Multi-speed power transmission device, powertrain and vehicle

Abstract

The present invention provides a multi-speed power transmission device, a powertrain, and a vehicle. The multi-speed power transmission device of the present invention comprises a first gear assembly including two gear trains and a first control unit, the first control unit selectively connecting to any one of the gear trains, a first sun gear and a second sun gear both being loosely mounted on a transmission shaft, the first sun gear and the second sun gear being in driving connection with each other, a first ring gear being in driving connection with a second planetary carrier, a plurality of control mechanisms including a first control mechanism and a second control mechanism, and a plurality of brakes including a first brake and a second brake. The multi-speed power transmission device of the present invention, by providing two gear trains, can achieve a greater number of gear positions, which facilitates smoother powertrain switching. By providing two planetary gear trains, the multi-speed power transmission device utilizes fewer structures to achieve multiple gear changes, further simplifying and smoothing gear shifting, thereby enhancing driving pleasure for customers.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle transmission systems, and in particular to a multi-speed power transmission device. The present invention also relates to a powertrain including the multi-speed power transmission device, and a vehicle equipped with the powertrain. Background Art

[0002] Traditional cars are powered by fuel (gasoline, diesel), but this consumes a lot of energy and pollutes the environment. Pure electric vehicles are powered by electricity, which is environmentally friendly. However, pure electric vehicles also suffer from high battery costs, low driving range, and inconvenient charging.

[0003] Hybrid vehicles (HEVs) have been developed to address the shortcomings of both fuel and electric propulsion. However, existing hybrid powertrains are primarily used in commercial and passenger vehicles, while hybrid architectures suitable for supercars and heavy trucks are limited. Most existing powertrains are transverse, front-wheel drive, and exhibit poor performance. Furthermore, with fewer hybrid architectures in a vehicle, the number of transmission gear pairs that can be installed is limited. This translates to fewer selectable gears, making it difficult to meet diverse customer needs and reducing driving pleasure. Summary of the Invention

[0004] In view of this, the present invention aims to provide a multi-speed power transmission device to improve the overall performance of the device.

[0005] To achieve the above object, the technical solution of the present invention is achieved as follows:

[0006] A multi-speed power transmission device includes a first input shaft, a first gear assembly, a transmission shaft, a first planetary gear train and a second planetary gear train arranged at an axial interval along the transmission shaft, a plurality of control mechanisms, and a plurality of brakes;

[0007] The first gear assembly includes two gear trains spaced apart along the axial direction of the first input shaft, and a first control unit provided on the first input shaft and / or the transmission shaft, the first control unit selectively connecting any one of the gear trains to achieve transmission connection between the first input shaft and the transmission shaft;

[0008] The first sun gear of the first planetary gear train and the second sun gear of the second planetary gear train are both loosely mounted on the transmission shaft, and the first sun gear and the second sun gear are in driving connection;

[0009] The first ring gear of the first planetary gear train is drivingly connected to the second planet carrier of the second planetary gear train;

[0010] The plurality of control mechanisms include a first control mechanism and a second control mechanism; the first control mechanism is used to control the power on and off between the first sun gear and the transmission shaft, or the first control mechanism is used to control the power on and off between the second sun gear and the transmission shaft; the second control mechanism is used to control the power on and off between the second planetary carrier and the transmission shaft;

[0011] The plurality of brakes include a first brake for braking the first ring gear, and a second brake for braking the second ring gear of the second planetary gear train.

[0012] Furthermore, both of the gear trains include a first driving gear provided on the input shaft and a driven gear provided on the input shaft;

[0013] The multi-speed power transmission device further comprises a second input shaft, on which two second driving gears are loosely sleeved and spaced apart along the axial direction thereof, and the two second driving gears are respectively connected to the two driven gears;

[0014] The second input shaft is provided with a second control portion located between the two second driving gears, and the second control portion is used for selectively connecting to any one of the second driving gears.

[0015] Furthermore, a passive gear is sleeved on the transmission shaft, and the passive gear is transmission-connected to the first planetary carrier.

[0016] Furthermore, the transmission shaft is provided with a first gear;

[0017] The first control mechanism includes a first clutch for controlling power on and off between the first sun gear and the first gear, or the first control mechanism includes a first clutch for controlling power on and off between the second sun gear and the first gear.

[0018] Furthermore, the second control mechanism includes a second clutch for controlling power on and off between the second planetary carrier and the second gear.

[0019] Compared with the prior art, the present invention has the following advantages:

[0020] The multi-speed power transmission device described in the present invention can achieve more gears by setting up two gear systems, which is beneficial to improving the smoothness of power device switching. By setting up two planetary gear systems, it can achieve the replacement of multiple gears with fewer structures, and at the same time further makes gear shifting simpler and smoother, which is beneficial to improving customers' driving pleasure.

