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CN114593180B - A mechanical and electrical continuously variable speed composite transmission system and control method thereof - Google Patents

A mechanical and electrical continuously variable speed composite transmission system and control method thereof Download PDF

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Publication number
CN114593180B
CN114593180B CN202210180560.4A CN202210180560A CN114593180B CN 114593180 B CN114593180 B CN 114593180B CN 202210180560 A CN202210180560 A CN 202210180560A CN 114593180 B CN114593180 B CN 114593180B
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Prior art keywords
clutch
gear
transmission
output
mechanical
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CN114593180A (en
Inventor
朱镇
后睿
陈龙
蔡英凤
田翔
孙晓东
韩江义
夏长高
张奕涵
盛杰
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Jiangsu University
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Jiangsu University
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Priority to CN202210180560.4A priority Critical patent/CN114593180B/en
Priority to PCT/CN2022/078144 priority patent/WO2023159533A1/en
Publication of CN114593180A publication Critical patent/CN114593180A/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/70—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion in which the central axis of the gearing lies inside the periphery of an orbital gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/02—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
    • B60K17/08—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing of mechanical type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
    • B60K17/12—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of electric gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/02—Gearboxes; Mounting gearing therein
    • F16H57/023—Mounting or installation of gears or shafts in the gearboxes, e.g. methods or means for assembly
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members having orbital motion
    • F16H57/082—Planet carriers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors , actuators or related electrical control means  therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors , actuators or related electrical control means  therefor
    • F16H2061/323—Electric motors , actuators or related electrical control means  therefor for power assistance, i.e. servos with follow up action
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
    • F16H2200/0039—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising three forward speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
    • F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2048—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with seven engaging means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Structure Of Transmissions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

本发明公开了一种机械与电气无级变速的复合传动系统及其控制方法，包括输入轴组件、机械传动组件、电动传动组件和输出轴组件，通过离合器和制动器之间的组合切换实现单流传动模式、复合传动模式和能量回收模式的切换；所述单流传动模式包括EVT传动模式和机械传动模式；所述复合传动模式为EVT与机械复合传动模式。有益效果：本发明可以适应不同的工况，提高发动机功率利用率，改善燃油经济性；有效地减少了换挡冲击，增大了速比调节范围；在动力调节方面，电动传动组件可以通过储能器有效地补充驱动力，并且EVT还可以回收制动时的能量；本发明有效拓宽了调速范围，能够满足大范围线性、非线性无级调速的要求。

The present invention discloses a mechanical and electrical continuously variable composite transmission system and a control method thereof, comprising an input shaft assembly, a mechanical transmission assembly, an electric transmission assembly and an output shaft assembly, and realizing the switching of a single-flow transmission mode, a composite transmission mode and an energy recovery mode through the combined switching between a clutch and a brake; the single-flow transmission mode comprises an EVT transmission mode and a mechanical transmission mode; the composite transmission mode is an EVT and mechanical composite transmission mode. Beneficial effects: The present invention can adapt to different working conditions, improve the engine power utilization rate, and improve fuel economy; effectively reduce the gear shift shock and increase the speed ratio adjustment range; in terms of power regulation, the electric transmission assembly can effectively supplement the driving force through the energy storage device, and the EVT can also recover the energy during braking; the present invention effectively broadens the speed regulation range and can meet the requirements of a wide range of linear and nonlinear stepless speed regulation.

Description

Mechanical and electric stepless speed change compound transmission system and control method thereof
Technical Field
The invention relates to a transmission system and a control method thereof, in particular to a mechanical and electric stepless speed change compound transmission system and a control method thereof, and belongs to the technical field of speed change transmission devices.
Background
The automobile transmission is a core component of an automobile transmission system and is one of important evaluation indexes of vehicle performance. In the running process of the automobile, the automobile transmission enables the engine to always work in the optimal power performance state by changing the transmission ratio between the engine and the driving wheels, and meets the requirements of different requirements on traction force and speed of driving wheels under different forms of starting, accelerating, running, overcoming various road obstacles and the like.
When oil of a hydraulic mechanism in the traditional mechanical-hydraulic stepless speed changer is mixed into air, vibration and noise are easy to cause, so that the working performance of the system is influenced, the oil of the hydraulic mechanism is easy to be polluted, and the working reliability of the system can be influenced after the oil is polluted.
The electric continuously variable transmission (EVT) is an advanced technology developed in recent years, and provides continuously variable transmission for vehicles, so that driving is smoother and more comfortable, and when the electric continuously variable transmission is effectively controlled and matched with an internal combustion engine, the fuel efficiency of the vehicle can be greatly improved. In the aspect of power regulation, the EVT can effectively supplement driving force through the energy accumulator without changing the power requirement of the internal combustion engine, so that the working state of the internal combustion engine is kept free from the influence of road conditions, and the efficiency of the whole vehicle is improved. However, when the EVT is directly connected with the output shaft, the problem of overheat of the EVT can be encountered at a higher rotating speed, so that the transmission mode of the EVT alone cannot meet the transmission requirement of multiple working conditions.
Disclosure of Invention
The invention aims to overcome the defects in the prior art, provides a mechanical and electric stepless speed change compound transmission system and a control method thereof, realizes the switching of multiple modes of EVT transmission, mechanical-EVT compound transmission and energy recovery by switching a clutch component and a brake component, can adapt to different working conditions, improves the power utilization rate of an engine and improves the fuel economy.
The technical proposal is that a mechanical and electric stepless speed change compound transmission system,
The clutch comprises an input shaft assembly, a first clutch C 1 and an input gear pair, wherein the input shaft assembly comprises an input shaft;
The mechanical transmission assembly comprises a mechanical transmission shaft, a front planet row assembly, a rear planet row assembly, a fifth clutch C 5, a first brake B 1 and a second brake B 2, wherein the front planet row assembly comprises a front sun gear, a front planet carrier and a front gear ring, the rear planet row assembly comprises a rear sun gear, a rear planet carrier and a rear gear ring, the mechanical transmission shaft is connected with an input shaft through the first clutch C 1, the mechanical transmission shaft is fixedly connected with the front gear ring and the rear sun gear respectively, the front planet carrier is connected with the rear planet carrier, the front sun gear is connected with the mechanical transmission shaft through the fifth clutch C 5, the first brake B 1 can lock the front sun gear, and the second brake B 2 can lock the front planet carrier and the rear planet carrier simultaneously;
The electric transmission assembly comprises an electric input shaft, an inner rotor, an outer rotor, a stator, a power supply, an electric output shaft, a second clutch C 2 and a third clutch C 3, wherein the input gear pair is connected with the electric input shaft through the second clutch C 2, the electric input shaft is connected with the inner rotor, the electric output shaft is connected with the outer rotor, the power supply generates a magnetic field when the power supply supplies power, the magnetic field generated by the stator controls the transmission speed ratio of the inner rotor relative to the outer rotor, and the adjustment of the transmission speed ratio of the electric input shaft relative to the electric output shaft is realized;
The output shaft assembly comprises an output shaft, an output sun gear, an output planet carrier, an output gear ring, an output gear pair and a fourth clutch C 4, wherein the output sun gear is connected with the rear gear ring, the output gear ring is connected with the third clutch C 3 through the output gear pair, the output planet carrier is connected with the output shaft, and the output sun gear is connected with the output shaft through the fourth clutch C 4.
The power split type mechanical-EVT composite transmission system can adapt to different working conditions, improve the power utilization rate of an engine, improve the fuel economy, effectively reduce gear shifting impact and increase the speed ratio adjusting range, can effectively supplement driving force through an energy accumulator in the aspect of power adjustment, and can recover energy during braking and send the energy back to the energy accumulator.
Preferably, in order to achieve recovery of braking energy while supplementing driving power, the electric transmission assembly includes a slip ring connected with an inner rotor that converts mechanical energy into electrical energy, the generated electrical energy being transmitted to a power source through the slip ring.
A control method of a mechanical and electrical stepless speed change compound transmission system realizes the switching of a single-flow transmission mode, a compound transmission mode and an energy recovery mode through the combined switching between a clutch and a brake, wherein the single-flow transmission mode comprises an EVT transmission mode and a mechanical transmission mode, and the compound transmission mode is an EVT and mechanical compound transmission mode.
