An electronically controlled continuously variable transmission system and a tractor

Abstract

This utility model discloses an electronically controlled continuously variable transmission (CVT) system and a tractor, including an electronically controlled CVT hybrid housing. A first differential gear train and a second differential gear train are installed inside the hybrid housing. The side of the first differential gear train away from the second differential gear train is connected to a first motor, and the side of the second differential gear train away from the first differential gear train is connected to a second motor. The first motor, the first differential gear train, the second differential gear train, and the second motor are sequentially mounted on an input shaft. One end of the input shaft is connected to the engine output, and the other end passes through a high-low gearbox. This utility model achieves power splitting and merging through a double-row differential gear train, enabling the engine to operate stably within its high-efficiency range, significantly improving fuel economy, and solving problems such as shift shock, limited gear range, and inconvenient direction switching.

Description

Technical Field

[0001] This utility model relates to an electronically controlled continuously variable transmission system and a tractor. Specifically, it relates to an electronically controlled continuously variable transmission system and a tractor that achieves power splitting and merging through a double-row differential wheel system, belonging to the field of agricultural machinery technology. Background Technology

[0002] In traditional mechanical transmission systems (such as gearboxes), the engine's output speed is directly coupled to the wheel speed, preventing the engine from always operating within its optimal fuel efficiency range. For example, at low or high speeds, the engine may operate inefficiently, resulting in fuel waste.

[0003] Traditional transmission systems suffer from power interruptions or jerks during gear shifts, resulting in poor driving smoothness and affecting the driving experience. For agricultural machinery such as tractors, this impact can also affect operational accuracy and stability. Furthermore, their narrow gear range and the fact that switching between forward and reverse directions usually requires additional mechanical mechanisms lead to complex structures and slow response times. Tractors frequently need to switch directions during operation, resulting in low work efficiency.

[0004] In conclusion, the existing technology obviously has inconveniences and defects in practical use, so it is necessary to improve it. Utility Model Content

[0005] This utility model addresses the shortcomings of the prior art by providing an electronically controlled continuously variable transmission system and a tractor. Through a double-row differential gear train, it achieves power splitting and merging, enabling the engine to operate stably in the high-efficiency range, significantly improving fuel economy, and also solving problems such as shift shock, limited speed range, and inconvenient direction switching.

[0006] To solve the above technical problems, the present invention adopts the following technical solution: An electronically controlled continuously variable transmission (CVT) includes an electronically controlled CVT housing. A first differential gear train and a second differential gear train are installed inside the housing. The side of the first differential gear train away from the second differential gear train is connected to a first motor, and the side of the second differential gear train away from the first differential gear train is connected to a second motor. The first motor, the first differential gear train, the second differential gear train, and the second motor are sequentially mounted on an input shaft. One end of the input shaft is connected to the engine output, and the other end of the input shaft passes through a high-low gearbox.

[0007] Furthermore, the first differential gear train consists of a first sun gear, a first planetary gear set, a first ring gear, and a first planet carrier.

[0008] Furthermore, the first planetary carrier is fixed to the input shaft.

[0009] Furthermore, the side of the first sun gear is connected to the first motor.

[0010] Furthermore, the first gear ring is connected to the second sun gear of the second differential gear train.

[0011] Furthermore, the second differential gear train consists of a second sun gear, a second planetary gear set, a second ring gear, and a second planetary carrier.

[0012] Furthermore, the second gear ring is connected to the second motor.

[0013] Furthermore, the second planetary carrier is connected to the high- and low-speed gearbox.

[0014] Furthermore, both the first motor and the second motor are connected to a motor controller, which in turn is connected to a power battery.

[0015] A tractor comprising the aforementioned electronically controlled continuously variable transmission system.

[0016] Compared with the prior art, the present invention, by adopting the above technical solution, has the following advantages: Power is split and combined through two differential gear trains and two motors. The engine power is divided into mechanical and electrical paths. The electrical path allows the engine speed to be independent of the wheel speed through motor control, so that the engine can operate stably in the high-efficiency range, thereby significantly improving fuel economy.

[0017] By adjusting the speed and direction of the second motor, stepless adjustment of the output speed is achieved during the merging phase. The shifting process requires no mechanical clutch or gear engagement, resulting in smooth and continuous shifting without any jolts, thus improving driving comfort and the overall driving experience.

[0018] By controlling the speed and direction of the second motor, stepless speed regulation of the output shaft and electronic switching between forward and reverse directions can be directly achieved. This eliminates the need for a mechanical reverse gear, simplifying the structure and improving operational flexibility and response speed, making it particularly suitable for the frequent direction-changing needs of tractors operating in the field.

[0019] The present invention will now be described in detail with reference to the accompanying drawings and embodiments. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of this utility model.

[0021] In the diagram, 1-first differential gear train, 11-first sun gear, 12-first planetary gear set, 13-first ring gear, 14-first planetary carrier; 2-second differential gear train, 21-second sun gear, 22-second planetary gear set, 23-second ring gear, 24-second planetary carrier; 3-first motor, 4-second motor, 5-input shaft, 6-engine, 7-high and low gearbox, 8-motor controller, 9-power battery. Detailed Implementation

[0022] To provide a clearer understanding of the technical features, objectives, and effects of this utility model, the specific embodiments of this utility model are now described with reference to the accompanying drawings.

[0023] like Figure 1 As shown, this utility model provides an electronically controlled continuously variable transmission system, including an electronically controlled continuously variable hybrid housing. A first differential gear train 1 and a second differential gear train 2 are installed inside the hybrid housing. The side of the first differential gear train 1 away from the second differential gear train 2 is connected to a first motor 3, and the side of the second differential gear train 2 away from the first differential gear train 1 is connected to a second motor 4.

