Speed change device and power system

Abstract

The invention relates to the technical field of transmissions, and discloses a speed change device and a power system. The second input shaft is in transmission fit with the first input shaft; the third input shaft is in transmission fit with the first input shaft; the first output shaft is in transmission fit with the second input shaft through a first transmission assembly and is in transmission fit with the third input shaft through a second transmission assembly; the first output shaft or the second input shaft is separably connected with the first transmission assembly through the first clutch; the first output shaft or the third input shaft is separably connected with the second transmission assembly through the second clutch; according to the speed change device, the mode that the double parallel shafts are coupled with the planetary speed reduction part is adopted, six-gear transmission can be achieved after the double parallel shafts and the planetary speed reduction part are coupled, and the transmission requirement can be met through low torque output at the parallel shafts; and the working stability under the heavy load condition can be improved.

Description

Technical Field

[0001] The present invention relates to the technical field of transmissions, and in particular to a transmission device and a power system. Background Art

[0002] With the continuous development of new energy technologies, traditional working vehicles that use engines as their core power are gradually moving towards electric and hybrid. By integrating traditional fuel technology and electric technology, hybrid working vehicles not only improve the economy and environmental protection of vehicles, but also enhance the adaptability and work efficiency of vehicles under various working conditions.

[0003] At present, existing hybrid vehicles usually use automatic transmissions that are suitable for low loads. The automatic transmission has an engine power input shaft and a motor power input shaft. The power of the two input shafts is output after coupling through a series of transmission gears and a planetary gear system. Although the hybrid effect can be achieved, this form of automatic transmission is a single-speed transmission and can only be used in low-load environments. Hybrid working vehicles have a large load and usually operate under complex road conditions. This form of automatic transmission is difficult to meet the use requirements of hybrid working vehicles. Summary of the invention

[0004] In view of this, the present invention provides a transmission device and a transmission system to solve the problem that the transmission of the existing hybrid system is difficult to effectively meet the use requirements of the hybrid working vehicle.

[0005] In the first aspect, the present invention provides a speed change device, comprising: a first input shaft, suitable for being connected to an engine through a power clutch; a second input shaft, drivingly matched with the first input shaft and suitable for being connected to a first power motor; a third input shaft, drivingly matched with the first input shaft and suitable for being connected to a second power motor; a first output shaft, drivingly matched with the second input shaft through a first transmission assembly, and the first output shaft drivingly matched with the third input shaft through 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 through the first clutch; a second clutch, wherein the first output shaft or the third input shaft is detachably connected to the second transmission assembly through the second clutch; a planetary reduction unit, comprising a transmission adjustment assembly and a first planetary gear assembly and a second planetary gear assembly in transmission connection, the first planetary gear assembly having a power input unit, the second planetary gear assembly having a power output unit, the power input unit being drivingly connected to the first output shaft, the transmission adjustment assembly being suitable for adjusting the transmission matching state of the first planetary gear assembly and the second planetary gear assembly, and the planetary reduction unit having a first transmission state, a second transmission state and a third transmission state with gradually decreasing transmission ratios.

[0006] Beneficial effects: the engine can input power through the first input shaft, the second input shaft and the third input shaft can separately input power from the corresponding power motor, the first input shaft can be matched with the first output shaft through the second input shaft or the third input shaft, the first output shaft transmits power through the planetary reduction unit, the speed change device realizes power transmission by coupling the double parallel shafts with the planetary reduction unit, wherein the double parallel shafts can realize two-speed ratios, the planetary reduction unit can realize three-speed ratios, and the two can realize pure electric six-speed and hybrid six-speed transmission after coupling, since there are many selectable gears, the hybrid working vehicle can flexibly select the required gear for power output according to the demand, which can effectively improve the gear utilization efficiency of the speed change device, in addition, under this transmission mode, since the planetary reduction unit is the main component for deceleration and torque increase, the planetary reduction unit has a large torque output, and the parallel shaft can meet the transmission demand through a relatively low torque output, so the radial force received by the parallel shaft during power transmission can be effectively reduced, and the working stability and reliability of the speed change device under heavy load can be improved, which effectively solves the problem that the transmission of the existing hybrid system is difficult to effectively meet the use demand of the hybrid working vehicle.

[0007] In an optional embodiment, the second input shaft is matched with the first input shaft through a first transmission assembly, the first transmission assembly includes a first transmission wheel and a first matching wheel for transmission matching, the first transmission wheel is rotatably mounted on the second input shaft, the first matching wheel is fixedly connected to the first output shaft, the outer hub of the first clutch is connected to the second input shaft, and the inner hub is connected to the first transmission wheel.