The engagement elements for each transmission mode are shown in table 1. The method comprises the following steps:
Table 1 mode switching element engaged state
Note that Σ represents the actuator in the engaged state and Δrepresents the actuator in the disengaged state.
Preferably, the control method of the EVT transmission mode is as follows:
The second clutch C 2, the third clutch C 3 and the fourth clutch C 4 are engaged while the first clutch C 1, the fifth clutch C 5, the first brake B 1 and the second brake B 2 are disengaged, and power is output from the input shaft through the input gear pair, the second clutch C 2, the electric input shaft, the inner rotor, the outer rotor, the electric output shaft, the third clutch C 3, the output gear pair, the output ring gear, the output carrier to the output shaft.
Preferably, the mechanical transmission mode comprises a mechanical transmission 1 gear, a mechanical transmission 2 gear and a mechanical transmission 3 gear, and the specific control method is as follows:
Mechanical transmission 1 (M1) is that a first clutch C 1, a fourth clutch C 4 and a first brake B 1 are engaged, a second clutch C 2, a third clutch C 3, a fifth clutch C 5 and a second brake B 2 are simultaneously separated, power is split by the mechanical transmission shaft from an input shaft to the mechanical transmission shaft through the first clutch C 1, one power is split by a front gear ring, a front planet carrier to a rear planet carrier, the other power is split by a rear sun gear to a rear planet carrier, and the two power are combined to the rear planet carrier and then output by the rear gear ring and the fourth clutch C 4 to an output shaft;
Mechanical transmission 2 (M2) with the first clutch C 1, the fourth clutch C 4 and the fifth clutch C 5 engaged while the second clutch C 2, the third clutch C 3, the first brake B 1 and the second brake B 2 disengaged, with power split from the input shaft through the first clutch C 1 to the mechanical transmission shaft, with the first split from the fifth clutch C 5, the front sun gear to the front carrier, with the second split from the front ring gear to the front carrier, with the first and second split power merging to the rear carrier, with the third split from the rear sun gear to the rear carrier, with the power merging to the rear carrier, and with the rear ring gear, the fourth clutch C 4 to the output shaft;
Mechanical transmission 3 (M3) in which the first clutch C 1, the fourth clutch C 4, and the second brake B 2 are engaged while the second clutch C 2, the third clutch C 3, the fifth clutch C 5, and the first brake B 1 are disengaged, and power is output from the input shaft through the first clutch C 1, the mechanical transmission shaft, the rear sun gear, the rear carrier, the rear ring gear, the fourth clutch C 4 to the output shaft.
Preferably, the EVT and mechanical compound transmission modes include EVT and mechanical compound transmission 1 gear (EVT-M1), EVT and mechanical compound transmission 2 gear (EVT-M2) and EVT and mechanical compound transmission 3 gear (EVT-M3), and the specific control method is as follows:
The EVT is engaged with the mechanical compound transmission 1 (EVT-M1) with first clutch C 1, second clutch C 2, third clutch C 3 and first brake B 1, while fourth clutch C 4, fifth clutch C 5 and second brake B 2 are disengaged;
The power is split by the input shaft, and one path of power passes through the input gear pair, the second clutch C 2, the electric input shaft, the inner rotor, the outer rotor, the electric output shaft, the third clutch C 3, the output gear pair and the output gear ring to the output planet carrier;
The other power is transmitted to the mechanical transmission shaft through the first clutch C 1, the power is split by the mechanical transmission shaft, one power is transmitted to the rear planet carrier through the front gear ring and the front planet carrier, the other power is transmitted to the rear planet carrier through the rear sun gear, the two power are converged to the rear planet carrier, the power is transmitted to the output planet carrier through the rear gear ring and the output sun gear, and the power transmitted to the output planet carrier through the mechanical transmission assembly and the electric transmission assembly is converged to the output planet carrier and then is output through the output shaft;
The EVT is engaged with the mechanical compound drive 2 (EVT-M2) with first, second, third and fifth clutches C 1, C 2, C 3, C 5, while fourth clutch C 4, first brake B 1, and second brake B 2 are disengaged;
The power is split by the input shaft, and one path of power passes through the input gear pair, the second clutch C 2, the electric input shaft, the inner rotor, the outer rotor, the electric output shaft, the third clutch C 3, the output gear pair and the output gear ring to the output planet carrier;
The other power is split by the mechanical transmission shaft from the input shaft to the mechanical transmission shaft through the first clutch C 1, the first power is split by the fifth clutch C 5, the front sun gear and the front planet carrier, the second power is split by the front gear ring and the front planet carrier, the first power and the second power are split and then are split into the rear planet carrier, the third power is split into the rear planet carrier by the rear sun gear and the rear planet carrier, and then the power is split into the output planet carrier through the rear gear ring and the output sun gear and is output through the output planet carrier after being split into the output planet carrier through the mechanical transmission assembly and the electric transmission assembly;
The EVT is engaged with the mechanical compound drive 3 (EVT-M3) having a first clutch C 1, a second clutch C 2, a third clutch C 3 and a second brake B 2, while a fourth clutch C 4, a fifth clutch C 5 and a first brake B 1 are disengaged;
The power is split by the input shaft, and one path of power passes through the input gear pair, the second clutch C 2, the electric input shaft, the inner rotor, the outer rotor, the electric output shaft, the third clutch C 3, the output gear pair and the output gear ring to the output planet carrier;
The other power is coupled from the input shaft through the first clutch C 1, the fourth clutch C 4 and the second brake B 2, the second clutch C 2, the third clutch C 3, the fifth clutch C 5 and the first brake B 1 are simultaneously separated, and the power is output from the input shaft through the first clutch C 1, the mechanical transmission shaft, the rear sun gear, the rear planet carrier, the rear gear ring and the output sun gear to the output planet carrier, and the power passing through the mechanical transmission assembly and the electric transmission assembly is combined on the output planet carrier and then output by the output shaft.
Preferably, the control method of the energy recovery mode is as follows:
The third clutch C 3, the first brake B 1 and the second brake B 2 are engaged, the first clutch C 1, the second clutch C 2, the fourth clutch C 4 and the fifth clutch C 5 are simultaneously separated, braking force is converted into electric energy by the outer rotor through the output planetary carrier, the output gear ring, the output gear pair, the third clutch C 3 and the electric output shaft from the output shaft, the electric energy is transmitted to the power supply by the outer rotor, and the power supply stores the recovered energy in the form of electric energy.
Preferably, when the EVT is driven, power is driven by the electric input shaft to rotate the inner rotor, one part of mechanical energy is converted into electric energy through the slip ring and transmitted to the power supply, the power supply is converted into mechanical energy through the stator and the outer rotor and output by the electric output shaft, and the other part of mechanical energy is directly converted into mechanical energy through electromagnetic field coupling between the stator and the outer rotor and output by the electric output shaft.
Preferably, the output shaft rotation speed calculation method of the single-flow transmission mode comprises the following steps:
EVT transmission mode:
Wherein n 0 (EVT) is the rotation speed of an output shaft in the EVT transmission mode, n I is the rotation speed of an input shaft, i 1 is the transmission ratio of an input gear pair, i 2 is the transmission ratio of an output gear pair, and i 2 is the transmission ratio of an electric transmission assembly;
Mechanical drive gear 1 (M1):
Wherein n O (M1) is the rotation speed of an output shaft when the mechanical transmission is in the 1 st gear, n I is the rotation speed of an input shaft, k 1 is the characteristic parameter of a planet gear of a front planet row assembly, and k 2 is the characteristic parameter of a planet gear of a rear planet row assembly;
mechanical drive gear 2 (M2):
no(M2)＝nI
Wherein n O (M2) is the rotation speed of the output shaft when the mechanical transmission is in 2 gear, and n I is the rotation speed of the input shaft;
mechanical drive 3 (M3):
Wherein n O (M3) is the rotation speed of the output shaft when the mechanical transmission is in 3-gear, n I is the rotation speed of the input shaft k 2 and is the characteristic parameter of the planetary gear of the rear planetary gear set.