[0021] Furthermore, the provision of a second input shaft, two second driving gears, and a second control unit allows the number of gear positions to be multiplied while occupying a relatively small space, further improving shifting smoothness. When arranged on a vehicle, the first input shaft, two first driving gears, and first control unit, as well as the second input shaft, two second driving gears, and second control unit, can be symmetrically arranged about the centerline of the vehicle's width, thereby improving the vehicle's dynamic balance.

[0022] In addition, a passive gear is provided on the transmission shaft to improve the smoothness of power transmission. A first gear is provided on the transmission shaft to facilitate power transmission between the first planetary carrier and the transmission shaft. A second gear is provided on the transmission shaft to facilitate power transmission between the second planetary carrier and the transmission shaft.

[0023] Another object of the present invention is to provide a powertrain comprising the multi-speed power transmission device as described above.

[0024] Furthermore, the power assembly also includes a first motor, and a power output end of the first motor is drivingly connected to the first input shaft.

[0025] Furthermore, the power assembly also includes a second motor, and a power output end of the second motor is drivingly connected to the second input shaft.

[0026] Furthermore, the powertrain further includes an engine and a third clutch;

[0027] The power output end of the engine is connected to the transmission shaft through the third clutch, or the power output end of the engine is connected to the first input shaft through the third clutch, or the power output end of the engine is connected to the second input shaft through the third clutch.

[0028] The powertrain described in the present invention can achieve more gears by setting the above-mentioned multi-speed power transmission device, which can meet the different power requirements of customers. At the same time, it is beneficial to improve the dynamic balance performance of the vehicle, reduce the amount of shaft vibration, reduce the overall NVH problem, and improve the user experience.

[0029] Another object of the present invention is to provide a vehicle equipped with the power assembly described above.

[0030] The vehicle of the present invention, by providing the above-mentioned powertrain, can improve the vehicle's power, gear shifting smoothness and dynamic balance, thereby improving the driving experience, and it is also beneficial to reduce the weight and cost of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] The accompanying drawings, which constitute part of the present invention, are provided to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are provided to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0032] Figure 1 This is a schematic structural diagram of the multi-speed power transmission device according to an embodiment of the present invention in an application state;

[0033] Figure 2 A schematic diagram of a power transmission route of a first gear mode of a multi-speed power transmission device according to an embodiment of the present invention in a first mode of hybrid drive of an engine and a first motor;

[0034] Figure 3 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in a second gear mode in a first mode of hybrid drive of the engine and the first motor;

[0035] Figure 4 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the third gear mode in the first mode of hybrid drive of the engine and the first motor;

[0036] Figure 5 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the fourth gear mode in the first mode of hybrid drive of the engine and the first motor;

[0037] Figure 6 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the R gear mode in the first mode of hybrid drive of the engine and the first motor;

[0038] Figure 7 A schematic diagram of a power transmission route of a first gear mode of a multi-speed power transmission device according to an embodiment of the present invention in a second mode of hybrid drive of the engine and the first motor;

[0039] Figure 8 A schematic diagram of a power transmission route of a second gear mode of a multi-speed power transmission device according to an embodiment of the present invention in a second mode of hybrid drive of the engine and the first motor;

[0040] Figure 9 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the third gear mode in the second mode of hybrid drive of the engine and the first motor;

[0041] Figure 10 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the fourth gear mode in the second mode of hybrid drive of the engine and the first motor;

[0042] Figure 11 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the R-th gear mode in the second mode of hybrid drive of the engine and the first motor;

[0043] Figure 12 A schematic diagram of a power transmission route of a first gear mode in a first mode of a multi-speed power transmission device when driven by a second motor according to an embodiment of the present invention;

[0044] Figure 13 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the second gear mode in the first mode when driven by the second motor;

[0045] Figure 14 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the third gear mode in the first mode when driven by the second motor;

[0046] Figure 15 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the fourth gear mode in the first mode when driven by the second motor;

[0047] Figure 16 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the R gear mode in the first mode when driven by the second motor;

[0048] Figure 17 A schematic diagram of a power transmission route of a first gear mode in a second mode of a multi-speed power transmission device when driven by a second motor according to an embodiment of the present invention;

[0049] Figure 18 A schematic diagram of a power transmission route of a second gear mode in a second mode of a multi-speed power transmission device according to an embodiment of the present invention when driven by a second motor;

[0050] Figure 19 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the third gear mode in the second mode when driven by the second motor;

[0051] Figure 20 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the fourth gear mode in the second mode when driven by the second motor;

[0052] Figure 21 A schematic diagram of a power transmission route of the multi-speed power transmission device according to an embodiment of the present invention in the R gear mode in the second mode when driven by the second motor;

[0053] Figure 22 This is a control logic diagram for shifting of a multi-speed power transmission device according to an embodiment of the present invention.

