Stepless speed change device for regenerative power generation

Abstract

The invention provides a stepless speed change device for regenerative power generation, which belongs to the field of mechanical transmission and comprises a power input shaft 1 and an output shaft 2, a plurality of driving and driven wheels are mounted on the input shaft 1 and the output shaft 2 to form gears with different transmission ratios, and an overrun clutch 9 is serially connected among a low-gear driving wheel 3, a low-gear driven wheel 4 and the input shaft 1 or the output shaft 2. An overrun clutch 11 and a middle-gear power generation clutch are connected in series between the middle-gear driving wheel 5 and the input shaft 1 and / or the output shaft 2 and between the middle-gear driven wheel 6 and the input shaft 1 and / or the output shaft 2; wherein the high-speed gear driving wheel 7, the high-speed gear driven wheel 8 and the input shaft 1 or the output shaft 2 are connected in series with a high-speed gear power generation clutch. According to the invention, gear complete fusion complementary stepless speed change and torque change can be realized, closed-loop control of gear automatic speed regulation and torque regulation according to the motor speed and vehicle speed load to reduce the output power of the driving motor for regenerative power generation can be realized, decoupling and co-driving of the engine and the motor of the hybrid vehicle are automatically realized, and the cost is reduced and the efficiency is improved.

Description

Technical Field

[0001] The invention relates to a continuously variable speed change device for regenerative power generation, in particular to new energy vehicles, wind power, ships, machine tools, and belongs to the technical field of mechanical transmission speed and torque change. Background Art

[0002] Most of the gearboxes in the field of new energy pure electric technology use a single-speed transmission ratio, and the gear used is an off-road gear that is twice as fast as the first gear of a fuel vehicle. It has sufficient acceleration power at 0-100 km / h, but when driving at high speed in off-road gear, the motor speed is around 20,000 rpm, the motor torque decreases, the output current increases, the driving power increases rapidly, and the power consumption also increases sharply, which greatly affects the vehicle's endurance rate and the performance and service life of the three electrics and gearbox. Even if a generator is used to extend the range of power generation, there will be a problem of short-circuit waste of energy from the generator casing to the ground, and the shunted energy cannot be fully reused.

[0003] Even if a two-speed gearbox is currently used, it cannot meet the needs of the vehicle because the transmission ratio of the second gear is the transmission ratio of the first gear of the manual gearbox. There is still a high speed and high power consumption, and the gear clutch and three-electric gearbox have limited functions and affected life.

[0004] Even if the existing technology of multi-speed transmission is used, Figure 8 and Fig. 9 However, at present, all transmissions, including automatic, dual-clutch, and parallel-axis AMT transmission technologies, are single-speed drive transmissions. The gears are in a repulsive relationship and cannot be compatible and driven at the same time. If they are compatible instantaneously, there will be a gear shift shock. If they are compatible for a short time, the transmission will lock and the vehicle will brake suddenly, or even the drive shaft will break. Therefore, the problem with multi-speed transmissions is that the gears must be disconnected to shift gears.

[0005] Disconnecting gears and shifting gears requires a series of shifting steps such as power interruption, load reduction, and overlap point control. It requires a complex shifting program hydraulic control system and multiple actuators and control elements. This complex shifting control technology is also a difficult problem for my country's shifting control technology.

[0006] In order to interrupt the power when shifting gears, a clutch, torque converter, and dual clutch need to be installed between the motor and the gearbox. In order to control the coincidence point, a complex control valve body is required. The result is complex structural process, complex gear shifting control, low transmission efficiency, difficult processing, and high cost.

[0007] When the gear clutch changes the transmission ratio in gear, it needs to continuously apply clutch engagement pressure through oil pressure, which consumes energy.

[0008] The gear clutch uses multiple friction plates for transmission, and long-term sliding friction will generate friction temperature and friction loss, and it cannot work in the sliding zone for a long time; the use of synchronizer will affect the shifting quality, and the above cannot achieve pure gear stepless speed change. Even if a centrifugal clutch or mechanical clutch is used, it can only automatically shift up and down according to the vehicle speed, but cannot automatically achieve forced downshifting.

[0009] There is interference friction when the high gear is working and the low gear clutch is working. There is high-speed sliding friction between the AT brake clutch and the housing, which causes power loss. The extrusion of the CVT chain will cause high-speed sliding friction. The clutch of the DCT is not working and there is interference sliding friction, which causes high oil temperature, seriously affecting the transmission efficiency of the gearbox and the vehicle's cruising range. The above-mentioned problems of the existing automatic transmission technology are also the reasons why new energy vehicles do not have multi-speed transmissions.

[0010] Even in the field of hybrid vehicles, there is a problem. For example, Toyota hybrid has the problem that the engine and generator cannot be decoupled. Although its high-speed acceleration is better than Honda, the problem is that its 0-100 acceleration performance is poor. Honda hybrid's 0-100 acceleration performance is better than Toyota, but the engine cannot drive directly at high speed, affecting its high-speed acceleration performance. BYD's DMI engine can participate in the drive, but a clutch needs to be installed, which affects the conversion performance.

[0011] In the field of robotics, although cycloid and harmonic single-speed reducers have large torque, they have the problem of too slow rotation speed under light load. The torque is single, and the transmission ratio driving torque and rotation speed cannot be changed with the load size when the motor speed remains unchanged. Summary of the invention

[0012] Aiming at the problems existing in the prior art, the present invention discloses a continuously variable transmission device for regenerative power generation that can solve the above problems, comprising a power input shaft 1 and an output shaft 2, wherein the input shaft 1 and the output shaft 2 are provided with a plurality of active and passive wheels to form gears with different transmission ratios, wherein an overrunning clutch 9 is connected in series between a low-gear driving wheel 3, a passive wheel 4 and the input shaft 1 or the output shaft 2, and a brake 10 is provided to short-circuit the overrunning clutch 9, wherein an overrunning clutch 11 and an intermediate-gear power generation clutch are connected in series between an intermediate-gear driving wheel 5, a passive wheel 6 and the input shaft 1 or the output shaft 2; wherein a high-gear driving wheel 7, a passive wheel 8 and the input shaft 1 or the output shaft 2 are connected in series with a high-gear power generation clutch.

[0013] The intermediate gear power generation clutch is composed of an intermediate gear clutch coil 12 and an intermediate gear clutch pole 13; the high-speed gear power generation clutch is composed of a high-speed gear clutch pole 14 and a high-speed gear clutch coil 15. The positions of the gear clutch coil and the clutch pole are interchangeable, and permanent magnet or hydraulic power can also be used to transmit power.

[0014] When the overrunning clutch is connected in series to the driving wheel side of the low-speed gear, the driven wheel is fixedly connected to the output shaft; when the overrunning clutch is connected in series to the driven wheel side of the low-speed gear, the driving wheel is fixedly connected to the input shaft. The brake of the low-speed gear overrunning clutch is used for reverse gear and ramp braking and kinetic energy recovery for sliding.

[0015] The intermediate gear can be set with multiple gears with the same structure but different transmission ratios. The power generation clutch and the overrunning clutch can be connected in series between the driving wheel and the input shaft in any order or in series between the driven wheel and the output shaft in any order, or in series between the driving wheel input shaft and the driven wheel and the output shaft in any order.

[0016] When the high-speed power generation clutch is connected in series to the driving wheel side, the driven wheel is fixedly connected to the output shaft; when the high-speed power generation clutch is connected in series to the driven wheel side, the driving wheel is fixedly connected to the input shaft.

[0017] The gear ratio can be adjusted by adjusting the speed or torque of the power generation clutch or by adjusting the current, voltage, frequency, pulse width, load, brake resistance, and the size of the axial moving contact surface between the clutch coil and the magnetic pole, which is converted into the size of the power generation torque generated by the magnetic force cutting the magnetic resistance. The power generation clutch is used to replace the traditional gear clutch to realize the mechanical energy conversion, electrical energy storage, energy recovery and reuse, and realize automatic stepless speed change, torque change and forced downshift. Or the step-by-step speed change can be realized by generator braking or in parallel with the traditional clutch.