Preferably, the output shaft rotation speed calculation method of the EVT and mechanical composite transmission 1 gear (EVT-M1), the EVT and mechanical composite transmission 2 gear (EVT-M2) and the EVT and mechanical composite transmission 3 gear (EVT-M3) is as follows:
EVT and mechanical compound transmission 1 gear (EVT-M1):
Wherein n O (EVT-M1) is the rotation speed of an output shaft when the EVT and the machinery are in compound transmission 1 gear, n I is the rotation speed of an input shaft, i 1 is the transmission ratio of an input gear pair, i 2 is the transmission ratio of an output gear pair, i e is the transmission ratio of an electric transmission assembly, k 1 is the planetary gear characteristic parameter of a front planetary gear assembly, k 2 is the planetary gear characteristic parameter of a rear planetary gear assembly, and k 3 is the planetary gear characteristic parameter of the output shaft assembly;
EVT and mechanical compound transmission 2 (EVT-M2):
Wherein n O (EVT-M2) is the rotation speed of an output shaft when the EVT and the machinery are in compound transmission 2, n I is the rotation speed of an input shaft, i 1 is the transmission ratio of an input gear pair, i 2 is the transmission ratio of an output gear pair, i 2 is the transmission ratio of an electric transmission assembly, and k 3 is the characteristic parameter of a planetary gear of the output shaft assembly;
EVT and mechanical compound transmission 3 (EVT-M3):
Where n O (EVT-M3) is the output shaft speed when the EVT and the machine are in compound transmission 3, n I is the input shaft speed, i 1 is the transmission ratio of the input gear pair, i 2 is the transmission ratio of the output gear pair, i 2 is the transmission ratio of the electric transmission assembly, k 2 is the planetary gear characteristic parameter of the rear planetary gear assembly, and k 3 is the planetary gear characteristic parameter of the output shaft assembly.
The power split type mechanical-EVT composite transmission system has the advantages that the clutch component and the brake component are switched to realize the switching of multiple modes of EVT transmission, mechanical-EVT composite transmission and energy recovery, different working conditions can be adapted, the power utilization rate of an engine is improved, the fuel economy is improved, gear shifting impact is effectively reduced, the speed ratio adjusting range is enlarged, the electric transmission component can effectively supplement driving force through the energy accumulator in the aspect of power adjustment, and the EVT can recover energy during braking and send the energy back to the energy accumulator.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, it will be apparent that the drawings in the following description are only embodiments of the present invention, and other drawings can be obtained according to the provided drawings without inventive effort to a person skilled in the art;
FIG. 1 is a schematic diagram of the structure of the present invention;
FIG. 2 is a schematic power flow diagram of the EVT transmission modes of the present invention;
FIG. 3 is a schematic power flow diagram of a mechanical drive of the present invention, gear 1;
FIG. 4 is a schematic power flow diagram of the mechanical drive of the present invention, gear 2;
FIG. 5 is a schematic power flow diagram of the mechanical drive 3 of the present invention;
FIG. 6 is a schematic power flow diagram of an EVT and mechanical compound drive 1 gear of the present invention;
FIG. 7 is a schematic power flow diagram of an EVT with mechanical compound drive 2 gear of the present invention;
FIG. 8 is a schematic power flow diagram of an EVT and mechanical compound drive 3-speed of the present invention;
FIG. 9 is a schematic diagram of the power flow in the energy recovery mode of the present invention;
FIG. 10 is a schematic diagram of the power flow in EVT transmission modes in accordance with the present invention
FIG. 11 is a graph showing the relationship between output rotation speed and input rotation speed according to the present invention.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the drawings, are merely for convenience in describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
In the present invention, unless expressly stated or limited otherwise, a first feature "above" or "below" a second feature may include both the first and second features being in direct contact, as well as the first and second features not being in direct contact but being in contact with each other through additional features therebetween. Moreover, a first feature being "above," "over" and "on" a second feature includes the first feature being directly above and obliquely above the second feature, or simply indicating that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature includes the first feature being directly under and obliquely below the second feature, or simply means that the first feature is less level than the second feature.
As shown in fig. 1, a mechanical and electrical continuously variable transmission system,
Comprising an input shaft assembly 1 comprising an input shaft 11, a first clutch C 1 and an input gear pair 13;
A mechanical transmission assembly 2, wherein the mechanical transmission assembly 2 comprises a mechanical transmission shaft 21, a front planetary assembly 22, a rear planetary assembly 23, a fifth clutch C 5, a first brake B 1 and a second brake B 2, the front planetary assembly 22 comprises a front sun gear 221, a front planet carrier 222 and a front gear ring 223, the rear planetary assembly 23 comprises a rear sun gear 231, a rear planet carrier 232 and a rear gear ring 233, the mechanical transmission shaft 21 is connected with the input shaft 11 through a first clutch C 1, the mechanical transmission shaft 21 is fixedly connected with the front gear ring 223 and the rear sun gear 231 respectively, the front planet carrier 222 is connected with a rear planet carrier 232, the front sun gear 221 is connected with the mechanical transmission shaft 21 through a fifth clutch C 5 24, the first brake B 1 25 can lock the front sun gear 221, and the second brake B 2 can lock the front planet carrier 222 and the rear planet carrier 232 simultaneously;
The electric transmission assembly 3 comprises an electric input shaft 31, an inner rotor 32, an outer rotor 33, a stator 34, a power supply 35, an electric output shaft 36, a second clutch C 2 and a third clutch C 3, wherein the input gear pair 13 is connected with the electric input shaft 31 through the second clutch C 2 37, the electric input shaft 31 is connected with the inner rotor 32, the electric output shaft 36 is connected with the outer rotor 33, the power supply 35 supplies power to the stator 34 to generate a magnetic field, the magnetic field generated by the stator 34 controls the transmission speed ratio of the inner rotor 32 relative to the outer rotor 33, and the adjustment of the transmission speed ratio of the electric input shaft 31 relative to the electric output shaft 36 is realized;
The output shaft assembly 4 comprises an output shaft 41, an output sun gear 42, an output planet carrier 43, an output gear ring 44, an output gear pair 45 and a fourth clutch C 4, wherein the output sun gear 42 is connected with a rear gear ring 233, the output gear ring 44 is connected with a third clutch C 3 through the output gear pair 45, the output planet carrier 43 is connected with the output shaft 41, and the output sun gear 42 is connected with the output shaft 41 through the fourth clutch C 4.
The power split type mechanical-EVT composite transmission system can adapt to different working conditions, improve the power utilization rate of an engine, improve the fuel economy, effectively reduce gear shifting impact and increase the speed ratio adjusting range, can effectively supplement driving force through an energy accumulator in the aspect of power adjustment, and can recover energy during braking and send the energy back to the energy accumulator.
In order to achieve recovery of braking energy while supplementing the driving power, the electric drive assembly 3 comprises a slip ring 39, the slip ring 39 being connected to the inner rotor 32, the inner rotor 32 converting mechanical energy into electrical energy, the generated electrical energy being transmitted to the power source 35 via the slip ring 39.
A control method of a mechanical and electrical stepless speed change compound transmission system realizes the switching of a single-flow transmission mode, a compound transmission mode and an energy recovery mode through the combined switching between a clutch and a brake, wherein the single-flow transmission mode comprises an EVT transmission mode and a mechanical transmission mode, and the compound transmission mode is an EVT and mechanical compound transmission mode.
The engagement elements for each transmission mode are shown in table 1. The method comprises the following steps:
Table 1 mode switching element engaged state
Note that Σ represents the actuator in the engaged state and Δrepresents the actuator in the disengaged state.
As shown in fig. 2, the control method of the EVT transmission mode is as follows:
The second clutch C 2, the third clutch C 3 38 and the fourth clutch C 4 are engaged while the first clutch C 1, the fifth clutch C 5, the first brake B 1 and the second brake B 2 are disengaged, and power is output from the input shaft 11 through the input gear pair 13, the second clutch C 2, the electric input shaft 31, the inner rotor 32, the outer rotor 33, the electric output shaft 36, the third clutch C 3, the output gear pair 45, the output ring gear 44, the output carrier 43 to the output shaft 41.