[0054] Description of reference numerals:

[0055] 1. First input shaft; 201. First driving gear; 202. Driven gear; 203. Second driving gear; 3. First control unit; 4. Second control unit; 5. Transmission shaft; 6. First planetary gear train; 601. First sun gear; 602. First planetary gear; 603. First planet carrier; 604. First ring gear; 7. Second planetary gear train; 701. Second sun gear; 702. Second planetary gear; 703. Second planet carrier; 704. Second ring gear.

[0056] 8. First clutch; 9. Second clutch; 10. First brake; 11. Second brake; 12. First gear; 13. Second gear; 14. Driven gear; 15. Third driving gear; 16. Engine; 17. Third clutch; 18. Fourth driving gear; 19. Fourth driven gear; 20. First motor; 21. Second motor; 22. Third motor; 23. Final reducer. DETAILED DESCRIPTION

[0057] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features therein may be combined with each other.

[0058] In the description of the present invention, it should be noted that the terms "upper," "lower," "inner," and "back" and other terms indicating orientations or positional relationships are based on the orientations or positional relationships shown in the accompanying drawings and are intended solely to facilitate and simplify the description of the present invention. They are not intended to indicate or imply that the devices or components referred to must have, be constructed, or operate in a specific orientation, and therefore should not be construed as limitations on the present invention. Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0059] Furthermore, in the description of the present invention, unless otherwise expressly defined, the terms "mounted," "connected," "connect," and "connector" should be interpreted broadly. For example, these terms may refer to fixed, removable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will appreciate the specific meanings of these terms in light of the specific circumstances.

[0060] The present invention will be described in detail below with reference to the accompanying drawings and in conjunction with embodiments.

[0061] This embodiment relates to a multi-speed power transmission device, which has an overall structure such as Figure 1 As shown, it includes a first input shaft 1, a first gear assembly, a transmission shaft 5, a first planetary gear system 6 and a second planetary gear system 7 arranged along the axial interval of the transmission shaft 5, as well as multiple control mechanisms and multiple brakes.

[0062] Among them, the first gear assembly includes two gear trains arranged axially at intervals along the first input shaft 1, and a first control unit 3 provided on the first input shaft 1 and / or the transmission shaft 5. The first control unit 3 selectively connects any one of the gear trains to enable the first input shaft 1 and the transmission shaft 5 to be connected in transmission.

[0063] In addition, the first sun gear 601 of the first planetary gear train 6 and the second sun gear 701 of the second planetary gear train 7 are both loosely mounted on the transmission shaft 5. The first sun gear 601 and the second sun gear 701 are in transmission connection, so that power can be transmitted between the first sun gear 201 and the second sun gear 301. The first ring gear 604 of the first planetary gear train 6 is in transmission connection with the second planet carrier 703 of the second planetary gear train 7, so that power can be transmitted between the first ring gear 204 and the second planet carrier 303.

[0064] In addition, the multiple control mechanisms include a first control mechanism and a second control mechanism; the first control mechanism is used to control the power on / off between the first sun gear 601 and the transmission shaft 5, or the first control mechanism is used to control the power on / off between the second sun gear 701 and the transmission shaft 5; the second control mechanism is used to control the power on / off between the second planetary carrier 703 and the transmission shaft 5. The multiple brakes include a first brake 10 for braking the first ring gear 604, and a second brake 11 for braking the second ring gear 704 of the second planetary gear train 7.

[0065] The multi-speed power transmission device of the present invention can realize more gears while occupying a smaller space by arranging two gear trains at intervals on the first input shaft 1, which is beneficial to improving the smoothness of gear shifting.

[0066] Based on the above design concept, an exemplary structure of the multi-speed power transmission device of this embodiment is as follows: Figure 1 As shown, a first input shaft 1 and a transmission shaft 5 are arranged in parallel. Two gear trains are spaced apart on the first input shaft 1, while the transmission shaft 5 is provided with a first planetary gear train 6 and a second planetary gear train 7 spaced sequentially along its axial direction. Furthermore, a first control unit 3 is provided on the first input shaft 1 or the transmission shaft 5 to control the power supply between the two gear trains and the first input shaft 1 or the transmission shaft 5, thereby providing different options for customers and facilitating their diverse needs.

[0067] As a preferred embodiment, the two gear trains mentioned above both include a first driving gear 201 provided on the first input shaft 1 and a driven gear 202 provided on the transmission shaft 5. Figure 1 As shown in FIG, as a specific preferred embodiment, the first driving gear 201 is loosely mounted on the first input shaft 1, and the driven gear 202 is mounted on the transmission shaft 5. In this case, the aforementioned first control unit 3 is disposed on the first input shaft 1 to control the power on / off between the first input shaft 1 and the two first driving gears 201. The first control unit 3 can selectively engage the first input shaft 1 with either first driving gear 201 to achieve power transmission therebetween. Different transmission ratios are set between the first driving gears 201 and the driven gears 202 on the left and right sides to achieve different power transmissions.