[0008] Beneficial effect: In this installation form of the first clutch, since the first transmission wheel is connected to the inner hub of the first clutch, the first transmission wheel has a smaller outer diameter to meet the connection requirements, which can reduce the complexity of the first transmission wheel.

[0009] In an optional embodiment, the third input shaft is matched with the first input shaft through a second transmission assembly, the second transmission assembly includes a second transmission wheel and a second matching wheel for transmission matching, the second transmission wheel is rotatably mounted on the third input shaft, the second matching wheel is fixedly connected to the first output shaft, the outer hub of the second clutch is connected to the third input shaft, 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 installation form of the second clutch, since the second transmission wheel is connected to the inner hub of the second clutch, the second transmission wheel has a smaller outer diameter to meet the connection requirements, which can reduce the complexity of the second transmission wheel.

[0011] In an 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 a smaller transmission radius is an integral component with the first output shaft, and the one with a 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 form of arrangement of the first mating wheel and the second mating wheel can effectively reduce the steps required in the component assembly process, and can also avoid the problem of the first output shaft structure being too complicated and difficult to manufacture. This input shaft arrangement form can make the force of the first input shaft more balanced during transmission. In addition, the second input shaft, the first input shaft and the third input shaft are arranged in sequence along the radial direction, and the second input shaft and the third input shaft are spaced apart at a large distance along the circumferential direction, which is convenient for assembly and inspection and maintenance.

[0013] In an optional embodiment, a first power gear is arranged on the first input shaft, a second power gear is arranged on the second input shaft, a third power gear is arranged on the third input shaft, and the first power gear is simultaneously matched with the second power gear and the third power gear.

[0014] Beneficial effect: The transmission requirement can be met by arranging a first power gear on the first input shaft, which can effectively reduce the number of transmission parts used and reduce the complexity of the device.

[0015] In an optional embodiment, the first planetary gear assembly includes a first sun gear, a first planetary gear, a first planet carrier, and a first ring gear that are in transmission cooperation, and the second planetary gear assembly includes a second sun gear, a second planetary gear, a second planet carrier, and a second ring gear that are in transmission cooperation, the first planet carrier is transmission connected to the second ring gear, the first ring gear is transmission connected to the second sun gear, the first sun gear is the power input part and is connected to the first output shaft, and the second ring gear is the power output part.

[0016] Beneficial effects: The structures of the first planetary gear assembly and the second planetary gear assembly are simple and reliable, and a variety of transmission modes with different transmission ratios can be realized by matching the two planetary gear assemblies.

[0017] In an optional embodiment, the planetary reduction unit also includes a second output shaft and a transmission sleeve, the first planetary carrier is transmission connected to the second ring gear through the second output shaft, the transmission sleeve is sleeved on the outside of the second output shaft, and the first ring gear is transmission connected to the second sun gear through the transmission sleeve; wherein, when the planetary reduction unit is in the first transmission state, the transmission adjustment assembly alone fixes the second planetary carrier, when the planetary reduction unit is in the second transmission state, the transmission adjustment assembly alone fixes the first ring gear, and when the planetary reduction unit is in the third transmission state, the planetary reduction unit fixes the first planetary gear assembly as a whole for rotation.

[0018] Beneficial effects: The matching form of the second output shaft and the transmission sleeve is simple and reliable, the two are matched in the form of sleeve arrangement, the overall structure is compact and occupies less space.

[0019] In an optional embodiment, the transmission adjustment assembly includes a fixed frame, a third clutch, a fourth clutch and a fifth clutch, the second planetary carrier is detachably connected to the fixed frame through the third clutch, the first ring gear is detachably connected to the fixed frame through the fourth clutch, and the first ring gear is detachably connected to the first output shaft through the fifth clutch.

[0020] Beneficial effects: The transmission adjustment component has a simple and reliable structure.

[0021] In an optional implementation, the first clutch, the second clutch, the third clutch, the fourth clutch and the fifth clutch are all wet clutches.

[0022] Beneficial effect: Wet clutch is more reliable and durable.