[0018] The driving wheel and the driven wheel are driven by gears, gear rings, gears and gear rings, chains, belts, magnetic gears, magnetic transmission, or cycloid and harmonic transmission.

[0019] The overrunning clutch is a one-way overrunning or two-way overrunning, controllable overrunning clutch, and its function is to enable the gears to achieve overrunning, superposition, overlap, gear-up, multi-gear simultaneous driving, no interference between gears, fusion and complementarity, stepless torque change and speed change, and improve transmission efficiency and regenerate power generation.

[0020] When the vehicle speed gradually increases, the power generation resistance of the power generation clutch gradually increases, and the transmission ratio of the high gear and the intermediate gear gradually decreases when the power generation clutch resistance increases. When the transmission ratio is smaller than the low gear ratio, the low gear output shaft speed is higher than the input shaft driving speed for overtaking operation. When the transmission ratio is smaller than the intermediate gear ratio, the intermediate gear output shaft speed is higher than the input shaft driving speed, and the intermediate gear is separated for overtaking operation. As the vehicle speed increases, the power generation resistance continues to increase and the high gear transmission ratio continues to decrease, realizing stepless upshifting. Conversely, as the load increases or the vehicle speed gradually decreases, the transmission ratio gradually increases, realizing uniform downshifting, and realizing pure gear multi-gear same-drive stepless speed change.

[0021] When the vehicle speed (wind turbine blade speed) gradually increases, the speed difference between the generator clutch coil and the magnetic pole gradually increases, the generator current and voltage gradually increase, the magnetic cutting torque increases, the magnetic resistance of the generator clutch gradually increases, the gear transmission ratio gradually decreases, the motor drive speed gradually decreases, the motor torque gradually increases, the motor drive current gradually decreases, and the output power gradually decreases, thereby achieving the effect of saving electricity.

[0022] The invention provides a continuously variable transmission device for regenerative power generation, characterized in that when the input shaft is braked and does not rotate, the power generation clutches in each gear can be converted into drive motors to jointly drive the output shaft to move the vehicle.

[0023] When the input shaft is braked and does not rotate, the power generation clutches in each gear can be converted into drive motors to jointly drive the output shaft to make the vehicle move.

[0024] In hybrid vehicles, the engine drives a continuously variable transmission that regenerates electricity, or the engine drives only the middle gear, the low and high gears can be canceled, and the electric motor drives the output shaft through a separate gear. The engine and electric motor can be driven interchangeably.

[0025] The present invention overcomes the deficiencies of the prior art and has the following beneficial effects compared with the prior art: the present invention does not need to disconnect the gear to shift, and can shift up and down and drive multiple gears at the same time. The gear clutch can work in a semi-clutch power generation driving state for a long time in a completely integrated and complementary state, generating little heat and not losing energy when changing the transmission ratio. The gear can automatically adjust the speed and torque according to the motor speed, vehicle speed and load size to reduce the output power of the drive motor for closed-loop control of regenerative power generation, truly realizing pure gear stepless speed change and torque change and forced downshifting, with simple structure and process, simple shift control and good quality, small interference friction between gears, high transmission efficiency and large torque, low processing difficulty and low cost, energy saving and regeneration, and cost reduction and efficiency improvement. Combining the advantages of existing hybrid vehicle types, taking their respective advantages to make up for the existing deficiencies. The present invention solves the technical problems that have long been desired to be solved in the relevant technical field. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] Attached Figure 1 The figure is a schematic diagram of the overall structure of a continuously variable transmission device for regenerative power generation.

[0027] Attached Figure 2 The present invention is a schematic diagram of the working structure of a brake clutch of a continuously variable transmission device for regenerative power generation.

[0028] Attached Figure 3 The invention discloses a schematic diagram of a transmission structure of a continuously variable transmission device for regenerative power generation equipped with multiple intermediate gears.

[0029] Attached Figure 4 The present invention is a schematic structural diagram of a continuously variable transmission device for regenerative power generation, wherein a high-speed gear and a low-speed gear constitute a two-speed transmission.

[0030] Attached Figure 5 The schematic diagram is a structural diagram of a continuously variable speed device for regenerative power generation applied in the field of wind power.

[0031] Attached Figure 6 The present invention is a schematic diagram of the transmission route structure of a continuously variable transmission device for regenerative power generation used in a hybrid vehicle.

[0032] Attached Figure 7 The present invention is a schematic diagram of a transmission route structure in which a regenerative continuously variable transmission device is used in a hybrid vehicle and a low-speed gear and a high-speed gear are removed.

[0033] Attached Figure 8 The present invention is a schematic diagram of the transmission route structure of a continuously variable speed device for regenerative power generation used in a cycloid and harmonic reducer.

[0034] Attached Fig. 9 It is a schematic diagram of the transmission route structure of a manual transmission MT in the prior art.

[0035] Attached Fig.10 It is a schematic diagram of the transmission route structure of the Shanghai Buick 4T65E AT automatic transmission of the prior art. DETAILED DESCRIPTION

[0036] The following is a detailed description of a continuously variable transmission device for regenerative power generation of the present invention in conjunction with the accompanying drawings and embodiments. The following examples are used to illustrate the present invention, but are not used to limit the scope of the present invention.

[0037] like Figure 1 As shown, the present invention provides a continuously variable transmission device for regenerative power generation, comprising: a power input shaft 1 and an output shaft 2, wherein the input shaft 1 and the output shaft 2 are equipped with a plurality of active and passive wheels to form gears with different transmission ratios, wherein an overrunning clutch 9 is connected in series between the low-gear driving wheel 3, the passive wheel 4 and the input shaft 1 or the output shaft 2, and a brake 10 is provided to short-circuit the overrunning clutch 9, wherein an overrunning clutch 11 and an intermediate-gear power generation clutch are connected in series between the intermediate-gear driving wheel 5, the passive wheel 6 and the input shaft 1 or the output shaft 2; wherein the high-gear driving wheel 7, the passive wheel 8 and the input shaft 1 or the output shaft 2 are connected in series with a high-gear power generation clutch.

[0038] The specific working process of a continuously variable transmission device for regenerative power generation provided by the present invention in vehicle and wind power applications is described in detail below.

[0039] like Figure 1 As shown, a continuously variable transmission device for regenerative power generation of the present invention has different gears set according to actual needs, and the overrunning clutch and the power generation clutch of each gear can be transmitted in different series combinations. The following is a detailed description of a continuously variable transmission device for regenerative power generation of the present invention in the field of new energy vehicle transmission technology.

[0040] like Figure 1 As shown, a continuously variable transmission device for regenerative power generation of the present invention is provided with a low speed gear, a medium speed gear and a high speed gear according to actual needs.

[0041] When the overrunning clutch is connected in series on the driven wheel side of the low gear, the driving wheel is fixedly connected to the input shaft, and the power is sequentially transmitted from the input shaft 1, the driving wheel 3, the driven wheel 4, the overrunning clutch 9, the output shaft 2, the output gear 16, and the differential 17 to the wheels.

[0042] When the overrunning clutch is connected in series on the driving wheel side of the low-speed gear, the driven wheel is fixedly connected to the output shaft, and the power is sequentially transmitted from the input shaft 1 to the overrunning clutch 9, the driving wheel 3, the driven wheel 4, the output shaft 2, the output gear 16, and the differential 17 to the wheels.

[0043] In vehicles, low gear is mainly used for starting, climbing, braking and reverse gear. When the working transmission ratio of the middle gear and high gear is less than that of the low gear, the low gear automatically overtakes. When the middle gear and high gear have large loads and insufficient transmission force, the speed difference of the power generation clutch increases with the load, and the transmission ratio automatically increases. The low gear and the middle and high gears are transmitted together, and the maximum transmission force is the sum of the transmission forces of the total gears. In wind power, it is mainly used for power generation in light wind conditions.