[0068] It is understandable that, in this embodiment, the first control unit 3 may also be disposed on the transmission shaft 5 . In this case, the first driving gear 201 is disposed on the first input shaft 1 , and the driven gear 202 is loosely sleeved on the transmission shaft 5 .

[0069] The first control unit 3 is used to control the power on and off between the two driven gears 202 and the transmission shaft 5 .

[0070] The first control unit 3 preferably adopts a dog clutch, which can realize the opening and closing of the clutch by controlling the motor speed, and has high reliability. Of course, the first control unit 3 in this embodiment can also be replaced by a synchronizer, which can be selected as needed.

[0071] In order to further increase the gear positions of the device, in this embodiment, as a preferred implementation, the multi-speed power transmission device also includes a second input shaft 2, and the second input shaft 2 is provided with two second driving gears 203 arranged along its own axial direction. The two second driving gears 203 are respectively connected to the two driven gears 202.

[0072] The second input shaft 2 is provided with a second control unit 4 located between the two second driving gears 203. The second control unit 4 is configured to selectively connect to any one of the second driving gears 203. Different transmission ratios are set between the left and right second driving gears 203 and the driven gear 202 to achieve different power transmission.

[0073] As a preferred embodiment, a driven gear 14 is sleeved on the transmission shaft 5 and is in driving connection with the first planetary carrier 603. An external driving force can be transmitted to the first planetary gear train 6 via the driven gear 14 and the first planetary carrier 603. It will be appreciated that the driven gear 14 can be omitted in this embodiment. In this case, the first planetary carrier 603 can be directly connected to an external power source, such as the third motor 22 described below, to transmit the driving force of the external power source to the transmission shaft 1.

[0074] As a preferred embodiment, a first gear 12 is provided on the transmission shaft 5 for transmitting the power within the first planetary gear train 6 to the transmission shaft 5. In this embodiment, the first gear 12 is connected to the first sun gear 601 via a first control mechanism, while the first sun gear 601 is meshed with the first planetary gears 602. External power is transmitted to the first planetary carrier 603 via the driven gear 14, and then passes through the first planetary gears 602, the first sun gear 601, and the first gear 12, thereby transmitting the power to the transmission shaft 5 and then to the final reducer 23.

[0075] In this embodiment, as a preferred implementation, the first control mechanism includes a first clutch 8 for controlling the power flow between the first sun gear 601 and the first gear 12, or the first control mechanism includes a first clutch 8 for controlling the power flow between the second sun gear 701 and the first gear 12. When the first clutch 8 is engaged, the first sun gear 601 and the first gear 12 are in a transmission connection, transmitting power to the transmission shaft 5. Alternatively, the first control mechanism may include a first clutch 8 for controlling the power flow between the second sun gear 701 and the first gear 12. In this case, when the first clutch 8 is engaged, the second sun gear 701 and the first gear 12 are in a transmission connection, transmitting power to the transmission shaft 5.

[0076] It should be noted that the first control mechanism does not need to use the first clutch 8. For example, the first control mechanism can use an existing one-way synchronizer. In this case, the one-way synchronizer can be provided on the transmission shaft 5, and the one-way synchronizer can be selectively connected to the first sun gear 601 or the second sun gear 701. When the first gear 12 is provided, the first gear 12 can be meshed and connected with the first sun gear 601 or the second sun gear 701, and the one-way synchronizer can be selectively connected to the first gear 12. In addition, if Figure 1 As shown, a second gear 13 is provided on the transmission shaft 5. The second gear 13 and the first gear 12 are spaced apart on the transmission shaft 5, and the second gear 13 is connected to the second planetary carrier 703 through a second control mechanism, so that the second planetary gear system 7 can transmit power to the transmission shaft 5.

[0077] Preferably, the second control mechanism includes a second clutch 9 for controlling power on / off between the second planetary carrier 703 and the second gear 13. When the second clutch 9 is engaged, the second planetary carrier 703 and the second gear 13 are in driving connection, facilitating power transmission to the transmission shaft 5 and, in turn, to the final reducer 23.

[0078] It should be noted that the second control mechanism can also utilize a one-way synchronizer on the transmission shaft 5 instead of the second clutch 9. In this case, the one-way synchronizer can selectively connect to the second planetary carrier 703. If a second gear 9 is provided, the second gear 9 can be meshed and connected to the second planetary carrier 303, and the one-way synchronizer can selectively connect to the second gear 9. The aforementioned multiple brakes are specifically two, including a first brake 10 and a second brake 11, which are provided on the transmission housing. The first brake 10 is used to brake the first ring gear 604, and the second brake 11 is used to brake the second ring gear 704.

[0079] The multi-speed power transmission device of this embodiment, by incorporating two gear trains and two planetary gear trains, achieves a wide range of gear positions, making shifting smoother and further meeting customer needs. Furthermore, the arrangement of the transmission connection structures between the shafts allows for shorter shaft lengths, reducing shaft strength requirements and lowering development costs.