The rotational speed calculation method of the output shaft 41 in the EVT transmission mode is as follows:
Where n 0 (EVT) is the speed of the output shaft 41 in EVT mode, n I is the speed of the input shaft 11, i 1 is the gear ratio of the input gear pair 13, i 2 is the gear ratio of the output gear pair 45, and i e is the gear ratio of the electric drive assembly 3.
As shown in fig. 3, the control method of the mechanical transmission 1 (M1) is as follows:
The first clutch C 1, the fourth clutch C 4 46 and the first brake B 1 are engaged, the second clutch C 2, the third clutch C 3 38, the fifth clutch C 5 and the second brake B 2 are simultaneously separated, power is split by the mechanical transmission shaft 21 from the input shaft 11 through the first clutch C 1 to the mechanical transmission shaft 21, one power is split by the mechanical transmission shaft 21, the front gear ring 223, the front planet carrier 222 to the rear planet carrier 232, the other power is split by the rear sun gear 231 to the rear planet carrier 232, the two power paths are converged to the rear planet carrier 232, and the two power is output by the rear gear ring 233 and the fourth clutch C 4 to the output shaft 41;
The rotational speed of the output shaft 41 of the mechanical transmission 1 (M1) is calculated as follows:
Where n O (M1) is the rotational speed of the output shaft 41 in gear 1 of the mechanical transmission, n I is the rotational speed of the input shaft 11, k 1 is the planetary gear characteristic of the front planetary gear set 22, and k 2 is the planetary gear characteristic of the rear planetary gear set 23.
As shown in fig. 4, the control method of the mechanical transmission 2 (M2) is as follows:
the first clutch C 1, the fourth clutch C 4 46 and the fifth clutch C 5 are engaged, while the second clutch C 2, the third clutch C 3 38, the first brake B 1 25 and the second brake B 2 are disengaged, power is split by the mechanical transmission shaft 21 from the input shaft 11 through the first clutch C 1 to the mechanical transmission shaft 21, the first path is divided by the fifth clutch C 5 24, the front sun gear 221 to the front planet carrier 222, the second path is divided by the front ring gear 223 to the front planet carrier 222, the first path and the second path are combined to the rear planet carrier 232, the third path is divided by the rear sun gear 231 to the rear planet carrier 232, the power is combined to the rear planet carrier 232, and the power is output by the rear ring gear 233 and the fourth clutch C3546 to the output shaft 41;
the rotational speed of the output shaft 41 of the mechanical transmission 2 (M2) is calculated as follows:
no(M2)＝nI
Where n O (M2) is the rotational speed of the output shaft 41 in the mechanical transmission 2 gear, and n I is the rotational speed of the input shaft 11.
As shown in fig. 5, the control method of the mechanical transmission 3 (M3) is as follows:
The first clutch C 1, the fourth clutch C 4 46 and the second brake B 2 are engaged while the second clutch C 2, the third clutch C 3 38, the fifth clutch C 5 and the first brake B 1 are disengaged, and power is output from the input shaft 11 through the first clutch C 1, the mechanical propeller shaft 21, the rear sun gear 231, the rear carrier 232, the rear ring gear 233, the fourth clutch C 4 to the output shaft 41.
The rotational speed of the output shaft 41 of the mechanical transmission 3 (M3) is calculated as follows:
Where n O (M3) is the rotational speed of the output shaft 41 in the 3 rd gear of the mechanical transmission, n I is the rotational speed k 2 of the input shaft 11, and the planetary gear characteristic parameter of the rear planetary gear set 23.
As shown in fig. 6, the control method of the EVT and mechanical hybrid transmission 1 (EVT-M1) is as follows:
The first clutch C 1, the second clutch C 2 37, the third clutch C 3, and the first brake B 1 are engaged while the fourth clutch C 4 46, the fifth clutch C 5 24, and the second brake B 2 are disengaged;
The power is split by the input shaft 11, and one path of power passes through the input gear pair 13, the second clutch C 2, the electric input shaft 31, the inner rotor 32, the outer rotor 33, the electric output shaft 36, the third clutch C 3 38, the output gear pair 45 and the output gear ring 44 to the output planet carrier 43;
The other power is transmitted to the mechanical transmission shaft 21 through the first clutch C 1, the power is split by the mechanical transmission shaft 21, one power is transmitted to the rear planet carrier 232 through the front gear ring 223 and the front planet carrier 222, the other power is transmitted to the rear planet carrier 232 through the rear sun gear 231, the two power is converged to the rear planet carrier 232, the power is converged to the output planet carrier 43 through the rear gear ring 233 and the output sun gear 42, and the power transmitted to the output planet carrier 43 through the mechanical transmission assembly 2 and the electric transmission assembly 3 is output through the output shaft 41.
The rotational speed calculation method of the output shaft 41 of the EVT and mechanical composite transmission 1 gear (EVT-M1) is as follows:
where n O (EVT-M1) is the rotational speed of the output shaft 41 when the EVT and the machine are in compound transmission 1, n I is the rotational speed of the input shaft 11, i 1 is the transmission ratio of the input gear pair 13, i 2 is the transmission ratio of the output gear pair 45, i 2 is the transmission ratio of the electric transmission assembly 3, k 1 is the planetary gear characteristic parameter of the front planetary gear set 22, k 2 is the planetary gear characteristic parameter of the rear planetary gear set 23, and k 3 is the planetary gear characteristic parameter of the output shaft set 4.
As shown in fig. 7, the control method of the EVT and mechanical compound transmission 2 gear (EVT-M2) is as follows:
The first clutch C 1, the second clutch C 2 37, the third clutch C 3, and the fifth clutch C 5 are engaged while the fourth clutch C 4 46, the first brake B 1 25, and the second brake B 2 are disengaged;
The power is split by the input shaft 11, and one path of power passes through the input gear pair 13, the second clutch C 2, the electric input shaft 31, the inner rotor 32, the outer rotor 33, the electric output shaft 36, the third clutch C 3 38, the output gear pair 45 and the output gear ring 44 to the output planet carrier 43;
The other power is split by the mechanical transmission shaft 21 from the input shaft 11 to the mechanical transmission shaft 21 through the first clutch C 1, the first power is split by the fifth clutch C 5, the front sun gear 221 to the front planet carrier 222, the second power is split by the front gear ring 223 to the front planet carrier 222, the first power and the second power are combined and then are transmitted to the rear planet carrier 232, the third power is split by the rear sun gear 231 to the rear planet carrier 232, the power is split by the rear gear ring 233 and the output sun gear 42 to the output planet carrier 43, and the power which passes through the mechanical transmission assembly 2 and the electric transmission assembly 3 is split by the output planet carrier 43 and then is output by the output shaft 41;
the rotational speed calculation method of the output shaft 41 of the EVT and mechanical composite transmission 2 (EVT-M2) is as follows:
Where n O (EVT-M2) is the rotation speed of the output shaft 41 when the EVT and the machine are in compound transmission 2, n I is the rotation speed of the input shaft 11, i 1 is the transmission ratio of the input gear pair 13, i 2 is the transmission ratio of the output gear pair 45, i 2 is the transmission ratio of the electric transmission assembly 3, and k 3 is the planetary gear characteristic parameter of the output shaft assembly 4.
As shown in fig. 8, the control method of the EVT and mechanical compound transmission 3 gear (EVT-M3) is as follows:
The first clutch C 1, the second clutch C 2 37, the third clutch C 3, and the second brake B 2 are engaged while the fourth clutch C 4 46, the fifth clutch C 5 24, and the first brake B 1 are disengaged;
The power is split by the input shaft 11, and one path of power passes through the input gear pair 13, the second clutch C 2, the electric input shaft 31, the inner rotor 32, the outer rotor 33, the electric output shaft 36, the third clutch C 3 38, the output gear pair 45 and the output gear ring 44 to the output planet carrier 43;
The other power is coupled from the input shaft 11 through the first clutch C 1, the fourth clutch C 4 46 and the second brake B 2, while the second clutch C 2 37, the third clutch C 3 38, the fifth clutch C 5 24 and the first brake B 1 are decoupled, and the power is output from the input shaft 11 through the first clutch C 1, the mechanical transmission shaft 21, the rear sun gear 231, the rear carrier 232, the rear ring gear 233, the output sun gear 42 to the output carrier 43, and the power through the mechanical transmission assembly 2 and the electric transmission assembly 3 is combined to the output carrier 43 and then output from the output shaft 41.