[0044] The intermediate gear can be set to multiple gears with the same structure but different transmission ratios. The power generation clutch and the overrunning clutch can be connected in series between the driving wheel and the input shaft in any order, or in series between the driven wheel and the output shaft in any order, or in series between the driving wheel and the input shaft and the driven wheel and the output shaft in any order.

[0045] The intermediate gear transmission routes are roughly as follows: Example 1 Input shaft, intermediate gear power generation clutch, intermediate gear driving wheel, intermediate gear driven wheel, intermediate gear overrunning clutch, output shaft, output gear, differential transmits to the wheels.

[0046] Example 2 Input shaft, intermediate gear overrunning clutch, intermediate gear driving wheel, intermediate gear driven wheel, intermediate gear generator clutch, output shaft, output gear, differential transmits to the wheels.

[0047] Example 3 Input shaft, intermediate gear overrunning clutch, intermediate gear generating clutch, intermediate gear driving wheel, intermediate gear driven wheel, output shaft, output gear, differential transmits to the wheels.

[0048] Example 4 Input shaft, intermediate gear power generation clutch, intermediate gear overrunning clutch, intermediate gear driving wheel, intermediate gear driven wheel, output shaft, output gear, and differential are transmitted to the wheels.

[0049] Example 5 Input shaft, intermediate gear driving wheel, intermediate gear driven wheel, intermediate gear power generation clutch, intermediate gear overrunning clutch, output shaft, output gear, differential transmits to the wheels.

[0050] Example 6 Input shaft, intermediate gear driving wheel, intermediate gear driven wheel, intermediate gear overrunning clutch, intermediate gear generating clutch, output shaft, output gear, differential transmit to the wheels.

[0051] The function of the intermediate gear is to drive together with the low-speed gear at a certain vehicle speed. As the vehicle speed gradually increases, when the transmission ratio of the intermediate gear is less than that of the low-speed gear, the low-speed gear changes from the driving state to the overtaking state, realizing stepless speed change. The intermediate gear undertakes the transition between the low-speed gear and the high-speed gear, and plays a role in smoothing and providing more gear combinations. The overrunning clutch has the function of gear fusion and complementation, but does not have the function of engine or motor braking. If engine braking is required, a brake of the short-circuited overrunning clutch can be installed.

[0052] When the high-speed power generation clutch is connected in series on the driving wheel side, the driven wheel is fixedly connected to the output shaft, and the transmission route is: input shaft, high-speed power generation clutch, high-speed driving wheel, high-speed driven wheel, output shaft, output gear, and differential to the wheel.

[0053] When the high-speed gear generator clutch is connected in series to the driven wheel side, the driving wheel is fixedly connected to the input shaft. The transmission route is: input shaft, high-speed gear driving wheel, high-speed gear driven wheel, high-speed gear generator clutch, output shaft, output gear, and differential transmission to the wheel.

[0054] When the generator clutch is installed on the input shaft side, the motor speed can be controlled; otherwise, it can be controlled by the vehicle speed. When the overrunning clutch is installed on the low-gear driving wheel side or on the high-gear driven wheel side, the transmission torque of the gear can be increased. On the contrary, when the overrunning clutch is installed on the low-gear driven wheel side, the overrunning speed can be reduced. The specific application should select the installation position according to the needs. For example, if the gear needs to withstand a large torque, the overrunning clutch can be placed on the low-speed driving wheel side. If a larger power generation is required, the generator clutch can be placed on the input shaft side. If the transmission ratio needs to be changed according to the vehicle speed, the generator clutch can be placed on the output shaft side, and so on.

[0055] The following example 1 is selected to illustrate the implementation scheme of the brake reverse clutch of the present invention. Figure 2 As shown, when the vehicle needs braking and reverse gear, the braking reverse gear clutch 10 short-circuit the overrunning clutch 9. When the overrunning clutch is connected in series on the low-speed gear driven wheel side, the driving wheel is fixedly connected to the input shaft, and power is sequentially transmitted from the input shaft 1, the driving wheel 3, the driven wheel 4, the braking reverse gear clutch 10, the output shaft 2, the output gear 16, and the differential 17 to the wheels. At this time, the medium and high speed gears do not need to be separated.

[0056] When an overrunning clutch is connected in series on the low-speed driving wheel side, the driven wheel is fixedly connected to the output shaft, and the power is sequentially transmitted from the input shaft 1 to the brake reverse clutch 10, the driving wheel 3, the driven wheel 4, the output shaft 2, the output gear 16, and the differential 17 to the wheels. At this time, the medium and high speed gears do not need to be disengaged.

[0057] Generally speaking, the brake clutch is mainly used for kinetic energy recovery during reverse gear and ramp braking and sliding, ensuring vehicle safety while recovering energy. Of course, the engagement force of the high-speed power generation clutch in the present invention also belongs to kinetic energy recovery, which helps the vehicle's endurance.

[0058] Example 7 The present invention provides a continuously variable transmission device for regenerative power generation, wherein the gear clutch coil and the clutch magnetic pole constitute a power generation clutch, which can also be called a generator.

[0059] The gear-generating clutch coil and clutch pole positions are interchangeable, and the gear transmission ratio is adjusted by utilizing the cutting force of the generating magnetic field torque converter and the speed.

[0060] The magnetic cutting force of the torque-changing power generation clutch can also be adjusted by axially moving the coil and the magnetic pole position to adjust the size of the contact surface between the two. For example, slow and steady axial movement will make the contact surface between the two larger and the magnetic field cutting force will gradually increase.

[0061] The gear transmission ratio gradually decreases to become a stepless upshift, and vice versa to become a stepless downshift.

[0062] The gear ratio can also be adjusted to achieve stepless speed change by adjusting the current, voltage, frequency, pulse width, load and brake resistance value of the power generation clutch.

[0063] The power generation clutch is used to replace the traditional gear clutch to realize the conversion of mechanical energy into electrical energy, storage and recycling of energy, and realize automatic stepless up and downshifting and forced downshifting.

[0064] The generator type and voltage size can be configured according to the needs of the power generation transformer, such as DC power generation, AC power generation, synchronous asynchronous, torque converter, etc. The voltage can be mainly low voltage or high voltage of the vehicle body, etc.

[0065] The main purpose of the present invention is to replace the hydraulic clutch with a power generation clutch to achieve the conversion of energy-wasting mechanical energy into electrical energy, solve the problem of high temperature and low life of the clutch when it works in a semi-clutch state for a long time, and achieve the technical effect of fully integrated complementary automatic speed change torque pure gear stepless shifting. Compared with the existing technology, it further achieves the effect and purpose of energy conversion and efficient regeneration power generation.

[0066] If a magnetic or hydraulic clutch is used, automatic shifting can also be achieved, but the shifting accuracy is difficult to adjust and regenerative power generation is not possible.

[0067] The adjustment of the torque of the generating clutch is the engagement process of the clutch between 0 and 1 rather than the process of 0 or 1. It is also the change of gear transmission ratio and the stepless speed change process.

[0068] The use of a power-generating clutch further improves the flexibility and smoothness of the continuously variable transmission compared to a multi-plate friction plate type, and long-term semi-clutch operation has no friction temperature and friction loss, which is one of the indispensable conditions for achieving pure gear shifting and stepless speed regulation with high comfort.

[0069] Example 8 In the continuously variable transmission device for regenerative power generation of the present invention, the connection mode between the driving wheel and the driven wheel can be selected from gears, gear rings, gears and gear rings, chains, belts, magnetic gears, magnetic transmission, or cycloid and harmonic transmission.

[0070] Example 9 The invention discloses a continuously variable transmission device for regenerative power generation, wherein the overrunning clutch is a one-way overrunning or two-way overrunning, controllable overrunning clutch. The structure is divided into mechanical type, wedge type, multi-plate type, etc. As long as the power can be transmitted in one direction of the forward and reverse rotation and the power cannot be transmitted in the other direction, it belongs to the protection scope of the invention.