[0080] Furthermore, the multi-speed power transmission device of this embodiment boasts a compact overall structure. When deployed on a vehicle, it reduces the space occupied by the vehicle in the vertical direction, thereby increasing ground clearance and achieving improved off-road performance. The connection structure of the two planetary gear trains reduces the space occupied by the vehicle in both the width and height directions, facilitating deployment on the vehicle. The passive gear 14 is free-standing on the drive shaft 5. When the third motor 22 is operating, the rear-end 4AT architecture does not pose a load, thus improving operating efficiency.

[0081] This embodiment also relates to a powertrain, which includes the aforementioned multi-speed power transmission device and has better performance.

[0082] As a preferred embodiment, the powertrain includes a first motor 20, the power output of which is transmission-connected to a first input shaft 1 for inputting power into the device. The first control unit 3 is selectively connected to any of the first driving gears 201, allowing the first motor 20 to transmit power to the transmission shaft 5 via the first input shaft 1.

[0083] Preferably, the powertrain further includes a second motor 21, the power output end of which is transmission-connected to the second input shaft 2. By selectively connecting any second driving wheel to the second control unit 4, the power of the second motor 21 can be transmitted to the transmission shaft 5 through the second input shaft 2.

[0084] Among them, in this embodiment, the first motor 20 and the second motor 21 are preferably GM motors, and the third motor 22 is preferably TM motors. In addition, in this embodiment, in addition to transmitting power to the transmission shaft 5 through the first motor 20 or the second motor 21, a third motor 22 can also be provided. A third driving gear 15 is provided on the power output shaft of the third motor 22. The third driving gear 15 is connected to the driven gear 14 in transmission, thereby transmitting power to the device. In order to further increase the gear position of the device, in this embodiment, as a preferred embodiment, the powertrain also includes an engine 16 and a third clutch 17. Figure 1 As shown in FIG, the power output end of the engine 16 is connected to the first input shaft 1 through the third clutch 17 , or the power output end of the engine 16 is connected to the second input shaft 2 through the third clutch 17 .

[0085] In addition, a fourth driving gear 18 can be installed at the power output end of the engine 16, and a one-way synchronizer can be provided on the power output shaft of the engine 16. The one-way synchronizer can selectively connect the fourth driving gear 18, and fourth driven gears 19 can be provided on the first input shaft 1 and the second input shaft 2, respectively. The fourth driving gear 18 is meshed and connected with the two fourth driven gears 19, respectively, so that the power of the engine 16 is selectively transmitted to the first input shaft 1, and the power of the engine 16 is selectively transmitted to the second input shaft 2.

[0086] It should be noted that, in the above structure, the fourth driven gear 19 is provided only on the first input shaft 1, in which case the power of the engine 16 is transmitted only to the first input shaft 1, or the fourth driven gear 19 is provided only on the second input shaft 2, in which case the power of the engine 16 is transmitted only to the second input shaft 2. Furthermore, in addition to transmitting the power of the engine 16 to the first input shaft 1 and the second input shaft 2, the third clutch 17 can be provided between the power output end of the engine 16 and the transmission shaft 5, so that the power of the engine 16 can be selectively transmitted to the transmission shaft 5.

[0087] On the premise that the power output end of the engine 16 is connected to the first input shaft 1 in a specific preferred transmission structure, there are four modes of transmitting power to the transmission shaft 5, and there are five gear control modes on the transmission shaft 5. When the two are combined, the powertrain can achieve twenty gear modes under electric drive.

[0088] Among them, in the common driving mode of the engine 16 and the first motor 20, in the first mode in which the power on the first input shaft 1 is transmitted to the transmission shaft 5, in hybrid driving, the power of the engine 16 and the power of the first motor 20 can both be transmitted to the first input shaft 1, and at the same time, the power of the first motor 20 is transmitted to the transmission shaft 5 through the transmission connection between one of the first driving gears 201 on the first input shaft 1 and the driven gear 202 on the transmission shaft 5.

[0089] In the common driving mode of the engine 16 and the first motor 20, in the second mode in which the power on the first input shaft 1 is transmitted to the transmission shaft 5, in hybrid driving, the power of the engine 16 and the power of the first motor 20 can both be transmitted to the first input shaft 1, and at the same time, the power of the first motor 20 is transmitted to the transmission shaft 5 through another first driving gear 201 on the first input shaft 1 and the driven gear 202 on the transmission shaft 5.

[0090] In the driving mode of the second motor 21, in the first pure electric mode in which the power on the second input shaft 2 is transmitted to the transmission shaft 5, the power of the second motor 21 can be transmitted to the transmission shaft 5 through the transmission connection between one of the second driving gears 203 on the second input shaft 2 and the driven gear 202 on the transmission shaft 5.