The rotational speed calculation method of the output shaft 41 of the EVT and mechanical composite transmission 3 (EVT-M3) is as follows:
Where n O (EVT-M3) is the rotation speed of the output shaft 41 when the EVT and the machine are in compound transmission 3, n I is the rotation speed of the input shaft 11, i 1 is the transmission ratio of the input gear pair 13, i 2 is the transmission ratio of the output gear pair 45, i e is the transmission ratio of the electric transmission assembly 3, k 2 is the planetary gear characteristic parameter of the rear planetary gear assembly 23, and k 3 is the planetary gear characteristic parameter of the output shaft assembly 4.
As shown in fig. 9, the control method of the energy recovery mode is as follows:
The third clutch C 3, the first brake B 1 25 and the second brake B 2 are engaged while the first clutch C 1 12, the second clutch C 2 37, the fourth clutch C 4 and the fifth clutch C 5 are disengaged, the braking force is converted into electric energy by the output shaft 41 through the output planet carrier 43, the output gear ring 44, the output gear pair 45, the third clutch C 3 38, the electric output shaft 36 to the outer rotor 33, the outer rotor 33 transfers the electric energy to the power source 35 by the stator 34, and the power source 35 stores the recovered energy in the form of electric energy.
As shown in fig. 10, when the EVT is driven, power is driven by the electric input shaft 31 to rotate the inner rotor 32, a part of mechanical energy is converted into electric energy through the slip ring 39 and transmitted to the power source 35, the power source 35 converts the electric energy into mechanical energy through the stator 34 and the outer rotor 33 and is output by the electric output shaft 36, and the other part of mechanical energy is directly converted into mechanical energy through electromagnetic field coupling between the stator 34 and the outer rotor 33 and is output by the electric output shaft 36.
As shown in FIG. 11, by adjusting the gear ratio of the EVT transmission assembly and selectively controlling the engagement of the clutch assemblies and brake assemblies, 4 transmission modes are provided, EVT transmission, EVT-M1 compound transmission, EVT-M2 compound transmission, and EVT-M3 compound transmission. The method comprises the steps of starting by adopting an EVT transmission mode, wherein the output rotating speed linearly increases along with the increase of the transmission ratio i e of an EVT transmission assembly, synchronously switching the EVT transmission mode to an EVT-M3 compound transmission mode when the transmission ratio i e∈[no(EVT)＝no (EVT-M3) of the EVT transmission assembly is changed from a minimum value to a maximum value, non-linearly increasing n o (EVT-M3), starting by adopting an EVT-M2 transmission mode, wherein the output rotating speed non-linearly increases along with the increase of the transmission ratio i e of the EVT transmission assembly, and increasing non-linearly along with the increase of the transmission ratio i e of the EVT transmission assembly by adopting the EVT-M2 transmission mode. By selectively controlling the engagement of the clutch and brake assemblies, three transmission modes of the mechanical transmissions M1, M2, M3 are provided, enabling three different fixed ratio mechanical transmission modes.
Illustrating:
the main parameters are i 1＝0.51,i2＝0.5,k1＝1.86,k2＝1.5,k3＝1.72,ie E [0,3.5]
The EVT transmission output-input rotational speed relationship is:
the output-input rotation speed relation of the mechanical transmission M1 is as follows:
The output-input rotation speed relation of the mechanical transmission M2 is n o(M2)＝nI
The output-input rotation speed relation of the mechanical transmission M3 is as follows:
The EVT-mechanical compound transmission EVT-M1 has the following output-input rotation speed relationship:
The EVT-mechanical compound transmission EVT-M1 has the following output-input rotation speed relationship:
The EVT-mechanical compound transmission EVT-M1 has the following output-input rotation speed relationship:
As shown in fig. 11, starting with the EVT transmission mode, n o (EVT) increases linearly from 0 to 3.43n I when the transmission ratio i e of the EVT transmission is changed from 0 to 3.5, the EVT transmission mode may be synchronously shifted to the EVT-mechanical compound transmission EVT-M3 mode when the transmission ratio i e =2.4 of the EVT transmission, the EVT-mechanical compound transmission EVT-M3 mode being a nonlinear transmission, starting with the EVT-mechanical compound transmission EVT-M2 mode, in which n o increases non-linearly from 0 to 0.86n I when the transmission ratio i e of the EVT transmission is changed from 0 to 3.5, and in the EVT-mechanical compound transmission EVT-M1 mode, n o increases linearly from 2.68n I to 4.19n I when the transmission ratio i e of the EVT transmission is changed from 0 to 3.5. By selectively controlling the engagement of the clutch and brake assemblies, three transmission modes of mechanical transmission M1, M2, M3 are provided, enabling three different fixed ratio mechanical transmission modes, n o(M1)＝1.08nI、no(M2)＝1nI and n o(M3)＝0.67nI, respectively.
In the present specification, each embodiment is described in a progressive manner, and each embodiment is mainly described in a different point from other embodiments, and identical and similar parts between the embodiments are all enough to refer to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant points refer to the description of the method section.
The previous description of the disclosed embodiments is provided to enable any person skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other embodiments without departing from the spirit or scope of the invention. Thus, the present invention is not intended to be limited to the embodiments shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims (7)

1.一种机械与电气无级变速的复合传动系统的控制方法，其特征在于：1. A control method for a mechanical and electrical continuously variable transmission system, characterized in that: 复合传动系统包括输入轴组件(1)，所述输入轴组件(1)包括输入轴(11)、第一离合器C1(12)和输入齿轮副(13)；The compound transmission system comprises an input shaft assembly (1), wherein the input shaft assembly (1) comprises an input shaft (11), a first clutch C1 (12) and an input gear pair (13); 机械传动组件(2)，所述机械传动组件(2)包括机械传动轴(21)、前行星排组件(22)、后行星排组件(23)、第五离合器C5(24)、第一制动器B1(25)和第二制动器B2(26)，所述前行星排组件(22)包括前太阳轮(221)、前行星架(222)、前齿圈(223)，所述后行星排组件(23)包括后太阳轮(231)、后行星架(232)和后齿圈(233)；所述机械传动轴(21)通过第一离合器C1(12)与输入轴(11)连接，所述机械传动轴(21)分别与前齿圈(223)和后太阳轮(231)固定连接，所述前行星架(222)与后行星架(232)连接，所述前太阳轮(221)通过第五离合器C5(24)与机械传动轴(21)连接，所述第一制动器B1(25)可以锁定前太阳轮(221)，所述第二制动器B2(26)可以同时锁定前行星架(222)和后行星架(232)；A mechanical transmission assembly (2), the mechanical transmission assembly (2) comprising a mechanical transmission shaft (21), a front planetary gear assembly (22), a rear planetary gear assembly (23), a fifth clutch C5 (24), a first brake B1 (25) and a second brake B2 (26), the front planetary gear assembly (22) comprising a front sun gear (221), a front