speed of the electric generator is positive; forward and reverse as well as switching of minor modes are achieved by adjusting the positive and negative value of ε; shifting the third synchronizer 201d can achieve gear switching within the minor mode.

[0198] Major model 18:

[0199] In this mode, the power is transmitted to the variable pump 201a after the speed coupling of the first transmission route and the second transmission route, and then transmitted to the third transmission route by the fixed motor 201c, and finally transmitted to the output shaft 204 by the third synchronizer 201d and the fourth synchronizer 202a. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g does not work, and the sixth synchronizer 202c does not work. The output speed formula of this mode is as follows:

[0200] or

[0201]

[0202] This large category mode has four small category modes; you can adjust n m , ε and turning the fourth synchronizer 202a to achieve forward and reverse and sub-category mode switching; turning the third synchronizer 201d can achieve gear switching within the sub-category mode.

[0203] Major model 19:

[0204] In this mode, the power is transmitted to the variable pump 201a after the speed coupling of the first transmission route and the second transmission route, and then transmitted to the third transmission route by the fixed motor 201c, and finally transmitted to the output shaft 204 by the speed coupling of the second transmission route and the third transmission route. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d does not work, the fourth synchronizer 202a does not work, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0205] n out =n c2

[0206]

[0207]

[0208] or

[0209]

[0210] This large category mode has six small category modes; you can adjust nm , ε and turning the sixth synchronizer 202c to achieve forward and reverse and sub-category mode switching; turning the fifth synchronizer 201g can achieve gear switching within the sub-category mode.

[0211] Major model 20:

[0212] In this mode, the power is transmitted to the variable pump 201a after the speed coupling between the first transmission route and the second transmission route, and then transmitted to the third transmission route by the fixed motor 201c. At this time, the power of the output shaft 204 includes the torque coupling part transmitted by the third synchronizer 201d and the speed coupling part between the second transmission route and the third transmission route. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a does not work, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0213]

[0214] or

[0215] This large category mode has six small category modes; you can adjust n m , ε and turning the sixth synchronizer 202c to achieve forward and reverse and switching between power generation mode and sub-category mode; turning the third synchronizer 201d and the fifth synchronizer 201g can realize gear switching within the sub-category mode.

[0216] Major model twenty-one:

[0217] In this mode, the power is transmitted to the variable pump 201a after the speed coupling between the first transmission route and the second transmission route, and then transmitted to the third transmission route by the quantitative motor 201c. At this time, the power of the output shaft 204 includes the torque coupling part transmitted by the fourth synchronizer 202a and the speed coupling part between the second transmission route and the third transmission route. In this mode, the engine 101b works, the electric generator 104 works, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d does not work, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0218] or

[0219]

[0220] or

[0221] This large category mode has six small category modes; you can adjust n m , ε and turning the fourth synchronizer 202a and the sixth synchronizer 202c to achieve forward and reverse as well as switching between power generation mode and sub-category mode; turning the fifth synchronizer 201g can realize gear switching within the sub-category mode.

[0222] Major model 22:

[0223] In this mode, the power is transmitted to the variable pump 201a after the speed coupling of the first transmission route and the second transmission route, and then transmitted to the third transmission route by the fixed motor 201c. At this time, the output shaft power 204 includes the third synchronizer 201d transmission, the fourth synchronizer 202a transmission torque coupling part and the speed coupling part of the second transmission route and the third transmission route. In this mode, the engine 101b is working, the electric generator 104 is working, the first synchronizer 101c is on the right, the second synchronizer 105 is on the left, the third synchronizer 201d can be on the left or right, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g can be on the left or right, and the sixth synchronizer 202c can be on the left or right. The output speed formula of this mode is as follows:

[0224] or

[0225]

[0226] or

[0227] This large category mode has six small category modes; you can adjust n m , ε and turning the fourth synchronizer 202a and the sixth synchronizer to achieve forward and reverse and switching between the generating mode and the sub-category mode; turning the third synchronizer 201d and the fifth synchronizer 201g can realize the gear switching within the sub-category mode.

[0228] Major model 23:

[0229] In this mode, after the torque of the first transmission route is coupled with the second transmission route, the power is transmitted to the output shaft 204 through the fourth synchronizer 202a. In this mode, the engine 101b is working, the electric generator 104 is working, the first synchronizer 101c is on the left, the second synchronizer 105 is on the right, the third synchronizer 201d is not working, the fourth synchronizer 202a can be on the left or right, the fifth synchronizer 201g is not working, and the sixth synchronizer 202c is not working. This mode can realize power generation and reverse gear. The output speed formula of this mode is as follows:

[0230] or

[0231] This major mode has six minor modes. At this time, the quantitative motor of the variable pump 201a does not work, and it is a stepped transmission. At this time, the forward and reverse modes as well as the minor mode switching can be realized by turning the fourth synchronizer 202a.

