Transmission and power system

Abstract

This invention relates to the field of transmission technology, and discloses a transmission device and power system. The transmission device includes: a first input shaft; a second input shaft, which is driven by the first input shaft; a third input shaft, which is driven by the first input shaft; a first output shaft, which is driven by both the second and third input shafts; a first clutch, which is detachably connected to a first transmission assembly via the first output shaft or the second input shaft; a second clutch, which is detachably connected to a second transmission assembly via the first output shaft or the third input shaft; and a planetary gear assembly having a power input section and a power output section. The transmission device of this invention uses a dual parallel shaft coupling method with the planetary gear assembly to achieve power transmission. After power coupling, four-speed transmission can be achieved, which can effectively improve power performance. The parallel shafts can meet the transmission requirements with a relatively low torque output, which can improve the working stability and reliability of the transmission device under heavy load conditions.

Description

Technical Field

[0001] This invention relates to the field of transmission technology, specifically to transmission devices and power systems. Background Technology

[0002] With the continuous development of new energy technologies, traditional work vehicles that rely on engines as their core power source are gradually moving towards electric and hybrid powertrains. Hybrid work vehicles, by integrating traditional fuel technology and electric technology, not only improve the vehicle's economy and environmental friendliness, but also enhance its adaptability and work efficiency under various working conditions.

[0003] Currently, existing hybrid vehicles typically use automatic transmissions adapted to low loads. These automatic transmissions have an engine power input shaft and an electric motor power input shaft. The power from the two input shafts is output after coupling through a series of transmission gears and planetary gear systems. Although this achieves a hybrid effect, this type of automatic transmission is a single-speed transmission and can only be used in low-load environments. However, hybrid work vehicles have larger loads and usually operate in complex road conditions, making this type of automatic transmission difficult to meet the usage requirements of hybrid work vehicles. Summary of the Invention

[0004] In view of this, the present invention provides a transmission device and transmission system to solve the problem that the transmissions of existing hybrid systems are difficult to effectively meet the needs of hybrid vehicles.

[0005] In a first aspect, the present invention provides a transmission device, comprising: a first input shaft adapted to be connected to an engine via a power clutch; a second input shaft, drivingly engaged with the first input shaft and adapted to be connected to a first power motor; a third input shaft, drivingly engaged with the first input shaft and adapted to be connected to a second power motor; a first output shaft, drivingly engaged with the second input shaft via a first transmission assembly, and the first output shaft drivingly engaged with the third input shaft via a second transmission assembly; a first clutch, wherein the first output shaft or the second input shaft is detachably connected to the first transmission assembly via the first clutch; a second clutch, wherein the first output shaft or the third input shaft is detachably connected to the second transmission assembly via the second clutch; and a planetary gear assembly having a power input portion and a power output portion, the power input portion being drivingly connected to the first output shaft, and the planetary gear assembly having a first transmission state and a second transmission state with different transmission ratios.

[0006] Beneficial effects: The engine can receive power input through the first input shaft, while the second and third input shafts can individually input power to their respective motors. The first input shaft can be coupled with the first output shaft via the second or third input shaft. The first output shaft transmits power through a planetary gear assembly. The transmission uses a dual parallel shaft coupled with the planetary gear assembly to achieve power transmission. The dual parallel shafts can achieve two gear ratios, and the planetary gear assembly can also achieve two gear ratios. After coupling, pure electric four-speed and hybrid four-speed transmissions can be achieved. Hybrid vehicles can flexibly select the required gear for power output according to their needs, effectively improving power performance. In addition, in this transmission method, since the planetary gear assembly is the main component for speed reduction and torque amplification, it outputs high torque. The parallel shaft can meet the transmission requirements with a lower torque output. Therefore, the radial force experienced by the parallel shaft during power transmission can be effectively reduced, improving the working stability and reliability of the transmission under heavy load conditions. This effectively solves the problem that the transmissions of existing hybrid systems cannot effectively meet the needs of hybrid vehicles.

[0007] In one optional embodiment, the first transmission assembly includes a first transmission wheel and a first mating wheel that are in transmission engagement. The first transmission wheel is rotatably sleeved on the second input shaft, and the first mating wheel is fixedly connected to the first output shaft. A first mounting seat is provided on the outer circumferential surface of the second input shaft. The outer hub of the first clutch is connected to the first mounting seat, and the inner hub is connected to the first transmission wheel.