planetary carrier (222) and a front ring gear (223), the rear planetary gear assembly (23) comprising a rear sun gear (231), a rear planetary carrier (232) and a rear ring gear (233); the mechanical transmission shaft (21) is connected to an input shaft (11) via a first clutch C1 (12), the mechanical transmission shaft (21) is fixedly connected to the front ring gear (223) and the rear sun gear (231) respectively, the front planetary carrier (222) is connected to the rear planetary carrier (232), the front sun gear (221) is connected to the rear sun gear (231) via a fifth clutch C5 (12), and the front planetary carrier (222) is connected to the rear planetary carrier (232). (24) connected to the mechanical transmission shaft (21), the first brake B1 (25) can lock the front sun gear (221), and the second brake B2 (26) can simultaneously lock the front planet carrier (222) and the rear planet carrier (232); 电动传动组件(3)，所述电动传动组件(3)包括电动输入轴(31)、内转子(32)、外转子(33)、定子(34)、电源(35)、电动输出轴(36)、第二离合器C2(37)和第三离合器C3(38)；所述输入齿轮副(13)通过第二离合器C2(37)与电动输入轴(31)连接，所述电动输入轴(31)与内转子(32)连接，所述电动输出轴(36)与外转子(33)连接，所述电源(35)给定子(34)供电产生磁场，通过定子(34)产生的磁场控制内转子(32)相对外转子(33)传动速比，实现电动输入轴(31)相对电动输出轴(36)传动速比的调节；An electric transmission assembly (3), the electric transmission assembly (3) comprising an electric input shaft (31), an inner rotor (32), an outer rotor (33), a stator (34), a power source (35), an electric output shaft (36), a second clutch C2 (37) and a third clutch C3 (38); the input gear pair (13) is connected to the electric input shaft (31) through the second clutch C2 (37), the electric input shaft (31) is connected to the inner rotor (32), the electric output shaft (36) is connected to the outer rotor (33), the power source (35) supplies power to the stator (34) to generate a magnetic field, and the magnetic field generated by the stator (34) controls the transmission speed ratio of the inner rotor (32) relative to the outer rotor (33), thereby realizing the adjustment of the transmission speed ratio of the electric input shaft (31) relative to the electric output shaft (36); 输出轴组件(4)，所述输出轴组件(4)包括输出轴(41)、输出太阳轮(42)、输出行星架(43)、输出齿圈(44)、输出齿轮副(45)和第四离合器C4(46)；所述输出太阳轮(42)与后齿圈(233)连接，所述输出齿圈(44)通过输出齿轮副(45)与第三离合器C3(38)连接，所述输出行星架(43)与输出轴(41)连接，所述输出太阳轮(42)通过第四离合器C4(46)与输出轴(41)连接；An output shaft assembly (4), the output shaft assembly (4) comprising an output shaft (41), an output sun gear (42), an output planetary carrier (43), an output ring gear (44), an output gear pair (45) and a fourth clutch C4 (46); the output sun gear (42) is connected to the rear ring gear (233), the output ring gear (44) is connected to the third clutch C3 (38) via the output gear pair (45), the output planetary carrier (43) is connected to the output shaft (41), and the output sun gear (42) is connected to the output shaft (41) via the fourth clutch C4 (46); 所述电动传动组件(3)包括滑环(39)，所述滑环(39)与内转子(32)连接，所述内转子(32)将机械能转化为电能，所产生的电能通过滑环(39)输送到电源(35)；The electric transmission assembly (3) comprises a slip ring (39), wherein the slip ring (39) is connected to the inner rotor (32), and the inner rotor (32) converts mechanical energy into electrical energy, and the generated electrical energy is transmitted to the power source (35) through the slip ring (39); 控制方法：通过离合器和制动器之间的组合切换实现单流传动模式、复合传动模式和能量回收模式的切换；所述单流传动模式包括EVT传动模式和机械传动模式；所述复合传动模式为EVT与机械复合传动模式；Control method: switching between single-flow transmission mode, compound transmission mode and energy recovery mode is achieved by combined switching between clutch and brake; the single-flow transmission mode includes EVT transmission mode and mechanical transmission mode; the compound transmission mode is EVT and mechanical compound transmission mode; 所述EVT与机械复合传动模式包括EVT与机械复合传动1档(EVT-M1)、EVT与机械复合传动2档(EVT-M2)和EVT与机械复合传动3档(EVT-M3)，具体控制方法如下：The EVT and mechanical compound transmission modes include EVT and mechanical compound transmission 1st gear (EVT-M1), EVT and mechanical compound transmission 2nd gear (EVT-M2) and EVT and mechanical compound transmission 3rd gear (EVT-M3), and the specific control method is as follows: EVT与机械复合传动1档(EVT-M1)：第一离合器C1(12)、第二离合器C2(37)、第三离合器C3(38)和第一制动器B1(25)接合，同时第四离合器C4(46)、第五离合器C5(24)和第二制动器B2(26)分离；EVT and mechanical compound transmission 1st gear (EVT-M1): the first clutch C 1 (12), the second clutch C 2 (37), the third clutch C 3 (38) and the first brake B 1 (25) are engaged, while the fourth clutch C 4 (46), the fifth clutch C 5 (24) and the second brake B 2 (26) are disengaged; 动力由输入轴(11)分流，一路经过输入齿轮副(13)、第二离合器C2(37)、电动输入轴(31)、内转子(32)、外转子(33)、电动输出轴(36)、第三离合器C3(38)、输出齿轮副(45)、输出齿圈(44)至输出行星架(43)；The power is divided from the input shaft (11), passes through the input gear pair (13), the second clutch C 2 (37), the electric input shaft (31), the inner rotor (32), the outer rotor (33), the electric output shaft (36), the third clutch C 3 (38), the output gear pair (45), the output ring gear (44) to the output planetary carrier (43); 另一路动力经过第一离合器C1(12)至机械传动轴(21)，动力由机械传动轴(21)分流，一路由前齿圈(223)、前行星架(222)至后行星架(232)，另一路由后太阳轮(231)至后行星架(232)，两路动力汇合于后行星架(232)，再由后齿圈(233)、输出太阳轮(42)至输出行星架(43)，经过机械传动组件(2)和电动传动组件(3)的动力汇合于输出行星架(43)后由输出轴(41)输出；The other power path passes through the first clutch C1 (12) to the mechanical transmission shaft (21), and the power is divided by the mechanical transmission shaft (21), one path is from the front ring gear (223) and the front planetary carrier (222) to the rear planetary carrier (232), and the other path is from the rear sun gear (231) to the rear planetary carrier (232). The two power paths converge at the rear planetary carrier (232), and then pass through the rear ring gear (233) and the output sun gear (42) to the output planetary carrier (43), and then pass through the mechanical transmission component (2) and the electric transmission component (3) to converge at the output planetary carrier (43) and then be output from the output shaft (41); EVT与机械复合传动2档(EVT-M2)：第一离合器C1(12)、第二离合器C2(37)、第三离合器C3(38)和第五离合器C5(24)接合，同时第四离合器C4(46)、第一制动器B1(25)和第二制动器B2(26)分离；EVT and mechanical compound transmission 2nd gear (EVT-M2): the first clutch C 1 (12), the second clutch C 2 (37), the third clutch C 3 (38) and the fifth clutch C 5 (24) are engaged, while the fourth clutch C 4 (46), the first brake B 1 (25) and the second brake B 2 (26) are disengaged; 动力由输入轴(11)分流，一路经过输入齿轮副(13)、第二离合器C2(37)、电动输入轴(31)、内转子(32)、外转子(33)、电动输出轴(36)、第三离合器C3(38)、输出齿轮副(45)、输出齿圈(44)至输出行星架(43)；The power is divided from the input shaft (11), passes through the input gear pair (13), the second clutch C 2 (37), the electric input shaft (31), the inner rotor (32), the outer rotor (33), the electric output shaft (36), the third clutch C 3 (38), the output gear pair (45), the output ring gear (44) to the output planetary carrier (43); 另一路动力由输入轴(11)经过第一离合器C1(12)至机械传动轴(21)，动力由机械传动轴(21)分流，第一路由第五离合器C5(24)、前太阳轮(221)至前行星架(222)，第二路由前齿圈(223)至前行星架(222)，第一路和第二路动力汇合后至后行星架(232)，第三路由后太阳轮(231)至后行星架(232)，动力汇合于后行星架(232)，再由后齿圈(233)、输出太阳轮(42)至输出行星架(43)，经过机械传动组件(2)和电动传动组件(3)的动力汇合于输出行星架(43)后由输出轴(41)输出；Another power path is from the input shaft (11) through the first clutch C1 (12) to the mechanical transmission shaft (21), and the power is