Electromechanical power transmission apparatus having multi-mode mechanical and hydraulic stepless transmission

Abstract

The present invention discloses an electromechanical power transmission device having a multi-mode mechanical and hydraulic stepless transmission, comprising an input component, a shunting mechanism, a mechanical transmission mechanism, a convergence mechanism, a hydraulic transmission mechanism, a motor system and an output component. The input component is connected to the shunting mechanism, a clutch assembly connects an output end of the motor system to the shunting mechanism, and the clutch assembly connects an output end of the shunting mechanism to the mechanical transmission mechanism and the motor system. The clutch assembly connects the mechanical transmission mechanism, the motor system and another output end of the motor system to the convergence mechanism. By means of adjusting the displacement ratio of the hydraulic transmission mechanism, adjusting the transmission ratio of a metal belt stepless transmission mechanism, and selectively controlling engagement of the clutch assembly and the brake assembly, a continuous transmission ratio is provided between the input component and / or the motor system and the output component. The present invention combines electromechanical hybrid power with multi-mode mechanical and hydraulic transmission, and satisfies operation requirements of different working conditions.

Description

An electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission Technical Field

[0001] The present invention relates to the field of transmission systems or gearboxes, and in particular to an electromechanical power transmission device with a multi-mode mechanical hydraulic continuously variable transmission. Background Art

[0002] Mechanical transmissions are categorized into stepped and continuously variable transmissions based on their transmission method. While the stepped transmission cannot achieve continuously variable speeds, the technology is mature. The continuously variable transmission has a limited range of transmission ratios but exhibits greater adaptability during use. Combining hydraulic and mechanical continuously variable transmissions into a composite transmission enables efficient continuously variable speeds across a wide speed range. Multi-mode transmission mechanisms integrating hydraulic, mechanical, and hydraulic composite transmissions have practical applications. Existing technologies typically employ hybrid or composite transmissions to address power matching issues. Powertrain systems combining hybrid and composite transmissions are relatively rare.

[0003] Summary of the Invention

[0004] In response to the shortcomings in the prior art, the present invention provides an electromechanical power transmission device with a multi-mode mechanical hydraulic continuously variable transmission, which combines hybrid power and compound transmission. It can not only drive a variety of transmission mechanisms in different modes through the engine to adapt to different working conditions, but also drive the mechanical transmission mechanism through dual power sources to increase the adjustment freedom, greatly improving the comprehensive performance of the power transmission mechanism. The present invention integrates mechanical continuously variable transmission, hydraulic continuously variable transmission and electro-hydraulic compound transmission into a multi-mode compound transmission mechanism, and combines it with oil-electric hybrid power technology to meet the requirements of complex working conditions.

[0005] The present invention achieves the above technical objectives through the following technical means.

[0006] A mechatronic power transmission device with a multi-mode mechanical hydraulic continuously variable transmission comprises an input member, a diverter mechanism, a mechanical transmission mechanism, a merging mechanism, a hydraulic transmission mechanism, a motor system, an output member, a clutch assembly and a brake assembly, wherein the input member is connected to the diverter mechanism, the clutch assembly connects one output end of the motor system to the diverter mechanism, the clutch assembly connects the output end of the diverter mechanism to the mechanical transmission mechanism and the motor system respectively, the clutch assembly connects the mechanical transmission mechanism, the motor system and the other output end of the motor system to the merging mechanism respectively, and the merging mechanism is connected to the output member; the diverter mechanism comprises two planetary gear trains, the merging mechanism comprises three planetary gear trains, the mechanical transmission mechanism comprises a metal belt continuously variable transmission mechanism, and a continuous transmission ratio between the input member and / or the motor system and the output member is provided by adjusting the displacement ratio of the hydraulic transmission mechanism, adjusting the transmission ratio of the metal belt continuously variable transmission mechanism and selectively controlling the engagement of the clutch assembly and the brake assembly.

[0007] Furthermore, the splitter mechanism includes a splitter mechanism front planet carrier, a splitter mechanism front sun gear, a splitter mechanism common ring gear, a splitter mechanism rear planet carrier, and a splitter mechanism rear sun gear. The splitter mechanism front planet carrier, the splitter mechanism front sun gear, and the splitter mechanism common ring gear constitute a first planetary gear train of the splitter mechanism. The splitter mechanism common ring gear, the splitter mechanism rear planet carrier, and the splitter mechanism rear sun gear constitute a second planetary gear train of the splitter mechanism. The splitter mechanism front planet carrier is connected to the input member.

[0008] The merging mechanism includes a merging mechanism common ring gear, a merging mechanism front planet carrier, a merging mechanism front sun gear, a merging mechanism middle planet carrier, a merging mechanism middle sun gear, a merging mechanism rear sun gear, and a merging mechanism rear planet carrier; the merging mechanism common ring gear, the merging mechanism front planet carrier, and the merging mechanism front sun gear constitute a first planetary gear train of the merging mechanism, the merging mechanism common ring gear, the merging mechanism middle planet carrier, and the merging mechanism middle sun gear constitute a second planetary gear train of the merging mechanism, the merging mechanism common ring gear, the merging mechanism rear sun gear, and the merging mechanism rear planet carrier constitute a third planetary gear train of the merging mechanism, and the merging mechanism rear planet carrier is connected to the output member;

[0009] The clutch assembly includes clutch C1, clutch C2, clutch C3, clutch C4, clutch C5, clutch C6, clutch C7, clutch C8, clutch C9, clutch C 10 and clutch C 11, the clutch C1 is used to selectively connect the input end of the metal belt continuously variable transmission mechanism with the common ring gear of the diverter mechanism; the clutch C2 is used to selectively connect the output end of the metal belt continuously variable transmission mechanism with the common ring gear of the merging mechanism; the clutch C3 is used to selectively connect the common ring gear of the diverter mechanism with one output end of the motor system, the clutch C4 is used to selectively connect the common ring gear of the merging mechanism with the other output end of the motor system, the clutch C5 is used to selectively connect the front planetary carrier of the diverter mechanism with the front sun gear of the diverter mechanism, the clutch C6 is used to selectively connect the front sun gear of the diverter mechanism and the rear planetary carrier of the diverter mechanism; the clutch C7 is used to selectively connect the rear sun gear of the diverter mechanism with the input end of the hydraulic transmission mechanism, the clutch C8 is used to selectively connect the output end of the hydraulic transmission mechanism with the front sun gear of the merging mechanism, the clutch C9 is used to selectively connect the front sun gear of the merging mechanism with the front planetary carrier of the merging mechanism, the clutch C 10 It is used to selectively connect the front planet carrier of the merging mechanism with the sun gear in the merging mechanism. The clutch C 11 Used to selectively connect the planet carrier in the merging mechanism with the rear sun gear of the merging mechanism;

[0010] The brake assembly includes brake B1, brake B2, brake B3, brake B4, brake B5, brake B6 and brake B7; the brake B1 is used to selectively connect the front sun gear of the diverter mechanism to the fixed part, the brake B2 is used to selectively connect the rear sun gear of the diverter mechanism to the fixed part, the brake B3 is used to selectively connect the front sun gear of the converging mechanism to the fixed part, the brake B4 is used to selectively connect the sun gear in the converging mechanism to the fixed part, the brake B5 is used to selectively connect the rear sun gear of the converging mechanism to the fixed part, the brake B6 is used to selectively connect one output end of the motor system to the fixed part, and the brake B7 is used to selectively connect the other output end of the motor system to the fixed part.

[0011] Furthermore, by adjusting the displacement ratio of the hydraulic transmission mechanism, adjusting the transmission ratio of the metal belt continuously variable transmission mechanism and selectively controlling the engagement of the clutch assembly and the brake assembly, transmission modes of mechanical continuously variable transmission, hydraulic continuously variable transmission and mechanical-hydraulic composite transmission are provided between the input member and the output member.