[0008] Beneficial effects: The first transmission assembly has a simple and reliable structure. In this type of first clutch installation, since the first transmission wheel is connected to the inner hub of the first clutch, the first transmission wheel only needs a small outer diameter to meet the connection requirements, which can reduce the complexity of the first transmission wheel.

[0009] In one optional embodiment, the second transmission assembly includes a second transmission wheel and a second mating wheel that are in transmission engagement. The second transmission wheel is rotatably sleeved on the third input shaft, and the second mating wheel is fixedly connected to the first output shaft. A second mounting seat is provided on the outer circumferential surface of the third input shaft. The outer hub of the second clutch is connected to the mounting seat, and the inner hub is connected to the second transmission wheel.

[0010] Beneficial effects: The second transmission assembly has a simple and reliable structure. In this type of second clutch installation, since the second transmission wheel is connected to the inner hub of the second clutch, the second transmission wheel only needs a small outer diameter to meet the connection requirements, which can reduce the complexity of the second transmission wheel.

[0011] In one optional embodiment, the first mating wheel and the second mating wheel are arranged along the axial direction and have different transmission radii. Among the first mating wheel and the second mating wheel, the one with the smaller transmission radius is an integral component with the first output shaft, and the one with the larger transmission radius is sleeved on the first output shaft. And / or, the second input shaft and the third input shaft are located on two radially opposite sides of the first input shaft.

[0012] Beneficial effects: This arrangement of the first and second mating wheels effectively reduces the steps required in the assembly process of the components, while also avoiding the problem of the first output shaft structure being too complex and difficult to manufacture.

[0013] In one optional embodiment, a first power gear is provided on a first input shaft, a second power gear is provided on a second input shaft, and a third power gear is provided on a third input shaft. The first power gear is simultaneously engaged in transmission with both the second and third power gears.

[0014] Beneficial effects: By setting a first power gear on the first input shaft, the transmission requirements can be met, which can effectively reduce the number of transmission components and reduce the complexity of the device.

[0015] In one optional embodiment, the planetary gear assembly includes a sun gear, planet gears, a planet carrier, a ring gear, a second fixed component, and a first fixed component. The sun gear engages with the ring gear via the planet gears, the planet carrier is connected to the planet gears, the second fixed component is used to fix the sun gear, planet gears, and ring gear as a whole for rotation, and the first fixed component is used to fix the ring gear separately. The sun gear is a power input part and is connected to a first output shaft, and the planet carrier is a power output part.

[0016] Beneficial effects: The planetary gear assembly has a simple and reliable structure, and can stably and reliably transmit power in two different transmission states.

[0017] In one alternative embodiment, the second fixing component includes a third clutch and a fixing bracket, the fixing bracket being sleeved on the outside of the gear ring and connected to the outer hub of the third clutch, the inner hub of the third clutch being connected to the gear ring, and / or, the first fixing component includes a third mounting seat and a fourth clutch, the third mounting seat being provided on the outer circumferential surface of the first output shaft, the outer hub of the fourth clutch being connected to the third mounting seat, and the inner hub of the fourth clutch being connected to the gear ring.

[0018] Beneficial effects: The first and second fixing components have simple and reliable structures.

[0019] In one alternative embodiment, the transmission further includes a second output shaft connected to a planetary carrier, and / or, both the first clutch and the second clutch are wet clutches.

[0020] Beneficial effects: Power can be output stably and reliably through the second output shaft. The structure is simple and reliable. The wet clutch is more durable and stable and less prone to wear.

[0021] In one optional embodiment, the first clutch has a first control unit for controlling its own engagement / disengagement state, the first control unit and the first mounting base together form a first control cavity, the second input shaft has a first control oil passage and a first lubrication oil passage inside, the first control oil passage is connected to the first control cavity, the outer wall of the second input shaft has a first control oil port connected to the first control oil passage, the outer wall of the second input shaft has a first lubrication oil port corresponding to the position of the first clutch and the first transmission wheel, and / or, the second clutch has a second control unit for controlling its own engagement / disengagement state, the second control unit and the second mounting base together form a second control cavity, the third input shaft has a second control oil passage and a second lubrication oil passage inside, the second control oil passage is connected to the second control cavity, the outer wall of the third input shaft has a second control oil port connected to the second control oil passage, the outer wall of the third input shaft has a second lubrication oil port corresponding to the position of the second clutch and the second transmission wheel.