[0071] Example 10 The invention discloses a continuously variable transmission device for regenerative power generation, wherein the overrunning clutch has the function of enabling the gears to overtake, overlap, add gears to gears, drive multiple gears at the same time, have no interference between gears, integrate and complement each other, change torque without stepping, eliminate interference friction, and improve transmission efficiency. The beneficial technical effects are explained in detail below.

[0072] The overtaking means that the driving speed of the input shaft is lower than the speed of the output shaft, that is, the driving speed of the driving wheel is lower than the speed of the input shaft or the driving speed of the driven wheel is lower than the speed of the output shaft.

[0073] Gear superposition is the superposition between gears, the superposition between a single gear or multiple gears, also called adding gear on gear.

[0074] Overlap means that multiple gears work at the same time to drive the output shaft, which is also called multiple gears driving at the same time.

[0075] The power generation of the gears can be controlled separately to achieve gear superposition, or some or all gears can be controlled at the same time to achieve full gear capacity and complementary automatic continuously variable speed change and torque change. Generally speaking, the choice is based on needs.

[0076] The explanation for interference friction is: when working in high gear, the sliding friction of the low gear clutch hinders the operation of the high gear, which is called interference friction. The energy loss of interference friction is useless work, and the mechanical energy is converted into heat energy, which hinders the transmission of the gearbox and affects the transmission efficiency. It is the main reason why the gearbox oil temperature is high and a heat sink needs to be installed. It is mainly an explanation for the wet clutch.

[0077] The solution is to use a series overrunning clutch. The role of the overrunning clutch is explained by taking a gearbox gear clutch with multiple wet friction plates as an example. If the wet friction plates can achieve multiple gears without interference in the same drive gear, it proves that the generator clutch can achieve stepless speed change.

[0078] The existing technology using wet multi-plate friction plates has the problem that the clutch cannot work between 0 and 1 for a long time, which easily generates friction heat and friction loss, affecting the service life. The use of a power generation clutch can effectively solve the problem of the clutch working between 0 and 1 for a long time without high temperature and low service life, and is a practical technical solution for realizing pure gear continuously variable transmission.

[0079] When working in high gear, the sliding friction of the low gear clutch friction plate is short-circuited through the overrunning clutch, so that the sliding friction of the non-working low gear friction plate goes through the overrunning clutch, and the surface friction of the gear clutch is converted into the reverse line friction of the overrunning clutch. Because the contact point of the wedge block of the overrunning clutch is line contact sliding friction when it is in the overrunning state, this reverse sliding friction is equivalent to the operating state of the roller bearing, just like the sliding friction between the synchronizer ring and the synchronizer teeth of the manual transmission, which greatly reduces the contact area and thus plays a role in which the interference friction is very small and can be ignored.

[0080] When working in low gear, the friction of the high gear clutch is driving friction. Although driving friction will generate heat, it is useful work to drive the vehicle. Even if there is heat, the clutch steel plate and the friction plate rotate in the same direction when working in low gear, and the speed difference will not be too high. Of course, the heat generated by using a generator clutch can be smaller because the generator clutch can work in the slip zone for a long time.

[0081] In actual tests, the temperature of the gearbox is warm to the touch when driving at a speed of 100 km / h and 50 km / h and stopping, so there is no need to install a radiator. This is because when driving at high speed, all low gears are in overtaking working state and the power does not pass through the friction plate or the generator clutch, and is even lower than the temperature of the manual gear, which greatly reduces the conversion of mechanical energy into heat energy and improves the transmission efficiency of the gearbox.

[0082] In order to realize shifting without disconnecting the gear, the existing technology of converting the single drive transmission properties of repulsion between gears into the transmission properties of compatible drive between gears, and the overlap point is always in the optimal position. The solution is to connect an overrunning clutch and a power generation clutch in series between each gear, so that the gears have completely compatible transmission properties and there is no need to disconnect the gear for shifting. That is to say, when the high gear engagement transmission ratio is less than the low gear transmission ratio, the output shaft speed of the low gear is higher than the driving speed of the input shaft. The overrunning clutch automatically performs the overtaking work and the gear shift overlap point always reaches the optimal gear conversion overlap point position under the automatic control of the overrunning clutch. The power generation clutch can work in a semi-clutch state for a long time to achieve the goal of no disconnection of the gear. The technical effect of the shifting is that the motor or engine does not need to reduce or increase the driving force when shifting, and there is no need to install a clutch, torque converter, or dual clutch between the driving source and the gearbox to interrupt the driving force. There is no need for the shift valve body to control the shifting coincidence point, which simplifies the structure, reduces costs, and reduces processing technology; the compatible and complementary properties between gears can shift gears without interruption; it can achieve multi-gear same-drive gears with complete fusion and complementation, automatic stepless speed change, large transmission torque, and the shifting coincidence point is always at the best position, with fast shifting speed and good quality, which improves the shifting and driving performance. The overrunning clutch and the power generation clutch assist each other, and neither of them is indispensable, so that the existing speed change technology changes from the single-gear transmission property to the multi-gear fusion and complementary transmission property of the present invention. Of course, the use of a magnetic clutch can also achieve pure gear stepless speed change, but it cannot regenerate power.

[0083] For example, the gear power generation clutch engaged from 0 to 1 can further improve the smoothness of the continuously variable transmission; the gear power generation clutch engaged from 0 to less than or equal to 1 can make the gear clutch always work between 0 and 1, and will not produce high temperature when working in the semi-clutch state for a long time, which can make the continuously variable transmission have more gears, further improve the shifting quality and comfort, and truly realize pure gear continuously variable transmission. The above is the technical effect achieved by our technical solution obtained through many years of experimental verification, which has outstanding substantive characteristics and significant technical progress compared with the existing technology.

[0084] Embodiment 11 Below the joint Figure 1 Describe its application in new energy pure electric vehicles.

[0085] The active and passive wheels are applied in a gear transmission state. When the vehicle starts, the transmission route is: the motor drives the input shaft 1, the first gear driving wheel 3, the first gear driven wheel 4, the overrunning clutch 9, the output shaft 2, the output gear 16, the differential 17, and the differential 17 drives the wheels to rotate.

[0086] At this time, the intermediate gear power generation clutch and the high-speed gear power generation clutch rotate slowly to work with a very small driving force for magnetic cutting, and a small part of the first gear transmission force is diverted to the medium and high speed gears.

[0087] When the vehicle speed gradually increases, the speed difference between the mid- and high-speed clutch coils and the magnetic poles gradually increases, the power generation current and voltage gradually increase, the magnetic cutting torque increases, the power generation clutch resistance gradually increases, and the transmission ratio between the intermediate gear and the high-speed gear gradually decreases when the magnetic cutting force gradually increases and the output power gradually increases with the increase in speed difference and the torque. When the intermediate gear transmission ratio is less than the first gear transmission ratio, the first gear output shaft speed is higher than the input shaft driving speed, and the overtaking operation is performed through the overrunning clutch 9 without transmitting power.

[0088] At the same time, the first gear does not interfere with the operation of the middle and high gears through the overrunning clutch, which reduces the interference friction loss and improves the transmission efficiency. The low-speed gear is automatically disconnected through the overrunning clutch, so that the low-speed and medium-speed gears can be seamlessly and steplessly superimposed and shifted.

[0089] At this time, the intermediate gear and the high-speed gear drive the vehicle at the same time, and when the wheel speed increases steadily or the vehicle driving force gradually decreases with the increase in speed and load, the magnetic force of the medium and high-speed power generation clutch gradually increases, and the transmission ratio gradually decreases automatically. When the high-speed gear ratio is smaller than the intermediate gear ratio, the intermediate gear output shaft speed is higher than the input shaft speed, and the overrunning clutch 11 automatically performs the overrunning operation to disconnect the gear and not transmit torque. At the same time, the intermediate gear does not interfere with the operation of the high-speed gear. The power generation clutch can work in a semi-friction state for a long time, realizing gear fusion and complementarity, reducing interference friction loss, and improving transmission efficiency, so that the high-speed and medium-speed gears can be seamlessly superimposed and shifted to form a pure gear automatic stepless speed change and torque change.