[0012] Furthermore, by adjusting the displacement ratio of the hydraulic transmission mechanism and by selectively controlling clutches C6, C7, C8, and C 10 、Clutch C 11 , clutch C4, clutch C5 and brake B7 are engaged, providing a hydraulic first gear transmission between the input member and the output member. In the hydraulic first gear transmission, the rotational speeds of the input member and the output member satisfy the following relationship:

[0013] Among them: n0 is the output speed, n e is the output speed of the input member, e is the displacement ratio of the hydraulic transmission mechanism, k3 is the characteristic parameter of the first planetary gear system of the merging mechanism, k4 is the characteristic parameter of the second planetary gear system of the merging mechanism, and k5 is the characteristic parameter of the third planetary gear system of the merging mechanism;

[0014] By adjusting the displacement ratio of the hydraulic transmission mechanism and by selectively controlling clutch C6, clutch C7, clutch C8, clutch C 10 、Clutch C 11 , clutch C5 and clutch C9 are engaged, providing a hydraulic 2nd gear transmission between the input member and the output member. In the hydraulic 2nd gear transmission, the rotational speeds of the input member and the output member satisfy the following relationship: n o =en e ;

[0015] By adjusting the displacement ratio of the hydraulic transmission mechanism and by selectively controlling clutch C6, clutch C7, clutch C8, clutch C 10 、Clutch C 11 , clutch C3, clutch C9 and brake B6 are engaged, providing a hydraulic 3-speed transmission between the input member and the output member. In the hydraulic 3-speed transmission, the rotational speeds of the input member and the output member satisfy the following relationship: n o =(k1+1)(k2+1)en e ;

[0016] Wherein: k1 is the characteristic parameter of the first planetary gear train of the diversion mechanism, and k2 is the characteristic parameter of the second planetary gear train of the diversion mechanism.

[0017] Furthermore, by adjusting the transmission ratio of the metal belt continuously variable transmission mechanism and by selectively controlling clutch C1, clutch C2, clutch C6, brake B2, and brake B5, a mechanical first gear transmission between the input member and the output member is provided. In the mechanical first gear transmission, the rotational speeds of the input member and the output member satisfy the following relationship:

[0018] Among them: k1 is the characteristic parameter of the first planetary gear system of the diverter mechanism, k2 is the characteristic parameter of the second planetary gear system of the diverter mechanism, k5 is the third planetary gear system of the merging mechanism, i1 is the transmission ratio between the common gear ring of the diverter mechanism and the input end of the metal belt continuously variable transmission mechanism, i2 is the transmission ratio between the common gear ring of the merging mechanism and the output end of the metal belt continuously variable transmission mechanism, i b is the transmission ratio of the metal belt continuously variable transmission mechanism, n0 is the output speed, n e is the speed of the output of the input component;

[0019] By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism and by selectively controlling the clutches C1, C2, C5, and C 10 、Clutch C 11 and brake B3, providing a mechanical 2nd gear transmission between the input member and the output member. In the mechanical 2nd gear transmission, the rotational speeds of the input member and the output member satisfy the following relationship:

[0020] Wherein: k3 is the characteristic parameter of the first planetary gear system of the merging mechanism, and k4 is the characteristic parameter of the second planetary gear system of the merging mechanism;

[0021] By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism and by selectively controlling clutch C1, clutch C2, brake B1, and brake B5, a mechanical 3-speed transmission between the input member and the output member is provided. In the mechanical 3-speed transmission, the rotational speeds of the input member and the output member satisfy the following relationship:

[0022] By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism and by selectively controlling the clutches C1, C2, and C 11 , brake B1 and brake B4, provide a mechanical 4-speed transmission between the input member and the output member. In the mechanical 4-speed transmission, the rotational speeds of the input member and the output member satisfy the following relationship:

[0023] By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism and by selectively controlling the clutches C1, C2, and C 10 、Clutch C 11 , brake B1 and brake B3, provide a mechanical 5-speed transmission between the input member and the output member. In the mechanical 5-speed transmission, the rotational speeds of the input member and the output member satisfy the following relationship:

[0024] Furthermore, by adjusting the displacement ratio of the hydraulic transmission mechanism, adjusting the transmission ratio of the metal belt continuously variable transmission mechanism and selectively controlling the clutches C1, C2, C6, C7, C8, and C 10 and clutch C 11 The clutch C9 is engaged to provide a hydraulic splitter transmission between the input member and the output member. In the hydraulic splitter transmission, the rotational speeds of the input member and the output member satisfy the following relationship:

[0025] By adjusting the displacement ratio of the hydraulic transmission mechanism, adjusting the transmission ratio of the metal belt stepless transmission mechanism and selectively controlling the clutches C1, C2, C6, C7, C8, and C10 and clutch C 11 The clutch C5 is engaged to provide a hydraulic-hydraulic convergence transmission between the input member and the output member. In the hydraulic-hydraulic convergence transmission, the rotational speeds of the input member and the output member satisfy the following relationship:

[0026] Furthermore, the clutch C4 and the brake B5 are selectively controlled to engage, providing a first-gear electric drive transmission between the other output terminal of the motor system and the output member. In the first-gear electric drive transmission, the rotational speeds of the other output terminal of the motor system and the output member satisfy the following relationship:

[0027] Among them: n0 is the output speed, n E is the speed of the other output end of the motor system, k5 is the characteristic parameter of the third planetary gear system of the merging mechanism, and i4 is the transmission ratio between the common ring gear of the merging mechanism and the other output end of the motor system;

[0028] Selectively control the clutch C4 and clutch C 11 The brake B4 is engaged to provide an electric drive 2-speed transmission between the other output terminal of the motor system and the output member. In the electric drive 2-speed transmission, the rotational speeds of the other output terminal of the motor system and the output member satisfy the following relationship:

[0029] Selectively control the clutch C4 and clutch C 10 、Clutch C 11 The brake B3 is engaged to provide a 3-speed electric drive transmission between the other output terminal of the motor system and the output member. In the 3-speed electric drive transmission, the rotational speeds of the other output terminal of the motor system and the output member satisfy the following relationship:

[0030] Furthermore, by adjusting the displacement ratio of the hydraulic transmission mechanism and selectively controlling the clutches C3, C6, C7, C8, C9, and C 10 and clutch C 11 The hybrid drive speed coupling transmission is provided between the input member and one output end of the motor system and the output member, wherein the speeds of the input member and one output end of the motor system and the output member satisfy the following relationship in the hybrid drive speed coupling transmission:

[0031] Among them: n0 is the output speed, n Eis the speed of one output end of the motor system, k1 is the characteristic parameter of the first planetary gear system of the splitter mechanism, k2 is the characteristic parameter of the second planetary gear system of the splitter mechanism, i3 is the transmission ratio between the common ring gear of the splitter mechanism and one output end of the motor system, and e is the displacement ratio of the hydraulic transmission mechanism;

[0032] By adjusting the displacement ratio of the hydraulic transmission mechanism and selectively controlling the clutches C3, C6, C7, C8, C9, C 10 、Clutch C 11 The clutch C5 is engaged to provide a hybrid power drive torque coupling transmission between the input member and one output end of the motor system and the output member. In the hybrid power drive torque coupling transmission, the speeds of the input member and one output end of the motor system and the output member satisfy the following relationship: n o =en e =en E。

[0033] Furthermore, when the transmission ratio of the metal belt continuously variable transmission mechanism is 1, the hydraulic 2nd gear transmission is used to enable the unpowered interruption switching from starting to the machine-liquid diverter gear transmission and the machine-liquid converging gear transmission; when the hydraulic 2nd gear transmission is switched to the machine-liquid diverter gear transmission, the stepless speed regulation point is e=1; when the hydraulic 2nd gear transmission is switched to the machine-liquid converging gear transmission, the stepless speed regulation point is e=1; when the machine-liquid diverter gear transmission is switched to the machine-liquid converging gear transmission, the stepless speed regulation point is e=1.

[0034] Furthermore, when the transmission ratio of the metal belt continuously variable transmission mechanism is greater than 1, the hydraulic 2nd gear transmission is used to switch the starting position to the engine-liquid split gear transmission and the engine-liquid merge gear transmission without power interruption;

[0035] When the transmission ratio of the metal belt continuously variable transmission mechanism is less than 1, the hydraulic 3-speed transmission is used to enable unpowered interruption switching from starting to the machine-liquid diversion gear transmission and the machine-liquid converging gear transmission.