[0023] In the second aspect, the present invention also provides a power system, which includes: the above-mentioned speed transmission device; the engine is connected to the first input shaft of the speed transmission device through a power clutch; the first power motor is connected to the second input shaft of the speed transmission device; the second power motor is connected to the third input shaft of the speed transmission device. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] In order to more clearly illustrate the specific implementation methods of the present invention or the technical solutions in the prior art, the drawings required for use in the specific implementation methods or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some implementation methods of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0025] Figure 1 A transmission schematic diagram of a speed change device according to an embodiment of the present invention;

[0026] Figure 2 for Figure 1 A cross-sectional view of the first input shaft, the second input shaft, the third input shaft and the first output shaft of the speed change device after being assembled;

[0027] Figure 3 for Figure 2 An enlarged schematic diagram of the speed change device A is shown;

[0028] Figure 4 for Figure 1 An enlarged schematic diagram of the speed change device B is shown;

[0029] Figure 5 for Figure 1The schematic diagram of the first gear transmission of the speed change device in the pure electric drive state shown;

[0030] Figure 6 for Figure 1 The schematic diagram of the second gear transmission of the speed change device in the pure electric drive state is shown;

[0031] Figure 7 for Figure 1 The schematic diagram of the three-speed transmission of the transmission device in the pure electric drive state is shown;

[0032] Figure 8 for Figure 1 The schematic diagram of the four-speed transmission of the transmission device in the pure electric drive state is shown;

[0033] Fig. 9 for Figure 1 The five-speed transmission schematic diagram of the transmission device in the pure electric drive state is shown;

[0034] Fig.10 for Figure 1 The six-speed transmission schematic diagram of the transmission device in the pure electric drive state is shown.

[0035] Description of reference numerals:

[0036] 1. First input shaft; 101. First power gear;

[0037] 2. second input shaft; 201. first mounting seat; 202. second power gear; 203. first control oil circuit; 204. first lubricating oil circuit; 205. first control oil port; 206. first lubricating oil port; 207. first ring groove; 208. first sealing member;

[0038] 3. third input shaft; 301. second mounting seat; 302. third power gear; 303. second control oil circuit; 304. second lubricating oil circuit; 305. second control oil port; 306. second lubricating oil port; 307. second ring groove; 308. second sealing member;

[0039] 4. First output shaft;

[0040] 5. First transmission assembly; 501. First transmission wheel; 502. First matching wheel;

[0041] 6. Second transmission assembly; 601. Second transmission wheel; 602. Second matching wheel;

[0042] 7. First clutch; 701. First control unit; 702. First control chamber;

[0043] 8. Second clutch; 801. Second control unit; 802. Second control chamber;

[0044] 9. First planetary gear assembly; 901. First sun gear; 902. First planetary gear; 903. First planet carrier; 904. First ring gear;

[0045] 10. Second planetary gear assembly; 1001. Second sun gear; 1002. Second planetary gear; 1003. Second planet carrier; 1004. Second ring gear;

[0046] 11. Second output shaft; 12. Transmission sleeve; 13. Fixed frame; 14. Third clutch; 15. Fourth clutch; 16. Fifth clutch;

[0047] 17. Engine; 18. Power clutch; 19. First power motor; 20. Second power motor. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present invention.

[0049] Combine the following Figures 1 to 10 , describing an embodiment of the present invention.

[0050] According to an embodiment of the present invention, on the one hand, a speed change device is provided, including: 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 reduction unit, wherein the first input shaft 1 is suitable for being connected to an engine 17 through a power clutch 18; the second input shaft 2 is in transmission cooperation with the first input shaft 1, and is suitable for being connected to a first power motor 19; the third input shaft 3 is in transmission cooperation with the first input shaft 1, and is suitable for being connected to a second power motor 20; the first output shaft 4 is in transmission cooperation with the second input shaft 2 through a first transmission assembly 5, and the first output shaft 4 is in transmission cooperation with the third input shaft 3 through a second transmission assembly 6; the first clutch 7 and the first output shaft 4 are in transmission cooperation with each other. Or the second input shaft 2 is detachably connected to the first transmission assembly 5 through the first clutch 7; the first output shaft 4 or the third input shaft 3 is detachably connected to the second transmission assembly 6 through the second clutch 8; the planetary reduction unit has a transmission adjustment component and a first planetary gear assembly 9 and a second planetary gear assembly 10 that are transmission-connected, the first planetary gear assembly 9 has a power input part, the second planetary gear assembly 10 has a power output part, the power input part is transmission-connected to the first output shaft 4, the transmission adjustment component is suitable for adjusting the transmission matching state of the first planetary gear assembly 9 and the second planetary gear assembly 10, and the planetary reduction unit has a first transmission state, a second transmission state and a third transmission state with gradually decreasing transmission ratios.