[0090] At this time, the motor's driving speed gradually decreases as the transmission ratio gradually decreases, causing the motor torque to gradually increase. As the motor torque increases, the driving current gradually decreases, and the output power gradually decreases. The motor drives the vehicle at high speed at low speed, extending the life of the three electrics and the gearbox.

[0091] This process is when multiple gears are driven simultaneously, and the gears are fully compatible and complementary, automatically changing the transmission ratio, speed, torque and gear shifting. The maximum transmission torque is the sum of the torques of the three gears.

[0092] When the output shaft speed of the low gear is higher than the input shaft driving speed, the overrunning clutch 9 automatically disconnects the gear to overrun without transmitting power, and the first gear does not interfere with the work of the middle and high gears, thereby reducing the interference friction loss and improving the transmission efficiency. Similarly, when the output shaft speed of the intermediate gear is higher than the input shaft driving speed, the overrunning clutch 11 automatically disconnects the gear to overrun without transmitting power, and the intermediate gear does not interfere with the work of the high gear, thereby reducing the interference friction loss and improving the transmission efficiency. The power generation clutch can always work in a semi-clutch state to achieve gear fusion and complementarity.

[0093] When driving uphill in the third gear or overtaking with the accelerator pressed hard, the speed of the drive motor increases rapidly. As the load suddenly increases, the speed difference of the high-speed gear power generation clutch automatically increases rapidly. When the output power is constant, the torque decreases and the transmission ratio also automatically increases rapidly, and the gear is quickly reduced. When it is reduced to the intermediate gear ratio, the intermediate gear and the high-speed gear drive the vehicle at the same time. As the load further increases, the transmission ratio also automatically increases gradually. When the transmission ratio increases to the first gear ratio, the first gear has no clutch and is mechanically transmitted. The maximum transmission ratio is fixed and cannot be larger, and forced downshifting is automatically achieved to provide sufficient transmission torque for the vehicle. At this time, the low, medium and high gears drive the vehicle at the same time, which is a multi-gear co-drive state. Although there are only three gears, the gears are completely integrated and complementary to form countless changing gears. More gears with different transmission ratios are automatically formed according to the motor speed and vehicle speed, forming a stepless speed change. The maximum transmission torque is the sum of the transmission torques of the low, medium and high gears, which greatly enhances the transmission torque of the vehicle and is beneficial to the high torque transmission work of off-road vehicles in climbing and muddy scenes. If a centrifugal clutch or a mechanical clutch is used, forced downshifting cannot be automatically achieved.

[0094] This implementation case achieves pure gear stepless speed and torque conversion and simultaneous regeneration of power under multiple gears by adjusting the output power and power generation of the power generation clutch of multiple gears and the vehicle speed and load. Of course, the gear switching automatically controls the torque of the power generation clutch according to the vehicle speed and load to achieve automatic change of the gearbox transmission ratio. The transmission ratio always changes automatically according to the load and vehicle speed. Multi-gear driving simultaneously automatically achieves energy-saving speed and torque regulation to reduce the output power of the motor, and converts the mechanical energy of the clutch engagement into electrical energy while reducing the motor output power, so as to achieve the closed-loop control purpose of automatically forming a balance between the motor speed, torque output power and vehicle speed for regeneration of power.

[0095] In practical applications, in order to obtain greater driving force for each gear, or the generator is always in the generating state, the transmission ratio can be made small enough, such as the high-speed gear ratio is 0.2, 0.5, etc. The generating clutch is always in the semi-clutch driving generating state for a long time, and the generating clutch speed or torque is adjusted or the current, voltage, frequency, pulse width, load output power and braking resistance value, the axial moving contact surface between the clutch coil and the magnetic pole are converted into the power generation torque and output power generated by the magnetic cutting magnetic resistance, and constant power or constant torque control is used to adjust the correct gear transmission ratio.

[0096] The present invention provides a continuously variable transmission device for regenerative power generation. The problem to be solved in a vehicle is to make the gears have fusion and complementary properties through an overrunning clutch, and to combine with power generation clutches of multiple gears to achieve stepless automatic speed change and torque regeneration power generation under gear-to-gear shifting or multi-gear simultaneous driving according to the load power generation amount and the motor speed and vehicle speed.

[0097] The motor of a high-speed vehicle is made to work at a low speed, high torque and low power output state, reducing the high-speed loss of the motor, increasing the life of the three electrics and the gearbox, and improving the high-speed endurance rate of the vehicle. At the same time, regenerative electricity is obtained.

[0098] When driving on a slope or in road conditions where braking recovery is required, this can be achieved through the high-speed gear and / or low-speed braking gear, because these two gears can work without an overrunning clutch, the low-speed braking is a mechanical transmission, and the high-speed gear braking is a power generation resistance braking transmission to achieve the braking function.

[0099] The above is a technical solution for realizing stepless speed shifting and regenerative power generation through the mutual automatic coordination of the power generation clutch and the overrunning clutch. The power generation clutch can automatically realize the adaptive shifting of the motor speed when it is on the input shaft, and automatically realize the adaptive shifting of the torque according to the vehicle speed when it is on the output shaft. The motor can automatically realize the adaptive shifting of the power torque speed under different transmission ratios. When the gear transmission ratio is detected to be biased, the transmission ratio can be corrected by adjusting the current voltage frequency pulse width load output power and the braking resistance value of the power generation clutch, the axial moving contact surface size of the clutch coil and the magnetic pole, and the output power. Of course, the power generation clutch of each gear can also use the generator braking mode to realize the step-by-step speed shifting. For example, different braking methods such as regenerative braking, dynamic braking, reverse braking, energy consumption braking, eddy current braking, etc. can be used according to needs to realize the gear transmission ratio change and adjustment correction. The order of gear change is that the speed difference of the power generation clutch with a large transmission ratio gradually decreases to zero until the clutch interrupts the drive when overtaking, and the high-gear power generation clutch with a small transmission ratio continues to be driven by the generator electromagnetic resistance.

[0100] The above is the technical effect achieved by the technical solution we obtained through many years of experimental verification, which has outstanding substantive characteristics and significant technical progress compared with the existing technology. Without the cooperation of the overrunning clutch and the power generation clutch, the clutch cannot work in the semi-clutch state for a long time, and it cannot complete the stepless speed change torque under multi-gear simultaneous drive, and it cannot simplify the shifting steps, simplify the structure, improve the shifting performance, improve the transmission efficiency and torque, and it cannot regenerate power and change the transmission ratio at the same time. These are all technical effects achieved by the specific implementation plan of the overrunning clutch and the power generation clutch. This solution has not been disclosed or implied in the existing technology, and this effect cannot be achieved by the existing technology. Compared with the existing technology, the cost is reduced by at least 40% (no hydraulic control unit, no torque converter dual clutch, no shift valve body with control overlap point control). The performance is improved by at least 40% (it can increase gears and drive multiple gears at the same time, and the shifting quality and speed, transmission torque and efficiency are greatly improved; zero-interruption shifting can be achieved; and stepless speed change with multi-gear fusion can be achieved), reducing costs and increasing efficiency. This significant technological progress reflects the creativity of the present invention, and this technical means is not easily conceivable by those skilled in the art.

[0101] Of course, when the input shaft is braked and does not rotate, the generating clutches in each gear can be converted into drive motors to jointly drive the output shaft to make the vehicle move. This can be applied to different scenarios of heavy-load driving as needed to achieve the purpose of diversified gear shifting methods, with high transmission efficiency and high torque, because all gear generating clutches are driven in parallel without interference between gears.