[0091] In the driving mode of the second motor 21, in the second pure electric mode in which the power on the second input shaft 2 is transmitted to the transmission shaft 5, the power of the second motor 21 can be transmitted to the transmission shaft 5 through the transmission connection between another second driving gear 203 on the second input shaft 2 and the driven gear 202 on the transmission shaft 5.

[0092] It should be noted that the power transmission path in the first motor 20 driving mode is the same as the transmission path in the engine 16 and the first motor 20 driving mode. Figures 2 to 11 shown.

[0093] During the process of transmitting power from the transmission shaft 5 to the final reducer 23, in the first gear mode, the first clutch 8 engages the first sun gear 601 and the first gear 12, and the first brake 10 brakes the first ring gear 604. The power on the transmission shaft 5 is transmitted to the first gear 12 through the first planetary gear train 6, and then to the transmission shaft 5, and finally to the final reducer 23.

[0094] In the second gear mode, the first clutch 8 engages the first sun gear 601 and the first gear 12, and the second brake 11 brakes the second ring gear 704. The power on the transmission shaft 5 is transmitted to the first gear 12 through the first planetary gear train 6, and then to the transmission shaft 5, and finally to the final reducer 23.

[0095] In third gear mode, first clutch 8 engages first sun gear 601 and first gear 12, while second clutch 9 engages second planetary carrier 703 and second gear 13. Power on transmission shaft 5 is transmitted to first gear 12 via first planetary gear train 6. Simultaneously, power from first planetary gear train 6 is transferred to second planetary gear train 7, then to second gear 13, and finally to transmission shaft 5, ultimately reaching final drive 23.

[0096] In fourth gear mode, the second clutch 9 engages the second planetary carrier 703 and the second gear 13, and the second brake 11 brakes the second ring gear 704. The power on the transmission shaft 5 is transmitted through the first ring gear 604 in the first planetary gear train 6 to the second planetary carrier 703, then to the second gear 13 and the transmission shaft 5, and finally to the final drive 23.

[0097] In R gear mode, the second clutch 9 engages the second planetary carrier 703 and the second gear 13, and the first brake 10 brakes the first ring gear 604. The power on the transmission shaft 5 is transmitted through the first sun gear 601 in the first planetary gear train 6 to the second sun gear 701 and the second planetary carrier 703, then to the second gear 13 and the transmission shaft 5, and finally to the final drive 23.

[0098] The control method of the multi-speed power transmission device in each driving mode can be referred to Figure 22 As shown, the letter R represents the reverse gear. When each gear mode is realized, the circled parts of the first clutch 8 and the second clutch 9 indicate that the clutches are engaged, while the neutral position indicates that the clutches are disengaged. The circled parts of the first brake 10 and the second brake 11 indicate that the brakes are applied, while the neutral position indicates that the brakes are not applied.

[0099] When the engine 16 and the first motor 20 are driven in combination, the first control unit 3 engages the left gear train, and the gear modes are as follows:

[0100] The first gear power transmission route can be referred to Figure 2 As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (left) → driven gear 202 → transmission shaft 5 → final reducer 23; at the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23.

[0101] The second gear power transmission route can be referred to Figure 3As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (left) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23.

[0102] The third gear power transmission route can be referred to Figure 4 As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (left) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23; at the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first ring gear 604 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0103] The fourth gear power transmission route can be referred to Figure 5 As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (left) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first ring gear 604 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0104] The power transmission route of R gear can be referred to Figure 6 As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (left) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → second sun gear 701 → second planetary gear 702 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0105] When the engine 16 and the first motor 20 are driven in combination, the first control unit 3 engages the right gear train, and the gear modes are as follows: The first gear power transmission route can be referred to Figure 7As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (right) → driven gear 202 → transmission shaft 5 → final reducer 23; at the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23.

[0106] The second gear power transmission route can be referred to Figure 8 As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (right) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23.

[0107] The third gear power transmission route can be referred to Figure 9 As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (right) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23; at the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first ring gear 604 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0108] The fourth gear power transmission route can be referred to Figure 10 As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (right) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first ring gear 604 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0109] The power transmission route of R gear can be referred to Figure 11As shown: engine 16 → third clutch 17 → fourth driving gear 18 → fourth driven gear 19 → first motor 20 → first input shaft 1 → first driving gear 201 (right) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → second sun gear 701 → second planetary gear 702 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0110] In the pure electric driving mode of the second motor 21, the second control unit 4 engages the left gear train, and the gear modes are as follows:

[0111] The first gear power transmission route can be referred to Figure 12 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (left) → driven gear 202 → transmission shaft 5 → final reducer 23; at the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23.

[0112] The second gear power transmission route can be referred to Figure 13 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (left) → driven gear 202 → transmission shaft 5 → final reducer 23. Meanwhile, power can also be transmitted through third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23.