[0232] Major model twenty-four:

[0233] This mode is the second transmission route, and the power is transmitted to the output shaft 204 through the fourth synchronizer 202a. In this mode, the engine 101b does not work, the electric generator 104 works, the first synchronizer 101c does not work, the second synchronizer 105 does not work, the third synchronizer 201d does not work, the fourth synchronizer 202a can be left or right, the fifth synchronizer 201g does not work, and the sixth synchronizer 202c does not work. This mode can realize power generation and reverse gear. The output speed formula of this mode is as follows:

[0234] or

[0235] This major mode has four minor modes. At this time, the variable displacement motor of the variable pump 201a does not work, and it is a stepped transmission. At this time, the forward and reverse modes and the switching of minor modes can be achieved by driving the electric generator 104 and shifting the fourth synchronizer 202a.

[0236] It should be noted that all transmission components involved in Modes 1 to 3 are as follows: Figure 3 As shown, all three modes are HST and auxiliary gearbox combination modes, and the main difference is that the power of the variable pump input section comes from the first transmission route or the second transmission route or the torque coupling of the first transmission route and the second transmission route;

[0237] All transmission components involved in mode 4 to mode 6 are as follows Figure 4 As shown, the three modes are respectively mode 1 to mode 3 combined with the second transmission route and the third transmission route torque coupling mode;

[0238] All transmission components involved in mode 7 to mode 9 are as follows Figure 5 As shown, the three modes are similar to the classic HMCVT system, except that the power of the input section of the variable pump 201a comes from the first transmission route or the second transmission route or the torque coupling of the first transmission route and the second transmission route;

[0239] All transmission components involved in mode 10 to mode 12 are as follows Figure 6 As shown, the three modes are respectively mode seven to mode nine, which are a third transmission route torque coupling mode in combination with the third synchronizer 201d;

[0240] All transmission components involved in mode 13 to mode 15 are as follows Figure 7 As shown, the three modes are respectively mode seven to mode nine, which are a coupling mode for transmitting the second transmission route torque in combination with the fourth synchronizer 202 a;

[0241] Mode 16 All transmission components involved such as Figure 8 As shown, all transmission components involved in mode 17 are as follows Fig. 9 As shown, all transmission components involved in mode 18 are as follows Fig.10 As shown, all transmission components involved in mode 19 are as follows Fig.11 As shown, all transmission components involved in mode 20 are as follows Fig.12 As shown, all transmission components involved in mode 21 are as follows Fig.13 As shown, all transmission components involved in mode 22 are as follows Fig.14 As shown, all transmission components involved in mode 23 are as follows Fig.15 As shown, all transmission components involved in mode 24 are as follows Fig.16 shown.

[0242] It should also be noted that the specific operation of the power uninterrupted switching mode is as follows:

[0243] The switching of the major modes and the switching between different major modes can utilize the idle power route to supplement the power, the existing power route to maintain the power, the power route to delay the shutdown, and the shifting elements to switch in sequence as a transition to achieve the power non-interruption shifting. For example, the 65th sub-mode under the major mode 20 is switched to the 37th sub-mode under the major mode 12, at this time, the power can be maintained by combining the fourth synchronizer 202a.

[0244] The switching of sub-modes and the switching between different sub-modes can be achieved by using the idle power route to supplement power, the existing power route to maintain power, and the shifting elements to switch in sequence as a transition to achieve non-interrupted power shifting. For example, when the 65th sub-mode under the 20th major mode is switched to the 68th sub-mode under the 20th major mode, the power can be maintained by maintaining the power of the existing power route.

[0245] The switching between gears can be achieved by using the idle power route to supplement power, the existing power route to maintain power, and the shifting elements to switch in sequence as a transition to achieve non-interrupted power shifting. For example, in the 65th sub-category mode under mode 20, the third synchronizer 201d and the fifth synchronizer 201g both need to be shifted from the left side to the right side. At this time, the third synchronizer 201d can be switched first, and the fifth synchronizer 201g can be switched later to achieve power maintenance. The power can also be supplemented by combining the fourth synchronizer 202a to ensure non-interrupted power.

[0246] It should also be noted that the switching between gears in each major mode, minor mode, and minor mode is a non-interrupted power shift. The present invention has two power sources, and the transmission system also has a certain degree of redundancy to ensure the reliability of transmission in various harsh conditions and environments. It also has a pure electric mode, a power generation mode, and a hybrid mode, which can improve the fuel economy and emissions of the vehicle.