[0051] The transmission device of this embodiment can be used to input power from the engine 17 through the first input shaft 1, and the second input shaft 2 and the third input shaft 3 can independently input power from the corresponding power motor. The first input shaft 1 can be matched with the first output shaft 4 through the second input shaft 2 or the third input shaft 3, and the first output shaft 4 transmits power through the planetary reduction unit. The transmission device realizes power transmission by coupling a double parallel shaft with a planetary reduction unit, wherein the double parallel shaft can realize two-speed ratios, and the planetary reduction unit can realize three-speed ratios. After the two are coupled, pure electric six-speed transmission and hybrid six-speed transmission can be realized. Due to the selectable gear ratios, There are many gears, and hybrid working vehicles can flexibly select the required gear for power output according to needs, which can effectively improve the gear utilization efficiency of the speed change device. In addition, under this transmission mode, since the planetary reduction unit is the main component for reducing speed and increasing torque, the planetary reduction unit has a large torque output, and the parallel shaft can meet the transmission needs through a lower torque output. Therefore, the radial force received during power transmission at the parallel shaft can be effectively reduced, which can improve the working stability and reliability of the speed change device under heavy load conditions, and effectively solve the problem that the transmission of the existing hybrid system is difficult to effectively meet the use needs of hybrid working vehicles.

[0052] Specifically, since the speed change device of this embodiment mainly uses a clutch to change the current transmission gear, compared with the sleeve shifting in the related art, the speed change device of this embodiment will not experience power interruption when shifting gears. At the same time, it is more wear-resistant and durable during long-term use.

[0053] In a possible implementation, the second input shaft 2 is matched with the first input shaft 1 through the first transmission assembly 5, the first transmission assembly 5 includes a first transmission wheel 501 and a first matching wheel 502 for transmission matching, the first transmission wheel 501 is rotatably sleeved on the second input shaft 2, the first matching wheel 502 is fixedly connected to the first output shaft 4, the outer hub of the first clutch 7 is connected to the second input shaft 2, and the inner hub is connected to the first transmission wheel 501. 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 has a smaller outer diameter to meet the connection requirements, which can reduce the complexity of the first transmission wheel 501.

[0054] It can be understood that, as an alternative implementation, the inner hub of the first clutch 7 can be connected to the second input shaft 2, and the outer hub can be connected to the first transmission wheel 501, which can be flexibly selected according to needs.

[0055] Specifically, a first mounting seat 201 is provided on the outer circumferential surface of the second input shaft 2 , and the outer hub of the first clutch 7 is connected to the first mounting seat 201 .

[0056] Furthermore, if Figure 3 As shown, the first mounting seat 201 is a ring-shaped structure formed by extending and bending a portion of the outer circumference of the second input shaft 2 outward. This type of first mounting seat 201 and the second input shaft 2 are an integrated structure, which has higher structural strength and can reduce the number of components.

[0057] In a possible implementation, the third input shaft 3 is matched with the first input shaft 1 through a second transmission assembly 6. The second transmission assembly 6 includes a second transmission wheel 601 and a second matching wheel 602. The second transmission wheel 601 is rotatably sleeved on the third input shaft 3. The second matching wheel 602 is fixedly connected to the first output shaft 4. The outer hub of the second clutch 8 is connected to the third input shaft 3, 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 has a smaller outer diameter to meet the connection requirements, which can reduce the complexity of the second transmission wheel 601.

[0058] It can be understood that, as a replaceable implementation, the inner hub of the second clutch 8 can also be connected to the third input shaft 3, and the outer hub can be connected to the second transmission wheel 601, which can be flexibly selected according to needs.

[0059] Specifically, a second mounting seat 301 is provided on the outer circumferential surface of the third input shaft 3 , and the outer hub of the second clutch 8 is connected to the second mounting seat 301 .

[0060] Furthermore, if Figure 4 As shown, the second mounting seat 301 is a ring-shaped structure formed by extending and bending a portion of the outer circumference of the third input shaft 3 outward. This type of second mounting seat 301 and the third input shaft 3 are an integrated structure, which has higher structural strength and can reduce the number of components.

[0061] In addition, it should be noted that the first transmission wheel 501, the first matching wheel 502, the second transmission wheel 601 and the second matching wheel 602 are all transmission gears. The first transmission wheel 501 and the second transmission wheel 601 can be transmitted by being sleeved on the corresponding input shaft. Compared with the transmission form in which the first transmission wheel 501 and the second transmission wheel 601 are both independent transmission shafts, the first transmission wheel 501 and the second transmission wheel 601 under this sleeve relationship can improve the compactness of the overall device, reduce the axial size of the first transmission wheel 501 and the second transmission wheel 601 and the required space, and make the volume of the speed change device smaller.