[0022] Beneficial effects: The state control of the first clutch and the lubrication process of the main working parts can be realized through the internal passage of the second input shaft. The structure is simple and reliable. The state control of the second clutch and the lubrication process of the main working parts can be realized through the internal passage of the third input shaft. The structure is simple and reliable.

[0023] Secondly, the present invention also provides a power system comprising: the aforementioned transmission device; and an engine connected to the first input shaft of the transmission device via a power clutch.

[0024] The first power motor is connected to the second input shaft of the transmission device; the second power motor is connected to the third input shaft of the transmission device. Attached Figure Description

[0025] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0026] Figure 1 This is a cross-sectional view of a speed-changing device according to an embodiment of the present invention;

[0027] Figure 2 for Figure 1 An enlarged schematic diagram of point A of the speed change device shown;

[0028] Figure 3 for Figure 1 An enlarged schematic diagram of point B of the speed change device shown.

[0029] Explanation of reference numerals in the attached figures:

[0030] 1. First input shaft; 101. First power gear;

[0031] 2. Second input shaft; 201. First mounting base; 202. Second power gear; 203. First control oil circuit; 204. First lubrication oil circuit; 205. First control oil port; 206. First lubrication oil port; 207. First annular groove; 208. First seal;

[0032] 3. Third input shaft; 301. Second mounting base; 302. Third power gear; 303. Second control oil circuit; 304. Second lubrication oil circuit; 305. Second control oil port; 306. Second lubrication oil port; 307. Second annular groove; 308. Second seal;

[0033] 4. First output shaft;

[0034] 5. First transmission assembly; 501. First transmission wheel; 502. First mating wheel;

[0035] 6. Second transmission assembly; 601. Second transmission wheel; 602. Second mating wheel;

[0036] 7. First clutch; 701. First control unit; 702. First control chamber;

[0037] 8. Second clutch; 801. Second control unit; 802. Second control chamber;

[0038] 9. Planetary gear assembly; 901. Sun gear; 902. Planetary gears; 903. Planet carrier; 904. Ring gear;

[0039] 905, First fixing component; 9051, Third mounting base; 9052, Fourth clutch;

[0040] 906. Second fixing component; 9061. Third clutch; 9062. Fixing bracket;

[0041] 10. Second output shaft; 11. Engine; 12. Power clutch; 13. First power motor; 14. Second power motor; 15. Power flange. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0043] The following is combined with Figures 1 to 3 The following describes embodiments of the present invention.

[0044] According to an embodiment of the present invention, a transmission device is provided, comprising: a first input shaft 1, a second input shaft 2, a third input shaft 3, a first output shaft 4, a first clutch 7, a second clutch 8, and a planetary gear assembly 9. The first input shaft 1 is adapted to be connected to an engine 11 via a power clutch 12; the second input shaft 2 is driven to the first input shaft 1 and is adapted to be connected to a first power motor 13; the third input shaft 3 is driven to the first input shaft 1 and is adapted to be connected to a second power motor 14; the first output shaft 4 is driven to the second input shaft 2 via a first transmission assembly 5, and the first output shaft 4 is driven to the third input shaft 3 via a second transmission assembly 6; the first clutch 7 is detachably connected to the first transmission assembly 5 via the first clutch 7; the second clutch 8 is detachably connected to the first output shaft 4 or the third input shaft 3 via the second clutch 8; the planetary gear assembly 9 has a power input section and a power output section, the power input section is driven to the first output shaft 4, and the planetary gear assembly 9 has a first transmission state and a second transmission state with different transmission ratios.