[0102] In our actual test, the process of how the drive motor and the multi-speed transmission save power is as follows. According to the formula P=M×V, the motor output power P is equal to the motor torque M multiplied by the motor speed V.

[0103] When the wheel torque P1 (gearbox output shaft torque) is constant, the electric motor shifts from low gear to intermediate gear. At this time, the motor drive speed V decreases after passing through the gearbox, and the motor torque M increases (M increases as the speed V decreases, according to the P=M×V formula where P is constant). At this time, the torque N of the motor-driven gearbox increases (torque N increases as the motor torque M increases). At this time, the gearbox output shaft torque does not change, and the increased torque M+ of the motor and the increased torque N+ of the drive gearbox input shaft basically offset each other. That is to say, the total M output by the motor through the gearbox when shifting from low gear to intermediate gear remains basically unchanged, because the wheelbase of the gears is the same and the total torque of different gears is the same.

[0104] According to the formula P=M×V, as the motor M keeps constant speed V, the motor output power P decreases as the motor speed V decreases.

[0105] The same is true for the shift from the middle gear to the high gear. That is to say, the motor drives the input shaft to reduce its speed by increasing the gear position, and the torque increases, which in turn increases the torque of the driving input shaft. The increased torque and the torque of the driving input shaft cancel each other out and remain unchanged. When the output shaft power remains unchanged, the motor speed is reduced by the same amount, so that the motor of the high-speed vehicle works in a low-speed, high-torque, and low-power output state. Reducing the high-speed loss of the motor increases the life of the three electrics and the gearbox, improves the high-speed endurance rate of the vehicle, and fully utilizes the advantages of the motor's low speed and high torque to drive the wheels to achieve the purpose of saving electricity.

[0106] The transmission principle is the same, and the transmission adopts a multi-plate wet clutch. The transmission ratios of the first, second and third gears are 2.18, 1.32 and 0.88, including the differential transmission ratios of 7.3, 4.4 and 3.9 respectively. When the vehicle is loaded and tested at a constant speed of 80 kilometers, the first gear is reduced from 30 kW to 20 kW when the first gear is shifted to the second gear, and the second gear is reduced from 20 kW to 15 kW when the second gear is shifted to the third gear. Under the same vehicle speed, the motor output power increases back to 20 kW when the third gear returns to the second gear, and the motor output power increases when the second gear is reduced to the first gear. As high as 30 kilowatts, the power of the vehicle is also reduced from 15.7 kilowatts to 10.4 kilowatts when the first gear is upgraded to the second gear during uniform acceleration. It continues to accelerate and when the driving power rises to 11.8 kilowatts, it is upgraded to the third gear, and the driving power drops from 11.8 kilowatts to 8.6 kilowatts. That is to say, the increase and decrease ratio of the motor driving power is close to the gear ratio of the gearbox. The conclusion is: no matter how high or low the speed, the load, or the wind resistance is, the power consumption is different as long as the gear is different, and the power consumption of the highest and lowest gears is nearly doubled. If the existing speed change technology is used for measurement, such a technical effect cannot be achieved, because it is impossible to increase the gear, and the power interruption shifting is required, and the gear shifting needs to be disconnected. The structure is complex and the transmission efficiency is low, which is not suitable for the application of new energy vehicles.

[0107] At the same time, the energy lost in changing the transmission ratio is converted into power generation to obtain regenerative electricity for vehicle use. These are also the technical effects we have summarized after many experiments. Through visiting many well-known domestic automobile R&D and production manufacturers in this technical field, technicians believe that adding multi-speed gearboxes to electric vehicles will not save electricity but will waste electricity. The high power consumption at high speed is a problem of wind resistance. However, through practice, we have concluded that the reasons for saving electricity and the technical effects achieved are different from those of technicians.

[0108] In practical applications, the gearbox can be designed with different gears according to the vehicle application requirements, scope, and scenarios, such as Figure 3 The intermediate gear shown can be designed into multiple gears with the same structure and the same or different transmission ratios, with the addition of 19 intermediate gear driving gear, 20 intermediate gear driven gear, 21 intermediate gear overrunning clutch, 22 intermediate gear clutch coil, 23 intermediate gear clutch pole, and the gear transmission ratio is more subdivided. The power generation clutch is placed outside the gearbox to increase the diameter and can output greater power to easily control the transmission ratio. The intermediate gear can also be cancelled as needed (such as Figure 4 ) A two-speed gearbox is used, which is suitable for small electric and hybrid vehicles. Of course, different types of clutches can be selected according to needs, such as the first and second gear clutches are designed as mechanical clutches and permanent magnet clutches, and the third and fourth gears are designed as power generation clutches. The power generation clutch coil can output electricity through the main shaft copper ring and carbon brush. Multiple power generation clutch coils can be connected in series or in parallel to output power generation and control the transmission ratio as needed.

[0109] Of course, the reverse gear can be realized by an electric motor. In pure oil vehicles or machine tools, a planetary gear row (like CVT) can be added to the rear end of the transmission or the manual speed reverse gear principle can be used to realize starting and switching between forward and reverse gears. I will not go into details here.

[0110] Example 12 In hybrid vehicles, the engine can drive a separate generator, which provides power to the battery and drive motor, for extended-range hybrids; Figure 6 The engine can directly drive a regenerative power continuously variable transmission device, and the motor drives the output shaft through a separate gear. Of course, the engine can also drive the intermediate gear driving wheels 5 and 19 through the power generation clutch. The shifting principle changes the transmission ratio through the control methods such as the speed output power of the power generation clutch, such as Figure 7As shown, the low-speed gear and high-speed gear are removed so that the engine operation is not affected by the low-speed gear when the vehicle is parked. The high-speed gear is removed so that the engine and the motor do not affect each other, that is, the motor and the engine are decoupled through the gear overrunning clutch to improve the vehicle's sliding comfort and driving efficiency; the low-speed gear driving wheel 19 is driven by the motor, so that the output shaft 2 is driven by the driven wheel 20 to realize the vehicle's forward and reverse start. Because the intermediate gear has overrunning clutches 7 and 21, it can be combined with power generation clutches 8 and 9, 22 and 23, so that when the motor is driven, it does not interfere with the engine, and even if the engine stops, it will not interfere with each other. When the motor is driven, only the output shaft rotates, and the input shaft and the intermediate gear main and driven gears do not rotate, thereby improving the transmission efficiency. After the engine is started, it can realize driving the vehicle together with the motor, and the intermediate gear transmission ratio can be made smaller. The engine generates electricity while changing the transmission ratio during driving to provide electrical energy for the drive motor, achieving multiple goals at one stroke. When the vehicle is parked in P gear, the engine is started, which is the charging and generating state. When the forward gear is engaged, the vehicle can be driven together with the electric motor. The electric motor and the engine can generate electricity during driving and achieve the technical effect of stepless speed change and torque conversion during power generation. Of course, the engine can also drive the intermediate gear and the high-speed gear. Although it can be decoupled by the power generation clutch, the main and passive gears of the high-speed gear will rotate when the generator is driven, and the efficiency is not as high as the intermediate gear. The biggest advantage of this gearbox is that it combines the advantages of Honda and Toyota hybrid. It has the advantages of Toyota gearbox power diversion and the series-parallel drive advantages of Honda gearbox. For example, Toyota hybrid realizes power diversion between the engine and the generator through a planetary gear. While the engine drives the generator at the highest efficiency, a part of the electricity is used to drive the vehicle, and the excess electricity is used to charge the battery. However, the engine and the drive motor are connected by the planetary gear and cannot be decoupled, which affects the low-speed acceleration performance of the vehicle and is not as fast as Honda. The present invention The gearbox can drive the generator with the engine, and the generator drives the vehicle to run. Part of the electricity from the generator is used to charge the vehicle and part of it is used to charge the battery. The advantage is that the power at low speed is also strong, but Honda's engine cannot drive the vehicle at high speed, which makes the high-speed performance of the vehicle poor. The present invention has strong power regardless of whether it uses a motor at low speed or medium speed, or uses an engine and a motor to drive at high speed. Although the BYD DMI hybrid, which is currently the best in China, can drive the vehicle with the engine through the clutch, there are fluctuations and setbacks when the clutch is decoupled and converted, which affects driving comfort. The gearbox engine and the motor of the present invention are decoupled through an overrunning clutch. The vehicle can only be automatically driven when the engine drive speed is higher than the motor drive speed. If it is lower than the motor drive output shaft speed, it is automatically decoupled through the overrunning clutch. The handover is smooth without fluctuations and setbacks, and the motor can be converted into a generator when it is not working, and driven by the engine through the output shaft to generate electricity.Of course, the positions of the engine and the generator can be interchanged, that is, the motor drives a gear-type continuously variable transmission device for regenerative power generation, the engine drives the output shaft through a separate gear, the motor can also drive the intermediate gear, the low-speed gear and the high-speed gear can be cancelled, and the engine can also achieve the same technical effect by decoupling the power generation clutch, which will not be described here. The above is a comparison of the present invention with the existing hybrid technology, which combines the advantages of Toyota, Honda and BYD, and has outstanding and significant technical progress.