[0036] The beneficial effects of the present invention are:

[0037] 1. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission described in the present invention, the combination of the diverter mechanism, the converging mechanism and the mechanical transmission mechanism, can realize multi-gear continuously variable transmission through different combination types; the combination of the diverter mechanism, the converging mechanism and the hydraulic transmission mechanism can also realize multi-gear continuously variable transmission through different combination types; the multi-mode composite transmission device integrating hydraulic continuously variable transmission, mechanical continuously variable transmission, mechanical-hydraulic composite diverter transmission and mechanical-hydraulic composite converging transmission is suitable for the speed regulation requirements of different working conditions.

[0038] 2. The electromechanical power transmission device with a multi-mode mechanical hydraulic continuously variable transmission described in the present invention combines hybrid power and compound transmission, integrates the working conditions of a single power source driving a multi-mode transmission mechanism, and the working conditions of an engine and a motor driving a mechanical transmission mechanism, meets the operating requirements of certain special working conditions, and increases the fault tolerance performance of the entire system.

[0039] 3. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission described in the present invention combines the nonlinear speed regulation of the mechanical-hydraulic composite stepless shunt transmission with the linear speed regulation of the mechanical-hydraulic composite stepless confluence transmission, and combines different hydraulic transmissions to achieve stepless speed regulation without power interruption, and increases the fault tolerance of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. The drawings described below are some embodiments of the present invention. For ordinary technicians in this field, it is obvious that other drawings can be obtained based on these drawings without paying any creative work.

[0041] FIG1 is a schematic diagram of the electromechanical power transmission device with a multi-mode mechanical hydraulic continuously variable transmission according to the present invention.

[0042] Figure 2 is a schematic diagram of the power flow of the engine-driven hydraulic 1st gear.

[0043] Figure 3 is a schematic diagram of the power flow of the engine-driven hydraulic 2nd gear.

[0044] Figure 4 is a schematic diagram of the power flow of the engine-driven hydraulic 3rd gear.

[0045] Figure 5 is a schematic diagram of the power flow of the engine-driven machine in gear 1.

[0046] Figure 6 is a schematic diagram of the power flow of the engine-driven mechanical 2nd gear.

[0047] Figure 7 is a schematic diagram of the power flow of the engine-driven mechanical 3rd gear.

[0048] Figure 8 is a schematic diagram of the power flow of the engine-driven mechanical 4th gear.

[0049] Figure 9 is a schematic diagram of the power flow of the engine-driven mechanical 5th gear.

[0050] Figure 10 is a schematic diagram of the power flow direction of the engine drive fluid diverter gear.

[0051] Figure 11 is a schematic diagram of the power flow direction of the engine drive hydraulic convergence gear.

[0052] Figure 12 is a schematic diagram of the power flow in the first gear of the motor drive.

[0053] Figure 13 is a schematic diagram of the power flow of the motor drive 2nd gear.

[0054] Figure 14 is a schematic diagram of the power flow of the motor drive in gear 3.

[0055] FIG15 is a schematic diagram of the power flow of the hybrid drive speed coupling.

[0056] FIG16 is a schematic diagram of the power flow of hybrid drive torque coupling.

[0057] In the figure: 1-input shaft; 2-diverter mechanism; 2-1-diverter mechanism front planetary carrier; 2-2-diverter mechanism front sun gear; 2-3-diverter mechanism common ring gear; 2-4-diverter mechanism rear planetary carrier; 2-5-diverter mechanism rear sun gear; 2-6-clutch C5; 2-7-brake B1; 2-8-clutch C6; 2-9-brake B2; 2-10-clutch C7; 3-mechanical transmission mechanism; 3-1-clutch C1; 3-2-mechanical transmission Mechanism input gear pair; 3-3-mechanical transmission input shaft; 3-4-metal belt continuously variable transmission mechanism; 3-5-mechanical transmission output shaft; 3-6-mechanical transmission mechanism output gear pair; 3-7-clutch C2; 4-merging mechanism; 4-1-clutch C8; 4-2-brake B3; 4-3-merging mechanism common ring gear; 4-4-merging mechanism front planetary carrier; 4-5-merging mechanism front sun gear; 4-6-clutch C9; 4-7-clutch C 10 ; 4-8-Brake B4; 4-9-Planet carrier in the converging mechanism; 4-10-Sun gear in the converging mechanism; 4-11-Clutch C 11 ;4-12-Brake B5;4-13-rear sun gear of the converging mechanism;4-14-rear planetary carrier of the converging mechanism;5-output shaft;6-hydraulic transmission mechanism;6-1-output shaft of the hydraulic transmission mechanism;6-2-input shaft of the hydraulic transmission mechanism;6-3-pump-controlled motor mechanism;7-motor system;7-1-clutch C3;7-2-front output gear pair of the motor;7-3-brake B6;7-4-front output shaft of the motor;7-5-rear output shaft of the motor;7-6-brake B7;7-7-rear output gear pair of the motor;7-8-clutch C4. DETAILED DESCRIPTION

[0058] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0059] As shown in FIG1 , the electromechanical power transmission device with a multi-mode mechanical hydraulic continuously variable transmission according to the present invention includes an input shaft 1, a flow dividing mechanism 2, a mechanical transmission mechanism 3, a flow converging mechanism 4, a hydraulic transmission mechanism 6, an electric motor system 7, an output shaft 5, a clutch assembly, and a brake assembly. The input shaft 1 is connected to the output shaft of the engine.

[0060] The splitter mechanism 2 includes a splitter mechanism front planetary carrier 2-1, a splitter mechanism front sun gear 2-2, a splitter mechanism common ring gear 2-3, a splitter mechanism rear planetary carrier 2-4 and a splitter mechanism rear sun gear 2-5. The splitter mechanism front planetary carrier 2-1, the splitter mechanism front sun gear 2-2 and the splitter mechanism common ring gear 2-3 constitute a first planetary gear train of the splitter mechanism, the splitter mechanism common ring gear 2-3, the splitter mechanism rear planetary carrier 2-4 and the splitter mechanism rear sun gear 2-5 constitute a second planetary gear train of the splitter mechanism, and the splitter mechanism front planetary carrier 2-1 is connected to the input shaft 1;

[0061] The merging mechanism 4 includes a merging mechanism common ring gear 4-3, a merging mechanism front planet carrier 4-4, a merging mechanism front sun gear 4-5, a merging mechanism middle planet carrier 4-9, a merging mechanism middle sun gear 4-10, a merging mechanism rear sun gear 4-13 and a merging mechanism rear planet carrier 4-14; the merging mechanism common ring gear 4-3, the merging mechanism front planet carrier 4-4 and the merging mechanism front sun gear 4-5 constitute a first planetary gear train of the merging mechanism, the merging mechanism common ring gear 4-3, the merging mechanism middle planet carrier 4-9 and the merging mechanism middle sun gear 4-10 constitute a second planetary gear train of the merging mechanism, the merging mechanism common ring gear 4-3, the merging mechanism rear sun gear 4-13 and the merging mechanism rear planet carrier 4-14 constitute a third planetary gear train of the merging mechanism, and the merging mechanism rear planet carrier 4-14 is connected to the output shaft 5;

[0062] The mechanical transmission mechanism 3 includes a mechanical transmission mechanism input gear pair 3-2, a mechanical transmission input shaft 3-3, a metal belt continuously variable transmission mechanism 3-4, a mechanical transmission output shaft 3-5 and a mechanical transmission mechanism output gear pair 3-6; the mechanical transmission input shaft 3-3 is the input end of the metal belt continuously variable transmission mechanism 3-4, the mechanical transmission output shaft 3-5 is the output end of the metal belt continuously variable transmission mechanism 3-4, the mechanical transmission input shaft 3-3 is connected to the common gear ring 2-3 of the diversion mechanism through the mechanical transmission mechanism input gear pair 3-2, and the mechanical transmission output shaft 3-5 is connected to the common gear ring 4-3 of the confluence mechanism through the mechanical transmission mechanism output gear pair 3-6.