[0045] Using the transmission device of this embodiment, the engine 11 can receive power input through the first input shaft 1, and the second input shaft 2 and the third input shaft 3 can individually input power to the corresponding power motors. The first input shaft 1 can be driven by the second input shaft 2 or the third input shaft 3 to the first output shaft 4. The first output shaft 4 transmits power through the planetary gear assembly 9. The transmission device uses a dual parallel shaft coupled with the planetary gear assembly 9 to achieve power transmission. The dual parallel shafts can achieve two gear ratios, and the planetary gear assembly 9 can also achieve two gear ratios. After coupling, pure electric four-speed and hybrid four-speed transmission can be achieved. Hybrid vehicles can flexibly select the required gear for power output according to their needs, which can effectively improve power performance. In addition, under this transmission method, since the planetary gear assembly 9 is the main component for speed reduction and torque increase, the planetary gear assembly 9 has a large torque output, and the parallel shaft can meet the transmission requirements with a lower torque output. Therefore, the radial force experienced by the parallel shaft during power transmission can be effectively reduced, which can improve the working stability and reliability of the transmission device under heavy load conditions. This effectively solves the problem that the transmission of the existing hybrid system cannot effectively meet the needs of hybrid vehicles.

[0046] Specifically, since the transmission device in this embodiment mainly uses a clutch to change the current transmission gear, compared with the sliding sleeve shifting in related technologies, the transmission device in this embodiment will not experience power interruption when shifting gears, and is also more wear-resistant and durable during long-term use.

[0047] In one possible implementation, the first transmission assembly 5 includes a first transmission wheel 501 and a first mating wheel 502 that are in transmission engagement. The first transmission wheel 501 is rotatably sleeved on the second input shaft 2, and the first mating wheel 502 is fixedly connected to the first output shaft 4. A first mounting seat 201 is provided on the outer circumferential surface of the second input shaft 2. The outer hub of the first clutch 7 is connected to the first mounting seat 201, and the inner hub is connected to the first transmission wheel 501. The first transmission assembly 5 has a simple and reliable structure. In this installation form of the first clutch 7, since the first transmission wheel 501 is connected to the inner hub of the first clutch 7, the first transmission wheel 501 can meet the connection requirements with a small outer diameter, which can reduce the complexity of the first transmission wheel 501.

[0048] It is understood that, as an alternative implementation, the inner hub of the first clutch 7 can be connected to the first mounting base 201, and the outer hub can be connected to the first transmission wheel 501, which can be flexibly selected according to the requirements.

[0049] Specifically, such as Figure 2 As shown, the first mounting base 201 is a ring-shaped structure formed by extending and bending a portion of the outer peripheral surface of the second input shaft 2 outward. This type of first mounting base 201 and second input shaft 2 are an integral structure, which has higher structural strength and can also reduce the number of parts.

[0050] In one possible implementation, the second transmission assembly 6 includes a second transmission wheel 601 and a second mating wheel 602 that are in transmission engagement. The second transmission wheel 601 is rotatably sleeved on the third input shaft 3, and the second mating wheel 602 is fixedly connected to the first output shaft 4. A second mounting seat 301 is provided on the outer circumferential surface of the third input shaft 3. The outer hub of the second clutch 8 is connected to the mounting seat, and the inner hub is connected to the second transmission wheel 601. The second transmission assembly 6 has a simple and reliable structure. In this installation form of the second clutch 8, since the second transmission wheel 601 is connected to the inner hub of the second clutch 8, the second transmission wheel 601 can meet the connection requirements with a small outer diameter, which can reduce the complexity of the second transmission wheel 601.

[0051] It is understood that, as an alternative implementation, the inner hub of the second clutch 8 can be connected to the second mounting base 301, and the outer hub can be connected to the second transmission wheel 601, which can be flexibly selected according to the requirements.

[0052] Specifically, such as Figure 3 As shown, the second mounting base 301 is a ring-shaped structure formed by extending and bending a portion of the outer peripheral surface of the third input shaft 3 outward. This type of second mounting base 301 and the third input shaft 3 are an integral structure, which has higher structural strength and can also reduce the number of parts.

[0053] Furthermore, the first transmission wheel 501, the first mating wheel 502, the second transmission wheel 601, and the second mating wheel 602 are all transmission gears. The first transmission wheel 501 and the second transmission wheel 601 can be sleeved on the corresponding input shaft to perform transmission. Compared with the transmission form where the first transmission wheel 501 and the second transmission wheel 601 are independent transmission shafts, this sleeved relationship can improve the compactness of the overall device, reduce the axial dimensions and required space at the positions of the first transmission wheel 501 and the second transmission wheel 601, and make the speed change device smaller.