[0111] In the prior art, in automatic, stepless, dual clutch, AMT, parallel shaft and other gearboxes, the gears are mutually exclusive and cannot be mixed. If they are mixed instantaneously, there will be impact. If they are mixed briefly, the gearbox will be locked and will not rotate. The vehicle will brake suddenly or even the drive shaft will be twisted off. As a result, the gear must be disconnected for shifting. Disconnecting the gear for shifting requires the engine or motor to be unloaded. The power interruption is achieved through a clutch, dual clutch and torque converter. The clutch will lose energy when it is working. Long-term semi-clutching will cause high-temperature burning of the plates. A series of shifting steps such as the control valve body controlling and adjusting the overlap point between the working gear and the required gear are required. The present invention solves the problems existing in the prior art mentioned above. The combination of the power generation clutch and the overrunning clutch between the gears makes it unnecessary to install a clutch, torque converter and dual clutch between the motor and the gearbox to complete the power interruption. The gear can be directly shifted and multiple gears can be driven at the same time. The power generation clutch has a low working temperature when it is semi-clutched for a long time, does not lose energy and can also regenerate electricity. Even if the fuel vehicle starts with multiple gear clutches, it does not need a clutch, torque converter or dual clutch to start.

[0112] The gearbox of the present invention solves the technical problems existing in the prior art mentioned above. Compared with the prior art, the control, shifting process, steps, structure, and performance (shifting speed and quality, transmission torque and efficiency) have obvious technical and performance improvements.

[0113] Example 13 Below the joint Figure 5 Describe the application in wind power generation. Currently, most wind power uses variable pitch to adjust the speed of the wind blades. The problem is that variable pitch requires energy consumption, and the blades change constantly with the wind speed, which is always wasting energy. Secondly, the structure is complex and the maintenance cost is high.

[0114] The gearbox of the present invention does not need the above process, and can realize that the change of wind speed is the change of transmission ratio, the change of transmission ratio is the change of power generation, and the change of power generation is the change of regenerative power generation, which completely forms a closed-loop regulation (speed and torque adjustment regenerative power generation) in energy-saving speed regulation power generation, and the working process is the same as that of new energy vehicles. It plays a role in improving efficiency, energy saving and environmental protection.

[0115] Of course, it can also work with variable pitch to improve power generation efficiency. Through the coordinated control of variable pitch and variable speed, the wind turbine can maintain efficient operation at different wind speeds and improve power generation efficiency. This coordinated control not only improves the efficiency of wind energy utilization, but also optimizes power output and ensures stable operation of the unit at rated power.

[0116] The combination of the variable pitch system and the multi-speed transmission enables the wind turbine to better protect its own safety under extreme weather conditions. This comprehensive control strategy improves the reliability and service life of the wind turbine, reduces maintenance requirements and peak machine time; reduces operation and maintenance costs. Since the coordinated control of the variable pitch system and the multi-speed transmission can reduce mechanical stress and failure rate, the operation and maintenance costs of the wind turbine can be reduced. This technical advantage helps to improve the economic benefits of wind power plants. Through variable pitch torque and multi-speed transmission torque wind turbines can achieve efficient, safe and stable operation at different wind speeds, improve power generation efficiency, reduce operation and maintenance costs, extend equipment life, large torque, good shifting quality and zero interruption.

[0117] Embodiment 14 like Figure 8 The figure shows the application of a continuously variable transmission device for regenerative power generation provided by the present invention in a cycloid and harmonic reducer. The cycloid reducer relies on the rolling meshing of the cycloid wheel to achieve deceleration, while the harmonic reducer relies on the elastic deformation of the flexible wheel and the meshing of the steel wheel to achieve deceleration. Both rely on meshing deceleration and have the same transmission line principle. Only one figure is used to illustrate the principle of the two. The current cycloid and harmonic reducers have only a fixed transmission ratio and one gear. They can only change the drive speed to control the output speed, but cannot change the torque to control the output speed. The present invention uses three gears with different transmission ratios to achieve torque changes. The structural principle is the same as the above-mentioned continuously variable transmission device for regenerative power generation (Example 11) in the pure electric vehicle shifting principle and component numbers. The rolling meshing of the cycloid wheel in the cycloid reducer and the flexible wheel and steel wheel in the harmonic reducer are equivalent to Figure 8 There are three gears: low-speed main and driven gears 3 and 4; medium-speed main and driven gears 5 and 6; high-speed main and driven gears 7 and 8. I will not repeat them here. When a large load requires a large torque, the first gear is automatically used, the second gear is used when the load is heavy, and the third gear is automatically used when there is no load. The driving torque can be automatically adjusted according to the load size by power generation or permanent magnet clutch to improve efficiency.

[0118] In summary, the overall structure of the continuously variable transmission device for regenerative power generation provided by the invention is actually the existing MT manual transmission ( Fig. 9 )、AT transmission( Fig.10) is combined with a power generation clutch, which is derived from the parallel transmission structure of all gears of the manual transmission. The gear clutch combination does not consume energy, and can also use the clutch engagement force to regenerate electricity; it is derived from the transmission route of the manual transmission, and the one-way clutch of the AT transmission is connected in series between the gears, and the synchronizer is replaced by a power generation clutch. The technical effects obtained are: the transmission efficiency is greater than or equal to the manual transmission with the highest transmission efficiency, because there is an overrunning clutch to slide without back-up, the braking is adjustable, the reverse rotation of the overrunning clutch and the sliding friction of the manual synchronizer gear ring are similar, and the heat is small; the transmission torque is greater than the AT transmission with the largest transmission torque, because it has the technical advantage of multi-gear simultaneous drive, and the maximum transmission torque is the sum of the transmission torque of all gears; the shifting speed is greater than the DCT dual clutch transmission with the fastest shifting speed, because it has the technical advantage of zero-interruption shifting when adding gears, and more gears are formed in the multi-gear simultaneous drive continuously variable transmission. The shifting quality is higher than the single-gear CVT continuously variable transmission with the best shifting quality, because it has the technical advantage of multi-gear simultaneous drive continuously variable shifting, combines the advantages of three speed change technologies, and also has the technical advantage of regenerative power generation, realizing adaptive shifting of torque, speed and power. Of course, although the AT gearbox has a one-way clutch in the first, second and third gears, Fig.10 F1, F2 and F3 in the gearbox, but the superposition and overlapping drive of the gears cannot be achieved, because the gear transmission route of the AT gearbox is a series-parallel structure. When all the actuators are working, the gearbox will be connected to the housing through the brake clutch B1, B2, B3 and the housing will be locked and will not rotate ( Fig.10 ), and although the MT gearbox gear is a parallel structure, it is impossible to achieve gear fusion and complementarity without an overrunning clutch. Therefore, the combination of the MT parallel gear, the overrunning clutch in the AT and the power generation clutch is a necessary condition for achieving gear fusion and complementarity, overlapping, superimposed drive shifting, and pure gear automatic continuously variable speed change and torque conversion. The present invention is a regenerative power generation continuously variable transmission device that has outstanding beneficial effects and significant improvements in transmission torque and efficiency, shifting speed and quality compared to existing AT, dual-clutch DCT and single-speed continuously variable CVT technologies.