[0024] The first motor 3, the first differential gear train 1, the second differential gear train 2, and the second motor 4 are sequentially mounted on the input shaft 5. One end of the input shaft 5 is connected to the output end of the engine 6, and the other end of the input shaft 5 passes through the high and low gear transmission 7.

[0025] The first differential gear train 1 distributes the power of the engine 6 initially, and is specifically composed of the first sun gear 11, the first planetary gear set 12, the first ring gear 13, and the first planet carrier 14.

[0026] The first planetary carrier 14 is fixed to the input shaft 5 and rotates synchronously with the input shaft 5.

[0027] The side of the first sun gear 11 is connected to the first motor 3.

[0028] The first gear ring 13 serves as a mechanical output and is connected to the second sun gear 21 of the second differential gear train 2.

[0029] The second differential gear train 2 recombines the power of the mechanical path and the electrical path and realizes stepless adjustment of the final output speed. Specifically, it consists of the second sun gear 21, the second planetary gear set 22, the second ring gear 23, and the second planetary carrier 24.

[0030] The second gear ring 23 is connected to the second motor 4.

[0031] The second planetary carrier 24 is connected to the high-low gearbox 7. The second planetary carrier 24 serves as the final output, connecting to the high-low gearbox 7 and then driving the wheels.

[0032] The first motor 3 and the second motor 4 are both connected to the motor controller 8, and the motor controller 8 is connected to the power battery 9.

[0033] This utility model also discloses a tractor, including the aforementioned electronically controlled continuously variable transmission system.

[0034] The specific working principle of this utility model is as follows: To better understand, the working process of this utility model is divided into two stages: the diversion stage and the merging stage.

[0035] Flow splitting stage (in the first differential gear train): The engine's power is input into the first differential gear train via the fixed first planetary carrier and then split. Part of the power is directly output mechanically through the first ring gear and transmitted to the second sun gear of the second differential gear train (mechanical path); the other part of the power is transmitted to the first motor through the first sun gear. The first motor then acts as a generator, converting this mechanical energy into electrical energy (electrical path). The optimal mechanical transmission output is achieved by adjusting the split ratio.

[0036] Merging phase (in the second differential gear train): Mechanical power from the first ring gear is input to the second sun gear (mechanical path input); electrical energy generated by the first motor is transmitted to the second motor via the controller. The second motor, acting as an electric motor, converts electrical energy into mechanical energy to drive the second ring gear (electrical path input); the second differential gear train combines the power from the second sun gear and the second ring gear, and outputs the final power to the high / low gearbox and wheels through the second planetary carrier. By controlling the speed and direction of the second motor, the speed and direction of the second planetary carrier (final output) can be continuously changed.

[0037] During the merging phase, stepless speed change and forward / backward switching are achieved by controlling the speed and direction of the second motor. The shifting is smooth and continuous, which can improve the driving experience and greatly enhance the tractor's working efficiency and fuel economy.

[0038] The above description provides examples of the preferred embodiments of this utility model. Any aspects not detailed herein are common knowledge to those skilled in the art. The scope of protection of this utility model is determined by the claims. Any equivalent modifications based on the technical teachings of this utility model are also within the scope of protection of this utility model.

Claims

1. An electronically controlled continuously variable transmission system, characterized in that: The system includes an electronically controlled continuously variable transmission (CVT) housing. Inside the CVT housing are installed a first differential gear train (1) and a second differential gear train (2). The side of the first differential gear train (1) away from the second differential gear train (2) is connected to a first motor (3), and the side of the second differential gear train (2) away from the first differential gear train (1) is connected to a second motor (4). The first motor (3), the first differential gear train (1), the second differential gear train (2), and the second motor (4) are sequentially mounted on an input shaft (5). One end of the input shaft (5) is connected to the output end of the engine (6), and the other end of the input shaft (5) passes through a high-low gearbox (7).

2. The electronically controlled continuously variable transmission system as described in claim 1, characterized in that: The first differential gear train (1) consists of a first sun gear (11), a first planetary gear set (12), a first gear ring (13), and a first planetary carrier (14).

3. The electronically controlled continuously variable transmission system as described in claim 2, characterized in that: The first planetary carrier (14) is fixed to the input shaft (5).

4. The electronically controlled continuously variable transmission system as described in claim 3, characterized in that: The side of the first sun gear (11) is connected to the first motor (3).

5. The electronically controlled continuously variable transmission system as described in claim 4, characterized in that: The first gear ring (13) is connected to the second sun gear (21) of the second differential gear train (2).

6. The electronically controlled continuously variable transmission system as described in claim 1, characterized in that: The second differential gear train (2) consists of the second sun gear (21), the second planetary gear set (22), the second gear ring (23), and the second planetary carrier (24).

7. The electronically controlled continuously variable transmission system as described in claim 6, characterized in that: The second gear ring (23) is connected to the second motor (4).

8. The electronically controlled continuously variable transmission system as described in claim 7, characterized in that: The second planetary carrier (24) is connected to the high and low gear transmission (7).

9. The electronically controlled continuously variable transmission system as described in claim 1, characterized in that: The first motor (3) and the second motor (4) are both connected to the motor controller (8), and the motor controller (8) is connected to the power battery (9).

10. A tractor, characterized in that, Including the electronically controlled continuously variable transmission system as described in any one of claims 1-9.

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