[0063] The hydraulic transmission mechanism 6 includes a hydraulic transmission mechanism output shaft 6-1, a hydraulic transmission mechanism input shaft 6-2 and a pump-controlled motor mechanism 6-3;

[0064] The motor system 7 includes a front motor output gear pair 7-2, a front motor output shaft 7-4, a rear motor output shaft 7-5, and a rear motor output gear pair 7-7. The two motor output shafts, front motor output shaft 7-4 and rear motor output shaft 7-5, rotate at the same speed and in the same direction. Front motor output shaft 7-4 is connected to the common ring gear 2-3 of the diverter mechanism via front motor output gear pair 7-2, while rear motor output shaft 7-5 is connected to the common ring gear 4-3 of the merging mechanism via rear motor output gear pair 7-7.

[0065] The clutch assembly includes clutch C13-1, clutch C23-7, clutch C37-1, clutch C47-8, clutch C52-6, clutch C62-8, clutch C72-10, clutch C84-1, clutch C94-6, clutch C 10 4-7 and clutch C 11 4-11, the clutch C13-1 is used to selectively connect the input end of the metal belt continuously variable transmission mechanism 3-4 with the common gear ring 2-3 of the diverter mechanism; the clutch C23-7 is used to selectively connect the output end of the metal belt continuously variable transmission mechanism 3-4 with the common gear ring 4-3 of the converging mechanism; the clutch C37-1 is used to selectively connect the common gear ring 2-3 of the diverter mechanism with the front output shaft 7-4 of the motor, the clutch C47-8 is used to selectively connect the common gear ring 4-3 of the converging mechanism with the rear output shaft 7-5 of the motor, and the clutch C52-6 is used to selectively connect the diverter mechanism The front planetary carrier 2-1 of the flow mechanism is connected to the front sun gear 2-2 of the diverter mechanism, and the clutch C62-8 is used to selectively connect the front sun gear 2-2 of the diverter mechanism and the rear planetary carrier 2-4 of the diverter mechanism; the clutch C72-10 is used to selectively connect the rear sun gear 2-5 of the diverter mechanism to the input end of the hydraulic transmission mechanism 6, the clutch C84-1 is used to selectively connect the output end of the hydraulic transmission mechanism 6 to the front sun gear 4-5 of the converging mechanism, the clutch C94-6 is used to selectively connect the front sun gear 4-5 of the converging mechanism to the front planetary carrier 4-4 of the converging mechanism, and the clutch C 10 4-7 is used to selectively connect the front planet carrier 4-4 of the merging mechanism with the sun gear 4-10 in the merging mechanism. The clutch C 11 4-11 is used to selectively connect the planet carrier 4-9 in the merging mechanism with the rear sun gear 4-13 of the merging mechanism;

[0066] The brake assembly includes brake B12-7, brake B22-9, brake B34-2, brake B44-8, brake B54-12, brake B67-3 and brake B77-6; the brake B12-7 is used to selectively connect the front sun gear 2-2 of the diverter mechanism to the fixed part, the brake B22-9 is used to selectively connect the rear sun gear 2-5 of the diverter mechanism to the fixed part, the brake B34-2 is used to selectively connect the front sun gear 4-5 of the converging mechanism to the fixed part, the brake B44-8 is used to selectively connect the sun gear 4-10 in the converging mechanism to the fixed part, the brake B54-12 is used to selectively connect the rear sun gear 4-13 of the converging mechanism to the fixed part, the brake B67-3 is used to selectively connect the front output shaft 7-4 of the motor to the fixed part, and the brake B77-6 is used to selectively connect the rear output shaft 7-5 of the motor to the fixed part.

[0067] By adjusting the displacement ratio of hydraulic transmission mechanism 6, adjusting the transmission ratio of metal belt continuously variable transmission mechanism 3-4, and selectively controlling the engagement of the clutch and brake assemblies, a continuous range of transmission ratios is provided between the input member and / or electric motor system 7 and the output member. The engagement states of the various gear mode shift elements are shown in Table 1.

[0068] Table 1 Note: “▲” indicates that the shift actuator is in working state.

[0069] 1. Hydraulic stepless transmission

[0070] (1) Hydraulic 1st gear transmission

[0071] As shown in Figure 2, it is a hydraulic 1st gear transmission. When clutch C47-8, clutch C52-6, clutch C62-8, clutch C72-10, clutch C84-1, clutch C 10 4-7. Clutch C 11 4-11 and brake B77-6 are engaged; the metal belt continuously variable transmission mechanism 3-4 is in the non-operating state, the pump-controlled motor mechanism 6-3 is in the operating state; the engine is in the operating state, and the electric motor is in the non-operating state. The engine power transmitted to the input shaft 1 passes through the integrally connected diverter mechanism 2, the hydraulic transmission mechanism 6, the front sun gear 4-5 of the merging mechanism, the front planetary carrier 4-4 of the merging mechanism, the middle sun gear 4-10 of the merging mechanism, the middle planetary carrier 4-9 of the merging mechanism, the rear sun gear 4-13 of the merging mechanism, and the rear planetary carrier 4-14 of the merging mechanism, and is ultimately output from the output shaft 5. In the hydraulic first gear transmission, the rotational speeds of the input shaft 1 and the output shaft 5 satisfy the following relationship:

[0072] Among them: n0 is the output speed, n eis the output speed of the input shaft 1, e is the displacement ratio of the hydraulic transmission mechanism, k3 is the characteristic parameter of the first planetary gear system of the merging mechanism, k4 is the characteristic parameter of the second planetary gear system of the merging mechanism, and k5 is the characteristic parameter of the third planetary gear system of the merging mechanism;

[0073] (2) Hydraulic 2-speed transmission

[0074] As shown in Figure 3, it is a hydraulic 2-speed transmission. When clutch C52-6, clutch C62-8, clutch C72-10, clutch C84-1, clutch C94-6, clutch C 10 4-7 and clutch C 11 4-11 are engaged; the metal belt continuously variable transmission mechanism 3-4 is inactive, the pump-controlled motor mechanism 6-3 is active; the engine is in operation, and the electric motor is inactive. The engine power transmitted to input shaft 1 passes through the integrally connected flow divider mechanism 2, the hydraulic transmission mechanism 6, and the integrally connected flow converging mechanism 4, and is ultimately output from output shaft 5. In the hydraulic 2nd gear transmission, the speeds of input shaft 1 and output shaft 5 satisfy the following relationship: n o =en e ;

[0075] (3) Hydraulic 3-speed transmission

[0076] As shown in Figure 4, it is a hydraulic 3-speed transmission. When clutch C37-1, clutch C62-8, clutch C72-10, clutch C84-1, clutch C94-6, clutch C 10 4-7. Clutch C 11 4-11 and brake B67-3 are engaged; the metal belt continuously variable transmission mechanism 3-4 is inoperative, the pump-controlled motor mechanism 6-3 is inoperative; the engine is in operation, and the electric motor is inoperative. Engine power transmitted to input shaft 1 passes through the splitter mechanism front planetary carrier 2-1, the splitter mechanism front sun gear 2-2, the splitter mechanism rear planetary carrier 2-4, the splitter mechanism rear sun gear 2-5, the hydraulic transmission mechanism 6, and the integrally connected converging mechanism 4, ultimately outputting from output shaft 5. In the hydraulic 3rd gear transmission, the speeds of input shaft 1 and output shaft 5 satisfy the following relationship: n o =(k1+1)(k2+1)en e ;

[0077] Wherein: k1 is the characteristic parameter of the first planetary gear train of the diversion mechanism, and k2 is the characteristic parameter of the second planetary gear train of the diversion mechanism.