[0119] In summary, the continuously variable transmission device for regenerative power generation provided by the present invention can be applied to the technical field of mechanical transmission speed change and torque change transmission such as pure electric and hybrid driven automobiles, ships, military, engineering machinery, wind power generation, aerospace, industry and agriculture, and in particular, it relates to a continuously variable transmission device for regenerative power generation. Compared with the prior art, the main function and beneficial effect of the transmission of the present invention is to reduce the motor drive speed, so that the motor works under the state of low speed and high torque, reduce the motor drive current, and reduce the motor drive power to achieve the purpose of high-speed endurance and power saving. Extend the service life of the three electrics, and at the same time, the gear shifting is simple and can be increased by gear; it can drive the gear shifting with any combination of gears; it can shift gears during load driving; it can shift gears without power interruption. There is no need for clutch or dual clutch between the power source and the input shaft, no need for shift control valve body or hydraulic control unit, and the structure is simple; the control is simple; the shifting is simple; the gears are automatically shifted according to the vehicle speed and load, the shift overlap point is always at the best position, the shifting quality is good and the speed is fast; the clutch in the high gear has no interference friction, the clutch has low heat in the semi-clutch state for a long time, the oil temperature is low and the transmission efficiency is high, and no heat dissipation device is required; there is no reverse drag when the accelerator is lifted, the car drives lightly and smoothly, the driving comfort is improved, the braking recovery rate is improved, and the cruising range is extended; the superposition and arbitrary engagement of two or more gear clutches will not cause the transmission to lock and not rotate, which improves safety; the manufacturing cost is low, the processing difficulty is low, and the pure gear stepless speed change torque is realized under the same drive of multiple gears, and the mechanical energy of the clutch engagement is converted into electric energy for regeneration, so as to achieve the closed-loop control purpose of automatically completing the motor speed torque output power and vehicle speed balance regeneration power generation. In hybrid vehicles, it also has the advantage of the engine not interfering with the motor drive, and has important application value and economic value in practical applications.

[0120] The present invention is not limited to the above-mentioned specific implementation modes. Various changes made by technicians in the relevant technical field based on the above-mentioned conception without creative work are all within the protection scope of the present invention.

Claims

1. A continuously variable transmission device for regenerative power generation, comprising a power input shaft 1 and an output shaft 2, wherein the input shaft 1 and the output shaft 2 are provided with a plurality of active and passive wheels to form gears with different transmission ratios, wherein an overrunning clutch 9 is connected in series between a low-gear driving wheel 3, a passive wheel 4 and the input shaft 1 or the output shaft 2, and a brake 10 is provided to short-circuit the overrunning clutch 9, wherein an overrunning clutch 11 and an intermediate-gear power generation clutch are connected in series between an intermediate-gear driving wheel 5, a passive wheel 6 and the input shaft 1 or the output shaft 2; wherein a high-gear driving wheel 7, a passive wheel 8 and the input shaft 1 or the output shaft 2 are connected in series with a high-gear power generation clutch.

2. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: The intermediate gear power generation clutch is composed of an intermediate gear clutch coil 12 and an intermediate gear clutch pole 13; the high-speed gear power generation clutch is composed of a high-speed gear clutch pole 14 and a high-speed gear clutch coil 15. The positions of the gear clutch coil and the clutch pole can be interchanged, and permanent magnet or hydraulic power can also be used to transmit power. The power generation clutch can be placed on both sides of the active and passive wheels or on the outside of the shell to obtain a larger diameter power generation clutch, improve the power generation torque, and shorten the length of the gearbox.

3. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: When the overrunning clutch is connected in series to the driving wheel side of the low-speed gear, the driven wheel is fixedly connected to the output shaft; when the overrunning clutch is connected in series to the driven wheel side of the low-speed gear, the driving wheel is fixedly connected to the input shaft. The brake of the low-speed gear overrunning clutch is used for reverse gear and ramp braking and kinetic energy recovery for sliding.

4. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: The intermediate gear can be set with multiple gears with the same structure but different transmission ratios. The power generation clutch and the overrunning clutch can be connected in series between the driving wheel and the input shaft in any order or in series between the driven wheel and the output shaft in any order, or in series between the driving wheel input shaft and the driven wheel and the output shaft in any order.

5. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: When the high-speed power generation clutch is connected in series to the driving wheel side, the driven wheel is fixedly connected to the output shaft; when the high-speed power generation clutch is connected in series to the driven wheel side, the driving wheel is fixedly connected to the input shaft.

6. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: The gear ratio can be adjusted by adjusting the speed or torque of the power generation clutch or by adjusting the current, voltage, frequency, pulse width, load, brake resistance, and the size of the axial moving contact surface between the clutch coil and the magnetic pole, which is converted into the size of the power generation torque generated by the magnetic force cutting the magnetic resistance. The power generation clutch is used to replace the traditional gear clutch to realize the mechanical energy conversion, electrical energy storage, energy recovery and reuse, and realize automatic stepless speed change and forced downshift. Or the step-by-step speed change can be realized by generator braking or parallel driving with the traditional clutch.

7. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: The driving wheel and the driven wheel are driven by gears, gear rings, gears and gear rings, chains, belts, magnetic gears, magnetic transmission, or cycloid and harmonic transmission.

8. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: The overrunning clutch is a one-way overrunning or two-way overrunning, controllable overrunning clutch, and its function is to enable the gears to achieve overrunning, superposition, overlap, gear-up, multi-gear simultaneous driving, no interference between gears, fusion and complementarity, stepless torque change and speed change, and improve transmission efficiency and regenerate power generation.

9. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: When the vehicle speed gradually increases, the power generation resistance of the power generation clutch gradually increases, and the transmission ratio of the high gear and the intermediate gear gradually decreases when the power generation clutch resistance increases. When the transmission ratio is smaller than the low gear ratio, the output shaft speed of the low gear is higher than the input shaft driving speed for overtaking operation. When the transmission ratio is smaller than the intermediate gear ratio, the output shaft speed of the intermediate gear is higher than the input shaft driving speed, and the intermediate gear is separated for overtaking operation. As the vehicle speed increases, the power generation resistance continues to increase and the high gear transmission ratio continues to decrease, realizing stepless upshifting. Conversely, as the load increases or the vehicle speed gradually decreases, the transmission ratio gradually increases, realizing uniform downshifting, and realizing pure gear multi-gear same-drive stepless speed change.

10. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: When the vehicle speed (wind turbine blade speed) gradually increases, the speed difference between the generator clutch coil and the magnetic pole gradually increases, the generator current and voltage gradually increase, the magnetic cutting torque increases, the magnetic resistance of the generator clutch gradually increases, the gear transmission ratio gradually decreases, the motor drive speed gradually decreases, the motor torque gradually increases, the motor drive current gradually decreases, and the output power gradually decreases, thereby achieving the effect of saving electricity.

11. A continuously variable transmission device for regenerative power generation as claimed in claim 1, characterized in that: When the input shaft is braked and does not rotate, the power generation clutches in each gear can be converted into drive motors to jointly drive the output shaft to make the vehicle move.

12. A continuously variable hybrid transmission device for regenerative power generation, characterized in that: The engine drives a continuously variable transmission device for regenerative power generation, and the motor drives the output shaft through a separate gear. Or the engine only drives the middle gear, and the low speed gear and high speed gear can be cancelled. The engine and motor can be driven interchangeably.

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