[0054] In one possible implementation, the first mating wheel 502 and the second mating wheel 602 are arranged along the axial direction and have different transmission radii. Among the first mating wheel 502 and the second mating wheel 602, the one with the smaller transmission radius is an integral component with the first output shaft 4, while the one with the larger transmission radius is sleeved on the first output shaft 4. This arrangement of the first mating wheel 502 and the second mating wheel 602 can effectively reduce the steps required in the assembly process of the components, while also avoiding the problem that the structure of the first output shaft 4 is too complex and difficult to manufacture.

[0055] Specifically, such as Figure 1As shown, the first input shaft 1 and the first output shaft 4 are coaxially arranged. The first mating wheel 502 and the second mating wheel 602 are arranged sequentially along the direction away from the first input shaft 1. The transmission radius of the second mating wheel 602 is smaller than that of the first mating wheel 502. The second mating wheel 602 and the first output shaft 4 are integral components. Since the transmission radii of the first mating wheel 502 and the second mating wheel 602 are different, their transmission mating positions are misaligned along the radial direction. They do not interfere with each other during transmission mating. Therefore, the arrangement of the first mating wheel 502 and the second mating wheel 602 can be closer and more closely arranged, which can further reduce the axial dimension of the transmission device.

[0056] In one possible implementation, the second input shaft 2 and the third input shaft 3 are located on opposite sides of the first input shaft 1 in the radial direction. This arrangement of input shafts makes the force on the first input shaft 1 more balanced during transmission. In addition, the second input shaft 2, the first input shaft 1 and the third input shaft 3 are arranged in sequence in the radial direction, and the second input shaft 2 and the third input shaft 3 are spaced far apart in the circumferential direction, which facilitates assembly and maintenance.

[0057] In one possible implementation, a first power gear 101 is provided on the first input shaft 1, a second power gear 202 is provided on the second input shaft 2, and a third power gear 302 is provided on the third input shaft 3. The first power gear 101 is simultaneously engaged in transmission with the second power gear 202 and the third power gear 302. By providing a first power gear 101 on the first input shaft 1, the transmission requirements can be met, which can effectively reduce the number of transmission components used and reduce the complexity of the device.

[0058] It is understood that, as an alternative implementation, two first power gears 101 can also be provided on the first input shaft 1, and the second power gear 202 and the third power gear 302 can respectively drive and cooperate with the corresponding first power gear 101. In this arrangement, the transmission ratio of the first power gear 101 can also be changed by changing the transmission radius of the corresponding first power gear 101.

[0059] In one possible implementation, the planetary gear assembly 9 includes a sun gear 901, planet gears 902, a planet carrier 903, a ring gear 904, a second fixing component 906, and a first fixing component 905. The sun gear 901 is driven by the ring gear 904 through the planet gears 902. The planet carrier 903 is connected to the planet gears 902. The second fixing component 906 is used to fix the sun gear 901, planet gears 902, and ring gear 904 as a whole for rotation. The first fixing component 905 is used to fix the ring gear 904 separately. The sun gear 901 is the power input part and is connected to the first output shaft 4. The planet carrier... 903 is the power output section. When the transmission device is working, only one of the first fixed components 905 and the second fixed component 906 is fixed. When the first fixed component 905 fixes the gear ring 904, the first output shaft 4 drives the planetary gears 902 and the planet carrier 903 to output power through the sun gear 901. At this time, the transmission ratio is large, which is the first transmission state. When the second fixed component 906 is fixed, the first output shaft 4 drives the planetary gears 902, the planet carrier 903 and the gear ring 904 to rotate together through the sun gear 901. At this time, the transmission ratio is small, which is the second transmission state.

[0060] The fixing method of the second fixed component 906 is not limited. It can be fixedly connected to the first output shaft 4 and the gear ring 904, fixedly connected to the first output shaft 4 and the planet carrier 903, fixedly connected to the sun gear 901 and the planet carrier 903, or fixedly connected to the sun gear 901 and the fixed gear ring 904. As long as the sun gear 901, planet gear 902 and planet carrier 903 can rotate as a whole, it is acceptable.

[0061] In one possible implementation, the second fixing component 906 includes a third clutch 9061 and a fixing frame 9062. The fixing frame 9062 is sleeved on the outside of the gear ring 904 and connected to the outer hub of the third clutch 9061. The inner hub of the third clutch 9061 is connected to the gear ring 904. The second fixing component 906 has a simple and reliable structure.