[0078] 2. Mechanical stepless transmission

[0079] (1) Mechanical 1st gear transmission

[0080] Figure 5 shows a mechanical 1st gear transmission. When clutch C13-1, clutch C23-7, clutch C62-8, brake B22-9, and brake B54-12 are engaged, the metal belt continuously variable transmission mechanism 3-4 is in operation, the pump-controlled motor mechanism 6-3 is inoperative, the engine is in operation, and the electric motor is inoperative. The engine power transmitted to input shaft 1 is split by the splitter mechanism front planetary carrier 2-1. One path is directly transmitted to the splitter mechanism common ring gear 2-3, and the other path is transmitted to the splitter mechanism common ring gear 2-3 via the splitter mechanism front sun gear 2-2 and the splitter mechanism rear planetary carrier 2-4. The merged power is then transmitted through the metal belt continuously variable transmission mechanism 3-4, the merge mechanism common ring gear 4-3, and the merge mechanism rear planetary carrier 4-14, and is ultimately output from output shaft 5. In the mechanical 1st gear transmission, the rotational speeds of input shaft 1 and output shaft 5 satisfy the following relationship:

[0081] Among them: k1 is the characteristic parameter of the first planetary gear system of the diverter mechanism, k2 is the characteristic parameter of the second planetary gear system of the diverter mechanism, k5 is the characteristic parameter of the third planetary gear system of the converging mechanism, i1 is the transmission ratio of the input gear pair 3-1 of the mechanical transmission mechanism, i2 is the transmission ratio of the output gear pair 3-6 of the mechanical transmission mechanism, i b is the transmission ratio of the metal belt continuously variable transmission mechanism (3-4), n0 is the output speed, n e is the output speed of input shaft 1;

[0082] (2) Mechanical 2-speed transmission

[0083] Figure 6 shows a mechanical 2nd gear transmission. When clutch C13-1, clutch C23-7, clutch C52-6, clutch C 10 4-7. Clutch C 11 4-11 and brake B34-2 are engaged; the metal belt continuously variable transmission mechanism 3-4 is in working state, and the pump-controlled motor mechanism 6-3 is in non-working state; the engine is in working state, and the electric motor is in non-working state. The engine power transmitted to the input shaft 1 is transmitted to the metal belt continuously variable transmission mechanism 3-4 through the integrally connected diverter mechanism 2, and is directly transmitted to the common gear ring 4-3 of the merging mechanism, and is transmitted to the sun gear 4-10 in the merging mechanism through the front planetary carrier 4-4 of the merging mechanism. After the power is first merged with the planetary carrier 4-9 in the merging mechanism, it passes through the rear sun gear 4-13 of the merging mechanism, and is merged again with the power transmitted to the common gear ring 4-3 of the merging mechanism at the rear planetary carrier 4-14 of the merging mechanism, and is finally output from the output shaft 5. In the mechanical 2nd gear transmission, the rotational speeds of the input shaft 1 and the output shaft 5 satisfy the following relationship:

[0084] Wherein: k3 is the characteristic parameter of the first planetary gear system of the merging mechanism, and k4 is the characteristic parameter of the second planetary gear system of the merging mechanism;

[0085] (3) Mechanical 3-speed transmission

[0086] Figure 7 shows a mechanical 3-speed transmission. When clutch C13-1, clutch C23-7, brake B12-7, and brake B54-12 are engaged, the metal belt continuously variable transmission mechanism 3-4 is in operation, and the pump-controlled motor mechanism 6-3 is inoperative. The engine is in operation, and the electric motor is inoperative. The engine power transmitted to input shaft 1 passes through the splitter mechanism front planetary carrier 2-1, the splitter mechanism common ring gear 2-3, the metal belt continuously variable transmission mechanism 3-4, the merging mechanism common ring gear 4-3, and the merging mechanism rear planetary carrier 4-14, and is ultimately output from output shaft 5. In the mechanical 3-speed transmission, the rotational speeds of input shaft 1 and output shaft 5 satisfy the following relationship:

[0087] (4) Mechanical 4-speed transmission

[0088] Figure 8 shows a mechanical 4-speed transmission. When clutch C13-1, clutch C23-7, clutch C 11 4-11, brake B12-7 and brake B44-8 are engaged; the metal belt continuously variable transmission mechanism 3-4 is in operation, and the pump-controlled motor mechanism 6-3 is inoperative; the engine is in operation, and the electric motor is inoperative. The engine power transmitted to the input shaft 1 is transmitted through the front planetary carrier 2-1 of the splitter mechanism and the common ring gear 2-3 of the splitter mechanism to the metal belt continuously variable transmission mechanism 3-4, directly to the common ring gear 4-3 of the merging mechanism, and then through the planetary carrier 4-9 of the merging mechanism to the rear sun gear 4-13 of the merging mechanism. The power is then merged at the rear planetary carrier 4-14 of the merging mechanism and ultimately output from the output shaft 5. In the mechanical 4-speed transmission, the rotational speeds of the input shaft 1 and the output shaft 5 satisfy the following relationship:

[0089] (5) Mechanical 5-speed transmission

[0090] Figure 9 shows a mechanical 5-speed transmission. When clutch C13-1, clutch C23-7, clutch C 10 4-7. Clutch C 114-11, brake B12-7 and brake B34-2 are engaged; the metal belt continuously variable transmission mechanism 3-4 is in working state, and the pump-controlled motor mechanism 6-3 is in non-working state; the engine is in working state, and the electric motor is in non-working state. The engine power transmitted to the input shaft 1 is transmitted to the metal belt continuously variable transmission mechanism 3-4 through the front planetary carrier 2-1 of the splitter mechanism and the common ring gear 2-3 of the splitter mechanism, and is directly transmitted to the common ring gear 4-3 of the merging mechanism, and is transmitted to the middle sun gear 4-10 of the merging mechanism through the front planetary carrier 4-4 of the merging mechanism. The merged power passes through the middle planetary carrier 4-9 of the merging mechanism and the rear sun gear 4-13 of the merging mechanism, and is merged again with the power transmitted to the common ring gear 4-3 of the merging mechanism at the rear planetary carrier 4-14 of the merging mechanism. The merged power is finally output from the output shaft 5. In the mechanical 5-speed transmission, the rotation speeds of the input shaft 1 and the output shaft 5 satisfy the following relationship:

[0091] 3. Mechanical and hydraulic compound transmission

[0092] (1) Machine-liquid split gear transmission

[0093] As shown in Figure 10, the engine-liquid compound split gear transmission is in operation. When clutch C13-1, clutch C23-7, clutch C62-8, clutch C72-10, clutch C84-1, clutch C94-6, clutch C 10 4-7 and clutch C 11 4-11 is engaged, the metal belt continuously variable transmission mechanism 3-4 and the pump-controlled motor mechanism 6-3 are both in working state; the engine is in working state, and the electric motor is in non-working state. The engine power transmitted to the input shaft 1 is split through the front planetary carrier 2-1 of the splitter mechanism, one path is directly transmitted to the common ring gear 2-3 of the splitter mechanism, one path is transmitted through the front sun gear 2-2 of the splitter mechanism to the rear planetary carrier 2-4 of the splitter mechanism for further splitting, one path is transmitted through the rear sun gear 2-5 of the splitter mechanism and the hydraulic transmission mechanism 6 to the integrated confluence mechanism 4, and the other path is transmitted to the integrated confluence mechanism 4 through the mechanical transmission mechanism 3 after merging with the power transmitted to the common ring gear 2-3. The power converged to the confluence mechanism 4 is finally output from the output shaft 5. In the machine-hydraulic splitter gear transmission, the rotation speeds of the input shaft 1 and the output shaft 5 satisfy the following relationship:

[0094] (2) Mechanical convergence gear transmission

[0095] As shown in Figure 11, the hydraulic compound convergence gear transmission is as follows. When the clutch C13-1, clutch C23-7, clutch C52-6, clutch C62-8, clutch C72-10, clutch C84-1, clutch C 10 4-7 and clutch C 114-11 is engaged; the metal belt continuously variable transmission mechanism 3-4 and the pump-controlled motor mechanism 6-3 are both in working state; the engine is in working state, and the electric motor is in non-working state. The engine power transmitted to the input shaft 1 is split through the splitter mechanism 2 which is fixed as an integral body. One path is directly transmitted to the common ring gear 4-3 of the merging mechanism through the mechanical transmission mechanism 3, and the other path is transmitted to the front sun gear 4-5 of the merging mechanism through the hydraulic transmission mechanism 6. The power is transmitted to the middle sun gear 4-10 of the merging mechanism after merging through the front planetary carrier 4-4 of the merging mechanism, and is merged again with the power transmitted to the common ring gear 4-3 of the merging mechanism. The power is transmitted to the rear sun gear 4-13 of the merging mechanism after merging through the planetary carrier 4-9 of the merging mechanism, and is merged three times with the power transmitted to the common ring gear 4-3 of the merging mechanism. The power is finally output from the output shaft 5 through the rear planetary carrier 4-14 of the merging mechanism. In the mechanical-hydraulic merging gear transmission, the rotation speeds of the input shaft 1 and the output shaft 5 satisfy the following relationship:

[0096] 4. Electric drive

[0097] (1) Electric drive 1st gear transmission

[0098] Figure 12 shows the electric drive first gear transmission. Clutch C47-8 and brake B54-12 are engaged, the metal belt continuously variable transmission mechanism 3-4 and the pump-controlled motor mechanism 6-3 are both in the non-operating state; the engine is in the non-operating state, and the electric motor is in the operating state. The electric motor power transmitted to the rear output shaft 7-5 of the electric motor passes through the common ring gear 4-3 of the merging mechanism and the rear planetary carrier 4-14 of the merging mechanism, and is ultimately output from the output shaft 5. In the electric drive first gear transmission, the speed of the rear output shaft 7-5 of the electric motor and the output shaft 5 satisfies the following relationship:

[0099] Among them: n0 is the output speed, n E is the speed of the rear output shaft 7-5 of the motor, k5 is the characteristic parameter of the third planetary gear train of the converging mechanism, and i4 is the transmission ratio of the rear output gear pair 7-7 of the motor;

[0100] (2) Electric drive 2-speed transmission

[0101] Figure 13 shows the electric drive 2-speed transmission. Clutch C47-8, clutch C 114-11 and brake B44-8 are engaged, the metal belt continuously variable transmission mechanism 3-4 and the pump-controlled motor mechanism 6-3 are both in a non-operating state; the engine is in a non-operating state, and the electric motor is in an operating state. The electric motor power transmitted to the rear output shaft 7-5 of the electric motor is divided through the common ring gear 4-3 of the merging mechanism, one path is directly transmitted to the common ring gear 4-3 of the merging mechanism, and the other path is transmitted to the rear sun gear 4-13 of the merging mechanism through the planetary carrier 4-9 in the merging mechanism. The power after merging the common ring gear 4-3 of the merging mechanism and the rear sun gear 4-13 of the merging mechanism is finally output from the output shaft 5 through the rear planetary carrier 4-14 of the merging mechanism. In the electric drive 2nd gear transmission, the speed of the rear output shaft 7-5 of the electric motor and the output shaft 5 satisfies the following relationship:

[0102] (3) Electric drive 3-speed transmission

[0103] As shown in Figure 14, it is the electric drive 3rd gear. Clutch C47-8, clutch C 10 4-7. Clutch C 11 4-11 and brake B34-2 are engaged; the metal belt continuously variable transmission mechanism 3-4 and the pump-controlled motor mechanism 6-3 are both in the non-operating state; the engine is in the non-operating state, and the electric motor is in the operating state. The electric motor power transmitted to the rear output shaft 7-5 of the electric motor is divided through the common ring gear 4-3 of the merging mechanism, one path is directly transmitted to the common ring gear 4-3 of the merging mechanism, and the other path is transmitted to the sun gear 4-10 in the merging mechanism through the front planetary carrier 4-4 of the merging mechanism. The power after merging the common ring gear 4-3 of the merging mechanism and the sun gear 4-10 in the merging mechanism is transmitted to the rear sun gear 4-13 of the merging mechanism through the planetary carrier 4-9 of the merging mechanism. The power after merging the common ring gear 4-3 of the merging mechanism and the rear sun gear 4-13 of the merging mechanism is finally output from the output shaft 5 through the rear planetary carrier 4-14 of the merging mechanism. In the electric drive 3-speed transmission, the rotational speeds of the rear output shaft 7-5 of the electric motor and the output shaft 5 satisfy the following relationship:

[0104] 5. Hybrid drive

[0105] (1) Speed ​​coupling transmission

[0106] Figure 15 shows the hybrid speed coupling gear. Clutch C37-1, clutch C62-8, clutch C72-10, clutch C84-1, clutch C94-6, clutch C 10 4-7 and clutch C 114-11 is engaged; the metal belt continuously variable transmission mechanism 3-4 is in a non-working state, and the pump-controlled motor mechanism 6-3 is in a working state; the engine and the electric motor are in a working state. The engine power transmitted to the input shaft 1 is transmitted to the front planetary carrier 2-1 of the diverter mechanism, and the electric motor power transmitted to the front output shaft 7-4 of the electric motor is transmitted to the common ring gear 2-3 of the diverter mechanism. The power after the convergence of the front planetary carrier 2-1 of the diverter mechanism and the common ring gear 2-3 of the diverter mechanism is transmitted to the front sun gear 2-2 of the diverter mechanism and the rear planetary carrier 2-4 of the diverter mechanism, and then converges with the power transmitted to the common ring gear 2-3 of the diverter mechanism to the rear sun gear 2-5 of the diverter mechanism, and finally outputs from the output shaft 5 through the hydraulic transmission mechanism 6 and the converging mechanism 4 that is fixed as one. In the speed coupling transmission of the hybrid drive, the speeds of the input shaft 1 and the front output shaft 7-4 of the electric motor and the output shaft 5 satisfy the following relationship:

[0107] Among them: n0 is the output speed, n E is the speed of the front output shaft 7-4 of the motor, k1 is the characteristic parameter of the first planetary gear system of the splitter mechanism, k2 is the characteristic parameter of the second planetary gear system of the splitter mechanism, i3 is the transmission ratio of the front output gear pair 7-2 of the motor, and e is the displacement ratio of the hydraulic transmission mechanism;

[0108] (2) Torque coupling transmission

[0109] As shown in Figure 16, the hybrid torque coupling gear position is shown. Clutch C37-1, clutch C52-6, clutch C62-8, clutch C72-10, clutch C84-1, clutch C94-6, clutch C 10 4-7 and clutch C 11 4-11 are engaged, the metal belt continuously variable transmission mechanism 3-4 is inactive, the pump-controlled motor mechanism 6-3 is active, and the engine and electric motor are in operation. Engine power transmitted to input shaft 1 is transferred to the integrally connected diverter mechanism 2, while electric motor power transmitted to the motor front output shaft 7-4 is also transferred to the integrally connected diverter mechanism 2. Both shafts rotate at the same speed, resulting in torque coupling. Power passes through the hydraulic transmission mechanism 6 and the integrally connected confluence mechanism 4, ultimately outputting from the output shaft 5. In the torque-coupled transmission of a hybrid drive, the speeds of the input shaft 1, the motor front output shaft 7-4, and the output shaft 5 satisfy the following relationship: n o =en e =en E。

[0110] In the embodiment, the specific values ​​are: i1i2=1.00, i3=i4=1.00, k1=k2=k3=k4=k5=2.0, i b ∈[0.50, 2.00], e∈[0, 1.00]. The output-input relationship expressions of each gear are shown in Table 2.

[0111] Table 2 Output-input relationship expression of each gear

[0112] In the table, n I is the input speed (including engine speed n e and motor speed n E ), n o is the output speed.

[0113] Different hydraulic gears are used to meet the requirements of high-precision speed regulation and realize power-free interruption switching between starting state and mechanical-hydraulic composite transmission.

[0114] (1) Hydraulic low gear

[0115] Hydraulic low gear is used for high-precision speed regulation, but the speed range is narrow.

[0116] (2) Hydraulic mid-range

[0117] when i b =1, the metal belt continuously variable transmission mechanism is equivalent to a rigid transmission shaft, and the hydraulic 2nd gear is switched to the hydraulic compound gear to achieve continuously variable speed change:

[0118] When the hydraulic mid-range is switched to the hydraulic split range, the stepless speed regulation point is e=1;

[0119] When the hydraulic mid-range is switched to the hydraulic-hydraulic convergence range, the stepless speed regulation point is e=1;

[0120] When the machine-liquid diversion gear is switched to the machine-liquid converging gear, the stepless speed regulation point is e=1.

[0121] when i b When it is greater than 1, i b =2 as an example, the hydraulic 2nd gear is switched to the hydraulic compound gear to achieve stepless speed change:

[0122] When the hydraulic gear 2 is switched to the hydraulic split gear, the stepless speed regulation point is e=0.5;

[0123] When the hydraulic gear 2 is switched to the hydraulic-hydraulic convergence gear, the stepless speed regulation point is e=0.5;

[0124] When the machine-liquid diversion gear is switched to the machine-liquid converging gear, the stepless speed regulation point is e=0.5.