[0113] The third gear power transmission route can be referred to Figure 14 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (left) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23; at the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first ring gear 604 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0114] The fourth gear power transmission route can be referred to Figure 15 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (left) → driven gear 202 → transmission shaft 5 → main reducer 23. At the same time, power can also be transmitted through

[0115] Third motor 22 →third driving gear →driven gear 14 →first planetary carrier 603 →first planetary gear 602 →first ring gear 604 →second planetary carrier 703 →second gear 13 →transmission shaft 5 →final reducer 23 .

[0116] The power transmission route of R gear can be referred to Figure 16 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (left) → driven gear 202 → transmission shaft 5 → final reducer 23. Meanwhile, power can also be transmitted through third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → second sun gear 701 → second planetary gear 702 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0117] In the pure electric driving mode of the second motor 21, the second control unit 4 engages the right gear train, and the gear modes are as follows:

[0118] The first gear power transmission route can be referred to Figure 17 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (right) → driven gear 202 → transmission shaft 5 → final reducer 23; at the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23.

[0119] The second gear power transmission route can be referred to Figure 18 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (right) → driven gear 202 → transmission shaft 5 → final reducer 23. Meanwhile, power can also be transmitted through third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23.

[0120] The third gear power transmission route can be referred to Figure 19 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (right) → driven gear 202 → transmission shaft 5 → final reducer 23. At the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → first clutch 8 → first gear 12 → transmission shaft 5 → final reducer 23; at the same time, power can also pass through the third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first ring gear 604 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0121] The fourth gear power transmission route can be referred to Figure 20 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (right) → driven gear 202 → transmission shaft 5 → final reducer 23. Meanwhile, power can also be transmitted through third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first ring gear 604 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0122] The power transmission route of R gear can be referred to Figure 21 As shown: second motor 21 → second input shaft 2 → second driving gear 203 (right) → driven gear 202 → transmission shaft 5 → final reducer 23. Meanwhile, power can also be transmitted through third motor 22 → third driving gear → driven gear 14 → first planetary carrier 603 → first planetary gear 602 → first sun gear 601 → second sun gear 701 → second planetary gear 702 → second planetary carrier 703 → second gear 13 → transmission shaft 5 → final reducer 23.

[0123] It should be noted that the powertrain in this embodiment may include only the first motor 20, only the second motor 21, or both the first motor 20 and the second motor 21. When both the first motor 20 and the second motor 21 are provided, one of the first motor 20 and the second motor 21 may drive the vehicle while the other motor recovers energy, or both the first motor 20 and the second motor 21 may drive the vehicle simultaneously.

[0124] When the first motor 20 and the second motor 21 are set at the same time, a motor with lower power and lower cost can be used to meet the power requirements of the vehicle, and it occupies less space and is more convenient to arrange on the vehicle. The two motors can be arranged symmetrically along the center line in the width direction of the vehicle to improve the dynamic balance performance of the vehicle.

[0125] It should be noted that when the powertrain includes the engine 16, it is possible to provide neither the first motor 20 nor the second motor 21, to provide either the first motor 20 or the second motor 21, or to provide both the first motor 20 and the second motor 21. When both the engine 16 and the motor are provided, hybrid drive can be achieved to meet the different needs of drivers.

[0126] The powertrain comprising the engine 16, the first motor 20, the second motor 21, and the third motor 22 can realize a variety of driving modes, such as a combined driving mode of the engine 16 and the first motor 20, a combined driving mode of the engine 16 and the second motor 21, a combined driving mode of the engine 16, the first motor 20, the second motor 21, and the third motor 22, a combined driving mode of the engine 16 and the third motor 22, a single driving mode of the first motor 20, a single driving mode of the second motor 21, a combined driving mode of the first motor 20 and the second motor 21, a combined driving mode of the first motor 20, the second motor 21, and the third motor 22, and a single driving mode of the third motor 22. In addition, depending on the vehicle model, at least one of the engine 16, the first motor 20, the second motor 21, and the third motor 22 can be selected as the power source.

[0127] In addition, when the powertrain does not include the engine 16 and the third clutch 17, the hub motor can be used to drive the front wheels. As a pure electric vehicle, on the basis of achieving four-wheel drive, the vehicle has more gears, smooth gear shifting, and good power.

[0128] When the powertrain includes an engine 16 and a third clutch 17, the third clutch 17 can also connect the power output end of the engine 16 with the power input end of the first motor 20, or the third clutch 17 can also connect the power output end of the engine 16 with the power input end of the second motor 21.

[0129] The powertrain of this embodiment, utilizing the aforementioned multi-speed power transmission device, features 16 forward gears and 4 reverse gears. This provides high power, high output torque, and low cost, meeting the layout and performance requirements of sports cars and off-road vehicles, and can also be used in heavy-duty trucks. The numerous gears allow the engine 16 to operate in a high-efficiency range, resulting in low fuel consumption and a longer service life.