divided from the mechanical transmission shaft (21). The first path is from the fifth clutch C5 (24) and the front sun gear (221) to the front planetary carrier (222), and the second path is from the front ring gear (223) to the front planetary carrier (222). The first and second paths of power are combined and then reach the rear planetary carrier (232). The third path is from the rear sun gear (231) to the rear planetary carrier (232), and the power is combined with the rear planetary carrier (232), and then from the rear ring gear (233) and the output sun gear (42) to the output planetary carrier (43). After passing through the mechanical transmission component (2) and the electric transmission component (3), the power is combined with the output planetary carrier (43) and then output from the output shaft (41); EVT与机械复合传动3档(EVT-M3)：第一离合器C1(12)、第二离合器C2(37)、第三离合器C3(38)和第二制动器B2(26)接合，同时第四离合器C4(46)、第五离合器C5(24)和第一制动器B1(25)分离；EVT and mechanical compound transmission 3rd gear (EVT-M3): the first clutch C 1 (12), the second clutch C 2 (37), the third clutch C 3 (38) and the second brake B 2 (26) are engaged, while the fourth clutch C 4 (46), the fifth clutch C 5 (24) and the first brake B 1 (25) are disengaged; 动力由输入轴(11)分流，一路经过输入齿轮副(13)、第二离合器C2(37)、电动输入轴(31)、内转子(32)、外转子(33)、电动输出轴(36)、第三离合器C3(38)、输出齿轮副(45)、输出齿圈(44)至输出行星架(43)；The power is divided from the input shaft (11), passes through the input gear pair (13), the second clutch C 2 (37), the electric input shaft (31), the inner rotor (32), the outer rotor (33), the electric output shaft (36), the third clutch C 3 (38), the output gear pair (45), the output ring gear (44) to the output planetary carrier (43); 另一路动力由输入轴(11)经过第一离合器C1(12)、第四离合器C4(46)和第二制动器B2(26)接合，同时第二离合器C2(37)、第三离合器C3(38)、第五离合器C5(24)和第一制动器B1(25)分离；动力由输入轴(11)经过第一离合器C1(12)、机械传动轴(21)、后太阳轮(231)、后行星架(232)、后齿圈(233)、输出太阳轮(42)至输出行星架(43)，经过机械传动组件(2)和电动传动组件(3)的动力汇合于输出行星架(43)后由输出轴(41)输出。Another power path is transmitted from the input shaft (11) through the first clutch C1 (12), the fourth clutch C4 (46) and the second brake B2 (26) to engage, while the second clutch C2 (37), the third clutch C3 (38), the fifth clutch C5 (24) and the first brake B1 (25) are separated; the power is transmitted from the input shaft (11) through the first clutch C1 (12), the mechanical transmission shaft (21), the rear sun gear (231), the rear planetary carrier (232), the rear ring gear (233), the output sun gear (42) to the output planetary carrier (43), and then the power of the mechanical transmission component (2) and the electric transmission component (3) is combined with the output planetary carrier (43) and output from the output shaft (41). 2.根据权利要求1所述的机械与电气无级变速的复合传动系统的控制方法，其特征在于，所述EVT传动模式的控制方法如下：2. The control method of the mechanical and electrical continuously variable transmission system according to claim 1, characterized in that the control method of the EVT transmission mode is as follows: 第二离合器C2(37)、第三离合器C3(38)和第四离合器C4(46)接合，同时第一离合器C1(12)、第五离合器C5(24)、第一制动器B1(25)和第二制动器B2(26)分离；动力由输入轴(11)经过输入齿轮副(13)、第二离合器C2(37)、电动输入轴(31)、内转子(32)、外转子(33)、电动输出轴(36)、第三离合器C3(38)、输出齿轮副(45)、输出齿圈(44)、输出行星架(43)至输出轴(41)输出。The second clutch C2 (37), the third clutch C3 (38) and the fourth clutch C4 (46) are engaged, while the first clutch C1 (12), the fifth clutch C5 (24), the first brake B1 (25) and the second brake B2 (26) are disengaged; power is output from the input shaft (11) through the input gear pair (13), the second clutch C2 (37), the electric input shaft (31), the inner rotor (32), the outer rotor (33), the electric output shaft (36), the third clutch C3 (38), the output gear pair (45), the output ring gear (44), the output planetary carrier (43) to the output shaft (41). 3.根据权利要求1所述的机械与电气无级变速的复合传动系统的控制方法，其特征在于，所述机械传动模式包括机械传动1档、机械传动2档和机械传动3档，具体控制方法如下：3. The control method of the mechanical and electrical continuously variable transmission system according to claim 1, characterized in that the mechanical transmission mode includes mechanical transmission 1st gear, mechanical transmission 2nd gear and mechanical transmission 3rd gear, and the specific control method is as follows: 机械传动1档(M1)：第一离合器C1(12)、第四离合器C4(46)和第一制动器B1(25)接合，同时第二离合器C2(37)、第三离合器C3(38)、第五离合器C5(24)和第二制动器B2(26)分离；动力由输入轴(11)经过第一离合器C1(12)至机械传动轴(21)，动力由机械传动轴(21)分流，一路由前齿圈(223)、前行星架(222)至后行星架(232)，另一路由后太阳轮(231)至后行星架(232)，两路动力汇合于后行星架(232)，再由后齿圈(233)、第四离合器C4(46)至输出轴(41)输出；Mechanical transmission 1st gear (M1): the first clutch C1 (12), the fourth clutch C4 (46) and the first brake B1 (25) are engaged, while the second clutch C2 (37), the third clutch C3 (38), the fifth clutch C5 (24) and the second brake B2 (26) are disengaged; power is transmitted from the input shaft (11) through the first clutch C1 (12) to the mechanical transmission shaft (21), and the power is divided by the mechanical transmission shaft (21), one route is from the front ring gear (223) and the front planetary carrier (222) to the rear planetary carrier (232), and the other route is from the rear sun gear (231) to the rear planetary carrier (232), and the two routes of power converge at the rear planetary carrier (232), and then output from the rear ring gear (233) and the fourth clutch C4 (46) to the output shaft (41); 机械传动2档(M2)：第一离合器C1(12)、第四离合器C4(46)和第五离合器C5(24)接合，同时第二离合器C2(37)、第三离合器C3(38)、第一制动器B1(25)和第二制动器B2(26)分离；动力由输入轴(11)经过第一离合器C1(12)至机械传动轴(21)，动力由机械传动轴(21)分流，第一路由第五离合器C5(24)、前太阳轮(221)至前行星架(222)，第二路由前齿圈(223)至前行星架(222)，第一路和第二路动力汇合后至后行星架(232)，第三路由后太阳轮(231)至后行星架(232)，动力汇合于后行星架(232)，再由后齿圈(233)、第四离合器C4(46)至输出轴(41)输出；Mechanical transmission 2nd gear (M2): the first clutch C1 (12), the fourth clutch C4 (46) and the fifth clutch C5 (24) are engaged, while the second clutch C2 (37), the third clutch C3 (38), the first brake B1 (25) and the second brake B2 (26) are disengaged; power is transmitted from the input shaft (11) through the first clutch C1 (12) to the mechanical transmission shaft (21), and the power is divided from the mechanical transmission shaft (21), the first route is from the fifth clutch C5 (24), the front sun gear (221) to the front planetary carrier (222), the second route is from the front ring gear (223) to the front planetary carrier (222), the first route and the second route are combined to the rear planetary carrier (232), the third route is from the rear sun gear (231) to the rear planetary carrier (232), the power is combined to the rear planetary carrier (232), and then the power is divided to the rear ring gear (233), the fourth clutch C4 (46) and the fifth clutch C5 ( 24) to the rear planetary carrier (232). (46) to the output shaft (41); 机械传动3档(M3)：第一离合器C1(12)、第四离合器C4(46)和第二制动器B2(26)接合，同时第二离合器C2(37)、第三离合器C3(38)、第五离合器C5(24)和第一制动器B1(25)分离；动力由输入轴(11)经过第一离合器C1(12)、机械传动轴(21)、后太阳轮(231)、后行星架(232)、后齿圈(233)、第四离合器C4(46)至输出轴(41)输出。Mechanical transmission 3rd gear (M3): the first clutch C1 (12), the fourth clutch C4 (46) and the second brake B2 (26) are engaged, while the second clutch C2 (37), the third clutch C3 (38), the fifth clutch C5 (24) and the first brake B1 (25) are disengaged; power is output from the input shaft (11) through the first clutch C1 (12), the mechanical transmission shaft (21), the rear sun gear (231), the rear planetary carrier (232), the rear ring gear (233), the fourth clutch C4 (46) to the output shaft (41). 