[0125] (3) Hydraulic high-grade

[0126] when i b When it is less than 1, i b =0.5 as an example, the hydraulic high gear is switched to the hydraulic compound gear to achieve stepless speed change:

[0127] When the hydraulic high gear is switched to the hydraulic split gear, the stepless speed regulation point is e=0;

[0128] When the hydraulic high gear is switched to the hydraulic-hydraulic convergence gear, the stepless speed regulation point is e=0.215;

[0129] When the machine-liquid diversion gear is switched to the machine-liquid confluence gear, there is no stepless speed regulation point in the range of e∈[0, 1.00].

[0130] It should be understood that although this specification is described according to various embodiments, not every embodiment contains only one independent technical solution. This narrative method of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment can also be appropriately combined to form other implementation methods that can be understood by those skilled in the art.

Claims

1. An electromechanical power transmission device with a multi-mode mechanical hydraulic continuously variable transmission, characterized in that: The invention comprises an input member, a flow dividing mechanism (2), a mechanical transmission mechanism (3), a flow converging mechanism (4), a hydraulic transmission mechanism (6), a motor system (7), an output member, a clutch assembly and a brake assembly, wherein the input member is connected to the flow dividing mechanism (2), the clutch assembly connects one output end of the motor system (7) to the flow dividing mechanism (2), the clutch assembly connects the output end of the flow dividing mechanism (2) to the mechanical transmission mechanism (3) and the motor system (7), respectively, and the clutch assembly connects the mechanical transmission mechanism (3), the motor system (7) and the motor system (7). The other output end of the hydraulic transmission mechanism (6) is respectively connected to the merging mechanism (4), and the merging mechanism (4) is connected to the output member; the splitter mechanism (2) includes two planetary gear trains, the merging mechanism (4) includes three planetary gear trains, and the mechanical transmission mechanism (3) includes a metal belt continuously variable transmission mechanism (3-4). By adjusting the displacement ratio of the hydraulic transmission mechanism (6), adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and selectively controlling the engagement of the clutch assembly and the brake assembly, a continuous transmission ratio between the input member and / or the motor system (7) and the output member is provided.

2. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 1, characterized in that: The splitter mechanism (2) comprises a splitter mechanism front planet carrier (2-1), a splitter mechanism front sun gear (2-2), a splitter mechanism common ring gear (2-3), a splitter mechanism rear planet carrier (2-4) and a splitter mechanism rear sun gear (2-5); the splitter mechanism front planet carrier (2-1), the splitter mechanism front sun gear (2-2) and the splitter mechanism common ring gear (2-3) constitute a first planetary gear train of the splitter mechanism; the splitter mechanism common ring gear (2-3), the splitter mechanism rear planet carrier (2-4) and the splitter mechanism rear sun gear (2-5) constitute a second planetary gear train of the splitter mechanism; the splitter mechanism front planet carrier (2-1) is connected to an input member; The merging mechanism (4) comprises a merging mechanism common ring gear (4-3), a merging mechanism front planet carrier (4-4), a merging mechanism front sun gear (4-5), a merging mechanism middle planet carrier (4-9), a merging mechanism middle sun gear (4-10), a merging mechanism rear sun gear (4-13) and a merging mechanism rear planet carrier (4-14); the merging mechanism common ring gear (4-3), the merging mechanism front planet carrier (4-4) and the merging mechanism front sun gear (4-5) constitute a first planetary gear train of the merging mechanism, the merging mechanism common ring gear (4-3), the merging mechanism middle planet carrier (4-9) and the merging mechanism middle sun gear (4-10) constitute a second planetary gear train of the merging mechanism, the merging mechanism common ring gear (4-3), the merging mechanism rear sun gear (4-13) and the merging mechanism rear planet carrier (4-14) constitute a third planetary gear train of the merging mechanism, and the merging mechanism rear planet carrier (4-14) is connected to an output member; The clutch assembly includes clutch C1 (3-1), clutch C2 (3-7), clutch C3 (7-1), clutch C4 (7-8), clutch C5 (2-6), clutch C6 (2-8), clutch C7 (2-10), clutch C8 (4-1), clutch C9 (4-6), clutch C 10 (4-7) and clutch C 11 (4-11), the clutch C1 (3-1) is used to selectively connect the input end of the metal belt continuously variable transmission mechanism (3-4) with the common gear ring (2-3) of the diverter mechanism; the clutch C2 (3-7) is used to selectively connect the output end of the metal belt continuously variable transmission mechanism (3-4) with the common gear ring (4-3) of the converging mechanism; the clutch C3 (7-1) is used to selectively connect the common gear ring (2-3) of the diverter mechanism with one output end of the motor system (7), and the clutch C4 (7-8) is used to selectively connect the common gear ring (4-3) of the converging mechanism with the other output end of the motor system (7). An output end is connected, the clutch C5 (2-6) is used to selectively connect the front planetary carrier (2-1) of the splitter mechanism with the front sun gear (2-2) of the splitter mechanism, the clutch C6 (2-8) is used to selectively connect the front sun gear (2-2) of the splitter mechanism and the rear planetary carrier (2-4) of the splitter mechanism; the clutch C7 (2-10) is used to selectively connect the rear sun gear (2-5) of the splitter mechanism with the input end of the hydraulic transmission mechanism (6), the clutch C8 (4-1) is used to selectively connect the output end of the hydraulic transmission mechanism (6) with the front sun gear (4-5) of the merging mechanism, the clutch C9 (4-6) is used to selectively connect the front sun gear (4-5) of the merging mechanism with the front planetary carrier (4-4) of the merging mechanism, and the clutch C 10 (4-7) is used to selectively connect the front planet carrier (4-4) of the merging mechanism with the sun gear (4-10) in the merging mechanism. The clutch C 11 (4-11) is used to selectively connect the planet carrier (4-9) in the merging mechanism with the rear sun gear (4-13) of the merging mechanism; The brake assembly includes brake B1 (2-7), brake B2 (2-9), brake B3 (4-2), brake B4 (4-8), brake B5 (4-12), brake B6 (7-3) and brake B7 (7-6); the brake B1 (2-7) is used to selectively connect the front sun gear (2-2) of the splitter mechanism to the fixed part, the brake B2 (2-9) is used to selectively connect the rear sun gear (2-5) of the splitter mechanism to the fixed part, and the brake B3 (4-2) is used to selectively connect the The front sun gear (4-5) of the merging mechanism is connected to the fixed part, the brake B4 (4-8) is used to selectively connect the sun gear (4-10) in the merging mechanism to the fixed part, the brake B5 (4-12) is used to selectively connect the rear sun gear (4-13) of the merging mechanism to the fixed part, the brake B6 (7-3) is used to selectively connect one output end of the motor system (7) to the fixed part, and the brake B7 (7-6) is used to selectively connect the other output end of the motor system (7) to the fixed part.

3. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 2, characterized in that: By adjusting the displacement ratio of the hydraulic transmission mechanism (6), adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and selectively controlling the engagement of the clutch assembly and the brake assembly, a transmission mode of mechanical continuously variable transmission, hydraulic continuously variable transmission and mechanical-hydraulic compound transmission is provided between the input member and the output member.

4. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 3, characterized in that: By adjusting the displacement ratio of the hydraulic transmission mechanism (6) and by selectively controlling the clutches C6 (2-8), C7 (2-10), C8 (4-1), C 10 (4-7), Clutch C 11 (4-11), clutch C4 (7-8), clutch C5 (2-6) and brake B7 (7-6) are engaged to provide a hydraulic 1st gear transmission between the input member and the output member. In the hydraulic 1st gear transmission, the rotation speeds of the input member and the output member satisfy the following relationship: Where: n0 is the output speed, n e is the speed of the input member output, e is the displacement ratio of the hydraulic transmission mechanism, k3 is the characteristic parameter of the first planetary gear train of the merging mechanism, k4 is the characteristic parameter of the second planetary gear train of the merging mechanism, and k5 is the characteristic parameter of the third planetary gear train of the merging mechanism; By adjusting the displacement ratio of the hydraulic transmission mechanism (6) and by selectively controlling the clutches C6 (2-8), clutch C7 (2-10), clutch C8 (4-1), clutch C 10 (4-7), Clutch C 11 (4-11), clutch C5 (2-6) and clutch C9 (4-6) are engaged to provide a hydraulic 2-speed transmission between the input member and the output member, in which the rotational speeds of the input member and the output member satisfy the following relationship: a o =and e ; By adjusting the displacement ratio of the hydraulic transmission mechanism (6) and by selectively controlling the clutches C6 (2-8), C7 (2-10), C8 (4-1), C 10 (4-7), Clutch C 11 (4-11), clutch C3 (7-1), clutch C9 (4-6) and brake B6 (7-3) are engaged to provide a hydraulic 3-speed transmission between the input member and the output member. In the hydraulic 3-speed transmission, the rotational speeds of the input member and the output member satisfy the following relationship: n o =(k1+1)(k2+1)in e ; Wherein: k1 is the characteristic parameter of the first planetary gear train of the splitter mechanism, and k2 is the characteristic parameter of the second planetary gear train of the splitter mechanism.

5. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 3, characterized in that: By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and by selectively controlling the clutch C1 (3-1), the clutch C2 (3-7), the clutch C6 (2-8), the brake B2 (2-9) and the brake B5 (4-12), a mechanical first gear transmission between the input member and the output member is provided, and the rotation speeds of the input member and the output member in the mechanical first gear transmission satisfy the following relationship: Wherein: k1 is the characteristic parameter of the first planetary gear train of the splitter mechanism, k2 is the characteristic parameter of the second planetary gear train of the splitter mechanism, k5 is the characteristic parameter of the third planetary gear train of the converging mechanism, i1 is the transmission ratio between the common gear ring (2-3) of the splitter mechanism and the input end of the metal belt continuously variable transmission mechanism (3-4), i2 is the transmission ratio between the common gear ring (4-3) of the converging mechanism and the output end of the metal belt continuously variable transmission mechanism (3-4), i b is the transmission ratio of the metal belt continuously variable transmission mechanism (3-4), n0 is the output speed, n e is the speed of the output of the input component; By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and by selectively controlling the clutches C1 (3-1), C2 (3-7), C5 (2-6), and C 10 (4-7), Clutch C 11 (4-11) and brake B3 (4-2), provide a mechanical 2-speed transmission between the input member and the output member, in which the rotational speeds of the input member and the output member satisfy the following relationship: Among them: k3 is the characteristic parameter of the first planetary gear train of the confluence mechanism, k4 is the characteristic parameter of the second planetary gear train of the confluence mechanism parameter; By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and by selectively controlling the clutch C1 (3-1), the clutch C2 (3-7), the brake B1 (2-7) and the brake B5 (4-12), a mechanical 3-speed transmission between the input member and the output member is provided, and the rotation speeds of the input member and the output member in the mechanical 3-speed transmission satisfy the following relationship: By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and by selectively controlling the clutch C1 (3-1), the clutch C2 (3-7), the clutch C 11 (4-11), brake B1 (2-7) and brake B4 (4-8), provide a mechanical 4-speed transmission between the input member and the output member, in which the rotation speeds of the input member and the output member satisfy the following relationship: By adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and by selectively controlling the clutch C1 (3-1), the clutch C2 (3-7), the clutch C 10 (4-7), Clutch C 11 (4-11), brake B1 (2-7) and brake B3 (4-2), provide a mechanical 5-speed transmission between the input member and the output member, in which the rotation speeds of the input member and the output member satisfy the following relationship:

6. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 3, characterized in that: By adjusting the displacement ratio of the hydraulic transmission mechanism (6), adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and selectively controlling the clutches C1 (3-1), C2 (3-7), C6 (2-8), C7 (2-10), C8 (4-1), and C 10 (4-7) and clutch C 11 (4-11) and clutch C9 (4-6) are engaged to provide a hydraulic split gear transmission between the input member and the output member. In the hydraulic split gear transmission, the rotational speeds of the input member and the output member satisfy the following relationship: By adjusting the displacement ratio of the hydraulic transmission mechanism (6), adjusting the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) and selectively controlling the clutches C1 (3-1), C2 (3-7), C6 (2-8), C7 (2-10), C8 (4-1), and C 10 (4-7) and clutch C 11 (4-11) and clutch C5 (2-6) are engaged, providing input structure The hydraulic confluence gear transmission between the input member and the output member, in which the rotational speed of the input member and the output member satisfies the following relationship:

7. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 3, characterized in that: The clutch C4 (7-8) and the brake B5 (4-12) are selectively controlled to engage, providing an electric drive first gear transmission between the other output end of the motor system (7) and the output member, in which the rotation speeds of the other output end of the motor system (7) and the output member satisfy the following relationship: Where: n0 is the output speed, n E is the rotation speed of the other output end of the motor system (7), k5 is the characteristic parameter of the third planetary gear train of the merging mechanism, and i4 is the transmission ratio between the common gear ring (4-3) of the merging mechanism and the other output end of the motor system (7); Selectively control the clutch C4 (7-8), clutch C 11 (4-11) and brake B4 (4-8) are engaged to provide an electric drive 2-speed transmission between the other output end of the motor system (7) and the output member. In the electric drive 2-speed transmission, the rotation speeds of the other output end of the motor system (7) and the output member satisfy the following relationship: Selectively control the clutch C4 (7-8), clutch C 10 (4-7), Clutch C 11 (4-11) and brake B3 (4-2) are engaged to provide an electric drive 3-speed transmission between the other output end of the motor system (7) and the output member. In the electric drive 3-speed transmission, the rotation speeds of the other output end of the motor system (7) and the output member satisfy the following relationship:

8. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 7, characterized in that: By adjusting the displacement ratio of the hydraulic transmission mechanism (6) and selectively controlling the clutches C3 (7-1), C6 (2-8), C7 (2-10), C8 (4-1), C9 (4-6), and C 10 (4-7) and clutch C 11 (4-11) is engaged to provide a hybrid-powered speed coupling transmission between the input member and an output end of the motor system (7) and the output member, wherein the speeds of the input member and an output end of the motor system (7) and the output member satisfy the following relationship: Where: n0 is the output speed, n E is the rotation speed of an output end of the motor system (7), k1 is the characteristic parameter of the first planetary gear system of the splitter mechanism, k2 is the characteristic parameter of the second planetary gear system of the splitter mechanism, i3 is the transmission ratio between the common gear ring (2-3) of the splitter mechanism and an output end of the motor system (7), and e is the displacement ratio of the hydraulic transmission mechanism; By adjusting the displacement ratio of the hydraulic transmission mechanism (6) and selectively controlling the clutches C3 (7-1), C6 (2-8), C7 (2-10), C8 (4-1), C9 (4-6), and C 10 (4-7), Clutch C 11 (4-11) and clutch C5 (2-6) are engaged to provide a hybrid power drive torque coupling transmission between the input member and an output end of the motor system (7) and the output member, in which the rotation speeds of the input member and an output end of the motor system (7) and the output member satisfy the following relationship: a o =and e =and E 。 9. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 8, characterized in that: When the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) is 1, the hydraulic 2nd gear transmission is used to enable the unpowered interruption switching from starting to the machine-liquid diverter gear transmission and the machine-liquid converging gear transmission; when the hydraulic 2nd gear transmission is switched to the machine-liquid diverter gear transmission, the stepless speed regulation point is e=1; when the hydraulic 2nd gear transmission is switched to the machine-liquid converging gear transmission, the stepless speed regulation point is e=1; when the machine-liquid diverter gear transmission is switched to the machine-liquid converging gear transmission, the stepless speed regulation point is e=1.

10. The electromechanical power transmission device with multi-mode mechanical hydraulic continuously variable transmission according to claim 8, characterized in that: When the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) is greater than 1, the hydraulic 2nd gear transmission is used to switch the starting to the machine-liquid split gear transmission and the machine-liquid converging gear transmission without power interruption; When the transmission ratio of the metal belt continuously variable transmission mechanism (3-4) is less than 1, the hydraulic 3rd gear transmission is used to enable the unpowered interruption switching from starting to the machine-liquid diversion gear transmission and the machine-liquid converging gear transmission.

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