[0062] In one possible implementation, the first fixing component 905 includes a third mounting base 9051 and a fourth clutch 9052. The third mounting base 9051 is provided on the outer peripheral surface of the first output shaft 4. The outer hub of the fourth clutch 9052 is connected to the third mounting base 9051, and the inner hub of the fourth clutch 9052 is connected to the gear ring 904. The first fixing component 905 has a simple and reliable structure.

[0063] It is understood that, as an alternative implementation, the inner hub of the fourth clutch 9052 can also be connected to the third mounting base 9051, while the outer hub is connected to the gear ring 904, which can be flexibly selected according to requirements.

[0064] Specifically, such as Figure 1 As shown, the third mounting base 9051 is a separate component, which is connected to the outer peripheral surface of the first output shaft 4 through an assembly step.

[0065] In one possible implementation, the transmission device further includes a second output shaft 10, which is connected to the planetary carrier 903. Power can be output stably and reliably through the second output shaft 10, and the structure is simple and reliable.

[0066] In one possible implementation, both the first clutch 7 and the second clutch 8 are wet clutches, which are more durable and reliable.

[0067] Specifically, the third clutch 9061 is also a wet clutch; the fourth clutch 9052 is a brake.

[0068] In one possible implementation, the first clutch 7 has a first control unit 701 for controlling its own engagement / disengagement state. The first control unit 701 and the first mounting base 201 together form a first control cavity 702. The second input shaft 2 is provided with a first control oil passage 203 and a first lubrication oil passage 204 inside. The first control oil passage 203 is connected to the first control cavity 702. The outer wall of the second input shaft 2 is provided with a first control oil port 205 that is connected to the first control oil passage 203. The outer wall of the second input shaft 2 is provided with a first lubrication oil port 206 corresponding to the positions of the first clutch 7 and the first transmission wheel 501. Through the passage inside the second input shaft 2, the state control of the first clutch 7 and the lubrication process of the main working parts can be realized. The structure is simple and reliable.

[0069] Specifically, such as Figure 2 As shown, a first annular groove 207 is provided on the outer circumferential surface of one end of the second input shaft 2. A first sealing element 208 is provided on both sides of the first annular groove 207 along the axial direction. A first control oil port 205 is provided in the first annular groove 207. The transmission device also has a housing. The second input shaft 2 cooperates with the housing through the first sealing element 208, so that the first annular groove 207 forms a sealed cavity. The control oil port on the housing can inject or draw control oil into the first annular groove 207. The structure is simple and reliable.

[0070] In one possible implementation, the second clutch 8 has a second control unit 801 for controlling its own engagement / disengagement state. The second control unit 801 and the second mounting base 301 together form a second control cavity 802. The third input shaft 3 has a second control oil passage 303 and a second lubrication oil passage 304 inside. The second control oil passage 303 is connected to the second control cavity 802. The outer wall of the third input shaft 3 is provided with a second control oil port 305 that is connected to the second control oil passage 303. The outer wall of the third input shaft 3 has a second lubrication oil port 306 corresponding to the position of the second clutch 8 and the second transmission wheel 601. Through the passage inside the third input shaft 3, the state control of the second clutch 8 and the lubrication process of the main working parts can be realized. The structure is simple and reliable.

[0071] Specifically, such as Figure 3 As shown, a second annular groove 307 is provided on the outer circumferential surface of one end of the third input shaft 3. A second sealing element 308 is provided on both sides of the second annular groove 307 along the axial direction. A second control oil port 305 is provided in the second annular groove 307. The transmission device also has a housing. The third input shaft 3 cooperates with the housing through the second sealing element 308, so that the second annular groove 307 can form a sealed cavity. The control oil port on the housing can be used to inject or draw control oil into the second annular groove 307. The structure is simple and reliable.

[0072] Furthermore, such as Figure 1 As shown, the third clutch 9061 controls its own clutch state through the control oil circuit inside the first output shaft 4. The outer wall of the first output shaft 4 is provided with an annular groove that communicates with the control oil circuit. The inner wall of the annular groove is provided with a control oil port. The fourth clutch 9052 can be directly controlled and lubricated and cooled through the control oil passage and lubrication passage provided on the housing.

[0073] In another possible implementation, two components that have a transmission relationship and are in a nested relationship are connected by a spline.