4.根据权利要求1所述的机械与电气无级变速的复合传动系统的控制方法，其特征在于，能量回收模式的控制方法如下：4. The control method of the mechanical and electrical continuously variable transmission system according to claim 1, characterized in that the control method of the energy recovery mode is as follows: 第三离合器C3(38)、第一制动器B1(25)和第二制动器B2(26)接合，同时第一离合器C1(12)、第二离合器C2(37)、第四离合器C4(46)和第五离合器C5(24)分离；制动力由输出轴(41)经输出行星架(43)、输出齿圈(44)、输出齿轮副(45)、第三离合器C3(38)、电动输出轴(36)至外转子(33)，外转子(33)将机械能转换为电能由定子(34)传递至电源(35)，电源(35)以电能形式存储回收的能量。The third clutch C3 (38), the first brake B1 (25) and the second brake B2 (26) are engaged, while the first clutch C1 (12), the second clutch C2 (37), the fourth clutch C4 (46) and the fifth clutch C5 (24) are disengaged; the braking force is transmitted from the output shaft (41) through the output planetary carrier (43), the output ring gear (44), the output gear pair (45), the third clutch C3 (38), the electric output shaft (36) to the outer rotor (33); the outer rotor (33) converts mechanical energy into electrical energy and transmits it to the power supply (35) through the stator (34); the power supply (35) stores the recovered energy in the form of electrical energy. 5.根据权利要求1或2所述的机械与电气无级变速的复合传动系统的控制方法，其特征在于：EVT传动时，动力由电动输入轴(31)驱动内转子(32)转动，一部分机械能通过滑环(39)转化为电能传递至电源(35)，电源(35)通过定子(34)和外转子(33)转化为机械能由电动输出轴(36)输出；另一部分机械能直接通过定子(34)与外转子(33)之间的电磁场耦合转化为机械能电动输出轴(36)输出。5. The control method of the mechanical and electrical continuously variable transmission system according to claim 1 or 2 is characterized in that: during EVT transmission, the power is driven by the electric input shaft (31) to drive the inner rotor (32) to rotate, a part of the mechanical energy is converted into electrical energy through the slip ring (39) and transmitted to the power supply (35), and the power supply (35) is converted into mechanical energy through the stator (34) and the outer rotor (33) and output by the electric output shaft (36); the other part of the mechanical energy is directly converted into mechanical energy through the electromagnetic field coupling between the stator (34) and the outer rotor (33) and output by the electric output shaft (36). 6.根据权利要求2或3所述的机械与电气无级变速的复合传动系统的控制方法，其特征在于，所述单流传动模式的输出轴(41)转速计算方法如下：6. The control method of the mechanical and electrical continuously variable composite transmission system according to claim 2 or 3, characterized in that the speed calculation method of the output shaft (41) in the single-flow transmission mode is as follows: EVT传动模式：EVT transmission mode: 式中，n0(EVT)为EVT传动模式下输出轴(41)转速，nI为输入轴(11)转速，i1为输入齿轮副(13)的传动比，i2为输出齿轮副(45)的传动比，ie为电动传动组件(3)的传动比；Wherein, n 0 (EVT) is the speed of the output shaft (41) in the EVT transmission mode, n I is the speed of the input shaft (11), i 1 is the transmission ratio of the input gear pair (13), i 2 is the transmission ratio of the output gear pair (45), and ie is the transmission ratio of the electric transmission assembly (3); 机械传动1档(M1)：Mechanical transmission 1st gear (M1): 式中，no(M1)为机械传动1档时输出轴(41)转速，nI为输入轴(11)转速，k1为前行星排组件(22)的行星齿轮特性参数，k2为后行星排组件(23)的行星齿轮特性参数；Wherein, n o (M1) is the speed of the output shaft (41) when the mechanical transmission is in the first gear, n I is the speed of the input shaft (11), k 1 is the characteristic parameter of the planetary gear of the front planetary gear assembly (22), and k 2 is the characteristic parameter of the planetary gear of the rear planetary gear assembly (23); 机械传动2档(M2)：Mechanical transmission 2nd gear (M2): no(M2)＝nI n o (M2) = n I 式中，no(M2)为机械传动2档时输出轴(41)转速，nI为输入轴(11)转速；Wherein, n o (M2) is the speed of the output shaft (41) when the mechanical transmission is in the second gear, and n I is the speed of the input shaft (11); 机械传动3档(M3)：Mechanical transmission 3rd gear (M3): 式中，no(M3)为机械传动3档时输出轴(41)转速，nI为输入轴(11)转速，k2为后行星排组件(23)的行星齿轮特性参数。Wherein, n o (M3) is the speed of the output shaft (41) when the mechanical transmission is in the third gear, n I is the speed of the input shaft (11), and k 2 is the characteristic parameter of the planetary gear of the rear planetary gear assembly (23). 7.根据权利要求1所述的机械与电气无级变速的复合传动系统的控制方法，其特征在于，所述EVT与机械复合传动1档(EVT-M1)、EVT与机械复合传动2档(EVT-M2)和EVT与机械复合传动3档(EVT-M3)的输出轴(41)转速计算方法如下：7. The control method of the mechanical and electrical continuously variable transmission system according to claim 1, characterized in that the speed calculation method of the output shaft (41) of the EVT and mechanical compound transmission 1st gear (EVT-M1), the EVT and mechanical compound transmission 2nd gear (EVT-M2) and the EVT and mechanical compound transmission 3rd gear (EVT-M3) is as follows: EVT与机械复合传动1档(EVT-M1)：EVT and mechanical compound transmission 1st gear (EVT-M1): 式中，no(EVT-M1)为EVT与机械复合传动1档时输出轴(41)转速，nI为输入轴(11)转速，i1为输入齿轮副(13)的传动比，i2为输出齿轮副(45)的传动比，ie为电动传动组件(3)的传动比，k1为前行星排组件(22)的行星齿轮特性参数，k2为后行星排组件(23)的行星齿轮特性参数，k3为输出轴组件(4)的行星齿轮特性参数；In the formula, n o (EVT-M1) is the speed of the output shaft (41) when the EVT and mechanical compound transmission are in the first gear, n I is the speed of the input shaft (11), i 1 is the transmission ratio of the input gear pair (13), i 2 is the transmission ratio of the output gear pair (45), ie is the transmission ratio of the electric transmission assembly (3), k 1 is the planetary gear characteristic parameter of the front planetary gear assembly (22), k 2 is the planetary gear characteristic parameter of the rear planetary gear assembly (23), and k 3 is the planetary gear characteristic parameter of the output shaft assembly (4); EVT与机械复合传动2档(EVT-M2)：EVT and mechanical compound transmission 2 gears (EVT-M2): 式中，no(EVT-M2)为EVT与机械复合传动2档时输出轴(41)转速，nI为输入轴(11)转速，i1为输入齿轮副(13)的传动比，i2为输出齿轮副(45)的传动比，ie为电动传动组件(3)的传动比，k3为输出轴组件(4)的行星齿轮特性参数；Wherein, n o (EVT-M2) is the speed of the output shaft (41) when the EVT and mechanical compound transmission are in the second gear, n I is the speed of the input shaft (11), i 1 is the transmission ratio of the input gear pair (13), i 2 is the transmission ratio of the output gear pair (45), ie is the transmission ratio of the electric transmission assembly (3), and k 3 is the characteristic parameter of the planetary gear of the output shaft assembly (4); EVT与机械复合传动3档(EVT-M3)：EVT and mechanical compound transmission 3 gears (EVT-M3): 式中，no(EVT-M3)为EVT与机械复合传动3档时输出轴(41)转速，nI为输入轴(11)转速，i1为输入齿轮副(13)的传动比，i2为输出齿轮副(45)的传动比，ie为电动传动组件(3)的传动比，k2为后行星排组件(23)的行星齿轮特性参数，k3为输出轴组件(4)的行星齿轮特性参数。Wherein, n o (EVT-M3) is the speed of the output shaft (41) when the EVT and mechanical compound transmission are in the third gear, n I is the speed of the input shaft (11), i 1 is the transmission ratio of the input gear pair (13), i 2 is the transmission ratio of the output gear pair (45), ie is the transmission ratio of the electric transmission assembly (3), k 2 is the planetary gear characteristic parameter of the rear planetary gear assembly (23), and k 3 is the planetary gear characteristic parameter of the output shaft assembly (4).
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