[0062] In a possible embodiment, the first mating wheel 502 and the second mating wheel 602 are arranged along the axial direction and have different transmission radiuses. Among the first mating wheel 502 and the second mating wheel 602, the one with a smaller transmission radius is an integral component with the first output shaft 4, and the one with a 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 component assembly process and avoid the problem of the first output shaft 4 being too complicated and difficult to manufacture.

[0063] Specifically, Figure 2 As shown, the first input shaft 1 and the first output shaft 4 are coaxially arranged, and the first mating wheel 502 and the second mating wheel 602 are arranged in sequence along the direction away from the first input shaft 1, wherein the transmission radius of the second mating wheel 602 is smaller than the transmission radius of the first mating wheel 502, and the second mating wheel 602 and the first output shaft 4 are an integral component. Since the transmission radii of the first mating wheel 502 and the second mating wheel 602 are different, the transmission matching positions of the two are radially misaligned, and the two will not interfere with each other during transmission matching. Therefore, the first mating wheel 502 and the second mating wheel 602 can be arranged closer and tightly, which can further reduce the axial size of the speed change device.

[0064] In a possible implementation, the second input shaft 2 and the third input shaft 3 are located on two radially opposite sides of the first input shaft 1. This input shaft arrangement can make 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 along the radial direction, and the second input shaft 2 and the third input shaft 3 are spaced apart at a large distance along the circumferential direction, which is convenient for assembly and inspection and maintenance.

[0065] In a 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 coordinated with the second power gear 202 and the third power gear 302 for transmission. By providing a first power gear 101 on the first input shaft 1, the transmission requirements can be met, the number of transmission components used can be effectively reduced, and the complexity of the device can be reduced.

[0066] It can be understood that, as a replaceable embodiment, 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 are respectively matched with the corresponding first power gear 101 for transmission. The first power gear 101 in this arrangement can also change the transmission ratio by changing the transmission radius of the corresponding first power gear 101.

[0067] In a possible embodiment, the first planetary gear assembly 9 includes a first sun gear 901, a first planetary gear 902, a first planetary carrier 903, and a first ring gear 904 that are in transmission cooperation, and the second planetary gear assembly 10 includes a second sun gear 1001, a second planetary gear 1002, a second planetary carrier 1003, and a second ring gear 1004 that are in transmission cooperation. The first planetary carrier 903 is transmission-connected to the second ring gear 1004, and the first ring gear 904 is transmission-connected to the second sun gear 1001. The first sun gear 901 is a power input part and is connected to the first output shaft 4, and the second ring gear 1004 is a power output part. The structural form of the first planetary gear assembly 9 and the second planetary gear assembly 10 is simple and reliable. By cooperating with the two planetary gear assemblies, a variety of transmission modes with different transmission ratios can be achieved.

[0068] In a possible implementation, the planetary reduction unit also includes a second output shaft 11 and a transmission sleeve 12, the first planetary carrier 903 is transmission-connected to the second ring gear 1004 via the second output shaft 11, the transmission sleeve 12 is sleeved on the outside of the second output shaft 11, and the first ring gear 904 is transmission-connected to the second sun gear 1001 via the transmission sleeve 12; wherein, when the planetary reduction unit is in the first transmission state, the transmission adjustment component alone fixes the second planetary carrier 1003, when the planetary reduction unit is in the second transmission state, the transmission adjustment component alone fixes the first ring gear 904, when the planetary reduction unit is in the third transmission state, the planetary reduction unit fixes the first planetary gear assembly 9 as a whole for rotation, the matching form of the second output shaft 11 and the transmission sleeve 12 is simple and reliable, the two are matched in the form of sleeve, the overall structure is compact and occupies less space.

[0069] Specifically, there is no limitation on the fixing form of the planetary reduction unit that fixes the first planetary gear assembly 9 as a whole for rotation. It can be that the first output shaft 4 is fixedly connected to the first ring gear 904, the first output shaft 4 is fixedly connected to the first planetary carrier 903, the first sun gear 901 is fixedly connected to the first planetary carrier 903, or the first sun gear 901 is fixedly connected to the first ring gear 904, as long as the first sun gear 901, the first planetary gear 902 and the first planetary carrier 903 can rotate as a whole.

[0070] In a possible embodiment, the transmission adjustment component includes a fixed frame 13, a third clutch 14, a fourth clutch 15 and a fifth clutch 16, the second planetary carrier 1003 is detachably connected to the fixed frame 13 through the third clutch 14, the first ring gear 904 is detachably connected to the fixed frame 13 through the fourth clutch 15, and the first ring gear 904 is detachably connected to the first output shaft 4 through the fifth clutch 16, and the transmission adjustment component has a simple and reliable structure.