[0074] The gear positions of the transmission device in this embodiment will be described in detail below:

[0075] Pure electric mode, such as Figure 1 As shown, when the power clutch 12 is disengaged, the engine 11 is not engaged in operation. At this time, at least one of the first power motor 13 and the second power motor 14 transmits power through the corresponding input shaft; it can be a single motor working or both motors working simultaneously.

[0076] Hybrid mode: such as Figure 1As shown, this is the state in which the engine 11 is engaged when the power clutch 12 is engaged. The engine 11 drives the second input shaft 2 and the third input shaft 3 to rotate simultaneously through the first input shaft 1. By controlling the working state of the first clutch 7 and the second clutch 8, at least one of the second input shaft 2 and the third input shaft 3 can drive the first output shaft 4 to rotate. It can be a single motor working. At this time, the engine 11 can drive the non-working motor to charge and realize the range extension function.

[0077] When the power clutch 12, the first clutch 7, the second clutch 8, the third clutch 9061, and the fourth clutch 9052 are all disengaged, it is in neutral (N) gear.

[0078] When the first clutch 7 and the fourth clutch 9052 are engaged, the second power motor 14 drives the first input shaft 1 to rotate via the third input shaft 3, and transmits its power to the second input shaft 2 via the first input shaft 1. The first power motor 13 transmits its power to the second input shaft 2. After the power of the first power motor 13 and the second power motor 14 is coupled, it is transmitted to the first transmission assembly 5 via the first clutch 7. At this time, the first output shaft 4 is driven to rotate by the first transmission assembly 5 and transmits its power to the sun gear 901. At this time, the third clutch 9061 locks the gear ring 904. The power of the sun gear 901 is output through the planet carrier 903 driven by the planet gear 902. The planet carrier 903 is connected to the second output shaft 10 via a spline, and finally outputs power through the power flange 15. The above is the transmission process of first gear.

[0079] The specific gear position is mainly controlled by the working status of various shifting components such as clutches. The remaining gear positions are shown in Table 1 below:

[0080]

[0081] Table 1 Coupling methods of shifting components

[0082] It should be noted that, in the table above, the circled area indicates that the clutch is engaged, and the uncircled area indicates that the clutch is disengaged; in pure electric or hybrid mode, the gear ratios of the first to fourth gears decrease sequentially; the pure electric and hybrid modes shown in the table above refer to the situation where the first power motor 13 and the second power motor 14 output power simultaneously, or it can be that only one of the motors outputs power.

[0083] According to an embodiment of the present invention, in another aspect, a power system is provided, comprising: the aforementioned transmission device, engine 11, first power motor 13 and second power motor 14, wherein engine 11 is connected to the first input shaft 1 of the transmission device via a power clutch 12, the first power motor 13 is connected to the second input shaft 2 of the transmission device, and the second power motor 14 is connected to the third input shaft 3 of the transmission device.

[0084] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A speed-changing device, characterized in that, include: The first input shaft (1) is adapted to be connected to the engine (11) via a power clutch (12); The second input shaft (2) is driven in conjunction with the first input shaft (1) and is suitable for connection with the first power motor (13); The third input shaft (3) is driven in conjunction with the first input shaft (1) and is suitable for connection with the second power motor (14); The first output shaft (4) is driven by the second input shaft (2) through the first transmission assembly (5), and the first output shaft (4) is driven by the third input shaft (3) through the second transmission assembly (6); The first clutch (7) is used to detachably connect the first output shaft (4) or the second input shaft (2) to the first transmission assembly (5). The second clutch (8) allows the first output shaft (4) or the third input shaft (3) to be detachably connected to the second transmission assembly (6) via the second clutch (8); The planetary gear assembly (9) has a power input section and a power output section. The power input section is connected to the first output shaft (4) for transmission. The planetary gear assembly (9) has a first transmission state and a second transmission state with different transmission ratios.

2. The speed change device according to claim 1, characterized in that, The first transmission assembly (5) includes a first transmission wheel (501) and a first mating wheel (502) that are in transmission engagement. The first transmission wheel (501) is rotatably sleeved on the second input shaft (2). The first mating wheel (502) is fixedly connected to the first output shaft (4). A first mounting seat (201) is provided on the outer circumferential surface of the second input shaft (2). The outer hub of the first clutch (7) is connected to the first mounting seat (201), and the inner hub is connected to the first transmission wheel (501).