[0247] In summary, this patent uses a clutchless method to switch modes and gears, and uses a synchronizer to achieve the characteristics of switching between two gears, minimizing the integration of electromechanical and hydraulic, the complexity of the system structure, and the control difficulty of the control system. There are many modes that can be realized, including pure mechanical gears driven by motors and electric generators, pure mechanical gears driven by motors alone, transmission modes similar to HST, transmission modes similar to HMCVT, and transmission modes with many speed-torque couplings. And each sub-category mode has at least two gears that can be switched;

[0248] Mode 1 is similar to the classic HST, which can realize the functions of the traditional HST and is equipped with a sub-transmission; Mode 2 of this patent is the electric HST mode, which is more efficient and more economical than the classic HST; Mode 3 is the hybrid HST mode, which has stronger power and can use the internal combustion engine to generate electricity for the electric generator when the battery power reserve is insufficient. Modes 4 to 6 also add a torque coupling part to the above three modes to achieve greater torque switching.

[0249] Mode seven is similar to the classic HMCVT, but one power flow is provided by the engine driving the variable pump and the fixed motor, and the other is provided by the electric generator, which can achieve greater power output; Mode eight is the electric HMCVT mode, that is, the power of the two power flows is provided by the electric generator. Compared with the classic HMCVT and HST, this mode has lower emissions, higher efficiency and longer endurance; Mode nine is the hybrid HMCVT, that is, one power flow is provided by the engine and the electric generator torque coupling to drive the variable pump and the fixed motor, and the other is provided by the electric generator. This mode can charge when the battery is low.

[0250] The remaining modes are different from the speed change devices on the market. In certain modes, the same planetary gear input split and output split will coexist, but they can change the working point of the engine and the electric generator to improve the vehicle's power and economy under different driving conditions and working conditions. In addition, in each mode of this patent, the load distribution of each transmission shaft is uniform, which can improve the reliability of the entire system and the fatigue life of the entire system. Under the requirements of system reliability and fatigue life, the shaft diameter can be appropriately reduced to meet the requirements of lightweight.

[0251] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention rather than to limit it. Although the present invention has been described in detail with reference to the preferred embodiments, those skilled in the art should understand that the technical solutions of the present invention may be modified or replaced by equivalents without departing from the spirit and scope of the technical solutions of the present invention, which should all be included in the scope of the claims of the present invention.

Claims

1. A multi-mode clutchless electro-hydraulic coupled continuously variable transmission device, characterized in that: include, A power source transmission line coupling unit (100) includes an engine transmission line (101); An output end transmission route coupling unit (200) comprises a hydraulic stepless transmission route (201) and a mechanical-electrical-hydraulic composite transmission intermediate route (202) arranged at the bottom of the hydraulic stepless transmission route (201); The engine transmission route (101), the hydraulic stepless transmission route (201) and the mechanical-electrical-hydraulic composite transmission intermediate route (202) achieve mode switching through a synchronizer.

2. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 1, characterized in that: The power source transmission line coupling unit (100) further comprises a first planetary gear, a fourth shaft (103), an electric generator (104) fixedly connected to the fourth shaft (103), a second synchronizer (105) fixedly connected to the fourth shaft (103), a first gear pair (106) of the second synchronizer connected to one end of the first planetary gear, a second shaft (107), and a second gear pair (108) of the second synchronizer; The engine transmission line (101) includes a first shaft (101a), an engine (101b) fixedly connected to the first shaft (101a), a first synchronizer (101c) fixedly connected to the first shaft (101a), a first synchronizer first gear pair (101d), and a first synchronizer second gear pair (101e).

3. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 2, characterized in that: The output end transmission line coupling unit (200) also includes a second planetary gear and an output shaft (204); The hydraulic continuously variable transmission circuit (201) includes a variable pump (201a) fixedly connected to the second shaft (107), a fixed displacement motor (201c) fixedly connected to the third shaft (201b), a third synchronizer (201d) fixedly connected to the third shaft (201b), a first gear pair (201e) of the third synchronizer, a second gear pair (201f) of the third synchronizer, a fifth synchronizer (201g) fixedly connected to the third shaft (201b), a first gear pair (201h) of the fifth synchronizer, and a second gear pair (201i) of the fifth synchronizer.

4. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 3, characterized in that: The intermediate route (202) of the mechanical-electrical-hydraulic composite transmission includes a fourth synchronizer (202a), a sixth synchronizer (202c) fixedly connected to the fourth shaft (103), a first gear pair (202d) of the fourth synchronizer, a second gear pair (202e) of the fourth synchronizer, a thirteenth gear pair (202f), a first gear pair (202g) of the sixth synchronizer, a second gear pair (202h) of the sixth synchronizer, and a fourteenth gear pair (202i).

5. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 4, characterized in that: The first planet row is a single-stage planet row with three planetary gears, and the first planet row comprises a first planet row sun gear (102a), a first planet row ring gear (102b), and a first planet row planet carrier (102c); The second planetary row is a single-stage planetary row with three planetary gears, and the second planetary row comprises a second planetary row ring gear (203a), a second planetary row planet carrier (203b), and a second planetary row sun gear (203c).

6. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 5, characterized in that: The first planetary gear sun gear (102a) is connected to the right end of the first synchronizer (101c) by the first synchronizer second gear pair (101e), the first planetary gear ring (102b) is connected to the right end of the second synchronizer (105) by the second synchronizer first gear pair (106), and the first planetary gear carrier (102c) is fixed to the second shaft (107); the second planetary gear ring (203a) is connected to the sixth synchronizer (202c) by the sixth synchronizer second gear pair (202h) and the sixth synchronizer first gear pair (202g) respectively, the second planetary gear carrier (203b) is fixed to the output shaft (204), and the second planetary gear sun gear (203c) is connected to the fifth synchronizer (201g) by the fifth synchronizer first gear pair (201h) and the fifth synchronizer second gear pair (201i) respectively.

7. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 6, characterized in that: The first synchronizer (101c) is fixedly connected to the first shaft (101a); when the first synchronizer (101c) is coupled to the left, the first shaft (101a) and the second shaft (107) are transmitted through the first gear pair (101d) of the first synchronizer; when the first synchronizer (101c) is coupled to the right, the first shaft (101a) and the second shaft (107) are transmitted through the second gear pair (101e) of the first synchronizer; The second synchronizer (105) is fixedly connected to the fourth shaft (103). When the second synchronizer (105) is coupled to the left, the fourth shaft (103) and the first planetary gear ring (102b) are transmitted through the first gear pair (106) of the second synchronizer. When the second synchronizer (105) is coupled to the right, the fourth shaft (103) and the second shaft (107) are transmitted through the second gear pair (108) of the second synchronizer.

8. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 7, characterized in that: The third synchronizer (201d) is fixedly connected to the third shaft (201b); when the third synchronizer (201d) is coupled to the left, the third shaft (201b) and the output shaft (204) are transmitted through the first gear pair (201e) of the third synchronizer; when the third synchronizer (201d) is coupled to the right, the third shaft (201b) and the output shaft (204) are transmitted through the second gear pair (201f) of the third synchronizer; The fourth synchronizer (202a) is fixedly connected to the fourth shaft (103); when the fourth synchronizer (202a) is coupled to the left, the fourth shaft (103) and the output shaft (204) are transmitted through the first gear pair (202d) of the fourth synchronizer; when the fourth synchronizer (202a) is coupled to the right, the fourth shaft (103) and the output shaft (204) are transmitted through the second gear pair (202e) of the fourth synchronizer and the thirteenth gear pair (202f); The fifth synchronizer (201g) is fixedly connected to the third shaft (201b); when the fifth synchronizer (201g) is coupled to the left, the third shaft (201b) and the second planetary gear (203c) are driven through the first gear pair (201h) of the fifth synchronizer; when the fifth synchronizer (201g) is coupled to the right, the third shaft (201b) and the second planetary gear (203c) are driven through the second gear pair (201i) of the fifth synchronizer; The sixth synchronizer (202c) is fixedly connected to the fourth shaft (103). When the sixth synchronizer (202c) is coupled to the left, the fourth shaft (103) and the second planetary gear ring (203a) are transmitted through the first gear pair (202g) of the sixth synchronizer. When the sixth synchronizer (202c) is coupled to the right, the fourth shaft (103) and the second planetary gear ring (203a) are transmitted through the second gear pair (202h) of the sixth synchronizer and the fourteenth gear pair (202i).

9. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 8, characterized in that: Twenty-four operating modes are realized through different combinations of the operating states of the engine (101b) and the electric generator (104) and the connection states of the six synchronizers.

10. The multi-mode clutchless electro-hydraulic coupled continuously variable transmission device according to claim 9, characterized in that: The gear shift strategy of the transmission switches gears by engaging and disengaging the first synchronizer (101c), the second synchronizer (105), the third synchronizer (201d), the fourth synchronizer (202a), the fifth synchronizer (201g), and the sixth synchronizer (202c) on the left and right sides; within each gear, the transmission ratio is adjusted by changing the gear position within the gear and adjusting the displacement ratio of the variable pump (201a).

Images