[0071] The third clutch 14 and the fourth clutch 15 are brakes that play a braking role.

[0072] Specifically, when in the first transmission state, the first output shaft 4 transmits power to the first sun gear 901. At this time, the third clutch 14 locks the second planetary carrier 1003. A part of the power of the first sun gear 901 is output through the first planetary carrier 903 driven by the first planetary gear 902. The first planetary carrier 903 is connected to the second output shaft 11 through a spline. Another part of the power of the first sun gear 901 is output through the first ring gear 904 driven by the first planetary gear 902. The first ring gear 904 drives the second sun gear 1001 to rotate through the transmission sleeve 12. The rotation of the second sun gear 1001 drives the second planetary gear 1002 to rotate and then drives the second ring gear 1004 to rotate. The power of the second ring gear 1004 is coupled with the power on the second output shaft 11 and then output.

[0073] When in the second transmission state, the first output shaft 4 transmits power to the first sun gear 901. At this time, the fourth clutch 15 locks the first ring gear 904. The power of the first sun gear 901 is all output through the first planetary carrier 903 driven by the first planetary gear 902. The first planetary carrier 903 is connected to the second output shaft 11 through a spline.

[0074] When in the third transmission state, the first output shaft 4 transmits power to the first sun gear 901. At this time, the fifth clutch 16 fixedly connects the first ring gear 904 to the first output shaft 4. At this time, the first planetary gear assembly 9 rotates as a whole. The power of the first sun gear 901 is directly output through the first planetary carrier 903, and the first planetary carrier 903 is connected to the second output shaft 11 through a spline.

[0075] The fixing frame 13 may be a separate frame body, or may be the outer shell of the transmission device itself.

[0076] In a possible implementation, the first clutch 7, the second clutch 8, the third clutch 14, the fourth clutch 15 and the fifth clutch 16 are all wet clutches, which are more reliable and durable.

[0077] In a possible implementation, the first clutch 7 has a first control part 701 for controlling its own clutch state, the first control part 701 and the first mounting seat 201 together form a first control cavity 702, a first control oil circuit 203 and a first lubricating oil circuit 204 are provided inside the second input shaft 2, the first control oil circuit 203 is connected to the first control cavity 702, a first control oil port 205 connected to the first control oil circuit 203 is provided on the outer wall of the second input shaft 2, and a first lubricating oil port 206 is provided on the outer wall of the second input shaft 2 at positions corresponding to the first clutch 7 and the first transmission wheel 501. The state control of the first clutch 7 and the lubrication process of the main working parts can be realized through the passage inside the second input shaft 2, and the structure is simple and reliable.

[0078] Specifically, Figure 3 As shown, a first annular groove 207 is provided on the outer peripheral surface of one end of the second input shaft 2, and first sealing members 208 are respectively provided on both sides of the first annular groove 207 along the axial direction. The first control oil port 205 is provided in the first annular groove 207. The speed change device also has a housing. The second input shaft 2 cooperates with the housing through the first sealing member 208, so that the first annular groove 207 forms a sealed cavity. The control oil port is provided on the housing to inject or suck out the control oil into or out of the first annular groove 207. The structure is simple and reliable.

[0079] In one possible embodiment, the second clutch 8 has a second control part 801 for controlling its own clutch state, the second control part 801 and the second mounting seat 301 together form a second control cavity 802, a second control oil circuit 303 and a second lubricating oil circuit 304 are provided inside the third input shaft 3, the second control oil circuit 303 is connected to the second control cavity 802, a second control oil port 305 connected to the second control oil circuit 303 is provided on the outer wall of the third input shaft 3, and a second lubricating oil port 306 is provided on the outer wall of the third input shaft 3 at a position corresponding to the second clutch 8 and the second transmission wheel 601. The state control of the second clutch 8 and the lubrication process of the main working parts can be realized through the passage inside the third input shaft 3, and the structure is simple and reliable.

[0080] Specifically, Figure 4 As shown, a second annular groove 307 is provided on the outer peripheral surface of one end of the third input shaft 3, and second sealing members 308 are respectively provided on both sides of the second annular groove 307 along the axial direction. The second control oil port 305 is provided in the second annular groove 307. The speed change device also has a housing. The third input shaft 3 cooperates with the housing through the second sealing member 308, so that the second annular groove 307 forms a sealed cavity. The control oil port is provided on the housing to inject or suck out the control oil into or out of the second annular groove 307. The structure is simple and reliable.