3. The speed change device according to claim 2, characterized in that, The second transmission assembly (6) includes a second transmission wheel (601) and a second mating wheel (602) that are in transmission engagement. The second transmission wheel (601) is rotatably sleeved on the third input shaft (3). The second mating wheel (602) is fixedly connected to the first output shaft (4). A second mounting seat (301) is provided on the outer circumferential surface of the third input shaft (3). The outer hub of the second clutch (8) is connected to the mounting seat, and the inner hub is connected to the second transmission wheel (601).

4. The speed change device according to claim 3, characterized in that, The first mating wheel (502) and the second mating wheel (602) are arranged along the axial direction and have different transmission radii. Among the first mating wheel (502) and the second mating wheel (602), the one with the smaller transmission radius is an integral component with the first output shaft (4), while the one with the larger transmission radius is sleeved on the first output shaft (4). And / or, the second input shaft (2) and the third input shaft (3) are located on opposite sides of the first input shaft (1) in a radial direction.

5. The speed change device according to any one of claims 1 to 4, characterized in that, The first input shaft (1) is provided with a first power gear (101), the second input shaft (2) is provided with a second power gear (202), and the third input shaft (3) is provided with a third power gear (302). The first power gear (101) is in transmission cooperation with both the second power gear (202) and the third power gear (302).

6. The speed change device according to any one of claims 1 to 4, characterized in that, The planetary gear assembly (9) includes a sun gear (901), planet gears (902), a planet carrier (903), a ring gear (904), a second fixing component (906), and a first fixing component (905). The sun gear (901) is driven by the planet gears (902) and the ring gear (904). The planet carrier (903) is connected to the planet gears (902). The second fixing component (906) is used to fix the sun gear (901), the planet gears (902), and the ring gear (904) as a whole for rotation. The first fixing component (905) is used to fix the ring gear (904) separately. The sun gear (901) is the power input part and is connected to the first output shaft (4). The planet carrier (903) is the power output part.

7. The speed change device according to claim 6, characterized in that, The second fixing assembly (906) includes a third clutch (9061) and a fixing bracket (9062). The fixing bracket (9062) is sleeved on the outside of the gear ring (904) and connected to the outer hub of the third clutch (9061). The inner hub of the third clutch (9061) is connected to the gear ring (904). And / or, the first fixing assembly (905) includes a third mounting base (9051) and a fourth clutch (9052), the third mounting base (9051) is provided on the outer peripheral surface of the first output shaft (4), the outer hub of the fourth clutch (9052) is connected to the third mounting base (9051), and the inner hub of the fourth clutch (9052) is connected to the gear ring (904).

8. The speed change device according to claim 6, characterized in that, The transmission device further includes a second output shaft (10), which is connected to the planetary carrier (903). And / or, both the first clutch (7) and the first clutch (7) are wet clutches.

9. The speed change device according to claim 3, characterized in that, The first clutch (7) has a first control unit (701) for controlling its own engagement / disengagement state. The first control unit (701) and the first mounting base (201) together form a first control cavity (702). The second input shaft (2) is provided with a first control oil passage (203) and a first lubrication oil passage (204) inside. The first control oil passage (203) is connected to the first control cavity (702). The outer wall of the second input shaft (2) is provided with a first control oil port (205) that is connected to the first control oil passage (203). The outer wall of the second input shaft (2) is provided with a first lubrication oil port (206) corresponding to the positions of the first clutch (7) and the first transmission wheel (501). And / or, the second clutch (8) has a second control unit (801) for controlling its own engagement / disengagement state, the second control unit (801) and the second mounting base (301) together form a second control cavity (802), the third input shaft (3) is provided with a second control oil passage (303) and a second lubrication oil passage (304) inside, the second control oil passage (303) is connected to the second control cavity (802), the outer wall of the third input shaft (3) is provided with a second control oil port (305) connected to the second control oil passage (303), and the outer wall of the third input shaft (3) is provided with a second lubrication oil port (306) corresponding to the position of the second clutch (8) and the second transmission wheel (601).

10. A power system, characterized in that, include: The speed change device according to any one of claims 1 to 9; The engine (11) is connected to the first input shaft (1) of the transmission device via a power clutch (12); The first power motor (13) is connected to the second input shaft (2) of the speed change device; The second power motor (14) is connected to the third input shaft (3) of the speed change device.

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