[0130] It should be noted that, in this embodiment, a fourth motor not shown in the figure may be provided, which is preferably a TM motor, and the power output end of the fourth motor is provided as follows: Figure 1 The gear that is meshed with the driven gear 14 is sufficient.

[0131] In addition, the first motor 20, the second motor 21 and the third motor 22 are arranged at the same time, and even in the pure electric drive mode, higher output torque and stronger power can be achieved. Moreover, each motor uses a smaller power motor to meet the power requirements of the vehicle, which is conducive to reducing the overall cost, and occupies less space, which is convenient for arrangement on the vehicle.

[0132] This embodiment also relates to a vehicle, which is equipped with the above-mentioned power assembly.

[0133] The vehicle of this embodiment, by providing the aforementioned powertrain, can further improve the vehicle's dynamics, while also improving the vehicle's dynamic balance performance, reducing the amount of axle vibration, and reducing the NVH problem of the powertrain, thereby further improving the vehicle's driving experience and further meeting customer needs.

[0134] The above are only preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A multi-speed power transmission device, characterized in that: The invention comprises a first input shaft (1), a first gear assembly, a transmission shaft (5), a first planetary gear train (6) and a second planetary gear train (7) arranged at an axial spacing along the transmission shaft (5), and a plurality of control mechanisms and a plurality of brakes; The first gear assembly comprises two gear trains spaced apart along the axial direction of the first input shaft (1), and a first control unit (3) provided on the first input shaft (1) and / or the transmission shaft (5), wherein the first control unit (3) selectively connects any one of the gear trains to enable the first input shaft (1) and the transmission shaft (5) to be in transmission connection; The first sun gear (601) of the first planetary gear train (6) and the second sun gear (701) of the second planetary gear train (7) are both loosely mounted on the transmission shaft (5), and the first sun gear (601) and the second sun gear (701) are in transmission connection; The first ring gear (604) of the first planetary gear train (6) is in transmission connection with the second planet carrier (703) of the second planetary gear train (7); The plurality of control mechanisms include a first control mechanism and a second control mechanism; the first control mechanism is used to control the power on / off between the first sun gear (601) and the transmission shaft (5), or the first control mechanism is used to control the power on / off between the second sun gear (701) and the transmission shaft (5); the second control mechanism is used to control the power on / off between the second planet carrier (703) and the transmission shaft (5); The plurality of brakes include a first brake (10) for braking the first ring gear (604), and a second brake (11) for braking the second ring gear (704) of the second planetary gear train (7); A driven gear (14) is sleeved on the transmission shaft (5), and the driven gear (14) is connected to the first planetary carrier (603) of the first planetary gear train (6) in a transmission manner. An external driving force is connected to the first planetary carrier (603) via the driven gear (14) to transmit power to the first planetary gear train (6).

2. The multi-speed power transmission device according to claim 1, characterized in that: Both gear trains comprise a first driving gear (201) provided on the first input shaft (1) and a driven gear (202) provided on the transmission shaft (5); The multi-speed power transmission device further comprises a second input shaft (2), wherein the second input shaft (2) is provided with two second driving gears (203) spaced apart along its axial direction, and the two second driving gears (203) are respectively connected in transmission with the two driven gears (202); The second input shaft (2) is provided with a second control portion (4) located between the two second driving gears (203), and the second control portion (4) is used for selectively connecting to any one of the second driving gears (203).

3. The multi-speed power transmission device according to claim 2, characterized in that: The transmission shaft (5) is provided with a first gear (12); The first control mechanism includes a first clutch (8) for controlling power on / off between the first sun gear (601) and the first gear (12), or the first control mechanism includes a first clutch (8) for controlling power on / off between the second sun gear (701) and the first gear (12).

4. The multi-speed power transmission device according to claim 2, characterized in that: A second gear (13) is provided on the transmission shaft (5); The second control mechanism includes a second clutch (9) for controlling the power on / off between the second planetary carrier (703) and the second gear (13).

5. A powertrain, characterized in that: The power assembly includes the multi-speed power transmission device according to any one of claims 2 to 4.

6. The powertrain according to claim 5, characterized in that: The power assembly further comprises a first motor (20), wherein a power output end of the first motor (20) is in transmission connection with the first input shaft (1).

7. The powertrain according to claim 5, characterized in that: The power assembly further comprises a second motor (21), wherein a power output end of the second motor (21) is in transmission connection with the second input shaft (2).

8. The powertrain according to claim 5, characterized in that: The powertrain further includes an engine (16) and a third clutch (17); The power output end of the engine (16) is connected to the transmission shaft (5) through the third clutch (17), or the power output end of the engine (16) is connected to the first input shaft (1) through the third clutch (17), or the power output end of the engine (16) is connected to the second input shaft (2) through the third clutch (17).

9. A vehicle, characterized in that: The vehicle is provided with the power assembly according to any one of claims 5 to 8.

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