[0081] Furthermore, the third clutch 14 controls its own clutch state through the control oil circuit inside the first output shaft 4. An annular groove connected to the control oil circuit is provided on the outer wall of the first output shaft 4, and a control oil port is provided on the inner wall of the annular groove. The fourth clutch 15 can be directly controlled and lubricated and cooled through the control oil channel and lubrication channel provided on the outer casing.

[0082] In addition, in a possible implementation manner, two components that are in a transmission relationship and a sleeve relationship are connected via a spline.

[0083] The gear positions of the transmission device of this embodiment are described in detail below:

[0084] Pure electric mode, such as Figure 1As shown, when the power clutch 18 is disengaged, the engine 17 is not involved in the work. At this time, at least one of the first power motor 19 and the second power motor 20 transmits power through the corresponding input shaft; it can be a single motor or two motors can work at the same time.

[0085] Hybrid mode: Figure 1 As shown, when the power clutch 18 is engaged, the engine 17 participates in the work. The engine 17 drives the second input shaft 2 and the third input shaft 3 to rotate through the first input shaft 1. By controlling the working states 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 work as a single motor, and the engine 17 can drive the non-working motor to charge to realize the range extension function.

[0086] When the first clutch 7, the second clutch 8, the third clutch 14, the fourth clutch 15 and the fifth clutch 16 are all in the disengaged state, it is the N gear.

[0087] like Figure 5 As shown, when the first clutch 7 and the third clutch 14 are in the engaged state, the second power motor 20 drives the first input shaft 1 to rotate through the third input shaft 3, and transmits its own power to the second input shaft 2 through the first input shaft 1, and the first power motor 19 transmits power to the second input shaft 2. After the power of the first power motor 19 and the second power motor 20 are coupled, it is transmitted to the first transmission component 5 through the first clutch 7; at this time, the first output shaft 4 is driven to rotate by the first transmission component 5 and the power is transmitted to the first sun gear 901. At this time, the third clutch 14 locks the second planetary carrier 1003, and the third clutch 14 locks the second planetary carrier 1003. A part of the power of the first sun gear 901 is output through the first planetary carrier 903 driven by the first planetary gear 902, and the first planetary carrier 903 is connected to the second output shaft 11 through a spline. Another part of the power of the first sun gear 901 is output through the first ring gear 904 driven by the first planetary gear 902. The first ring gear 904 drives the second sun gear 1001 to rotate through the transmission sleeve 12. The rotation of the second sun gear 1001 drives the second planetary gear 1002 to rotate and then drives the second ring gear 1004 to rotate. The power of the second ring gear 1004 is coupled with the power on the second output shaft 11 and then output. The above is the transmission process of the first gear.

[0088] The specific gear position is mainly controlled by the working state of each clutch and other shifting elements. The working state of the shifting elements of other gear positions is shown in Table 1 below:

[0089]

[0090] Table 1 Coupling modes of shifting elements

[0091] Among them, it should be noted that the circle in the above table indicates that the clutch is in the engaged state, and the no circle indicates that the clutch is in the disengaged state; in the pure electric or hybrid state, the transmission ratios of the first to sixth gears decrease successively; the pure electric and hybrid states shown in the above table are both the case where the first power motor 19 and the second power motor 20 output power at the same time, or only one of the motors can output power.

[0092] According to an embodiment of the present invention, on the other hand, a power system is provided, which includes: the above-mentioned speed transmission device, an engine 17, a first power motor 19, and a second power motor 20; the engine 17 is connected to the first input shaft 1 of the speed transmission device through a power clutch 18; the first power motor 19 is connected to the second input shaft 2 of the speed transmission device; the second power motor 20 is connected to the third input shaft 3 of the speed transmission device.

[0093] Although the embodiments of the present invention have been described in conjunction with the accompanying drawings, those skilled in the art may make various modifications and variations without departing from the spirit and scope of the present invention, and such modifications and variations are all within the scope defined by the appended claims.

Claims

1. A speed change device, characterized in that: include: A first input shaft (1) adapted to be connected to an engine (17) via a power clutch (18); A second input shaft (2) is in driving cooperation with the first input shaft (1) and is suitable for connecting to a first power motor (19); A third input shaft (3) is in driving cooperation with the first input shaft (1) and is suitable for connecting to a second power motor (20); A first output shaft (4) is in transmission cooperation with the second input shaft (2) through a first transmission assembly (5); and the first output shaft (4) is in transmission cooperation with the third input shaft (3) through a second transmission assembly (6); a first clutch (7), wherein the first output shaft (4) or the second input shaft (2) is detachably connected to the first transmission assembly (5) via the first clutch (7); a second clutch (8), wherein the first output shaft (4) or the third input shaft (3) is detachably connected to the second transmission assembly (6) via the second clutch (8); A planetary reduction unit comprises a transmission adjustment component and a first planetary gear assembly (9) and a second planetary gear assembly (10) in transmission connection, wherein the first planetary gear assembly (9) has a power input part, and the second planetary gear assembly (10) has a power output part, wherein the power input part is in transmission connection with the first output shaft (4), and the transmission adjustment component is suitable for adjusting the transmission matching state of the first planetary gear assembly (9) and the second planetary gear assembly (10), and the planetary reduction unit has a first transmission state, a second transmission state and a third transmission state in which the transmission ratio gradually decreases.

2. The speed change device according to claim 1, characterized in that: The second input shaft (2) is in transmission cooperation with the first input shaft (1) through a first transmission assembly (5); the first transmission assembly (5) comprises a first transmission wheel (501) and a first matching wheel (502) for transmission cooperation; the first transmission wheel (501) is rotatably sleeved on the second input shaft (2); the first matching wheel (502) is fixedly connected to the first output shaft (4); the outer hub of the first clutch (7) is connected to the second input shaft (2), 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 third input shaft (3) is in transmission cooperation with the first input shaft (1) through a second transmission assembly (6); the second transmission assembly (6) comprises a second transmission wheel (601) and a second matching wheel (602) for transmission cooperation; the second transmission wheel (601) is rotatably sleeved on the third input shaft (3); the second matching wheel (602) is fixedly connected to the first output shaft (4); the outer hub of the second clutch (8) is connected to the third input shaft (3), 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 radiuses; the first mating wheel (502) and the second mating wheel (602) having a smaller transmission radius are integrated with the first output shaft (4), and the wheel having a 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 two radially opposite sides of the first input shaft (1).

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), the third input shaft (3) is provided with a third power gear (302), and the first power gear (101) is simultaneously in transmission cooperation with the second power gear (202) and the third power gear (302).

6. The transmission device according to any one of claims 1 to 4, characterized in that: The first planetary gear assembly (9) comprises a first sun gear (901), a first planetary gear (902), a first planet carrier (903), and a first ring gear (904) which are in transmission cooperation; the second planetary gear assembly (10) comprises a second sun gear (1001), a second planetary gear (1002), a second planet carrier (1003), and a second ring gear (1004) which are in transmission cooperation; the first planet carrier (903) is in transmission connection with the second ring gear (1004); the first ring gear (904) is in transmission connection with the second sun gear (1001); the first sun gear (901) is the power input part and is connected to the first output shaft (4); the second ring gear (1004) is the power output part.

7. The speed change device according to claim 6, characterized in that: The planetary reduction unit further comprises a second output shaft (11) and a transmission sleeve (12); the first planet carrier (903) is transmission-connected to the second ring gear (1004) via the second output shaft (11); the transmission sleeve (12) is sleeved on the outside of the second output shaft (11); the first ring gear (904) is transmission-connected to the second sun gear (1001) via the transmission sleeve (12); Wherein, when the planetary reduction unit is in the first transmission state, the transmission adjustment component alone fixes the second planetary carrier (1003); when the planetary reduction unit is in the second transmission state, the transmission adjustment component alone fixes the first ring gear (904); when the planetary reduction unit is in the third transmission state, the planetary reduction unit fixes the first planetary gear assembly (9) as a whole for rotation.

8. The speed change device according to claim 7, characterized in that: The transmission adjustment assembly comprises a fixed frame (13), a third clutch (14), a fourth clutch (15) and a fifth clutch (16); the second planetary carrier (1003) is detachably connected to the fixed frame (13) via the third clutch (14); the first ring gear (904) is detachably connected to the fixed frame (13) via the fourth clutch (15); and the first ring gear (904) is detachably connected to the first output shaft (4) via the fifth clutch (16).

9. The speed change device according to claim 8, characterized in that: The first clutch (7), the second clutch (8), the third clutch (14), the fourth clutch (15) and the fifth clutch (16) are all wet clutches.

10. A power system, characterized in that: include: The speed change device according to any one of claims 1 to 9; An engine (17) is connected to the first input shaft (1) of the transmission device via a power clutch (18); A first power motor (19) connected to the second input shaft (2) of the speed change device; The second power motor (20) is connected to the third input shaft (3) of the speed change device.

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